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

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

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

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

Technical details

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

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

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

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

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

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

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

Performance

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

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

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

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

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

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

Value

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

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

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

Tech spec

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

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

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

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

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

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

Technical details

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

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

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

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

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

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

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

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

Performance

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

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

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

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

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

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

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

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

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

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

Value

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

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

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

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

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

Tech spec

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

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

Construction

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

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

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

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

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

The Ride

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

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

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

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

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

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

Value

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

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

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

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

Conclusion

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

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

If you're going to travel on an aeroplane with your bike, you'll want one of the best bike boxes. The care and attention offered by baggage handlers varies, and a dedicated box will always provide more protection than a cardboard box or bubble wrap. However, for most of the year, when not in use, they are big and bulky to store.

You could hire one when required, but that brings its own issues and costs, so if you do travel with your own bike regularly and would like to buy one but are tight on storage space, then the Post Carry Loomer might be the solution.

By the way, the brand’s name comes from the fact that Marc Mendoza, its American founder, started off his sideline bag business ‘post work’, before it became full-time. ‘Loomer’ comes partly from the fact that big, exciting trips loom ahead of you and partly from the 1991 song ‘Loomer’ by My Bloody Valentine, a track about escapism. Certainly a more interesting backstory than most bike box names!

Construction

The cardboard box that the Loomer was delivered in was impressively small (for a bike box anyway). It measured just 115 x 34 x 55cm, making storage of the Loomer between trips much simpler than a full hard case. When collapsed, two sturdy straps keep it compacted, and when not in use they have their own zipped external pocket, which is a nice detail.

I weighed the box at a fraction over 11kg, so similar to Evoc’s Road Bike Bag Pro and a couple of kg less than a Bike Box Alan Aero Easyfit hardshell box.

Unpacking and constructing the box for use was both quick and intuitive. The sides and top panel unfold to reveal a metal frame bolted into the bottom of the box, two padded wheel bags and four polycarbonate panels. These panels slip into zipped compartments on the inside of the sides of the box, creating rigidity and providing protection.

The material used for the outside of the box is very heavy-duty Cordura, so there should be no longevity issues there.

A large, sturdy U-shaped zip secures the top flap, also with some robust-feeling padding, and there are two sleeves for cross-bracing protection at the handlebars and the rear dropouts. Post Carry says that the bag ships with the rear brace (effectively a short section of plastic pipe) but not the longer handlebar piece; however, adding your own is quick and simple. The box is wide enough for 50cm handlebars, which is loads for a road bike, but flared gravel bars might struggle a bit.

On the inside of the box, there are lots of very useful, large pockets, with two on either side, one under the down tube and one in front of the fork. All of these are bellows-style for more room rather than lying flat against the bag and are closed with a zip. There is also a poppered flap at the back which is intended to house your rear derailleur if removed.

The ‘chassis’ is a hard plastic tub, into which the metal frame is bolted, with four wheels, the front two of which steer shopping trolley style.

The Loomer is available in two different sizes to minimise dead space: 333L for size 56cm frames and below, and 370L for larger bikes.

The ride

Packing the box was almost as simple as building it.

With the wheels and seatpost removed, the fork bolts to the internal frame using the thru-axle whilst the bottom bracket shell sits on top of a large, padded block and is secured using a strap. There is a short piece of material to protect the frame from the strap, but it’s not quite long enough, so I also used some foam pipe lagging too.

The rear derailleur can be removed to protect the hanger in transit and put behind the dedicated flap; I also wrapped my chainstay in some more foam pipe lagging and zip-tied my chain to it to stop it from flapping around and damaging the paintwork.

Fortuitously, I found a perfect length piece of pipe in my garage to slot into the handlebar brace sleeve.

I removed my pedals when packing the bike as they are Garmin Rally power pedals with batteries in them, but it would be possible to pack the bike with pedals in place - the padded wheel bags sit either side of the frame towards the front under the handlebars.

Almost as soon as it arrived, the box was pressed into service for two back-to-back trips to Mallorca. The first was a shorter affair, and I only took hand luggage and the Loomer, so the capacious pockets were extremely useful.

As well as the saddle and seatpost, I packed two pairs of shoes, a helmet, a bag of tools, a few bottles and four sets of cycling clothes all in the bag’s pockets with plenty of space to spare. I had hold luggage for the second set of flights, so space was at less of a premium.

However, I did learn that there is a bit of an art to packing the Loomer, as it doesn’t really like having much weight in the large pocket under the downtube that is attached to the metal frame. In Marc’s desire to reduce the Loomer’s size as much as possible, it runs with very little ground clearance, and when the central pocket is heavy, it can cause the bottom of the box to scrape annoyingly on any imperfection. Counterintuitively, it is better to put the weight in the pockets on the side of the box and leave the lowest pocket for light, bulky objects like your bike helmet.

When I mentioned this to Marc, he said that he is aware of the issue and that a solution should be added very soon.

When the bag is not scraping on the ground, the wheels run very freely and steer easily, although, much like the Evoc bag, it prefers to be pulled rather than pushed. With four widely spaced wheels, the box was super stable, and the wide, flat top was ideal for resting my hand luggage on whilst scooting through the airport.

With its short, squat dimensions, the Loomer would be a great option for someone with a smaller car, as it needs much less width than something like a Bike Box Alan. However, its width/depth meant that it wasn’t much easier to pack into my large car with a second box and hold luggage - doable but still awkward.

Value and conclusion

The Loomer costs $900 or €775, with sterling pricing to be confirmed. As bike boxes go, this is about par for the course - cheaper than the Evoc, Scion or Buxumbox boxes, slightly more expensive than Bike Box Alan. It's a chunk of cash for sure, but almost certainly a lot less money than the bike it will be protecting.

It feels well made and has been thoughtfully designed, making it very easy to pack and use without feeling like you need to be a pro mechanic. It’s nice that riders of smaller bikes don’t have to lug about the same size box as those on 62cm frames, and its compact dimensions will be appreciated whether built up or packed away.

I understand that Post Carry were trying to make the box as small as possible, but I think that another centimetre of ground clearance would make it much easier to pack and move around without affecting the size very much at all. However, this doesn’t stop me from recommending the Loomer to anyone travelling with their bike, regardless of whether they need its compactability or not.

It is very close to a 5-star product, but I was cursing it for dragging its underside on the ground on a long walk back to my car at Manchester airport - if/when the ground clearance is sorted, then it will warrant the maximum number of stars.

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

Construction

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

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

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

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

The Ride

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

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

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

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

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

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

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

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

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

Value

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

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

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

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

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

Conclusion

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

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

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

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

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

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

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

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

Meet the Cezal

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

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

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

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

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

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

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

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

Specs:

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

The Ride

First things first: the G85 Cezal has presence.

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

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

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

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

The Cezal is lively.

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

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

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

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

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

In short, it's fun and capable.

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

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

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

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

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

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

Value & Verdict

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

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

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

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

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

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

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

Construction

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

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

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

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

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

The Ride

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

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

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

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

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

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

Value

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

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

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

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

Conclusion

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

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

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

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

Construction

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

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

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

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

Performance

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

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

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

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

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

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

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

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

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

VALUE

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

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

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

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

Construction

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

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

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

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

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

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

The Ride

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

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

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

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

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

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

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

Value

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

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

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

Conclusion

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

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

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

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

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

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

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

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

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

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

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

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

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

Meet the Wanderosa

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

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

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

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

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

Specifications as reviewed

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

The ride

The Wanderosa's biggest challenge may be managing expectations.

Mine certainly got in the way.

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

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

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

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

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

I also struggled to get comfortable.

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

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

What is this thing? I kept asking myself.

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

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

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

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

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

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

Just pack a lunch and go explore.

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

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

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

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

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

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

Value and conclusion

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

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

Nobody.

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

Viewed through that lens, the Wanderosa succeeds remarkably well.

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

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

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

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

Pirelli has been updating its fast-paced tyres of late, and the Cinturato Gravel range has been getting the same treatment; the M HPs come from the same High Performance factory in Italy as the road models the Lidl Trek team race on.

Construction

The Cinturato Gravel M HP sits within the Cinturato Gravel range. This consists of the H for hardpack, S for soft conditions such as heavy mud, and the M which sits in the middle. The RH and RM are the race models with a lighter construction and faster rolling resistance.

The Cinturato Gravel M features a semi-slick central tread with small grooves between for optimised rolling resistance on hardpack gravel and tarmac. On the sides the tread features taller protrusions with larger spacings between them for holding traction on loose gravel and in muddy conditions.

There are currently two options for this tyre, Speedgrip, and SmartEvo GR. These are the new SmartEvo GR while the Speedgrip is the previous generation. SmartEvo GR takes cues from the brands SmartEvo road racing tyre compound. Designed to be lighter rolling, while higher grip both on and off road, in rain or shine. This tread sits atop the new ProWALL Gravel casing, 120 TPI up from 60 TPI in the previous TechWALL casing. This should result in a more supple ride and greater deformation of the casing for faster rolling. It features additional side wall support to protect against impacts there, along with a puncture protection belt under the tread section of the casing.

For the tyres on test, I went for a 50/45mm combo front and rear. Measured width for the 50mm on the No6 G45R wheels with 28mm internal width was 53.92mm at, while the 45mm rear on 26mm internal width was 42.7mm at 22psi.

Sizes range from 35-50mm in 5mm increments in 700C, with 45 and 50mm for 650B wheels. Classic gum, Retro tan wall, or Standard black colourways are available.

The Ride

Normally, I find tubeless tyres easy to fit with just some elbow grease, or maybe my trusty rubber grip gloves, and only for the second bead. These tyres required levers to get the first and second bead on, and a great deal of elbow grease and gritting of teeth. Given I was fitting these on relatively narrow gravel rims at 26 and 28mm internal width, that does put these firmly in the category of ‘harder to fit’ tyres. However, this does mean that they seat easily with a track pump and do not leak pressure in the slightest. It’s also worth remembering that these are directionally fitted tyres, with rotation direction printed on the sidewall. You won’t want to be removing these and re-fitting again in a hurry. But two tyre levers will make life a lot easier.

I originally fitted two 50mm tyres to the Seka ExAero GR frameset. The claimed 57 and 52mm clearance front and rear should have easily accommodating the tyres. However, once seated the 50mm Cinturato M measured in at over 53mm, so clearance at the rear was incredibly tight and not suitable for muddy conditions. Pirelli sent me a 45mm tyre, which came in at just over 47mm. I have seen this on the road going Cinturato tyres as well where the measured width is a good deal wider than advertised; it's a factor worth considering when looking at frame clearances.

It might also explain the weight, as these are rather weighty tyres. They are not part of the RH or RM race-line that Pirelli have for the fastest and lightest tyres. But looking at the new Continental Dubnital 50mm tyres, those are around 580g for 50mm, while the 45mm Pirelli Cinturato M comes in at 625g actual. The 50mm of course adds to that weight.

Riding on these tyres though, I quickly grew to love them. On the tarmac, riding over to the Forest of Dean trails, the tyres don’t ‘feel’ as fast, in part due to the 22 PSI pressure, recommended by Pirelli, dampening the vibrations and feel considerably. But my average speed on the road was only 1.5-2kph slower than with 30mm road tyres and wheels. Once I hoped on the trails, they really came alive.

The central tread is very close, so it acts almost like a slicker road or hardpack gravel tyre. Along fire roads, compact gravel, and tarmac, the tyres roll impressively well. But when you venture on to loose surfaces that’s where the magic happens.

I ended up using these tyres for the Gralloch UCI gravel race. In Scotland, I was expecting rain and mud, so wanted a tread pattern that would add some grip. But also, the course is renowned for being a puncture trap with large sharp stones. For the most part, the course is hardpack gravel, but on the muddy section, and across loose and chunky gravel, I felt very happy in my choice of using these M tyres.

