Purveyors of fine cycling goods, ENVE has long been a benchmark for carbon components, with nearly everything except groupsets available from the American brand. Most of what they make is high-quality and high-priced, and the G Series Gravel In-Route Handlebars are no exception.

Designed specifically for off-road use, the drop bars can be paired with a suitable stem (such as their own In-Route Stem) and frame to offer fully internal cable routing and claim to provide the perfect blend of comfort and control.

These handlebars came fitted to the ENVE MOG gravel bike used in the Gravel v All-road article, so thankfully, I didn’t have to thread any cables or hoses through them.

Construction

The G Series Gravel In-Route Handlebars are, of course, made from carbon, with a lay-up that ENVE says has been specifically designed to reduce the vibrations and discomfort of off-road riding.

The most noticeable feature of the bars is the flare, with an extra 12cm from the centre of the hoods to the centre of the drops. Much like the road-going version, the flare is front-to-back as well as side-to-side, so the widest point of the whole bar is at the end of the drops.

Either side of the stem, there are a few centimetres of round bar for mounting lights, a computer, and any other gadgets before the bar flattens a little. This section is less about aero gains than comfort, with the slightly ovalised tubing extending around the corner towards the hoods. The drops have a straightened area near the brake levers before continuing backwards and outwards to the bar end plugs.

In pure figures, the reach is 80mm, the drop is 120mm, and the claimed weight is 261g for the 44cm test bars.

They are available in 42cm, 44cm, 46cm and 48cm (at the hoods) widths, giving 54cm, 56cm, 58cm and a whopping 60cm width on the drops. I’ve owned mountain bikes with narrower bars than that!

The ride

As the bars arrived ready, set up and fitted with some of the best handlebar tape, I can’t comment on the weight or ease of fitting, unfortunately, but that did mean that I could head straight out the door and onto my local trails.

Simply put, I loved the tops and hoods, but was less impressed with the drops. The straight, ovalised tops were very comfy, and with the sharp 90° bend to the hoods, there was oodles of space for different hand placements (this would also make them great for use with a bar bag). As the ovalisation continues around the bend, riding just behind the hoods was also pretty comfy, and the transition to the hoods is nice and smooth.

The hoods are angled inward slightly by the beginnings of the flare, but this is no bad thing, and the GRX levers fell to hand easily. Riding forward in the drops, as you would whilst covering the brakes, was ok, helped by the ergonomic section of the bar, although I felt that my elbows were being pushed out slightly by this point. Further down the drops towards the bar ends, I was less happy.

The 56cm width here just felt too much for me, even at 186cm tall, pushing my elbows out and shoulders forward. I understand that width equals control, but as you can’t reach the brakes by this point, I can’t imagine feeling the need for maximum control without the possibility of braking!

The other issue with such flared bars is one of bike fit. The correct reach and stem length for riding on the tops or hoods is thrown out by moving down onto the super flared drops, making the reach then feel too long. This isn’t too much of an issue barrelling down smooth, fast gravel trails, but a lot of my rides involve technical, rocky and steep sections - exactly the type of terrain where you don’t want to feel stretched and nose down. So instead, I tended to revert to the hoods, wasting all that added width.

Of course, handlebar shape is a subjective matter depending on riding type and style, as well as body shape and flexibility, so another rider might find the shape perfect for them, but I would have preferred less fore/aft flare. The FSA K-Wing AGX bars suited me better, for instance.

Aesthetically, the bars look pretty classy, with gloss black ENVE branding against matte carbon, and of course, super clean internal cable routing.

Value and conclusion

Ok, I can’t avoid it any more, the price of these handlebars is £440. If that information doesn’t have you scurrying away with your wallet firmly jammed into the bottom of your pocket, then these might be the bars for you.

There is no doubt that there are (much) cheaper gravel bars available, even in carbon, but not many with ENVE’s enviable reputation for quality and workmanship, along with a decent crash replacement policy. It is impossible to use the words ‘good value’ about a set of handlebars that are nigh on the cost of a basic bike, but ENVE has never been about the budget market, so the price might not matter too much to prospective buyers. Personally, I think I'd baulk at spending that amount of money on something that is very likely to get crashed or at least filthy on a regular basis.

Comfort and space on the tops is excellent, and whilst weight isn't exceptional, it is reasonable considering the quality and sheer length of carbon tubing involved. The shape of the drops might not work for me, but if it suits you, and you can handle the outlay, then there is no doubt that they are a high-quality, well-designed set of handlebars in the modern gravel style.

Deda has been making handlebars since 1999, including my personal favourite bar shape of all time, the Italian shallow or classic bar, in 40 or 42cm (still the best shape when in the drops, in my opinion). The Gera carbon is nothing like the bar I lusted after in my twenties; in fact, it's not like any other bar I've used, but is that a good thing?

I fitted a set to my trusty gravel test bike and spent the winter largely on the Peak District's finest trails to see if the radically different position offered by the Gera is a blessing or a curse compared to some of the best 'regular' shaped gravel handlebars.

The construction

The first and most obvious thing about the Gera is its shape; it's quite unlike anything I've ever used on gravel or road.

I'll start in the centre, which is a standard 31.7mm (or 31.8 for most other brands) diameter, and has an 80mm wide section that is strong enough to fit tri bars for long-distance gravel adventures. From the centre, the bar moves forward by 30mm and then sweeps backwards at a 12-degree angle, combined with a 7mm rise. This may seem unusual to some, but those accustomed to mountain bikes will feel at home with the back-swept design.

While the sweep has been used by other brands, the lever position, is not something I've encountered before. They have barely any reach at all; only 40mm in fact from the centre of the bar and it feels shorter than that. In practice, the back sweep of the top section puts the lever hood in line with the front section of the handlebar. For comparison, bars typically have a reach of around 70-90mm, providing a noticeable transition from the tops to the lever hoods. The drops are a more standard 100mm, with ample length on the lower sections.

These then flow to the slightly elongated and flared drop section, which flares at an angle of 16 degrees. This is ok for gravel, not too extreme, but more than you would find on an all-road style bike, for example. They come in 420, 440, and 460mm widths at the hoods, which flare out to 520, 540, and 560mm, respectively. It's worth bearing in mind, though, that Deda measures from the outside of the bar, not centre to centre like most brands, so they measure up narrower than most competitors' offerings.

They appear very well-made, with a quality feel to the matte UD carbon finish. They also feature Deda’s DCR system, which means they will work with complete internally routed cable setups or, like me, you can run them semi-internally with the brake hose running through the tops and exiting next to the stem. They are also pretty light at 230g, which shouldn't be that big a surprise considering their high price tag.

The ride

Fitting the bars was relatively straightforward, and fortunately, my gravel bike has semi-internal routing, so I didn't have to deal with any headset cable routing nightmares. That said, the entry and exit holes for the cables are adequate, and easy to feed hoses and cables through with an internal cable tool such as the Park IR 1.3.

However, deciding where the lever should sit wasn't as straightforward. The lack of reach means the hose exits from the lever hood (a Shimano GRX Di2 in this instance) at a very sharp angle and can be awkward to set up correctly. In fact, I did my first few rides without bar tape fitted, as I needed to fiddle with the position to get the hoods somewhere I liked. With Di2 and hydraulic hoses, the sharp angle wasn't too big a deal, but if you're running cable gears or brakes, this could lead to friction issues, as there's simply not enough room for a smooth cable curve.

The Gera is designed as an adventure gravel bar; Deda offers a more standard-looking bar called the Gravel100 with a similar sweep in the drops but a much more traditional reach and look.