Bombing down the descents at over 40mph or being forced onto the rough line while fighting for position, the Cinturato M filled me with confidence. I had no issues with locking up under heavy breaking into tight corners either. There were a few occasions where leaning the tyre over the tread caught me before a slide occurred. The tread blocks are the same size on both the 45 and 50mm tyre, but the spacing is wider on the 50mm. Given the front wheel is the one you want to wash out the least, this was very welcome and gave me tangibly better traction. The only downside was the finale downhill tarmac descent, where the large gaps between tread blocks was a little sketchy on tarmac hairpins leaning the bike over. But that is not what these tyres are designed for.

Puncture protection is of course another key area, especially when racing. I was fortunate to avoid punctures, despite taking less-than-ideal lines on various occasions and hitting some massive holes out on the course. Wide tyres with low pressure but high air volume do help with this a lot, as well as being extremely comfortable. Inspecting the bike after the race though I could see, mainly on the rear, a good deal of cuts and nicks in the tyre. However, none had penetrated the puncture belt, so no sealant had been needed to repair the damage . Given how notorious the Gralloch course is, this is compelling evidence for the Cinturato Gravel M capacity to avoid punctures. Perhaps the H (Hardpack) version would be ‘faster’, but to finish first, first you must finish.

Were I at the fitness level where I could be making attacks on climbs though, I have to say the weight of the tyre is a potential limiter for those looking for the absolute peak of gravel race tyres. They roll exceptionally well, but steeper inclines and accelerations on those do highlight that added weight. But then the durability is often compromised when reducing the weight of tyres.

Value

As much as I really like these tyres, they are on the more expensive side, given that they are not the most race focussed gravel tyres available. At £74.99 / $94.99 they are more expensive, in GBP, than the Continental Dubnital (£66.99 / $86.95 ) and similar to the very race focussed Schwalbe G-One RX Pro (£75 / $91), and Panaracer GravelKing ZX R-line (£64.99 / $84.99). Only the Vittoria Terrano PRO tyres, at £85 / $112, are more expensive. Weirdly the Vittoria is heavier in 45mm even with the race focus and similar tread pattern though.

But value is a very subjective matter, especially for gravel tyres. On the road, a more fragile road tyre generally lives its lifespan save for an abnormal puncture, otherwise it seals and carries on rolling. On gravel, puncture protection is far more than a small nick or cut, as sharp stones and branches can create large cuts that can take a few minutes to sort out with sealant, plugs, or inner tubes. In this scenario, for me, a tyre that will avoid those issues becomes of great value. Additionally, the grip and comfort afforded by the Cinturato Gravel M was extremely valuable to me in the race. Compared to other gravel tyres I’ve tested, they also deal with loose surfaces far better giving reliable traction and feedback.

Having tackled the most abrasive gravel race the UK has to offer, along with plenty of varied off-road and on-road testing, the Pirelli Cinturato Gravel M certainly deal with anything you can throw at them. Of course, you can get unlucky and suffer a blowout puncture on any tyre if you have a high impact sharp stone impact at the wrong angle.

For me personally, the balance of smooth rolling on and especially off-road, combined with the comfort and excellent traction, plus a tyre that is clearly very rugged, makes for a superb option for sharp gravel, longer duration off-road adventures, or wet weather gravel. They are not cheap, and not the best value overall, but I massively enjoy them and would be cautious of moving to a more fragile tyre even for racing.

Conclusion

The Pirelli Cinturato Gravel M tyres may not be race day specialists like the RM model, but this updated version offers a superb balance of fast rolling on and off-road, supple and comfortable ride feel, and awe-inspiring confidence on loose or muddy surfaces. They’re fast enough to qualify me for the Gravel World Championships, and although other tyres might have more ‘speed’, but the resilience of these means less time lost fixing punctures. They are not cheap, and for some will not represent the best value, nor are they a hardpack specialist. But as a tyre than can perform well pretty much everywhere in every condition, they are a superb choice.

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

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

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

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

Design and construction

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

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

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

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

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

The Ride

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

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

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

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

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

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

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

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

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

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

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

Specifications

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

Value and Conclusion

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

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

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

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

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

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

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

Design details

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

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

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

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

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

Specifications

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

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

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

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

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

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

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

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

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

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

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

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

Peformance

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

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

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

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

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

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

Value

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

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

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

I’ll set out my case.

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

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

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

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

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

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

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

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

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

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

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

Construction

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

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

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

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

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

Performance

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

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

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

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

Value and conclusion

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

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

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

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

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

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

Construction

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

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

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

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

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

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

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

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

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

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

The Ride

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

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

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

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

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

Value and conclusion

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

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

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

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

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

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

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

Construction

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

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

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

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

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

The ride

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

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

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

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

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

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

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

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

Value and Conclusion

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

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

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

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

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

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

Construction

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

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

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

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

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

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

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

The ride

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

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

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

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

Value and conclusion

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

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

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

You often hear the old trope that gravel is just an updated version of 90s XC mountain biking, so it's probably not a great surprise to see the resurgence of hydration packs, especially for those racing or looking to travel light by minimising the use of bags on their bikes.

There are many reasons to look at ditching your water bottles when riding off-road. Firstly, your liquid is well away from all the dirt and dust, so there's zero chance of grit in your teeth or for those in wet and muddy conditions and riding near agriculture, something potentially much worse. You can also often carry more liquid, with most gravel-oriented bags designed to carry around 1.5 to 2 litres of fluid. They also often feature extra storage, ideal for the essentials like multitools, pumps and tubes and food.

Deuter make a vast range of bags for all sorts of outdoor activities, so I was interested to see how they have taken their 125 years of outdoor experience to design something for the broad use case of gravel riding and racing.

Construction

The key difference between a traditional MTB-based pack and a gravel-oriented one is the weight and close fit. The theory is that you need to carry less, and the bag itself doesn't need to be quite as robust and crash-resistant. MTB bags also often have much larger bladder capacities, and some even feature spine protectors.

This means gravel packs actually have more in common with those used for trail running, and the Rogla 5 is no exception, though it does have more cargo capacity than pure running versions. It weighs 353g and has a 5-litre volume, which, though not huge, is plenty to fit the essentials in. Deuter recommends you carry no more than 3kg in the pack.

Along with its low weight, it also has a closer and more secure fit than a traditional backpack. I found the straps felt more like a gilet or waistcoat, with wide straps that are a complete part of the bag and use what Deuter refers to as the 'perforated lite' system. This system is very comfortable and, as it features lots of holes, very breathable. Those wide straps also have storage space, with one marked for glasses and one featuring a key tab.

The straps use a velcro strap system that sits just below your rib cage on both sides and is easily adjustable. There are two thin straps across the chest area, too, with one featuring a guide for your bladder hose. The bag can take up to a 2-litre bladder, but somewhat confusingly, it does not ship with one. Through testing, I used a 1.5-litre Hydrapak version from Uswe, which worked well, but there are plenty of options from brands like Camelbak, Hydrapak and Source available too

The main compartment has a bag zip and is easily accessible, and has separate compartments to keep your kit organised and rattle-free. It has two mesh pockets that I found ideal for tyre levers, a Dynaplug tubeless tool, CO2 canisters and gels. There's a larger zipped pocket as well and a separate bungee strap for pumps if you decide to carry one as well extra straps on the outside that you can use to carry a helmet or jacket should you need to.

Like a lot of German brands Deuter works hard on their green credentials, with the Rogla 5 made using recycled materials wherever possible and without any PFAs or harmful chemical coatings. The main section is made using a lightweight yet robust polyester and although it doesn't have a specific coating the PES fibred material does a good job of keeping water out.

My bag came in a fetching two tone green that was a great match with a lot of the gravel kit I've been testing lately, but it's also available in a graphite and slate colour. Unusually for a gravel pack it only comes in one size which is designed for riders ranging from 170-195 cm in height; I say unusual as most brands tend to offer at least two sizes as they fit more like a gilet than a traditional rucksack.

The ride

I've used mountain bike hydration bags for years and the first difference I noticed was how small the Rogla 5 is by comparison. It is a much snugger fit, and in fact I was near its maximum size-wise wise , which was surprising to me at 82kg and with a 104cm chest. Its fit is different to a classic bag too, and sits much higher up than a hydration pack would usually, which, when standing, feels a little odd, but when on the bike, it felt perfect and didn't put any extra weight or noticeable stress on the saddle or my shoulders.

The close fit means that the pack stays in place no matter how much I move around on the bike and despite the lack of a waist support. The bag would feel a little snug when the 1.5 litre bladder I was using was full, but this quickly subsided once I'd taken a drink, so although Deuter says it'll take a 2-litre bladder, I think the smaller size is preferable. Fitting the bladder is easy, with a wide pocket opening and easy-to-use openings to put the hose through and secure in place and the tube length is easy to adjust mid ride with a gentle tug should you need to.

The storage space is small, but I found it just right. It meant I could carry all the things I'd usually stuff in a saddle bag or jersey pocket. This had two benefits: one was that it made it much less likely that I'd forget the key items I needed each ride. It also meant I could use my cargo shorts and jersey pockets for storing things like food and gels, which I found really useful on the gravel events I took part in whilst wearing the pack.

The separate pockets in the main compartment are helpful too. Not only does it make things easy to see and find in a rush, it also stops things rattling around when riding. I found I could fit a packable waterproof gilet or jacket in, though not much more. Again, for racing and travelling light as I like to do this was perfect, but for those looking to carry more you'll still need frame bags or a larger pack. The bungees on the outside are a good idea, but not something I used in practice as I'm never on a gravel bike without a lid.

The storage pockets on the straps are useful, but in practice, I found I used them for either gels or storing my phone and made getting to any food mid ride much easier than fumbling around in rear jersey pockets. I rarely take my glasses off when riding, but I found they would make the pocket much bigger and more noticeable when riding so it wasn't something I used often.

All the materials used are of a very high quality and have lasted well throughout testing in varied conditions.; even after several cold machine washes, it's in perfect condition.

Value and Conclusion

At £90 it first appears cheap compared to its rivals like the Uswe Rush bag which comes in at £139 / $149.99 / €149 or the Restrap Race hydration vest at £145 / €174 but when you factor in a suitable bladder at around £40 / $/€50, it's in the same ballpark.

It is of high-quality and looks like it will last a very long time and Deuter's green credentials are to be applauded. I found it to be a very comfortable, well-designed piece of kit that I have enjoyed using and it worked well in a range of temperatures without feeling too hot or sweaty in the recent good weather. The extra liquid capacity and ability to comfortably carry all I needed without strapping stuff to my bike on gravel rides was really helpful.

The tight fit might also be a limiter for some though. I'm not exactly what you would describe as a big guy, so I was surprised how small it actually is.

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

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

Construction

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

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

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

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

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

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

The ride

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

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

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

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

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

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

Value and conclusion

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

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

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

Now the lubricant sponsor and supplier for Visma Lease a Bike and Team UAE Emirates XRG, Silca can lay a decent claim to being the choice of chain wax for those that desire speed and efficiency. For those of us that want to emulate the pro setups, Silca provides the Chain Waxing System.

Construction and specifications

The system is built around the Electric Wax Warmer, essentially a chain waxing specific crock pot. This plugs in via a US or UK charging cable and heats the internal 600ml reservoir up to the desired temperature to melt the wax and submerge chains in it. Buttons on the front and an LED display allow for tailored temperature setting. A range of 75-125˚C is given, which according to Silca allows for the optimal temperatures for its various waxing formulations.

There is also a clear plastic ventilated lid so you can keep an eye on progress without the system overheating.

This system sits on the drip stand arrangement; a metal two-piece stand which at the top includes a chain holder to allow the excess molten wax to drip off the chain to avoid and large solid chunks of wax being left deposited on the links.

The Silca Waxing System does not come with wax as standard, that needs to be purchased separately or as part of a package. On the one hand, this is a little frustrating, but on the other it does mean you can use whatever wax melt formula you want; you are not restricted to Silca. For this testing however, Silca supplied a mix of wax additives.