I'm not sure what makes an adventure handlebar, but it took me some time to get used to it. I found the back-swept top section comfortable, with its slightly oversized oval shape feeling very nice in the hand, but I struggled with the lack of reach to the lever hoods. Thats probably a lot to do with the fact that every bar Ive ever used has a pronounced transition from the tops to the hoods, and it certainly took sometime to rewire my brain to the new setup, especially in technical sections where I needed to move from the tops or drops to the lever hoods quickly.

After a few rides, I decided to fit a longer stem and increase my stack height by 20mm. With an 80mm stem fitted, the short reach put my weight too far forward, making me feel I was going to go over the bars anytime the trail pointed downwards. With a taller front end and a 100mm stem fitted, this was less of an issue, although it made the forward-extended top section feel odd to begin with, as it extended the reach when I was using the centre of the bars.

The carbon construction on the Gera was quite stiff, somewhat at odds with its adventure intentions. I didn't see this as a big problem personally, as I prefer a stiff handlebar and opt for a softer handlebar tape. I prefer flex in other areas, like the frame and wheels. However, bear this in mind if you are looking for something to reduce some of the high-frequency buzz you get off-road. I ran the rather good Deda Loop tape, which isn't the thickest but does have a very nice grippy feel and just enough squish for me. I did find that taping the bars took a little longer than usual but it was made easier by using a tape with plenty of stretch to cover the sharp angle of the top-to-hood transition more easily.

I don't often run a bar bag, but as these are designed for adventure use, I rode with some bags from Cube’s acid range. These use a fairly standard adjustable strap method of securing the bag to the bars, but I couldn't get a good fit on the Gera despite trying several options. This was due to the forward section that protrudes from the stem area, so you can't really grip the tops at all with a bag fitted, as you have to mount the bag on the start of the swept area, which I found to be annoying on longer rides.

The 16-degree flare on the drops was fine, and did give more control in technical sections. However moving from here to the hoods wasn't as easy as I'd like. In fact, I had several instances of misplacing my hands when moving from the drops to the hoods.

Value and Conclusion

Overall, the shape of the bar wasn't for me, but, like with other contact points, this is a matter of personal preference. If you find the hood position on your gravel bike is too stretched for you, these could be just what you are looking for.

It's good to see brands try different things, especially with aspects that rarely change, like handlebars. There are parts of the Gera, such as the top section and back sweep, that I found very comfortable, though overall, I was happy to return to a standard bar shape after testing.

Value-wise, these aren't cheap, but they are well-finished and offer something different from the norm. Deda also offers an extensive range of stems that utilise the DCR system, which includes a vast array of adaptors to accommodate the majority of headset and cable routing standards on the market.

If you ride a few different bikes, all with similar bar setups, you might find the transition from the drops or tops to the hoods too much to get used to with the Gera. However, if you only ride one bike and would benefit from a shorter lever hood position, then these may be just the ticket.

ENVE has a large offering of premium carbon products, ranging from seatposts to frames, all beautifully made and generally pretty pricey. The ENVE SES AR Road In-Route Handlebar is no exception, coming in at the top end of the cost spectrum and making them among the most expensive road bike handlebars available.

The ‘In-Route’ name refers to cable integration, as with a compatible stem, all cables can be run fully internally for a neater, more aerodynamic design. ENVE lists the suitable stems on their website, with most of the major brands mentioned.

These bars came fitted to the rather nice ENVE Fray all-road bike I’ve been riding recently (paired with ENVE’s In-Route Aero Stem), and the AR in the bar’s name stands for ‘All-road’ too, making them the perfect match for the Fray. As such, I’ve ridden them on-road as well as some light off-road.

Construction

ENVE says that the carbon laminate used to make the SES AR Road In-Route Handlebar is AR-specific for ‘comfort over all terrains’. Presumably, this means that there is slightly more compliance in this bar than in their aero model, for instance.

There are cable ports which allow any wires and hoses to be run either entirely internally through the handlebar and stem or neatly contained within the runnel underneath the bars if integration isn’t possible (or desired). These holes and details are very nicely finished with lovely, smooth edges.

The bars are available in five different widths from 38cm to 46cm in 2cm increments, with the drops 5cm wider than the measurement at the hoods. This is because the bars flare fairly significantly (for road bars), not only in the usual top-to-bottom direction but also in the front-to-back dimension. Therefore, the widest point of the whole handlebar is the final few centimetres before the bar end plugs - the test bars were size 40cm (45cm at the drops). Elsewhere, the bars are a fairly standard compact 76mm reach and 127cm drop.

The tops are flattened for aerodynamics right up to the stem clamping area, making the fitting of things like lights or a computer less than straightforward, whilst the forward bend between the tops and the hoods is quite abrupt.

ENVE’s given weights are 242g, 254g, 260g, 273g and 290g, respectively. As the test bike was fully assembled on arrival with bar tape fitted and all cables routed through both the bars and the stem, I didn’t take it all apart to weigh the components independently. ENVE’s claimed weights aren’t groundbreaking anyway and seem eminently plausible.

The ride

The flattened tops of the bars were a pleasant place to be - comfortable but not overly wide or deep with just enough compliance to take the edge off without in any way feeling spongy. The severe 90° bend to the hoods allowed the full width of the tops to be used and also provided a nice position for the heel of the hand when you're not fully forward on the hoods.

When riding in the drops by the levers, the compact curve was perfect for control and comfort, keeping the brakes and shifters in easy reach. However, the flare meant that it wasn’t ideal for keeping my elbows tucked in for the kind of aero advantage you’d probably be looking for if riding in the drops. My wrists, elbows and shoulders simply didn’t seem to work that way, and I ended up with my elbows sticking out a bit - perhaps riders with greater flexibility wouldn’t find it an issue.

Furthermore, I didn’t really understand the purpose of the additional flare towards the bar ends - by my reckoning, the handlebars were 3cm wider at the ends than by the levers. Sure, wider bars give better control, but generally speaking, on the kind of terrain where I need more control I also quite like having my brakes within reach too, so that extra flare seemed superfluous.

Luckily, the bike came with a computer mount that fitted into the stem faceplate, as otherwise mounting one would have been very difficult, given that there is very little suitable, round, real estate on the handlebar. Ditto mounting lights, bells or any other handlebar accessories. This might be understandable on a race-oriented handlebar where aerodynamics and speed are the priority, but it is a bit limiting on a more all-round bar. I would happily sacrifice a watt or two for a couple more centimetres of 31.8mm bar on which to fasten my front light. Fitting a compatible light to a Go-Pro fitting on the K-Edge computer mount was a possibility, but would limit lighting options.

In the main, the SES AR Road In-Route Handlebar was very comfortable so long as I stayed on the tops or forward in the drops, away from the slightly awkward extra flare. Whether riding with gloves or without, I suffered no problems in terms of numbness or vibrations and out-of-the-saddle efforts didn’t cause any noticeable flex. I am not in the position to comment on the bar’s aero credentials, but it’s always nice psychologically to see as little material as possible hitting the air at the front of a bike.

Value and conclusion

As I’ve suggested above, these are right at the top end of the price range for a separate handlebar (not a one-piece bar/stem combo), and at £440 / $450 a pop, it is very hard to suggest that they are great value, particularly as they are nothing particularly special weight-wise. The shape and flare on the drops also didn’t suit me particularly well, but I can see where they are coming from - trying to offer a premium all-road (as opposed to race-orientated) set of bars that should work well on bikes such as ENVE’s Fray across a variety of surfaces.

I certainly liked the shape of the upper part of the bars and appreciated the extra width that the sharp transition towards the hoods allowed, and I accept that other riders might well get on better with the flare of the drops, too. Furthermore, the bars are stiff and compliant in all the appropriate places, and are beautifully made in terms of quality of finish, but whether that all adds up to £440 / $450 worth of handlebars is another question.

For most of us, the best road bike handlebars are a factory-fit-and-forget component, especially these days of one-piece bar/stem combos and fully internal cable routing. However, gravel and all-road bikes are still more likely to have a 2-piece cockpit, so if you fancy an upgrade, then FSA has a premium option for you: the K-Wing AGX carbon handlebar.

These are intended as a multi-purpose option, with relatively conservative numbers in terms of drop, reach and flare, making them just as well suited to an all-road bike as a gravel bike. FSA offers the K-Force AGX carbon bar for those wanting a more gravel-specific bar - with an even more premium price tag.

The K-Wing promises excellent ergonomics, low weight and is compatible with all cable routing options and gear systems. It's available in 400, 420, 440, 460, 480mm widths.

Construction

The FSA K-Wing AGX may well be the most sculpted handlebar I’ve encountered. FSA has made full use of carbon’s mouldable properties to produce a bar with multiple dimples, divots, holes and flat spots whilst still retaining an ostensibly normal silhouette. It isn’t outrageously flared or dramatically shaped but is instead the result of lots of thoughtful and subtle manipulation.

The basic dimensions are those of a standard, compact gravel bar with 115mm drop, 76mm reach and 12° flare, but those numbers do not tell the whole story.

From the round, textured centre, the bars rise by 5mm (much less than the Specialized Hover bar) and flatten into an aero shape whilst also gently curving forward by 10°, making them look quite aggressive. The outside corner of the bend towards the hoods is depressed to the point of being concave and the outside of the flared drops under the levers is also flattened and squared off.

Underneath, there are ingress and egress points to run cables internally which can exit into the stem if compatible (FSA’s Aerodynamic integrated Cable Routing (ACR)) or just before the stem if fully internal cabling isn’t an option. Should you choose not to run the cables through the bars at all then there is a runnel on the underside to nestle them into.

Phew - I said that there was a lot going on with this bar!

The ride

Obviously, as a self-confessed weight weenie, the first port of call was the scales - FSA gives a weight of 205g for the 420mm option but the 440mm test pair were 228g. Still very light considering everything that is going on with them and about 70g lighter than the stock aluminium bars that came on my Cannondale Topstone - a decent but not earth-shattering saving on a gravel bike. My tape measure suggested that centre-to-centre behind the hoods was 43cm and 50cm at the end of the drops.

I chose not to run the cables internally as my stem isn’t compatible and it didn’t seem worth it for a few centimetres through the tops as I was intending to fully tape the bars anyway. If you were going to leave the tops untapped or could run the cables through the stem as well then this would give a super clean look to the front end and leave FSA’s graphics visible.

The forward sweep added a little bit of reach to my position although this was offset to some extent by the slight rise and narrower width compared to my original handlebars. Cannondales C3 gravel bars have a 16° flare, whereas the K-Wing AGXs offer a more reserved 12°, and I found that I preferred this. The wider bars could occasionally feel a bit ungainly and spread my arms awkwardly whereas the FSA bars felt far more natural when in the drops.

The ovalised tops, on the other hand, were perhaps a little too large when wrapped in the best handlebar tape; I don’t have small hands, but the combination of winter gloves, 3.5mm padded Profile Designs tape and the aero shape was a little bit of a stretch for me. Without tape or without gloves they might have been fine, but with below-zero temps and rough trails, I wasn’t about to experiment with either!

I really loved the flattened sections on the corners leading to the hoods. Given (much) warmer weather I generally ride without gloves, and although I don’t suffer from ulnar issues, long off-road rides can lead to a bit of soreness. These dimples gave me a lovely, flat section that definitely reduced pressure on the heel of my hands and it became a favourite position to ride in if not fully on the hoods.

Although I liked the narrower, less flared dimensions, the squared-off tubing of the drops wasn’t particularly noticeable to me, although I confess that I don’t spend much of my gravel riding time down there anyway.

I’d be lying if I tried to claim that I could detect any form of extra vibration damping thanks to the high-grade carbon construction of the bars on my 45mm tyre-equipped gravel bike with a Redshift suspension stem, but there was no untoward flex when out of the saddle either. Lore would suggest that there should be some extra damping from the carbon, and perhaps on a more rigid bike with narrower, higher-pressure tyres it would be more noticeable.

And finally, aesthetically, they looked superb, adding some extra purpose and subtle bling to the bike as carbon components often do.

Value and conclusion

The price of the FSA K-Wing AGX carbon handlebar is a heady £340, which although it is in line with many other high-end carbon road bars seems a lot for a gravel bike build somehow. Perhaps it is the thought that gravel bikes are often treated rather less considerately than mollycoddled summer road bikes and that the likelihood of damaging them seems higher.

I was surprised by how much difference the bars made in terms of comfort though, and how much nicer they were to ride compared with my basic bars. The formed carbon was undoubtedly a more comfortable place to rest my hands and the overall shape suited me very well. If you are building a dream gravel racer without a one-piece set-up or perhaps if you suffer from hand/ulnar issues then they are a lovely, highly ergonomic option, but for the rest of us, £340 is a lot for something to crash, tie luggage to and get filthy every weekend.

I think that they would be ideal on a high-end all-road bike. The shape is perfect for long-distance mile-munching whilst the slight flare still feels perfectly natural on or off-road and the small weight advantage might be more relevant than on a gravel bike. Also, the tops could be left untaped making them easier to hold and they wouldn’t be quite as much at risk of terminal damage.

Price aside, these are a 5 star product with no real flaws unless you want a wider flare, but at over £300 they have to forgo half a star.

The Mythos Elix stem comes with a pedigree almost as formidable as its appearance.

It's made by Dimitris Katsanis’s company Metron in Britain. Katsanis was the man behind the UKSI track bike, he’s also worked with Team Sky and his additive manufactured (3D printed) equipment has been used at the highest level. Bradley Wiggins used 3D-printed titanium custom bars made by Katsanis to break the world Hour Record in 2015 and most recently Metron worked with Pinarello to 3D-print the frame, fork and bars that Filippo Ganna rode to raise the Hour Record bar to new heights last month.

We covered the story of the Mythos Elix's launch back in May if you want more background.

And if you want to buy one they cost £500 directly from Mythos's website. Scroll down to the bottom for details of worldwide availability and shipping costs.

Mythos Elix 3D-printed stem: construction

Like Ganna’s bike, the Mythos Elix is made from Scalmalloy, a metal alloy made with scandium, aluminium and magnesium that was developed for 3D printing by Airbus. Scalmalloy has a high strength that makes it ideal for aerospace and professional cycling applications.

The 3D printing process allows components to be stripped back to bare bones - which is why the Mythos Elix has an appearance that recalls the endoskeleton version of Terminator in Judgement Day. This is because, according to Metron, areas of high stress can be eliminated with small local reinforcements, while weight can be reduced around other areas by removing any non-essential material.

Metron says the Mythos stem is 15 per cent torsionally stiffer than an equivalent alloy stem. However, at 170g for the 120mm version (they are available in 100-130mm lengths) including Ti hardware it was 3g heavier than the alloy Deda stem with steel bolts that it replaced.

Mythos Elix 3D-printed stem: the ride

When you can see daylight through your stem, the first thing you’re going to be wondering is, will it snap? It has passed the ISO 4210 test standard for all sizes, so the answer is no.