There is the Secret Chain Blend, which is the stalwart of their waxing products, the SpeedChip for lower drivetrain resistance, and the EnduranceChip for greater longevity. The StripChip aims to take away the need to degrease or clean a chain, while the Chain Stripper is an environmentally friendly alternative to standard hardware store chemicals used to strip grease.

None of Silca’s products include PFAS chemicals, the forever chemicals that have been banned from use in waterproofs now. Silca claims the wax can save 8 watts compared to factory greased chains, with this amount becoming proportionally greater as oiled chains pick up dirt. It is also claimed that waxing can increase a chain lifespan to 25000km. An independent verifier, Zero Friction Cycling, has confirmed that proper waxing does increase chain life and reduce drivetrain resistance losses.

The StripChip is designed to be dropped in with the wax, with 10min at 125˚ C, then the rest at 75˚ C. It removes the need for a chain stripper and degreasing, but there is no mention of impact on drivetrain losses, but Silca claims there is no drop in performance.

Finally, the additives. The SpeedChip claims to increase efficiency by 0.4% for one chip, and 0.6% for two chips. Meanwhile the EnduranceChip increases single wax use to 550km with one chip, and 750km with two.

Super Secret Chain Lube can also be used as a top-up waxing agent without the need for full re-immersive waxing.

Performance

I’ve already covered the various pros and cons to chain waxing in a previous article, so for this review, the focus is going to be on the performance of this specific waxing system and how it works. And the short answer is, wonderfully.

It’s a very intuitive system, with simple control buttons for on/off, and temperature adjustment. For a pretty novice waxer such as myself, the various online guides provided by Silca as to best use the waxing system were intuitive and easy to follow.

Cleaning a chain can be a faff, but the StripChip addition removes this step for you. Simple adding that to a heap of the wax and whacking it up to 125˚ C resulted in a gloriously malevolent-looking potion of metallic speckled wax.

The chain hanger is a bit of faff, though. It works well, with a threaded end to the wire to attached to the solid bar that keeps the chain suspended once hanging. However, I require a long chain on my Large and Extra Large frames. The size of the Silca Waxing System pot is not massively large, and it require both a full vat of wax and a good amount of folding and manoeuvring to get the chain fully submerged while fitted on to the chain holder. It just needs to be a little bit larger.

Then we have the hanging itself. The hanger fits into a divot where it remains positioned, but it is not secure and sits precariously. I had a couple of occasions where it was knocked and fell back into the wax. Some form of a clip would remove this issue and result in a far more secure hold.

This whole process does not take long. The wax melting takes the longest but can be done while you get on with your day. Then you submerge the wax in for 10 minutes, then hang until you have time to fit the chain, or the wax is dry. Using the Silca wax, it does result in a chain that requires a good amount of manual manipulation to loosen up and be ready to fit. You then need a good 10 minutes of pedalling to get the chain to really loosen up, and initially in this period it is stiff and makes the drivetrain drag. But after 10 minutes, and a lot of wax chippings flying off, the chain runs smoothly, quietly, and without any issue.

Wet weather does result in a somewhat claggy sensation, and the wax comes off the chain faster. In terms of dry weather durability, I would say it is around 400-450km before the chain starts to sound a little more metal on metal. This is the sign that the chain needs resubmerging, or the drip lube needs to be applied as a top up.

Given part of my testing included being away in Spain doing around 700km in the week, the drip lube was a fantastic addition to top the wax up. Another huge benefit of waxing, was that the bike assembly and disassembly, which usually leaves me covered in black chain oil, was a clean and mess free process.

Regarding the SpeedChip and EnduranceChip, frankly there is negligible difference and certainly not something perceivable. Anyone telling you they can tell a 0.4% improvement in drivetrain efficiency is most likely lying, while the duration increase is more perceivable and useful for ultra events.

Although the duration of the wax does wane in wet weather, it does keep the chain cleaner and free from contaminants that would usually stick to the oil. This is the real benefit. As an oiled chain gets dirty, or wet, it becomes less efficient, wears more, and the lifespan decreases. Waxed chains remain as fast with limited drop off in performance, if the wax is topped up. To give a reference to how chain wear has been, my Shimano 105 chain is now on around 4500km and still below the 0.25 wear indicator. It’s done over a year now, whereas previously I would find that a winter of riding would require a new chain.

I’ve not done extensive wear testing across a range of different wax lubricants, the specialists such as Zero Friction Cycling have that covered. But it is clear from my own long-term testing, along with independent confirmations, that the Silca Wax does indeed keep a chain running well for far longer than most oil based lubricants can manage. I also find the entire waxing system a relative breeze to use. There is a good amount of initial setup, but with the StripChip really does make life easier and takes away the chain stripping process.

Value

All these additives and wax Chips however come at a cost. The waxing system itself at £/$99.99 is not cheap, but once you have it you can reuse it regularly. However, the wax is £/$40 for 500g, the StripChips is £/$4 per chip, while additional additives are £/$29 a piece, but can be reused until you need to top up the wax reservoir. Then for travel and easy top-ups, the Drip Lube starts at £/$16 for 60ml and goes up to £/$45 for 240ml.

This all amounts to quite a cost, and of course the wax components are repeat purchases. The longevity is decent, even over mixed British weather, but in the latest wet winter and spring I have require far more waxing than the previous drier summer. But I have not had to replace any components across this period, save for brake pads.

If you use a cheaper chain, and cheaper oil, it likely still comes out cheaper to use that. But you will have to spend more time cleaning. If you use higher end components, such as Shimano's Ultegra or Dura Ace chains, cassettes, and chainrings, then the waxing does become significantly better value as the rate of replacement for these more expensive parts drops.

Even then, I’d argue that degreasing and stripping a chain fully of factory grease and using a wax drip lubricant will present better overall value. There is an argument that the watt savings will not be quite as high, but the process is simpler, the initial cost far less, and over longer durations it will still likely be a bit cheaper.

In terms of competitors, there are not many. The Dynamic Waxifyer Set is very similar but costs the same and is perhaps not quite as refined. CeramicSpeed has a very different approach. It features a wraparound block for the chain to go around, which is then submerged in the melted wax which can be melted using a pot of boiling water. It is not as controlled for temperature but is impressively mess free and costs £42.99 /$56 for the Kit including wax. Again, this can be topped up with different wax drip lubes, while different waxes can be used in this system. The Ceramic Speed bags of wax are also a bit cheaper at £36.95 /$45 for 400g.

Conclusion

The Silca Waxing System is the piece of kit that I never knew I needed. Most cyclists like to go fast, and genuine watt savings from waxed chains across a range of conditions are brilliant. Add to that the increase component longevity, and over time it can save you money. However, there is still an initial outlay, and future purchases of wax and additives drive up the cost.

Some may prefer using cheaper chains, oil lubes, and more regular bike cleaning which may be cheaper. But on more expensive components, the waxing makes even more sense. It’s also cleaner, and quieter.

This system is not the best value waxing option out there, but the results are tangible, it will make your bike faster, and the ability to tailor temperatures and keep the whole waxing process confined to one area is useful. As a performance focussed cyclist, I would buy one of these. For others, a good chain clean and wax drip lube may suffice.

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

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

Construction

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

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

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

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

The ride

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

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

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

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

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

Value and conclusion

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

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

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

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

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

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

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

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

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

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

Design details

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

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

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

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

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

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

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

Specifications

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

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

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

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

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

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

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

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

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

Performance

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

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

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

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

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

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

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

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

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

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

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

Value

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

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

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

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

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

Verdict

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

Spec

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

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

Construction

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

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

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

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

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

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

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

Performance

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

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

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

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

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

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

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

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

Value

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

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

Conclusion

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

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

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

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

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

Construction

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

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

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

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

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

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

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

The ride

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

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

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

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

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

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

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

Value and conclusion

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

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

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

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

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

Construction

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

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

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

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

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

Performance

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

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

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

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

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

Value

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

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

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

Conclusion

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

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

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

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

The Luxe Merino jersey is just such a piece.

Construction

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

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

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

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

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

The ride

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

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

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

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

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

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

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

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

Value and conclusion

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

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

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

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

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

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

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

Design details

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

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

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

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

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

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

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

Specifications

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

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

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

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

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

Performance

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

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

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

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

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

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

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

Value

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

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

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

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

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

Verdict

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

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

Tech spec

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

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

Construction

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

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

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

Performance

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

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

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

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

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

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

Value

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

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

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

Conclusion

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

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

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

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

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

Construction

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

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

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

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

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

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

The ride

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

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

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

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

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

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

Value and conclusion

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

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

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

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

Construction

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

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

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

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

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

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

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

The ride

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

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

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

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

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

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

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

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

Value and conclusion

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

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

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

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

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

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

Construction

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

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

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

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

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

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

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

Details

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

The Ride

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

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

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

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

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

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

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

Value & Conclusion

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

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

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

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

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

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

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

Construction

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

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

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

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

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

The ride

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

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

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

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

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

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

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

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

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

Value and conclusion

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

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

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

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

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

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

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

Design details

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

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

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

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

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

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

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

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

Specifications

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

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

Performance

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

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

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

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

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

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

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

Value

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

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

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

Verdict

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

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

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

Specs

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

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

Construction

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

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

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

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

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

Performance

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

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

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

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

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

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

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

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

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

Value

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

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

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

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

Conclusion

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

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

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

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

Construction

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

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

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

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

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

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

The ride

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

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

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

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

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

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

Value and conclusion

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

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

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

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

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

Magicshine originally sent me a pre-production Seemee R300 Smart Radar Tailight, to give it its full name, back in the summer of 2024. However, before I’d even had a chance to mount it on my seatpost, they pulled it, blaming a few undisclosed teething problems. So, here we are now, about eighteen months on, with a production unit - let’s discover whether those issues have been ironed out. Can it compete with the best radar bike lights available today?

From what I’ve experienced of its products in the past, Magicshine makes some great kit; gear that doesn’t cost the earth. Its lights regularly feature in our Best Bike Lights Buyer’s Guide – we currently rate its Allty 1500s the ‘Best Smart Front Light’. So, I had high hopes for the Seemee R300.

Construction

First impressions are, quite frankly, stunning. If I were awarding prizes for packaging, the R300 would top the podium. It arrives in a premium box worthy of an upmarket electronics brand, such as Apple or Sonos, signalling that Magicshine is chasing down quality, established names such as Garmin and Wahoo. At £119.99, it sits well below the prices of radar products from both of these brands, promising early threat detection at a fraction of the cost. However, price aside, a radar is only as good as the trust you can place in it – that’s where the value lies.

Out of the box, the R300 continues to impress – it’s a handsome little device. It shares a sleek, loosely cylindrical aesthetic with Magicshine’s aforementioned Allty front light range, offering a refreshing and original take on radar product design. The upper part of the body is made from high-quality alloy, while the lower section features a transparent, wraparound polycarbonate lens. It feels both substantial and well-crafted in the hand, yet at 113g it is not unreasonably heavy. Interestingly, it feels more premium than many of its competitors, including Garmin’s radar products.

The light architecture is impressive. At the top, a focused central LED is encircled by a ring of ten mini-LEDs that animate clockwise, creating a distinctive signature light show. Additionally, flanking the radar sensor are two 40mm CoB (chip-on-board) LED strips. In combination, the single LED provides plenty of long-distance punch, while the CoB arrays add a claimed 270° of visibility. In high-day flash mode, a massive 300 lumens flash is triggered automatically when the radar detects a vehicle at 70 metres, dropping back to 100 lumens when the threat is gone. Other lighting modes include Low (15 lumens), High (50 lumens), Night Flash (50 lumens), Eco (10 lumens), and Group Ride (5 lumens).

A distinctive design feature is the inclusion of two large, illuminated buttons on top of the unit, which enable you to operate the light and the radar independently. It’s a niche requirement, perhaps, but useful if you’re riding in a group and want the advantage of radar without dazzling your clubmates. Or you simply want to save battery power.