Next, will it feel any different from my old stem? The extra 15 per cent of stiffness is hard to discern simply by riding it and we don’t have our own equipment to independently test it, but the Mythos Elix felt very rigid and certainly no less stiff than the Deda stem it replaced.

In fact, it felt just like any other stem - almost a surprise since it looks so different. Beauty is in the eye of the beholder, as they say, so I’m not going to tell you what to think of its looks, except to say that I struggled to decide which of my bikes to fit it to. In the end I chose my steel Independent Fabrication, the rationale being that an exotic-looking stem might suit a custom handmade steel bike - but in the end for me the aesthetics didn’t work at all. If anything it jarred with the non-nonsense, classic look of the Indy Fab.

The Mythos Elix is a fascinating thing to examine close up, but with cycling so often being about things matching each other, I preferred looking at its mesmerising multiple surfaces, edges, curves and textures before it was fitted to my bike.

Mythos Elix 3D-printed stem: value and conclusion

So, of the five Ws and one H that journalists traditionally cover there’s just one glaring W I haven’t dealt with: and that’s ‘why?’.

The most obvious answer, to paraphrase Mallory, has to be 'because it’s there'. The technology, that is. Arguably the Mythos Elix stem doesn’t have any performance advantage over a standard forged or CNC’d item, but it’s saying loud and clear ‘look what 3D printing can do’.

And it's true 3D printing can create complicated shapes and structures that neither CNC machining nor existing carbon-fibre manufacturing techniques can - as Metron demonstrated with the AirNodes on the seat tube of Ganna's Hour Record bike that were designed to reduce airflow separation.

However, a stem has a much simpler job to do - one that seems to be served perfectly well by current manufacturing techniques. Perhaps all the Mythos Elix does is prove that stems don't need to be 3D printed.

Ultimately if you like the unique look of it, you’re happy to be a rolling advert for 3D printing, are prepared to answer all the questions and don’t mind being the butt of a lot of jokes that you will probably hear many times over (difficult to clean, whistles in a crosswind, etc.) then the Mythos Elix could be the stem for you.

Otherwise £500 will seem like a lot of money to spend on a stem that only claims a small torsional stiffness advantage, doesn’t make your bike any lighter and doesn’t feel detectably different from your old stem.

Mythos Elix 3D-printed stem: availability

The Elix is available via Mythos's website to customers in the United States, Japan, Australia, Canada, New Zealand, Mexico, Singapore, Switzerland, the EU, and the United Kingdom.

Customers from other countries can also purchase stems but will need to contact Mythos to arrange this on a case-by-case basis.

The ex-VAT price is the same for all customers at £416.67, which with the addition of 20% VAT for our UK customers comes to £500.

Shipping is charged at a flat rate of £50 per order for international customers within Mythos's current shipping area, and duties and taxes will be charged to the customer on arrival in the destination country.

According to Mythos, so far, the international market has been its biggest with customers in Australia, Singapore, the US, and more.

Mythos Elix 3D-printed stem: Specifications

• Material: Scalmalloy®
• Length: 100-130mm
• Rise: +/- 8 degrees
• Clamp Diameter: 31.8 mm
• Hardware: Titanium M5 x 16 mm
• Stack Height: 45mm
• Weight: 170g (120mm size)
• Compatible with FSA ACR Integrated Cockpit System
• Internal cable routing compatible
• Price: £500

I first came across the Specialized Expert Alloy Shallow bend road handlebar fitted to the Amira road bike I bought back in 2012.

Nine years later, this is still my go-to handlebar when it comes to seeking a comfortable, inexpensive and reliable solution for fitting out the steering department of a new bike.

Specialized Expert Alloy Shallow bend road handlebar construction 

As the name would suggest, these bars are constructed from Specialized's premium aluminum. The material choice means that they're heavier than the carbon S-Works version, but when considered alongside the price, the difference isn't huge.

Our 36cm pair weighed in at 263g. For reference a 42cm bar dropped onto our scales at 288g; they cost £55/$55. The S-Works carbon model carries a claimed weight of 200g (size 42), at £205/$250.

Specialized has opted for the same shape across the Alloy Expert and S-Works models. The shallow bend drop measures 123mm, and the reach is 75mm. The drop itself is round, so this is an option for riders who prefer a curly-wurly of a drop, over a more staggered straight drop.

This is a mostly round bar, there's no pronounced, aero surface to cling on to come a climb, but there is a slight flattening to provide an extra hand position.

A major selling point for these handlebars is that you'll find them available in widths from 36cm to 44cm, which gives a suitable option for the majority of wingspans. The clamp diameter measures 31.8mm, which is the industry standard and will marry with most stems.

Specialized says that the 'front of the bar [is] optimised for dual cable routing'. The handlebar is shaped so that both a brake and gear cable fit neatly with one either side of the bar, as opposed to being crammed on the inside, which does make for a good fit once bar tape is added. There isn't a hole for internal cable routing.

There are markings to make fitting the bars easier, with integers on the drops and the famous 'S' logo making for a handy bullseye in the centre of the stem fitting.

Specialized Expert Alloy Shallow bend road handlebar the ride

The Expert Alloy Shallow bend handlebars from Specialized provide a comfortable position on the tops and the drops. The shallow bend ensures that moving from the tops to the drops is rapid, without the need for any 'revolutionary' shaping.

Round shapes generally yield greater compliance over square shapes, and whilst not as vibration-damping as a carbon model, these have always dissipated enough road buzz for me. If muting road feedback is an area for concern for you, some of the best handlebar tape can make all the difference.

Having raced these bars, I've no concerns over their stiffness when getting out of the saddle, though thoroughbred sprinters may beg to differ.

Riders who want to get extremely low at the front end could potentially find the shallow drop limiting. However, it's only 7mm more upright than the 130mm drop on the brand's own 'Aerofly' handlebar - which then comes with a 25mm rise in the centre, bringing the rider up by 2.5cm when on the tops. Comparatively, the Expert Alloy Shallow Drop provides a consistent experience, and most can find a suitably low position via adjusting their stack with a slammed stem.

Being simple, round, aluminium bars, these don't feature a chunky flat platform, which means they feel compact and work well with small hands, there's still plenty of real estate for perching on the tops when pushing out the watts up a climb.

Aluminium comes with the benefit of being relatively hardy when compared with carbon, so, whilst no one ever plans for them to touch the tarmac or over-torque a bolt, there's some peace of mind attached to choosing a metal option.

Specialized Expert Alloy Shallow bend road handlebar: value and conclusions

The Specialized Expert Alloy Shallow bend road handlebar is a comfortable bar, that's readily available in a vast range of sizes.

A size 42 weighs in at 288g, vs 304g for the Deda Zero1 RHM Handle Bar (£37.99) and 305g for the Zipp Service Course 70 Ergo Handlebar (£43.99). Really, there's not a lot not to like.

• RRP: £55/$55
• Reach: 75mm
• Drop: 123mm
• Sizes: 36-44cm
• Weight: 263g (size 36), 288g (size 42)

Ever see a handlebar that splits opinion like a hover bar? The obscurely shaped riser style originally appeared on some of Specialized’s most aerodynamic platforms with the S-works Aerofly bar, it featured a foil shaped top section raised above the stem to provide their racers with top flight speed advantage with condor-esque silhouette. The unique shape seemingly trickled down from the professionals to a somewhat different audience however; landing at the feet of the gravel bike crowd.

Once fitted as stock to the now out of production Sequoia do it all bike, the subsequent Hover bar became the talking point for many - “why not just run a few more spacers?”, “it’s just ugly” and “whyyyyyy!” are just a few of the regular comments I’ve received over the two or so years I’ve used and abused these bars. Well fellow riders, this is why.