Mounting is handled by a ‘mini’ quarter-turn system that resembles a Garmin mount that’s been doused in Pishsalver. It’s very small. Magicshine includes two of these mounts – one for round posts, the other for aero – both secured with 15mm rubber straps. While these look a little under-engineered compared to the robust, reinforced mounts we’ve seen from Garmin and Wahoo lately, they did hold the 113g unit surprisingly securely throughout testing. If you prefer a semi-permanent saddle mount, one is available at an extra cost.

Charging is via a USB-C port, protected by a snug rubber flap, and the unit has an IPX6 weatherproof rating – enough to survive wet winters, just don’t drop it in a puddle.

While most riders will probably opt to partner their R300 with their head unit via ANT+, Magicshine has a smartphone companion app that does the job too. Unfortunately, the app’s radar screen is quite basic and doesn’t make good use of the screen space, with half of it occupied by a few well-spaced setting options.

That said, the settings are quite useful. Using the app, you can enable motion detection (Magicshine calls this its ‘vibration function’), which turns the R300 on when it senses movement, and activate the light sensor, which automatically switches the unit between day flash and night flash depending on the ambient light. There is also a battery life indicator and a temperature gauge that will warn if the light overheats.

The Ride

Pairing the R300 was a refreshingly straightforward process. It connected to my iPhone via Bluetooth within seconds, and with my Garmin Edge 1050 and Wahoo Elemnt Roam v2 via ANT+ instantly.

I reviewed a handful of radar units during January and February 2026, subjecting each to the same testing protocol. Specifically, a predefined 13km circuit that included a variety of traffic conditions and reflections from buildings and structures likely to confuse a bike radar. Additionally, I set up a static rig on a long, straight section of road, which allowed me to accurately test range and record false positives and negatives with confidence. To put more miles on the units, I also rode out with them on my regular rides and commutes.

Out on the road, the R300 functions like any other radar – vehicles are represented as moving dots or icons on your head unit or phone screen. During static roadside testing, its effective range was sufficient. It consistently picked up smaller cars from around 85 to 125 metres. That’s less than the 160 metres or more that I’ve observed from the latest Garmin and Wahoo units, but it still provides plenty of time to react.

However, the ‘magic’ began to fade once I hit more complex routes. Along a long, straight stretch of Cotswold road on my 13km loop, it mapped a single fast-moving car as five separate vehicles. It also exhibited a curious effect, being triggered by vehicles travelling away from me on the opposite side of the road just as they passed vehicles approaching in my direction. Reflections, perhaps.

More concerning was its performance in urban settings. The R300 is particularly prone to false positives triggered by reflections from metal gates and larger parked vehicles, notably panel vans. The ultimate ‘no-no’ happened as I exited a village; a car approached from behind at a fair speed, but the R300 failed to alert me entirely. Frankly, a single false negative is one too many.

On a, ahem, brighter note, the light performance is superb. The smart dimming feature is excellent; as a car approaches, the light kicks into its 300-lumen "warning" flash, then dims as the car gets closer to avoid dazzling the driver. Cycling through the lighting modes is intuitive via a head unit, but clicking through them using the power button on top of the unit is even simpler.

The battery life is impressive. Magicshine claims up to 100 hours in Eco Flash, with the radar off, but since the output is so low – as little as 3 lumens – this stat isn’t particularly useful. Claimed battery life in High solid mode is 8 hours, and I achieved just over seven before the R300 automatically switched to a flash mode to conserve energy. So, Magicshine isn’t too far off – after all, I was testing in temperatures as low as 3° C. Day Flash will obviously be considerably more frugal, I suspect, good for two decent days of riding.

Value and conclusions

At £119.99/$129.99, the Magicshine Seemee R300 is significantly cheaper than the £259.99/$299.99 Garmin Varia RearVue 820, and it undercuts the Wahoo Trackr Radar by about £60/$70. On paper, the value proposition is high.

But we don't buy radars for the light, we buy them for the accurate detection. While the R300 is a beautifully made piece of hardware, I suspect its software – the detection algorithms – is still a work in progress. It lacks the precision and operating finesse of units from Garmin, Wahoo and Lezyne, and its tendency to cry wolf makes it hard to recommend as a primary safety device.

If Magicshine can iron out the detection glitches with firmware updates, the R300 could be a real contender, especially for the price. For now, it’s a brilliant light with a radar that’s not yet 100% dependable.

Specs

Price: £119.99/$129.99

Dimensions: 29 x 23 x 96 mm

Weight: 113g (radar), 13g (mount)

Max Light Output: 300 Lumens (Day Flash)

Detection Range: 140m (claimed), 85–125m (tested)

Field of Detection: 35°

Battery: 3350mAh

Battery Life: Up to 100 hours (Eco), approx. 16-24 hours (Radar + Flash)

Connectivity: ANT+, Bluetooth, USB-C

Mount: 2x mini quarter-turn mounts (round and aero)

Weatherproofing: IPX6

Viewing Angle: 270° visibility

Warranty: 2 Years

I’ve found Lezyne’s Radar Drive Rear – also referred to as the Radar Drive 300 – among the very best radar bike lights available. That’s quite an achievement, because there are only a couple of brands – Garmin and Wahoo – that sit anywhere near the top of my list, so I’m excited that Lezyne is able to join them with its first radar release.

It impresses because, like its aforementioned competitors, it is reliably accurate, which is critical for a bike radar. If you’re not familiar with the concept of bike radar, these little units, which are not much larger than regular best bike lights, can detect vehicles approaching from the rear. This traffic information is typically relayed to a smartphone or GPS head unit mounted on the handlebars, warning the rider of any immediate threats. For these warnings to be of any use whatsoever, they need to be true and precise.

Lezyne has also earned my respect by designing a bike radar like no other. It looks unique, it behaves distinctly, and it offers features – one in particular – that no other radar has. The brand has really ploughed its own furrow with the Radar Drive Rear, which I applaud. I believe it’s currently the most versatile bike radar on the market.

That’s not to say that it’s perfect. There’s one feature that, fortunately, doesn’t affect its accuracy or rider safety, but it drove me nuts during testing.

Construction

The Lezyne Radar Drive Rear can communicate traffic conditions to three different types of receivers. While many of its peers require you to own or purchase a separate bar-mounted bike computer to display traffic threats, represented by animated vehicle icons proceeding up a thin lane on the side of a data screen, the Radar Drive Rear can display the same information on Lezyne’s free Radar Ally companion smartphone app.

Uniquely, it can also be purchased with a 1,200-lumen front LED light – the React Drive Front – which displays traffic alerts on a rider-facing illuminated panel. In fact, even when nothing is connected, the Radar Drive Rear will still warn passing traffic of your presence with an intense flash. Of course, in this scenario, it won’t – it can’t – warn you of a threat, but it does increase your presence on the road. You can buy both products separately, or pick them up together within Lezyne’s Radar React System bundle.

Essentially, if you have no other need for an expensive bike computer, there’s no requirement to buy one solely to display radar data. Just clip your smartphone to your bars with a phone mount and use the app. If you don’t have a bike computer and prefer not to use your phone, consider the front light option. It doesn’t provide as much information, but it’s a great solution for leisure riders and commuters who could benefit from a powerful front light but don’t want to get bogged down in too much tech. It goes without saying that, if you already own a GPS head unit, the Radar Drive Rear will play nicely with that too.

In fact, you can connect all three – light, head unit, and phone — simultaneously. While this might be overkill, linking your phone along with the light or head unit allows you to hear alerts through bone-conduction headphones. You can even tuck the phone into a pocket, where you’ll still feel it vibrate.

The Radar Drive Rear’s brutish aesthetic is dominated by a huge wraparound transparent polycarbonate lens that covers the entire rear-facing panel and sides. It screams ‘see and be seen’ – a bold look that prioritises safety over svelteness. At 104g for just the light alone, it’s a bit of a lump. However, the co-moulded construction feels incredibly sturdy and carries an IPX7 waterproof rating, which was well-tested during a particularly soggy British winter.

Aside from the smooth polycarbonate lens, the rest of the body is coated in armoured rubber, another unique feature for bike radar. I didn’t drop it, but its appearance exudes a tough confidence that suggests it would weather a nasty topple better than any other part – body or bike. It feels bombproof, but the rubber coating’s tactile yet slightly tacky feel is catnip for dust, as my photographs show.

A large illuminated circular button sits on top of the Radar Drive Rear, which is used to power the device on/off. Pressed repeatedly, it will manually cycle through the lighting modes, and it also functions as a status indicator, glowing or flashing shades of green, orange and red to denote charge status and other states.

At the base, you’ll find a USB-C charging port protected by a very sturdy rubber bung. Unfortunately, there’s no officially supported way to dismantle the unit in order to replace the rechargeable battery, which is a shame. Tantalisingly, there are two readily accessible Torx bolts in the base, next to the USB-C socket, but Lezyne says that any ‘attempt to remove electronics’ will void the warranty.

My love for the Radar Drive Rear’s distinctive, Tonka-Toy-esque design is tempered by its frustrating mounting arrangement. It’s both cumbersome and limited, which is ironic for an otherwise versatile piece of kit. Lezyne has chosen to omit the familiar, and frankly superior, quick-release quarter-turn mount similar to those used by Garmin, Wahoo, and pretty much every other brand. Instead, the entire unit is strapped to the seat post, cushioned by a removable rubber shim.

Fittingly, the ‘ladder’ strap is characteristically beefy and a doddle to adjust, which at least means the Radar Drive Rear is held very securely. However, when it comes to removing the radar – perhaps when locking your bike up in a garage or leaving it outside a café in a less salubrious neighbourhood – the whole lot has to be removed. Invariably, this means watching the rubber shim drop and bounce across the road as soon as the strap is loosened. Then, before you ride off again, everything needs to be reassembled. It’s a first-world problem, but I find a simple quarter-turn mount so much easier to manage when my brain is low on caffeine and depleted in sugar.

Lezyne includes two rubber shims in the box, one for D-shaped seat posts and the other for aero posts. It reckons the rubber-armoured coating provides enough purchase on a regular round seat post, which wasn’t my experience. I found that using either shim – D-shape or aero – significantly increased grip and security when fitting the Radar Drive Rear on round posts.

The rear light is a powerhouse. It outputs a whopping 300 lumens in Day Flash mode, which is exceedingly bright for a rear light, yet it should last for 18 hours before the battery fails. Behind the wrap-around lens are two stacked LED arrays, one on the left and the other on the right. Each stack comprises two vertical CoB arrays, with a single, very bright LED sandwiched between them. The four CoB arrays offer fantastic near-distance conspicuity – the wrap-around lens ensures they’re visible across 270° – while the pair of bright single LEDs adds long-distance reach.

The other five modes are more subdued, ranging from a 10-lumen solid mode (good for 16 hours) to an 80-lumen high mode (4 hours 32 minutes).

Strictly speaking, this review concerns the rear radar unit, but because they’re so closely associated, it’s worth running through the specs of the React Drive Front light too. It closely resembles many other front lights in Lezyne’s range, such as the Lite Drive 1200+, in that it’s elegantly crafted from machined aluminium and features multiple LEDs behind optical-grade composite optics.

Its 1200-lumen output makes it more than capable of serving as a primary front light for night road riding, as well as a great daytime running light. Rugged and long-lasting – battery life is claimed to be 70 hours when using 700 lumen Day Flash mode – and it’s rated IPX7, just like the Radar Drive Rear. Its unique feature is the illuminated panel on the back of the light, which communicates threats identified by a paired Radar Drive Rear.

When a ‘normal’ threat – a vehicle travelling less than 60kph relative to your speed – is detected, the panel flashes red once per second until the vehicle is within 50 metres, at which point it turns solid. A high-threat alert - triggered by a relative speed exceeding 60kph - causes the panel to blink rapidly with a distinct long-short-short pattern. Along with visual cues, the React Drive Front also emits loud warning tones when a threat is detected and again when the road is clear.