The tagline reads ‘15mm rise plus flare’, and like with any good movie poster it gives a pretty good impression of the key offerings of the Hover bar in an instant; before we get to what sets these bars apart though and how they compare to the best handlebars for gravel bikes let’s look at the basics.

This is a set of aluminium handlebars, regular 31.8mm clamping diameter at the stem, tapering to a thinner gauge throughout the rest of the bar for the sake of ergonomics and available in widths of 38cm through to 46cm by increments of 2cm - making the 42cm wide handlebars on test smack bang in the middle of average-town. There’s no claim of dampening built-in, no internal routing; the Hover bar is as plain jane as the next set of butted aluminium steering controls, but then we get to the fit.

>>> Gravel bike upgrades

The fit is where these bars come into their own. The twelve-degree flare on the drops provides the rider with a more planted stance when down low, and is minimal enough that your chosen lever/shifter combo looks and performs less like a mandible and more like a regular bicycle component. And then there’s the rise, emerging from the stem-like Dracula realised in 6061 butted tubing. The 15mm vertical difference between the clamping point and the tops 'accommodates for a wide fit range’ in the words of Specialized, and while that’s hard to dispute, it maybe doesn’t really sell effectively why running a set of funky looking handlebars is more than just a cry for help and actually a really smart and informed decision.

I mentioned briefly I’ve been riding these for two years; they form part of my customised Sequoia where I’ve changed most of the components to create my ‘one-bike’; It works as a road light tourer, an out and out gravel bike and a commuter super-hauler amongst others. While I - like many an observer - have looked down to my handlebars and lamented for my street credentials, try as I might I cannot find it within to swap these handlebars for others.

The ride is comfortable, and the feel is most certainly that of an aluminium handlebar, stiff and assured but with the smallest amount of compliance. The shape is well thought out too, I’ve never found the 70mm reach to be too long, and that places the drops at 103mm lower within comfortable reach also; and at 42cm wide the bar isn’t winning awards for aerodynamics either but is slim enough that it won’t ruin a group ride and wide enough to comfortably fit a handlebar roll for a weekend adventure, you may see a theme of practicality evolving here.

When affixing that handlebar bag you’ll notice that because of the upward sweep you now have room for your hands on the tops, and the same in the drops thanks to the perfect amount of flare. You may also notice that now your bike is loaded up it has a tendency to fall if left unattended for more than a second, but that’s fine too because the construction has proved robust enough to withstand two years of misgivings thus far, not even a scratch.

Now naysayers and keyboard warriors prepare because here’s where the whole argument becomes tenuous based on what you value. Slammed stems look cool. I said it, and deep down you agree with it too although I don’t expect you to admit that publicly. 

The reality is however that many of us lack the flexibility to be riding something that looks like a fighter jet and more than likely rely on a few headset spacers to help us out. 

The Hover bar somewhat mitigates that, delivering rise without the need for so many spacers. It could be that you’ve already maxed out all other options and the Hover bar is the final piece to the puzzle, and if so then perfect; but if like me it’s more of a style thing then that’s fine too. Every time I look at my -12 degree stem and it’s parallel to the ground I want to ride my cool looking bike, thanks to the Hover bar I can do that comfortably, and if that’s not a good reason to continue using them then I don’t know what is

For the £50 RRP the Hover handlebar sits alongside many other aluminium bars in the category, and over the two year test period have proved to be excellent value for money standing up unequivocally to the rigours of real-world use, if you can learn to love the shape.

Perhaps the most striking element of the Coefficient Road Race Handlebar is the innovative out-front bridge which provides an additional hand position – and one that takes you some of the way to replicating the ‘invisible aerobar’ position recently banned by the UCI.

Although the handlebar is called the Road Race, there are aspects of this bar that can be enjoyed by many styles of rider.

If you want to increase your riding distance – without reaching for a little e-assistance – getting more aero is an effective way of doing so. It’s free speed in terms of effort, although quite the opposite monetarily.

There’s also something for gravel riders, with the drops flaring out by seven degrees and featuring a notched design for resting your thumb and providing a more secure grip.

Coefficient Road Race Handlebar: construction

Starting with that out-front bridge, it features an integrated computer mount, with options for Garmin and Wahoo coming shipped as standard. If you have a Lezyne or any other head unit, additional mounts are made for essentially every option on the market and are available to be bought separately.

If you have a proclivity towards recording your rides, a GoPro mount can also be attached underneath the bar.

Moving along to the tops, they have a flattened profile to reduce their frontal area and increase the aerodynamics of the bar. A particularly nice touch is that the depth of the tops varies with the handlebar width, meaning that even in the smaller sizes the tops remain a viable hand position.

Following the bars around now to the drops, I’d still count these as compact compared to the long and deep curvatures of traditional bars. However, with a drop of 127mm and a reach of 77mm, it’s not an extreme example.

The flare is similarly modest at seven degrees, splaying your hands out by about one centimetre on either side as measured from the hoods. It’s enough to feel a difference, but not so much that it requires any ‘getting-used-to’ period. Unlike other bars, there’s a notch on the inside of the bend on each side, which Coefficient says is to enable a more secure hand hold when descending.

When it comes to setting up the bars, there are good markings at the bend of the drops for setting the hoods up at an even height. There are also really good markers for making sure the roll of the bars is set up correctly and that the stem clamp is right at the centre of the bars.

Sometimes these markings are so small that if you have a bar clamp that doesn’t have a cut-out centre, you’re left flying blind – but that’s no issue here.

With the internal routing, there's a whole host of options for you there, with a vast array of different ports which should cater for most, if not all, shifter/frame combinations.

The ride

Starting again with the out-front bridge, the Coefficient Road Race bar did feel noticeably faster when hunkered down with my thumbs hooked in, my arms close and my back low.

However, the bridge doesn’t protrude overly far away from the bars, making for a much more cramped position than in the ‘invisible aerobars’ position or with a set of actual aerobars.

To be fair, the position is much more secure than one where you’re not touching the bars with your hands. So, unless you have bike-handling skills worthy of the pro peloton, you’ll likely be able to spend a lot more time in that aero position with these bars than you would with your forearms resting on the tops.

But considering how short and cramped the position is using the bridge of the Road Race bars, I didn’t feel there was that much of a benefit over just holding an ordinary set of bars on either side of the stem.

Don’t get me wrong, the out-front bridge of the Road Race bars is definitely an improvement over a standard set of bars – and does stretch you out a little bit more. But for me personally, I don’t think the improvement is so great that I could justify the extra cost.

Happily, there is plenty more to these bars than just the bridge. I got on well with the shape of the drops, the combination of the flare (7°) reach (77mm) and drop (127mm) had a very comfy result and I was happy to spend a large proportion of my time riding low and hooked in.

The notch surprised me in just how positive an effect it imparted. I did feel a lot more secure with that closer grip which was made possible. It turned out to be the best of both worlds in having the diameter reduce only at the thumb – I find if the whole bar is a narrower diameter, the grip of my lower three fingers feels a lot less secure.

Value

This is hard to compare as there aren’t many examples like it. Compared to another bar which has interesting aero details – beyond simply flattening the profile of the tops – is the Enve SES Aero V2 Compact Road Handlebar. This is a particularly narrow bar with a large degree of flare to retain its handling characteristics when on the drops. It comes in at quite a bit more at £420.

At the other end, there is the Farr Aero Gravel handlebar which also has an out-front bridge. This one is significantly larger than the Coefficient Road Race bar and we found that it actually mimicked a set of clip-on aerobars rather well.

However, as a gravel bar, the narrowest size it comes in is 42cm, the flare is a generous 25° and the construction is aluminium – all of which make it a lot less suitable for road riding. It is a lot cheaper though, at £99.99.

Compared to just a standard aero handlebar, the Road Race bar does cost a fair bit more than the Easton EC90 Aero Road Handlebar which comes in at £279 and is a fairly typical price. This is sharply undercut by Wiggle’s in-house brand, Prime, and its Primavera Aero Carbon Handlebar which we found to be comfortable, lightweight, and easy to live with and only costs £149.99.

Prime’s Primavera Aero Carbon Handlebar offers a cockpit upgrade at a much lower price than the competition, as well as being packed full of thoughtful touches which make these bars easy to live and ride with.

Although there are measurable gains to be reaped from the flattened tops of an aero handlebar, these aren’t huge and won’t make a significant difference to your riding speeds.

More important is the ergonomics of the handlebar, as the rider is responsible for far more aerodynamic drag than the bike or any of the individual components. For instance, if the shape of the bars means you avoid the drops, that’ll cost you far more than what you’d gain from flattened tops.

Primavera Aero Carbon Handlebar: construction

As the name would suggest, these handlebars are party to a carbon-fibre construction. But what might not be immediately obvious is that a lot of work has gone into refining the characteristics of this updated version over the original Primavera.

Prime says that stiffness has been increased in both the vertical and horizontal planes, as well as rotationally. On average, the updated Primavera is said to be 20.6% stiffer than the original.

Now, increased stiffness isn’t always a good thing — too much and the result is a bar that feels harsh to ride. But equally, no one wants a flexy bar when they’re putting the power down in a sprint or hauling up a climb. I’ll touch more on the overall feel of the bar in the ride section below, but for now I'll just say that it does feel like a good balance has been struck here.

Regarding the internal cable routing, it’s designed to play nicely with Shimano Di2, and with exit ports under the tops and at the back of the stem clamp area, most other shifter/frame combinations should be catered for.

With a drop of 122mm and a reach of 76.5mm, the Primavera Aero Carbon Handlebar is definitely on the more compact end of the spectrum — which many people find they prefer to the traditional long and deep handlebars of old.

The drops themselves have an interesting profile, being quite angular rather than round. This is said to match up better with the shape your hand takes when you make a fist — which makes a lot of sense when you think about how your fingers actually bend.

Thoughtfully, the bar diameter stays at 31.8mm for a bit on each side of the stem clamp, before broadening out to the wider, flattened tops. This means that it’s easy to fit a standard out-front mount, rather than having to go to the added expense of getting one which attaches directly to the stem bolts.

We’re seeing many more people opting for narrower handlebars as an effective way of decreasing aerodynamic drag by reducing the frontal area. While a narrowest size of 38cm might not stand out as particularly old-school at the moment, there is an increasing number of brands offering smaller sizes such as 36cm and smaller and Prime risks being left behind here.

The ride

Putting in some efforts on the Prime Primavera Aero Carbon Handlebar, to me the bars felt rock solid — I certainly couldn’t discern any flex in them. That said, this didn’t have the consequence of a harsh or rattly ride — even when paired with 25c tyres.

The shape of the bars I found to be pretty spot on. I’m quite keen on compact handlebars, especially as the shallower drops allow your arms to be bent when you’re in them, exposing much less surface area to the wind.

The angled shape of the drops is less pronounced once wrapped in bar tape, but they were still very comfortable — although not significantly more so than a traditional rounded profile.

The best part about these bars — which is can be something of a stumbling block for other aero handlebars — is that the run-off from the bars to the shifters is really quite flat and seamless. Other handlebars can have quite a sharp drop off before transitioning to the shifters, which I find to be quite uncomfortable in certain positions on the bike.

With a traditional round set of bars this is easy to remedy. You can just roll the bar forwards and that will flatten out the transition between the bar and shifters. But the same trick can't be pulled with an aero bar, as that would tilt the flattened tops up into the wind and completely defeat the point.

So it’s great to see that there are no such problems with the Primavera.

Value

The Prime Primavera Aero Carbon Handlebar is quite simply extremely good value. At £149.99, it undercuts most of the market. The Easton EC90 Aero Road Handlebar, for instance, comes in at £279, which is fairly typical price.

When the qualities of the Primavera bar are taken into consideration, with its ergonomic shape, helpful cable routing and stiff feel, it’s hard to justify spending much more on a different brand.

The one area where the Primavera doesn’t perform so well is availability in narrower widths. The Enve SES Aero V2 Compact Road Handlebar is 35cm wide at the tops, and therefore allows for a much narrower position. It is over 2.5 times the price, though, at £420.

The WCS Beacon is Ritchey’s newest gravel handlebar. Aimed primarily at bikepackers and adventure tourists it has a distinctive looking design created to provide plenty of comfort across varied terrain. We take a look at how it compares to the best gravel bike handlebars.

The details

Checking the Beacon’s specs reveals some pretty interesting numbers. The WCS model is made from triple-butted 7050 alloy, with a broad ergonomic top section and bio-bend on the drops. So nothing unusual there. But the bar’s dimensions tell another story. The tale of the tape shows a very shallow drop of just 80cm with an equally short 65mm reach. However, the figure that really jumps off the page is the Beacon’s eye-popping 36 degree flair on the drops. For comparison, Ritchey’s popular Venturemax gravel bar has a flair of 24 degrees.

Visually the numbers add up to a handlebar that looks pretty unconventional even by gravel bar standards. The wide flair puts the brake hoods at an angle that appears extreme to the eye while the fairly long yet shallow drop conjures up randonneur bars of yesteryear. First impressions had me wondering if twenty-plus years of riding nothing but traditional style drop bars would make the Beacon a step too far?

However, performance can often be at odds with aesthetics. With the Beacon bar this certainly proved to be the case.

The ride

I was quickly, and pleasantly, surprised that the angle of the hoods didn’t prevent me from finding a comfortable riding position. As someone who likes to ride on the hoods as my default setting it’s key that a handlebar offers me this - and the Beacon did so without too much issue. In fact, after just a couple of rides it was beginning to feel relatively normal. While it would be a stretch to say that I felt at home as I do riding on the hoods of my regular road drops, the switch to this new position was painless. All of which meant I soon forgot about the Beacon’s slightly weird appearance and instead began to enjoy its many attributes.

Transitioning from the hoods to the drops, the Beacon bar really came into its own. Thanks to its super shallow drop the change in hand position was effortless. A few rides in and it felt intuitive, meaning that I could focus on the road or path ahead, never having to compromise the bike’s handling. 

When in the drops the 36 degree flair provided the stability that I expected it to.  I was riding the 42cm version, which translates to a whopping 57cm drop width. Descending on less than stable surfaces felt incredibly solid. Equally, on more technical descents  the added width translates to plenty of control and in turn bags of confidence. 

Comfort and versatility

The long-ish length of the drops combined with its flare also creates two distinct hand positions down low - one at the end of the drops where the flare is at its widest point and another tucked into the hook where it’s a little narrower. 

The lightweight 7050 alloy (my 42cm bars weigh in at 270 grams) also performed well. The bars felt solid but still with plenty of compliance that meant vibrations were kept to a minimum even on rougher trails. And while I didn’t take the Beacon on any overnight trips, its wide flair means that it provides plenty of space for pretty much any bar bag you choose.

Riding in the drops also felt agreeable on both flat gravel sections and on the road. And it’s when considering its versatility that the Beacon really shines brightest. I found it to be surprisingly adaptable; a bar that doesn’t just offer several hand positions, but rather several comfortable hand positions regardless of the terrain. I deliberately rode it on mixed-routes with plenty of long tarmac sections and it felt right at home at all times, as I moved from the ergo tops to the hoods and into the drops as required. It was easy to imagine the Beacon as a good friend on long multi-day tours where the ability to switch your grip on the bar is vital.