The Ride

I found the Radar Drive Rear to be the easiest bike radar I have ever set up, by far. Why? The instructions provided by Lezyne are simply outstanding. Where many brands provide little more than a hastily thrown together quick start guide, Lezyne has prepared a proper manual that provides detailed guidance on setup and radar best practice. What’s more, there’s a great selection of walkthrough tutorials on the brand’s YouTube channel.

The best place to start is Lezyne’s Radar Ally app, available for both Android and iOS, which pairs with the Radar Drive Rear over Bluetooth simply by having both devices within a few feet of one another. There’s no tiresome pairing sequence to battle through. Using the app, you can download and install the latest firmware and configure a multitude of settings, such as Vehicle Detection Flash and the audio and vibration options. The real meat is in the Radar display page, where you view threats and cycle through the lighting modes.

Pairing with a GPS head unit is a similarly straightforward, this time over ANT+. You cannot update the Radar Drive Rear’s firmware via a head unit, but it is possible to configure the light settings and, of course, view vehicle threats. Pairing the React Drive Front is initially completed through the app, but it’s a one-time only setup. From there on in, as soon as both devices are fired up, they’ll pair automatically. No settings can be configured through the React Drive Front, it’s all achieved through the app.

To judge the effectiveness of the Radar Drive Rear, I put it through its paces on the predefined 13km circuit I regularly use for assessing bike radar products. This loop features a variety of traffic flows and the kind of structural reflections from buildings and parked vehicles that often trip up bike radar. Part of the route includes a narrow, winding road through a local industrial estate that is chock-a-block with panel vans, large metal gates, and loading bay shutters – it’s super reflective.

To supplement active road-ride testing, I set up a static rig on a long, straight stretch of road to verify maximum range. All results were logged using the excellent Garmin ConnectIQ plugin from MyBikeTraffic.com.

In practice, Lezyne has done an excellent job developing its detection algorithm. No false positives or negatives were observed during my tests, and the maximum detection range of 150m was routinely exceeded by larger vehicles. Speed-matched vehicles – those travelling closely behind me at roughly the same pace – remained persistently on my Garmin Edge 1050 and Wahoo Elemnt Roam screens for as long as could be expected.

While the Lezyne has a relatively narrow 35° field of view compared to many competitors' radars, I’m not unduly concerned. I regard this as a trade-off that avoids extraneous detail rather than a fault – it may go some way to explain why the Radar Drive doesn’t suffer false positives from reflections.

Using the React Drive Front in place of my head unit offered a pared-down experience that took some getting used to. The front light provides almost no information about vehicle position; it’s only possible to ascertain from the display whether a threat is closer or further than 50 metres from your position and roughly how fast it is travelling.

However, I quickly realised that’s all that’s really necessary. After the initial warning tone sounds, you only have a fraction of a second to glance at the display before refocusing on the road. All you really need to know is whether a threat exists, something the React Drive Front communicates effectively enough.

Value and Conclusions

With an RRP of £170.00 / $179.99, the Radar Drive Rear presents tough competition for both Wahoo and Garmin. It falls within a similar price range to these brands, though it is noticeably cheaper than the new flagship Garmin Varia RearVue 820, while offering more versatility for riders who prefer not to invest in a head unit.

If you can overlook the somewhat awkward mounting process and its weight, which might be a consideration for some performance riders, you're left with a device that is just as accurate as the market leaders but notably more versatile.

Specs

• Price: £170.00 / $179.99
• Range: 150m
• Field of detection: 35°
• Light output: Max 300 Lumens (Day Flash)
• Light modes: 7 (including Car Alert Flash/Solid)
• Connectivity: ANT+, Bluetooth, USB-C
• Battery life: Up to 20 hours
• Weight: 144g
• Dimensions: 78 x 48.9 x 47.6mm
• Weatherproofing: IPX7
• Mount: D-post and aero post adapters included
• Companion app: Lezyne Radar Ally

The original Zipp 202 wheels were legendary. Before disc brakes arrived, and for some while after, they were the undisputed kings of the lightweight out-of-a-box category. Now, years after the brand dropped the 202 in favour of the slightly deeper 303, the low-profile weight weenie has re-emerged, with a 1090g weight, and some key updates to bring the hoops up to date.

Back in March, I went to Chambéry in France, where SRAM (Zipp’s owner since 2007) invited the world’s press for a confidential look at its new take on its shallowest wheel in years, a brand new and redesigned 202 NSW.

Tom Pidcock (Q36.5) tested the 35mm rims around the same time, during the mountain stages of the Volta. No one seemed to notice, perhaps in part due to the British rider's unrelated exit from the race down a ravine. But even after that, the wheels failed to garner attention, perhaps, due to huge changes in the category over the past few years.

Data has repeatedly shown that aerodynamics trumps low weight when it comes to free speed, and so, the climbing wheels of 2026 no longer stand out for their skinny profile; the new 202 NSW is only 5mm shallower than the 303, a wheel plenty of riders would see as a perfectly normal middling-aero choice.

If you're after low weight, there are numerous Chinese brands now offering incredibly light setups with deep rims. So, you could be forgiven for questioning the relevance of this new wheelset in our aero-obsessed world, but after a short testing period, they certainly feel as relevant as ever to me.

Zipp 202: A wheel legend

To recap on the history of the Zipp 202, for a long time, nothing in the low-profile carbon wheel category was lighter or looked better. Crucially, nothing reasonably priced could even get close to that weight. Choosing the tubular version, as many riders did, meant you could have an aero-profiled (though very shallow) carbon wheelset with that coveted Zipp logo, adding only 1335g to your bike's weight.

The full-carbon rim had a brilliant, almost greenish, Kevlar-like sheen, and technical-looking golf-ball dimples. It wasn't perfect, though - while the finish looked brilliant when new, it was notoriously easy to damage, especially if you washed the wheels in direct sunlight. Once the finish was compromised, the damage was visible and permanent.

Despite some minor gripes, the wheels gained a huge following. Arguably, there's been a hole in Zipp’s disc-brake line-up since they dropped the wheels in favour of the slightly deeper 303. Trends changed, deeper rims became the fashion, and the 202 seemed resigned to history – until now.

Sidewinds matter in the real world

The use case behind these wheels was driven home in the changeable conditions and elevations of an Alpine ride in late March. While summer can certainly make an appearance, the weather is just as likely to revert to the deepest winter well before you get home. And that is exactly what happened after lunch on the first day of testing.

In driving, sideways sleet and rain, with a Force 9 gale blowing off the lake, 35mm aero wheels made complete and total sense.

A deeper rim might, in perfect conditions, always be faster. But, in the real world, greater rim depth comes with greater instability when crosswinds hit. Even at my modest forward speeds, where I would perhaps have been grateful for any perceived advantage such as that of a deeper rim, the one that mattered in this moment was as crystal clear as the waters of the previously calm lake next to me: my wheels were not remotely bothered by the now battering-ram sidewinds.

And for all the marketing claims we receive at wheel launches about the wattage savings offered by a deeper rim, an actual side wind is where aero wheels can often turn an unpleasant ride into an unmanageably scary one. But, the 202 just didn’t flinch. And that’s where I think Zipp might have another cult-hero in the making here. But there’s more to like than just their practicality in side winds.

High maintenance offering

As mentioned, at 35mm deep - 5mm less than the 303 - it’s the shallowest offering in Zipp’s lineup. The inner rim width measures 23mm, which is pretty wide, but not excessively so for a road wheel. It’s a TSS rim, which means it’s resolutely and absolutely hookless (more on that later).

The spokes are steel, specifically the lightweight Alpina Hyperlite J-bend and there’s a sensible number of them: 20 at both ends, laced in a conventional 2-cross pattern. The hubset is the German-engineered ZR1 SL. The hub uses a pawl system rather than a ratchet-style engagement, but it has 66 points of engagement and uses ceramic bearings.

I pressed the engineers about the bearing seals, and they are sticking with non-contact bearing seals for lower rolling resistance. Zipp insists that if you look after them well, they should give you no trouble, going on to tell me that their new hardened steel and ceramic bearing setup had been put through some incredibly gruelling tests, using salt water.

The engineers also agreed that neglecting servicing is a death sentence for this kind of setup, and it should not be considered "fit and forget."

Maintenance of this wheelset doesn't require any tools or particular mechanical skills, but it will need regular servicing. You can't ride these through a British winter, hose them down after every salty ride, and leave them to dry in the garage. Your bearing seal is essentially the grease that you put there, and it can’t keep the weather out when it’s been washed away.

Looking after bearings protected by non-contact seals (common in many wheels these days) is a doddle, especially here, in that the end caps just pop off. Add a smear of grease, pop them back on again, and off you go. But you really must get comfortable with doing that, or make sure you're making regular trips to your local bike mechanic, if you want to keep them running reliably and fuss-free.

The second thorny issue we discussed briefly during the product presentation, handled with a healthy and reassuring dose of honesty, is Zipp’s full and seemingly unending commitment to hookless rims, whereby there is no 'hook' to hold the tyre on. The system relies upon compatibility between tyre and rim, and correct tyre pressure being used.

Zipp has been on the European Tyre and Rim Technical Organisation (ETRTO) board since it started, and it is clear it spends a lot of time ensuring set-ups are safe, pushing the need to improve tyres and education. Its commitment to safety was reassuring and crystal clear. However, the brand was emphatic that customers should pay attention to the detailed instructions about tyre compatibility, and not step outside of the advice. In this case, that does limit you to a 28 - 32mm tyre on this rim.

Speaking of tyres, the Goodyear Eagle F1 I’ve been riding on these wheels since I got back from France has been a solid performer. I’ve noticed no air loss, no cuts, and grip and response seems on par with the best tubeless road tyres and is equivalent to Pirelli P-Zero’s, very similar to a Continental GP5000’s – just very good really.

Even on flint strewn rural roads here in Norfolk. I last used these tyres on a Factor Monza earlier in the year, and had the same experience.

Lightweight but without the downsides

The real headline here, however, is, of course, the all-up weight. At just 1090g with tubeless tape and valves fitted – it’s impressive. But when you consider that this wheelset, with a practical wide rim and an aero section—albeit only 35mm—is properly laced with 20 steel spokes in both wheels with external nipples, it's a very different achievement in that context.

See, wheels have been getting much lighter since carbon spokes showed up. Carbon spokes, above all other technological developments in wheelbuilding, mean an 1100g wheelset isn’t even really a headline these days.

But you can’t get anything for free in engineering terms, and with composite spokes has come lots of complexity and anxiety about failure modes, reliability, and where you get hold of spares when you need them.

Worse, the biggest casualty in the carbon spoke revolution is the ride quality. Steel has properties that make it an excellent spoke material. Spokes need to be comfortable being stressed, under tension, and bouncing back from it, to absorb the loads that come at them when they’re managing the stresses that enter and exit the system.

Carbon spoke converts, Hunt and others I’ve spoken to, freely admit that to manage ride quality, and not lose that all-important connection with the ground that good steel-spoked wheels really do deliver—to give us grip, communication, and comfort—compromises have been made.

Carbon spokes are also wider than equivalent steel spokes, and as a result often less aero, so spoke counts have come down to meet those combined new challenges. And the place we’re at—so far—just can’t hold a candle to the ride quality of a well-built steel-spoked wheel.

Zipp, for now, is sticking with steel. But it won’t be long before they, too, succumb. The engineers told me that developing a good carbon spoke they have confidence in, “could take 14 months” a number so specific that it must be in development already. A shift must surely be on the horizon. For now, this wheelset could be the last bastion of sensible wheelbuilding.

Performance where it matters

While it’s probably an overstatement to argue that this wheelset is, in fact, the last bastion of anything, it’s right up there on paper for its sheer common-sense specs. And it’s out on the road where it all really comes together.