Price as reviewed: $99.95 / £89.95

How do we score products? Check out the scale here

The words ‘suspension’ and ‘stem’ have never existed within the same sentence for me previously, firstly in the fact that the products in this market are thin on the ground, and secondly out of choice. I’ve never previously desired to induce any vertical compliance to my steering column, especially at the crucial load-bearing point of the stem.

In testing the Redshift Shockstop suspension stem, some of my preconceptions were questioned - but others were confirmed. 

Construction

On first inspection the Redshift suspension stem appears like many other stems: standard 1-1/8th” fork clamping diameter and standard 31.8mm handlebar diameter compatibility; but you’ll not be forgiven for missing the giant hinge looking part in between those points. This hinge is not surprisingly actually a hinge, supported within the cavity of the stem by two elastomers that can be swapped out to provide differing levels of compliance based on rider weight and preference.

It’s a remarkably simple yet elegant system that can be adjusted by anyone with a basic set of allen keys, and providing you read the instructions carefully shouldn’t be too taxing either. Indeed when I received the stem it was set to a positive rise, but not five minutes later I’d had the internals dissected and reinstalled to achieve the minus 6 degrees I’m more familiar with.

From 80 through to 120mm in ten-millimetre increments and with the option for integrated tech mount out front, the stem is available for many different tastes and fits.

>>> Best gravel bikes

While it may not be the best looking stem out there, a product like this is designed to be functional first and foremost - providing up to 20mm of travel at the handlebars, smoothing out rough terrain as you go.

The Ride

It’s not been too long since a certain large bike brand brought stem located compliance back into the mainstream (if that's too cryptic, see the FutureShock on the Specialized Roubaix and Diverge - Ed) and it’s been met broadly positively, but that’s in part thanks to the explanation of axial compliance vs splay compliance and the characteristics of both. The FutureShock offers axial (vertical) compliance, where the bars bob up and down, whilst this system relies on splay compliance meaning they move slightly fore and aft. 

One of the key characteristics of splay compliance is its tendency to change the geometry of either the bike or bike fit during its active phase. 

Put it like this, the Shockstop stem is a shortcut to handlebar compliance and a great example of not re-engineering an industry standard (such as the steerer tube of our forks) but instead using technology to integrate with what already exists. However, because of those parameters it means that currently, the system of compliance is good old fashioned splay technology, and that means when the road gets rocky, my handlebars move up and down: good; but they also rotate ever so slightly, adjusting the relative placement of my hoods, brake levers and every other contact point: not so good.

At worst case that would feel like your handlebars slipping as you ride through rough terrain, thankfully I can report that the Shockstop doesn’t feel like this, which I must admit I was terrified of, but there’s something in the back of my mind that can’t shake the unease of my steering apparatus having a certain amount of discretion as to where it feels it should be placed at any given time.

The Shockstop does in fact feel quite stiff to ride, which is reassuring after what I’ve just alluded to, but it brings me to the point of wondering if handlebar compliance is even worth it. The pneumatic compliance of my tyres offers tunability above what I’ve been comfortably able to achieve with this stem, and really if I was looking for more I’d be hard to convince that classic fork suspension wasn’t a better investment.

Value

The Redshift is certainly one of the most cost effective ways of finding more comfort at the handlebars. It's cheaper than investing in a brand new bike, offering compliance built into the headtube via the likes of the Specialized FutureShock. However, running 45c tyres I could barely notice the difference - making the £149.99 outlay feel a little excessive. 

Farr's Aero Gravel handlebar is designed to meet the needs of long distance 'adventure' riders and gravel tourists with some unique and neat features mainly focussed around rider comfort and fatigue reduction - but how do they stack up against the best handlebars for gravel bikes?

Getting the basic information out of the way, the Farr Aero Gravel is constructed from good old 6061-T6 aluminium alloy and is available in three popular widths: 42, 44 and 46cm. It utilises a 25 degree flare for the drops, spacing out the lower hand position to 51, 53 and 55cm, corresponding to the three widths mentioned above.

The top section has a slight ergo profile so is a little bit elliptical rather than being a straight gauge round tube, presenting a slightly more pleasant hand hold. A reach of 80mm and 124mm drop complete the numbers. All pretty much standard fare for a typical gravel focussed handlebar.

How is the Farr Aero Gravel bar different?

But then it gets interesting. The Aero Gravel deviates from the norm by way of the inclusion of an additional shaped extension rising from the front of the handlebar, forming an angled semi-circular loop joining at points either side of the stem. The reason for this protuberance? Comfort and aero gains.

Farr had already seen the rising popularity of its Aero Bolt-On system - designed to provide additional hand rests towards the centre of the bar (think of a mini set of time trial extensions). From this it figured that a complete bar with extensions integrated would be the way to go.

Does it work?

I had initially had experience with Farr's Aero Bolt-On and whilst it certainly delivered an additional hand position I felt it was a little too closely set and short to comfortably spend a lot of time in - I normally use a set of Profile TT extensions for long distance trips. However once I fitted the Aero Gravel bar and got past the quandary of how to bar tape and which parts to wrap I clicked with it almost instantly.

Getting ready to do your first gravel event

The extension is much wider and juts out a further 20mm than the bolt on version and gives enough room and length to happily grip with your hands and rest your arms on the main bar. This position feels so like second nature that I find myself jumping straight into it whenever I find myself on the tarmac. The 15 degree upsweep of the extension and generally higher cockpit position of my gravel bike places everything in a real sweet spot, conducive to its use.

For the bikepacker, this extra extension is an absolute boon as it provides much-needed extra real estate to attach a bike computer, bike lights, or just to provide extra stabilisation for your bar bag.

I'm running the widest 46cm Aero Gravel bar and it provides a really neutral position at the hoods, with the flare placing the shifters at an almost perfect angle for regular cruising. The 55cm drop width also lends a great level of stability when descending.

If I am to fault the Aero Gravel bar it would have to be the fairly hefty weight penalty the complicated construction provides. The 46cm weighs in at a whopping 510 grams, well over 200 grams more than most 'normal' bars. But one thing to consider is that weight is still considerably lighter than a combination of handlebar and extensions.

Another by-product of the construction is the Aero Gravel is noticeably stiffer than other wide and flared bars. I quite liked this completely solid feel as it provided direct handling and positive feedback when man handling through rocky trails. I did however find it needed a softer bar tape to compensate for the increased level of vibration that can be felt through the bars, and even with that in mind, the added firmness won't suit all riders.

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

The Primavera X-Light handlebar is just one of the ways Prime is expanding outwards from 'just' being know for its reasonably priced and highly regarded wheels. Developed off the back of the knowledge and understanding the brand has furthered in its work with carbon fibre, it represents a component that fits in within Prime's ethos of creating premium parts for reasonable prices.

How to choose the right road handlebar for you 

The same can also be said for the drop, in this case 125mm from top of the bar to the drops, so it should suit riders with both small and large hands.

This handlebar is available in the three most common widths, 40, 42 and 44cm but I'm a bit disappointed Prime hasn't catered for riders with narrower shoulders and has forgone a 38cm. A groove at the front of the bar enables cables to be routed neatly and to create a nicely rounded profile when taped.

To keep weight to a minimum Prime has stuck to a round profiled top section rather than a more flattened, ergonomic style. It has also opted to make the X-Light out of carbon to reduce weight further.