Out of the saddle, these wheels are solid performers, even with me on board at a very wintery 93kg. They lack the noise and 'zawooomph' that a deeper section wheelset makes, but you quickly get over that when you realise what you’ve been missing out on in terms of stability and responsiveness.

These wheels spin up like a flyweight wheel does, but they also sit stably in the dropouts, front and rear, no matter what you do to them. Just like proper wheels should. You don’t get any sensations of the lateral instability that overly rigid wheels can deliver. This isn't a typo. Highly tensioned wheels with fewer spokes are—generally speaking—less stable laterally, which is a more common problem now with lesser-spoked wheels that use spokes that don't yield.

There is none of that insecurity here, just a sense of connection with the road. After a season or two of riding so many carbon-spoked wheels, it really is refreshing and tangible just how nicely a well-built steel-spoked wheel rides, especially when, in this case, there's no argument against the weight.

Aero performance isn't something my nose, elbow, or years of designing bike stuff can detect, but I can tell you these new 202s don’t feel slow anywhere. I didn’t once feel like I was missing something deeper.

On Zipp’s 454 profile, you're going up to 54mm front and 58mm at the back, and there's presumably a measurable saving there as the depth gets much higher. But here, I don’t think you’re paying for your watts with your hard-earned grams to anywhere near the extent the marketing folk might have you think at a deep-section wheels launch. The pay-back is in that ride quality, which, like it or not, hardly anyone can deliver now because of those pesky carbon spokes. Not yet at least.

So is shallower better?

Whether or not that matters in this aero-obsessed world—where common sense is written off like bank losses for those who still chase the irrelevant marginal gains over the ones that will actually make their riding experience better—is another question. For now, this is a bloody brilliant wheelset.

I will spend some more miles on these wheels, ahead of a long term review. I particularly want to test their longer-term viability in our showery and salty rubbishness, away from the perfect French roads where I first dated this wheelset, just to check this isn't a holiday romance I later live to regret.

But for now, back home, the honeymoon period is still in full swing.

For me, Zipp has done something remarkable for the weight. It’s made wheels that are thoroughly sensible, brilliant in side winds, and feel wickedly responsive and fast everywhere. There are zero downsides for the common-or-garden rider, like you and me, all for only 1090g a set.

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

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

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

Construction

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

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

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

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

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

The ride

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

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

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

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

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

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

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

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

Value and Conclusion

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

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

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

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

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

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

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

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

Construction

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

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

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

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

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

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

The ride

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

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

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

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

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

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

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

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

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

Value and conclusion

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

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

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

In a market where the best bike radar lights can cost as much as £260/$300, a product that promises similar functionality for just £79.90/$79.90 is bound to pique interest. The iGPSport SR Mini isn’t just inexpensive, it’s also the smallest and lightest radar we’ve ever tested. But can a unit this compact and this affordable really be trusted to have your back when the traffic gets heavy? I spent the winter months of 2026 putting it to the test to see if it’s a genuine bargain or a budget compromise.

I pinned big expectations on the little SR Mini. I’m a fervent advocate for bike radar, having used a Garmin and, more recently, a Wahoo product on every ride I’ve ridden over the past five years or so. In the early days, my ride buddies viewed my Garmin with a mix of wonderment and scepticism, but now that radar tech has become thoroughly mainstream, those feelings have shifted to acceptance and enthusiasm. The only remaining barrier for many riders is price. Budget radars, like the iGPSport SR Mini and its slightly pricier competitor, the Magene L508, are accessible enough to make a difference. Provided they’re accurate and reliable.

Construction

iGPSport is no newcomer to bike radar. Its previous attempt, the larger SR30, was frankly a bit hit-and-miss, qualities nobody wants associated with bike radar. iGPSport still has photos of the SR30 on its website, but it appears to have been withdrawn from the market. The new SR Mini is a real departure, being so much smaller and more brightly illuminated than the older unit.

The ‘Mini’ moniker isn't just marketing fluff. Measuring a mere 77 x 37 x 19mm and weighing in at just 50g, it is, to my knowledge, the smallest and lightest bike radar currently available. Its rounded capsule cum lozenge shape is a near dead ringer for Garmin’s base model, the £129.99/$149.99 RVR315. The dimensions are almost identical too, as is the weight, with the IGPSport being just a gram lighter. The main difference, of course, is that the Garmin is solely a radar device; it lacks taillight functionality.

On its site, iGPSport touts the SR Mini as the most aerodynamic radar available, but I recommend taking these claims with a pinch of salt. iGPSport doesn’t provide any wind-tunnel data, and small isn’t necessarily more aero, especially for products mounted to a seatpost. However, it’s undoubtedly a featherweight, weighing 53 grams less than Lezyne’s chunky boy Radar Drive.

Instead of having a single, powerful LED as its primary light source, the SR Mini features a hoop of 12 LEDs around its edge. This allows for some entertaining animations, such as the ‘Comet’ mode pattern (where light orbits the unit) or the ‘Waterfall’ mode (where LEDs cascade downward). These are ideal for close-range visibility, but because the light is diffused across 12 small points, it lacks the oomph that enables some of its more expensive competitors to be seen from 2km or more away. With only 30 lumens on tap, in bright, clear conditions, the SR Mini will be visible from only about 200 to 300 metres away. If I’m cruising at 20kph and a car approaches at 50mph, that gives the driver about 12 to 17 seconds of reaction time before a potential impact. Which is adequate, but hardly outstanding.

It has eight light modes in all: High solid (12 lumens), Medium solid for group riding (6 lumens), Day flash (25/0 lumens), Night flash (12/2 lumens), Comet flash (30 lumens), Waterfall flash (30 lumens), Radar only (0 lumens), and Custom. There’s also brake light functionality and Team Sync mode, which entrains all SR Minis within a group to flash at the same frequency.

Charging is via a UBC-C port that’s securely sealed with a tight-fitting rubber flap, helping the SR Mini to achieve an IPX7 waterproof rating; meaning it can withstand harsh winter conditions better than I ever will. The low lumen output has one advantage, as it results in decent battery life – claimed to last 5 hours in the 12-lumen solid light mode, increasing to 11 hours in 30-lumen comet flash mode.

At the base of the front panel is a tiny LED status light that mainly indicates charging status, but also flashes green during a firmware upgrade, or blue if, God forbid, a fault is detected.

The mount is a headscratcher. It has a Garmin-esque quarter-turn interface (incompatible with Garmin, sigh), so no surprise there. However, the mount is a saddle-rail model, which is puzzling; a traditional easy-on, easy-off seat-post mount attached with a simple rubber strap or O-ring would have been a more versatile choice.

The SR Mini has a free iOS and Android-compatible companion app for setup and radar detection tracking. Or you can use it with any compatible GPS head unit or smartwatch. It uses Bluetooth to connect to the app and ANT+ to communicate with head units, so there’s nothing to stop you connecting to both concurrently.

The Ride

Initial setup is very straightforward. As with most head units, I recommend connecting the SR Mini to its companion app first to check for any firmware updates and to configure the basic settings. There’s not much to it, but from here you can select a lighting mode and turn on specialised features such as Team Sync and Radar Warning Mode, which triggers a flash when a vehicle is detected.

Perhaps I’m being dim, but I’ve never figured out how to set up a Custom light mode on the SR Mini; there’s no mention of it on the IGPSport website or in the app’s online instructions and FAQ section.

The app’s radar display is full screen, with an uncluttered design that makes it quick and easy to identify threats. From here, you can also change lighting modes and configure audio and vibration prompts.

Using a GPS head unit, in my case a Garmin Edge 1050, a Wahoo Elemnt Roam (v3) and iGPSport’s own BiNavi, is just as straightforward. The threat overlay can be positioned on the left or right of the screen, and the lighting modes are just a swipe and a tap away. However, I did find selecting light modes on my Garmin Edge 1050 a frustration; switching between them didn't always work reliably.

Mounting the SR Mini on my saddle rails was a complete faff. Overall, the built quality of the radar unit appears solid enough, but the mount is absolute garbage. It was fiddly to install, not least because the cheap, shiny plastic braces kept slipping on my metal saddle rails. This can probably be remedied with a couple of tiny sections of old butyl inner tube or bar tape to add some grip, but I was ready to throw it in the bin well before I even considered that solution.

Worse, if you own multiple bikes, you have to go through the frustrating process each time you want to switch your radar, and any saddle bag will render the unit useless. Why, oh why doesn’t iGPSport include a simple seatpost mount?

To test the SR Mini, I followed my usual testing routine – a 13km loop through varied rural and urban areas, including an industrial estate filled with metal shutters and parked vans. The ideal environment to confuse bike radar. This was then followed by a static test on a long, straight road.

All head units display radar in a very similar fashion. A narrow vertical bar appears on the left or right side of the screen, with your bike at the top. When a vehicle is detected, an orange overlay appears, and the vehicle icon moves upward. If a vehicle is closing fast – defined as a high-risk threat likely to impact within seconds – the bar turns a sharp, urgent red. Once the threat has passed, you see a clear green bar. Audio prompts also sound on detection to signal the ‘all clear’.

In my static range tests, the SR Mini was a star performer. It consistently picked up small to medium-sized cars at 125 metres, and sometimes as far as 160 metres, according to the excellent MyBikeTraffic.com ConnectIQ plugin. So eager was it to detect vehicles that I even rebooted it at one point to ensure my mind wasn’t playing tricks on me. To put its detection range into perspective, let’s use the same example as before. If I’m riding at 20kph and a car approaches at 50mph (80kph), that additional 25 metres of range buys me an extra second of reaction time, which is worth having. It also did a decent job of distinguishing individual cars within a bunched-up group.

Unfortunately, not every ride went swimmingly. Where I’ve found the top-tier units Garmin, Lezyne and Wahoo are consistently accurate, the SR Mini did suffer from a few false positives. For example, one was triggered by the reflection of an oncoming car bouncing off a stone wall, but the most memorable was a ‘ghost’ vehicle that persisted on my screen while cycling a long, empty rural road. There was nothing there.

False positives are annoying at best and disorientating at worst. They are unlikely to put you in any real danger – after all, there’s nothing there – but anything that diverts your focus from the road is a bad thing. They also undermine confidence in a radar unit, to the point that you may no longer trust it at all.

Fortunately, during testing, the SR Mini didn’t produce any false negatives, a fault when a unit fails to detect and warn of a car that is present. Clearly, this is a much more dangerous scenario, so I was relieved to find the SR Mini performed well in this regard.

Real-world battery life, riding in temperatures between 3° and 7°C, was 11 hours in Day Flash mode, which is bang on iGPSport’s claimed estimate. In the summer, it could well perform a little better.

Value and conclusions

The iGPSport SR Mini provides detection at a range that rivals units costing twice as much, all in a package that weighs less than most energy gels. However, this little unit has some drawbacks. Light output is on the weaker end of the spectrum compared to its pricier rivals. The saddle rail mount is a joke – a bad one at that – such a missed opportunity. Finally, and most importantly, the occasional false positive is far from ideal.

Are these faults forgivable in a premium £170/$200 radar? Absolutely not. But, in my opinion, the budget SR Mini deserves to be cut some slack. Sure, if you’ve got the funds, buy a Garmin, Wahoo or Lezyne. If, however, money is tight, this little radar is worth a punt. Faults and all, iGPSport has brought bike radar to a much wider audience, and for that, it deserves credit.

Specs

• Size: 77mm x 37mm x 19mm
• Weight: 50g
• Charging Port: USB-C
• Battery Life: 6h (High solid), 11h (Day flash), 20h (Radar only)
• Waterproof Grade: IPX7
• Wireless Protocol: BLE, ANT+
• Radar Detection Range: 160m
• Radar detection Angle: 45°
• Light Modes: High solid, Medium solid, Day flash, Night flash, Comet flash, Waterfall flash, Off, Custom
• Max Lumens: 30lm
• Companion app: iGPSport app

BEST is a brand in its own right with a separate direct sales website, but is also described as ‘being backed by Scribe Cycling’s infrastructure’, so could also be considered a sub-brand of Scribe.

Scribe’s founder, Alan, explained that they wanted to make Scribe’s wheel technology available at a lower price point without diluting Scribe as the pinnacle brand. The BEST website says that ‘BEST Bike Carbon Wheels is the ultimate starting point for those seeking their first carbon wheelset’, with a simple line-up that currently consists of 50mm and 60mm carbon road wheels and a 40mm carbon gravel wheelset.

Scribe Cycling itself has long impressed with its dedication to innovation, coupled with prices and weights that are already very good, so the move to even more accessible price points is certainly an interesting one. According to Alan, it's part of a long-term strategy, so watch this space, I guess.

Construction

Yep, you’ve guessed it, the Best Carbon Sport 60 is a 60mm deep wheel made from carbon.

Fortunately for me, there are some other details to delve into, though. Most striking is the fact that despite its inexpensive price, the spokes are made from carbon, which in turn contributes to its low weight. 1,578g (claimed, I measured mine at a touch more, but still easily sub 1,600g including rim tape) is decent enough for any wheel, but for a 60mm deep wheel at this price, it is impressive.

The spokes are straight-pull Alpina carbon aero spokes with 21 at the front, 2-cross on the rotor side, radial on the other, and 21 at the back in a 2-cross pattern. BEST says that although they carry all necessary spares and can dispatch them rapidly, the spokes and nipples are standard sizes (for carbon), so replacements should be easy to come by if necessary.

Something that I didn’t realise until speaking to Scribe/Best is that carbon spokes, even bladed ones like these Alpinas, aren’t as aero as good steel spokes, as they are usually too flat, rather than elliptical. They are, however, much lighter, allowing the deep Carbon Sport 60s to be a decent weight despite their depth. It would be nice to see some aero test figures for the Best wheels, but, given the cost of wind tunnel time, it is perhaps understandable that a wallet-friendly wheel misses out.

Following the modern trend for width and shape, the rims have an internal width of 24mm, an external width of 32mm, and a tubeless-ready, mini-hook design. These gave my 30mm Continental GP5000S TR tyres an inflated width of over 32mm, so clearance might be an issue on some frames. The symmetrical, blunt U-shape should help in crosswinds, but 60mm is still pretty deep and only 5mm shy of the UCI’s maximum allowed depth. The profile is identical to that which was used in Scribe's Core 5 and 6.

The carbon used for the rims is a combination of T700 and T800, which is a slightly lower grade than that in Scribe-branded wheels, but still a very commonly-used material within the bike industry - it just means that a little bit more material might be required for the same level of stiffness. The branding is subtle - just gloss black lettering against the carbon rim.

A double ratchet freehub with 10° engagement provides quick take-up when the pedals are pressed and the alloy hub bodies include Ceramic Performance bearings.

Both Shimano and SRAM freehub options are available, and there is a 50mm deep version too. The wheels have a system weight limit of 120kg.

The ride

As the wheels arrived in the middle of winter, my first real chance to get some miles in came on a February trip to Gran Canaria. I was a bit hesitant to take them with me, though, as I was worried a 60mm wheelset and a windy Canary Island might not go very well together, but hey, Gran Canaria is usually fine.

So, of course, having packed the deep carbon wheels, Storm Regina struck, making the plane landing a bit exciting, and the first couple of rides equally interesting. To be fair, none of that is the fault of the Best wheels; no one would recommend a 60mm deep set of wheels for riding around a hilly volcano in the middle of the Atlantic, but needs must.

In fact, despite some trepidation on my part, the wheels weren’t nearly as unruly in the crosswinds as I had feared they might be. I was very impressed with the stability of Scribe’s CORE 50 SL wheels a while back, and it seems that Best has pulled off a similar trick with the Carbon Sport 60s. Which is not to say that there weren’t times when I had to concentrate more than was comfortable, and that a shallower wheel would have been easier to ride in difficult conditions!

Unsurprisingly, given what we know about yaw angles and aerodynamics, the faster I went, the less affected by crosswinds the wheels were, so in some respects, going uphill was harder than going down or along the flat.

None of this should be news, and it is not meant as a criticism of the wheels at all - I was using them in conditions for which they were not designed. They are just some observations that I found interesting about using the wheels in sub-optimal circumstances.

Luckily, after a couple of days, the breeze abated, and the conditions were a little more to the wheel's liking, and they did precious little wrong.

Of course, better weather didn’t mean fewer hills, and at a maximum height of 1,949m, the rides certainly tested the Best wheels’ climbing ability. The deep wheels give away about 300g compared with my normal wheels, but I was pleasantly surprised by how little I actually felt that difference, even uphill.

The stiffness of the carbon spokes and the deep rims gave the wheels a very direct feel; not harsh or uncomfortable, but direct both in terms of road feel and power transfer. Standing on the pedals uphill produced a snappy, instant response that went a long way towards making up for the extra weight, whilst even with 30mm tyres at 60psi the road surface made itself known at all times. This, plus their performance in breezier conditions, led to a ride that could best be described as a bit fidgety. However, this is fair enough, really, for a wheelset designed for speed, not leisurely coffee rides.

Back in the UK, I had the chance to ride some faster, flatter roads both on my own and on fast group rides - exactly the kind of thing 60mm wheels were made for, and I wasn’t disappointed. Whilst I am in no position to verify or question any aero numbers, the Bests were great at over 35kph, holding speed with less perceived effort than would be required with a lighter, shallower wheel. In part, this will be to do with the wheel depth, but also the flywheel effect of the deeper, heavier rim that carries more momentum than a lighter rim. Whatever the reason, they felt fast.

Value and conclusion

Value is a no-brainer. £749 for a 60mm deep carbon-spoked wheel that weighs less than 1,600g from a trustworthy brand is exceptional.

For me, the bigger question is regarding what purpose they serve. 60mm is pretty deep and can be a bit of a handful in some conditions. Best's mission statement is basically to be the best ‘first upgrade’, and I can’t help but think most 'novice' riders probably shouldn’t be buying 60mm wheels as a first upgrade. Best’s own Carbon Sport 50 is the same price and weighs just 1,449g, making it a more relevant product for most folk. Equally, if you are strong enough and experienced enough to be considering a 60mm deep wheel, then would you not be looking at a more premium option like Scribe’s own Elan Ultra 6 wheelset perhaps?

Of course, there will be some budget-conscious riders and racers who live in flatter areas, and the Carbon Sport 60s will also work perfectly for time triallers or triathletes who want some fast, race-day wheels but can’t justify a higher price for occasional use.

What they do, they do undoubtedly well, offering deep-section performance at a bargain price.

I vacillated between 4.5 and 5 stars for these wheels, but ultimately I think that the few negatives are probably shared with all 60mm deep wheels, and aren’t just a Best issue. Therefore, as 60mm wheels go, these are an excellent product at a compelling price, so they deserve 5 stars.

Brand spanking new for 2026, the Varia RearVue 820 has quite the reputation to live up to – its predecessor, the RTL515, was widely lauded as the gold standard among the best radar bike lights when it was launched in 2020. So much so that, for years, it was the only radar I ever saw, blinking from the seatposts of safety-conscious cyclists.

More recently, other brands began to appear on my radar, encroaching on Garmin’s territory. Garmin’s response? Nada; there wasn’t a hint of a replacement for years. Had it dropped the ball? I began to wonder if it even remembered it was still in the best bike lights game.

Six years is a long time in tech, but Garmin has redeemed itself. It has prevailed. This new Varia radar punches well beyond an obligatory cosmetic refresh and subtle feature tweak - it genuinely pioneers new levels of accuracy. I was so impressed with it, I awarded it ‘Best on Test’ in Cycling Weekly’s group test of the best bike radars.

If I have a criticism, it’s that ‘Garmin Varia RearVue 820’ is a bit of a mouthful, so from here on in, I will refer to it more plainly as the RearVue 820.

Construction

While the RearVue 820 clearly draws some design cues from the RTL515, Garmin has implemented a fresher, bolder look for this new unit. Gone is the black, slab-like aesthetic; replaced with deeper, bevelled edges, more scarlet-tinted transparent polycarbonate, and better-defined side lenses for improved visibility. The main lens now sits at the bottom, but you can rotate the unit upside-down if you enable this feature in Garmin’s Varia app.

A small, lozenge-shaped power button is located at the top of the unit, beside a tiny status LED. This button looks slightly more robust than previous versions, which, in my experience, were prone to early failure. At the back of the unit is a USB-C (hurrah!) charging socket, protected by a weatherproof flap, which also feels sturdier than the one on the RTL515.

Back in 2020, Micro-USB was already very long in the tooth, but for some reason, Garmin stuck with it for the RTL515, a poor decision that marred an otherwise excellent device. This design ‘faux pas’ really got users’ backs up, including my own. The legislation-mandated switch from Micro-USB has seemingly taken Garmin aeons to implement, but to be fair, the brand is now uncharacteristically well ahead of the curve. Not only does the RearVue 820 feature USB-C, but it also has a replaceable rechargeable battery, ensuring compliance with EU rules coming into force in 2027.

This is a welcome development. For keen cyclists who subject their RearVue 820s to frequent charging cycles each month, or those who reasonably wish to keep an expensive piece of technology operational for as long as possible, the ability to replace the battery is a significant advantage. The battery is accessed by removing the rear cover, which is secured with six teeny Torx bolts. Weatherproofing remains decent, rated IPX7.

Light output has also been increased as part of the upgrade. Compared with the old RTL515, the RearVue 820’s rear light now delivers 100 lumens in day flash, up from 65, and 25 in solid, up from 20. Night flash is also brighter – 40 lumens from 29, and peloton mode, a reduced output to avoid annoying your riding buddies, remains at 8 lumens.

All of these improvements are welcome, but they’re unlikely to blow your UCI regulation socks off. The seismic change is that Garmin has switched from low-resolution 24 GHz radar to significantly more precise 60 GHz waves. In practice, this makes it more responsive, more accurate, and better at tracking vehicles travelling at the same speed as you. In fact, the higher-resolution signal enables it to distinguish between vehicles – trucks, cars, and motorcycles – and display them accordingly. What’s more, with the benefit of a wider 60° sweep, it can identify a vehicle’s lane position on the road.

As you’d expect, the RearVue 820 works in conjunction with Garmin’s own Varia smartphone app, which is available for both Apple iOS and Android, and any contemporary bike computer that supports ANT+ Radar and ANT+ Smart Light protocols. I tested it with a Garmin Edge 1050, a Wahoo Elemnt Roam 3, and a Garmin Forerunner 970 smartwatch.

There is some bad news. Although still widely supported, ANT+ has been deprecated, so support for some of the RearVue 820’s more advanced features is limited. Garmin’s relatively new secure Bluetooth (BLE) protocol is required for lane positioning and vehicle size recognition to work at all, which restricts these standout functions to users of Garmin’s Varia app or its Edge XX40/XX50 head units.

Garmin’s quarter-turn mount has always been a triumph, but the rear ones have typically prioritised function over form – they often looked like an afterthought. The Ethylene Propylene Diene Monomer (EPDM) securing loop (aka, rubber band) was fiddly to adjust, and even when mounted securely, the radar looked precarious. The new design is more attractive, similar to Wahoo’s mount for its Trackr Radar, and the rubber O-ring has morphed into an easier-to-handle, more robust rectangle reinforced with additional material at the centre. There are two bands in the box, of different lengths, along with two rubber bushings for round and aero seat posts. These can be inverted to match various seat post angles – 77°, 73°, and so on. Lastly, a lanyard and tether point are welcome additional features.

The Ride

Like all bike radars, the RearVue 820 requires a paired device mounted at the front of the bike – usually on the handlebars – to relay traffic information to the rider via visual prompts, sound, vibration, or all three. A GPS bike computer is the obvious choice for this task; a compatible smart watch works well, but the low-cost option, if available, is a dedicated smartphone app.