Prime state that a 40cm bar weighs 169g, the 42cm bar on test weighed 180 grams which is pretty featherweight when even compared to top end brands such as Lightweight and Enve. Strength is obviously going to be something riders will query with such a light handlebar but Prime is confident enough that it even states the Primavera X-Light is suitable to be used with clip-on aero extensions.

Where the Primavera deviates from the norm is in the shaping of the drop section. Rather than sticking to a traditional round profile Prime has opted for an unusual triangular cross section - think Toblerone without the gaps - covering the section you're most likely to place your hands.

When pulling the bar out of the box and gripping it feels very odd and just a little bit uncomfortable. However as soon as the bar is mounted and wrapped the pronounced edges are soften and actually make for a superior, more secure hand hold. Prime's reasoning behind this is pretty logical; when you make a fist your fingers don't actually curl but tend to make a more triangular shape. Check it, it's true!

Read: Prime RR50 Black Edition x CeramicSpeed DB50 wheel review

Riding impressions are good with the Primavera exhibiting very little unwanted flex when muscling the bike in a sprint or wrenching on the bar when climbing super steep sections. The shaping has really grown on me and whilst I would prefer a flatter, ergo shape on the tops I can't say the Primavera has been uncomfortable when climbing - bar tape of course being an obvious contributing factor to this. What I do appreciate is the triangular shaping of the drops. it makes for a really secure hand hold even with sweaty palms, it has almost been a revelation.

If you are in the market for upgrades changing your handlebar has often been an area where the price versus gram saving versus performance gains has always been a bit questionable. The Prime Primavera X-Light, being considerably cheaper than many other carbon bars, being lighter and with a distinct performance advantage due to its unique shaping for once actually makes this upgrade seem worthwhile.

If you are in the market for a super-light set of handlebars the Fizik Cyrano 00 is well worth a look. The bars are the top-of-the-range offering from Italian brand Fizik and weigh in at just 174g for the size 40cm we tested.

The '00' motif represents Fizik’s best available components and the bar's 'Bull' designation refers to the compact geometry of the drops. Other shapes are available depending upon your preference and/or flexibility. For example, The Cyrano 00 Snake has the longest reach (85mm) and deepest drop (140mm), and rounded traditional curve.

>>> Review of the Fizik Mistica saddle

The Fizik Cyrano 00 is available in widths from 40cm (which we have here) through to 46cm in 2cm increments and is also available in two top diameters – 24.8mm and 28.8mm. The clamping area diameter remains 31.8 on both.

>>> Would you benefit from narrower handlebars?

With a short 80mm reach, this bar is intended for less flexible riders who want a more upright position. In my case it meant that I had to use a longer 130mm stem over my normal 120mm in order to get into my usual position.

These bars are incredibly light at just 174g for our 40cm test pair. I was worried that this would compromise the stiffness, but having sprinted on them and ridden them up 30 per cent climbs I felt no flex.

There is no fiddly cable routing either, instead the Fizik Cyrano 00 has a very simple, but highly effective solution. The front of the tops has a flat profile to route your cables against under your bar tape. Once wrapped with bar tape this creates a traditional round bar shape that feels really comfortable in the hand.

Aero handlebars are designed to decrease your frontal area and often have aerofoil-shaped tops to reduce drag. As a bike’s leading edge, bars can make a significant reduction to your drag, typically in a region of ~3-5 watts at 45kph.

The Ritchey WCS Carbon Streem II aero bars have a very simple design with minimal logos/branding and a very smart unidirectional carbon-fibre finish.

>>> Would you benefit from narrower handlebars?

I have tested a wide variety of road handlebars and the Ritchey WCS Carbon Streem IIs have impressed in a number of key areas.

Installation of the bars was among the easiest I have encountered for an internally routed bar. I found routing the cables through the bars to be facile with good sized holes and no loose bits of carbon on the inside to catch or disrupt the cable. This was in stark contrast to the Enve SES bar which was much more of a faff.

http://www.instagram.com/p/BTmfyfGgCDj/?taken-by=dr_oliverb

Another key attribute, not to be taken for granted is the space adjacent to the stem.

The Ritchey bars score points for having adequate space for an out-front mount. Many aero bars, such as the Enve SES and Easton bar don't have sufficient space, meaning you are limited in stem options and may have to use a stem-plate mount. See the picture above. (I am aware I am not maximising the aero potential by having them wrapped all the way too!)

Compact bars are becoming increasingly popular, but the traditional deeper drop is still the favourite of the pros. It enables you to get lower for that crucial sprint and is a very welcome feature on this bar.

Bar geometry can be as personal as saddle choice, but I really love the shape of this one. Ritchey also produces a ‘Blatte’ version, which features an anatomic drop shape if you prefer that.

The weight of the bar was 235g on our scales, which is very competitive. The S-Works aero bars are typically 30g or so heavier and the Enve bars are about the same.

If you were to spend a similar amount of money on a round (non-aero) bar you would expect to save another 30g and perhaps start heading below 200g. It's up to you and where your priorities lie – the non-aero Fizik Cyrano 00 bars are an excellent alternative that hit the scales at 175g with a retail of £269.

When sprinting hard, I found the Ritcheys to be plenty stiff and they are pretty light too.

Although expensive, they are considerably cheaper than other premium options from Enve (by £100 more!) or 3T and that combined with their excellent performance, means they are easy to recommend.

It would be nice to see a 38cm option available though, as that is the size I normally ride. Instead I opted for 40cm.

Reportedly developed in the wind tunnel and optimized for the road the Enve SES aero bars have proved popular with the Dimension Data team, with several of the riders choosing to use it on their bikes. It is available in three widths, but be warned, the bars have a large flare from the drops to the hoods.

>>> Would you benefit from narrower bars?

I tested the 40cm bars, as 40cm is my preferred bar width. However, the 40cm Enve SES bars are 40cm wide at the drops and only 35cm wide on the hoods, centre to centre. This is dramatic and considering most riders spend the majority of time riding on the hoods you should make sure you get the right size.

>>> How to wrap handlebar tape

Although the narrow hoods enabled me to get into a narrow aero position, it felt uncomfortable on long rides and slightly unstable in other situations. The flare isn’t for everyone, but it does give you the option of getting more leverage from the drops (which are wider) when sprinting.

http://www.instagram.com/p/BDvnLXMneoS/?hl=en&taken-by=dr_oliverb

A photo I took while on a 200km ride with the bars. Note how narrow the hoods are.

I had a couple of other issues with these bars which, for the price, should be perfect. Firstly, routing cables through the bars is a tight squeeze and rather difficult. By comparison, 3T supplies its bars with cable guides installed, which makes life easier. Secondly, once you attach your stem, there is no space for a side mounted Garmin out front mount.

Video: How to get your handle bar set up properly

To get my Garmin mount to fit, I had to fit the bars slightly off centre - a bodge. Stem plate mounts do exist, but this is something else you have to buy. At 233g, the Enve SES bars are not as light as the 3T Aeronova aero bars but are very stiff and look superb.

Light doesn't necessarily mean expensive or flexy - well, not when it's from the small Danish component manufacturer New Ultimate.

Made from 7075 series aluminium, our test 13cm stem tipped the scales at just over 100 grams - seriously impressive and it wasn't without trepidation that I headed out for my first ride.

I was expecting to be home early removing the stem. Instead I soon forgot about it and didn't give it a second thought, even as I lined up for the London to Paris ride - three hard riding days to Paris, which was surely a perfect test.

And so it was - riding blind didn't allow for any mechanical sympathy yet the well proportioned, titanium-bolted stem performed perfectly.