Garmin is one of the few brands that offers a proper, feature-rich companion app, and I’ve always regarded it as an excellent solution. Many of the apps provided by its competitors do little more than let you adjust settings, offering very limited functionality.

Whether you plan to use the app as your primary device with the RearVue 820 or not, it’s still a useful starting point for initial setup. Here, you can easily update its firmware, configure its orientation, and even create custom light modes to supplement the five (including ‘off’) modes it ships with. Want a daytime flash with 80% brightness and a duration of 200ms? You’ve got it. I don’t imagine many users will bother programming custom light modes, but it’s a valuable feature for ultra-endurance riders looking to optimise battery life over long distances.

Using the default settings, all lighting modes, including day flash, are super visible. Even in very bright conditions, the day flash can be spotted a good couple of kilometres away - that's well over a mile.

Essentially, the display page functions like every other radar smartphone app and head unit screen. You and your bike are represented by a fixed icon at the top of the screen, while approaching vehicles appear at the bottom and move upward as they get closer to your position. The rate at which they move depends on their speed. Your speed, the device’s battery level, and light mode are also displayed.

However, while other radars display vehicles with generic car icons (Wahoo) or simple dots (previous Garmin units), the RearVue 820 shows a long rectangular icon for large trucks, a shorter icon for cars or small vans, and a narrow icon for motorcycles and bicycles. Their lane position is also indicated, helping the rider to better judge the relative risk they pose. Threat level, determined by vehicle size, speed, and lateral distance from your path, is shown by a warning triangle superimposed on each vehicle icon plus a shaded halo beneath it. These are coloured orange for a mid-level threat and red for a high-level threat.

The display on a modern Garmin XX40/XX50 series head unit is very similar, with the option to show a dedicated Radar Data Screen or a column overlaid on the side of an existing data screen. This overlay can be positioned on the right or left, and there are two column widths to choose from, large or small. Selecting the smaller width makes it easier to see the underlying data screens, but it becomes harder to gauge traffic approaching from behind. Optionally, the overlay can be set to display orange, red, and green colours to indicate when a threat is detected, the severity of the threat, and when the threat has passed.

Both the smartphone app and the head unit will emit sounds when a threat is detected and cleared. These can be customised or, if you prefer, muted. Additionally, a smartwatch, such as my Garmin Forerunner 970, will vibrate on detection. It is possible to pair the RearVue 820 with both a head unit and a watch at the same time, giving you the best of both worlds – useful on noisy, traffic-heavy routes. Similarly, it’s possible to pair a head unit and the smartphone app, enabling you to listen to the tones through bone-conducting headphones.

To test the effectiveness of the RearVue 820, I rode a predefined 13km circuit that ensured a variety of traffic conditions and numerous reflections from buildings and structures likely to confuse a bike radar. I also set up a static rig on a long, straight stretch of road, allowing me to accurately test range and log false positives and negatives with confidence. The RearVue 820 also accompanied me on my regular rides throughout January and February.

On the road, I found that riding with the RearVue 820 is like switching from a grubby pair of glasses to a fresh, clear pair. Thanks to the higher resolution, much more detail is visible; the range has increased – regularly exceeding 160 metres during my static test, even for smaller cars – and the RearVue 820’s ability to distinguish individual vehicles within a group has improved. Vehicles travelling at the same speed as me are tracked with greater persistence, rarely dropping out at slow-moving roundabouts or at the approach to road junctions.

Less convincing is its ability to classify vehicles by size. Knowing whether you’re being followed by a truck, a car, or a motorbike is an appealing idea, but in practice, it's not yet fully reliable. I did find that very large vehicles were often identified correctly, which is a positive, as being forewarned enabled me to prepare for the strong air currents that accompany a swift overtake.

However, cars shown on my head unit would occasionally turn into motorcycles and vice versa. I wish the unit could better distinguish motorcycles and bicycles from other vehicles because, riding on my narrow Cotswold lanes, I often pull over only to find it’s just another cyclist spinning past rather than a car. Hopefully, future firmware updates will improve its accuracy.

On a more positive note, I found that lane detection worked very well, enhancing my situational awareness in complex major road systems and urban areas.

On the face of it, the additional traffic information provided by the RearVue 820 marks a significant advancement for bike radar. Ironically, my only concern is that sometimes it can be a bit overwhelming. A large part of my time in the saddle is spent looking ahead or scanning left and right for hazards. I rarely look down at my head unit. Even when I do, I give it a quick glance, and only after an audio alert tone prompts me to do so. In that fleeting moment, I have just enough time to gauge the approximate position of the threat relative to mine, which is enough. Trying to identify exactly what type of vehicle it is, or pinpoint its exact position on the road, feels like it’s demanding more of my focus than is warranted.

Off the bike, battery life is exceptional – I achieved an impressive 11 hours 15 minutes in solid light mode, and Garmin reckons it’s good for 24 hours in day flash mode, which I can well believe. Charging time is roughly two and a half hours from empty to full.

Finally, a quick note about the mount. It’s a small detail, but the new rubber strap is an improvement over the old one; it’s now easier to attach the mount to any seat tube. The action of the quarter-turn action remains, without doubt, class-leading.

Value and conclusions

With an RRP of £259.99/$299.99, the Garmin Varia RearVue 820 is very expensive. You’re paying a £100/$100 premium over the street price not only for the somewhat outdated Garmin Varia RTL515 but also for Wahoo’s Trackr Radar and Lezyne’s Rear Drive 300. All excellent products.

However, in terms of accuracy, the RearVue 820 is unrivalled. Even after testing the unit for several months, I’m not entirely convinced that I need the level of traffic information it can provide, but I am captivated by the precision it offers and the persistence with which it tracks vehicles.

Can you get away with using the cheaper Wahoo or Lezyne radars? Yes, absolutely. Both outperform the old RTL515 that I’ve been happily using for years. Nevertheless, if you can afford it, you’ll find the RearVue 820 next level.

Specs

• Dimensions: 98.9 x 25.9 x 43.2 mm (3.9” x 1” x 1.7")
• Weight: 90 g (3.2 oz)
• Light modes: solid, peloton, night flash, day flash
• Custom light mode configuration: Yes (with Varia Mobile App)
• Radar-only mode: Yes
• Lumens: 25 solid, 8 peloton, 40 night flash, 100 day flash
• Water rating: IPX7
• Battery life: 10 hours solid, 15 hours peloton, 10 hours night flash, 24 hours day flash, 30 hours radar-only
• Ant+®: Yes (radar, bike lights)
• BLE: Yes (radar, bike lights)
• Viewing angle: 220°
• Visibility distance: 2 km
• Rear tail light: Yes
• Brake light: Yes
• Rear radar: Yes
• Lateral vehicle positioning: Yes
• Vehicle size classification: Yes
• Vehicle threat classification: Speed-, size- and lateral range-based
• Maximum vehicle detection range: 175 m
• Radar beam width: 60°
• Companion app: Varia Mobile App for iOS and Android

The Magene L508 enters a market that was, until very recently, almost entirely dominated by expensive radar units from Garmin and, more recently, Wahoo. To be fair, Bryton offered a few reasonably priced products, but, in the main, the best radar bike lights were considered purchases rather than impulse buys.

Times have changed. Chinese brands, such as Magene and iGPSPORT, have swept the low tide mark below £100/$100, signalling a shift towards greater accessibility for everyday cyclists. It’s a move to be applauded, provided these products prove reliable, accurate, and competitive with others in the best bike lights market.

In terms of specs, the Magene L508 pretty much matches premium radars, such as Wahoo’s Trackr Radar and Garmin’s (aged, but still available) RTL515, feature-for-feature. The question remains, does it offer the reliability and accuracy required to earn a permanent spot on your seatpost?

Construction

I don’t want to get involved in baseless discussions that judge brands on their country or region of origin. Yes, Magene is Chinese, but it’s no Johnny-come-lately. The brand is a sponsor of the XDS Astana Team this season, so you’ll likely see the L508 sitting on the seatposts of Alberto Bettiol and Christian Scaroni during their training miles. More relevant, as a long-time OEM supplier to the likes of Decathlon and Wahoo, Magene arrives with a pedigree that belies the L508’s budget price tag.

Peering into the box for the first time, I immediately see that the Magene L508 is well-packaged and attractively presented. Besides the radar unit, you’ll find a mount, three O-ring style straps, a USB-C cable, and a lanyard. Magene also includes a small printed manual, a rarity in 2026, which offers a clear starting point for setup.

Visually, the L508 is somewhat derivative. Its simple, lozenge-shaped black plastic body is clearly inspired by the esteemed Garmin RTL515. However, there are some distinctive flourishes. The circular lens houses a ring of sixteen LEDs that can be configured to shine solidly, flash, or rotate clockwise in an animated fashion. The front bezel is slicker than a Garmin's. It’s made from bevelled, high-gloss polycarbonate that looks upmarket and feels sturdy.

Another area where the Magene shines, is the humble power button. Located in the centre of the lens, it is considerably larger than the minute, fiddly buttons found on most radars from other rivals. It offers a reassuringly mechanical ‘click’ when pressed, which is a small but significant win when wearing thick winter gloves.

The mount is also very reminiscent of vintage Garmin (as opposed to the latest version, bundled with the new Varia RearVue 820, which has had a welcome refresh). It’s a basic quarter-turn chuck with a rubber bushing, secured by a stretchy silicone O-ring. It’s simple, effective, and the included contoured bushing accommodates both round and aero seatposts. However, although the mount looks similar to Garmin’s, it isn’t fully compatible. The diameter is correct, so a Garmin unit will click into place, but the orientation is off by a full 90°.

Charging is handled via a USB-C port located at the base of the unit's rear, protected by a thick, weatherproof rubber flap. The L508 carries an IPX7 rating, so as long as you’ve pressed that flap firmly into place, it should happily shrug off heavy rain and the inevitable deluge of road spray. God forbid British potholes should ever get deep enough to submerge a seatpost, but if they do, the Magene will survive immersion in filthy road runoff for up to 30 minutes.

As well as the main LED array, there is a tiny pinprick of a status light on the front of the unit, to the right of Magene’s logotype. It indicates different states – charging, upgrading firmware, low battery, radar fault, and so on.

The L508 features seven distinct light modes: Solid (up to 40 lumens), Flash (20 lumens), Pulse (20 lumens), Animated Rotation (20 lumens), a reduced-output Peloton setting (6 lumens), a new Quick Flash mode (40 lumens), and dedicated Brake Light functionality. On paper, a maximum output of 40 lumens looks decidedly anaemic compared to the 300-lumen Day Flash modes found on the Lezyne Radar Drive 300 or the Magicshine Seemee R300. In the real world, however, the Magene is still perfectly visible to approaching traffic, even in bright sunlight. In good visibility, its 40-lumen pulse can be spotted from up to about 1.2 km away. Assuming I’m cruising at 20 km/h, a car approaching at 50 mph will have over 70 seconds to react, which should be plenty.

Side on, the L508 appears less impressive. While the glow from the LEDs is visible, the effect is somewhat lacklustre; it certainly lacks the visual clout of the dedicated CoB arrays found on the Lezyne Radar Drive 300 and the Magicshine R300.

Where the L508 truly punches above its weight is in its customisation. Using the Magene Utility App, you can tweak every lighting parameter to an obsessive degree. For each mode, brightness can be adjusted on a 0–100% scale, and you can independently toggle the radar, brake light, and the ‘warning flash’ (which triggers as a car approaches) on or off. For the flash and animation modes, it’s possible to fine-tune the flash interval down to the millisecond and adjust the contrast between the brightest and dimmest points of the output.

Cycling through these modes is straightforward: you can use the physical power button, the app, or a compatible head unit. It is also possible to run the L508 in radar-only mode with the LEDs deactivated; useful if you’re looking to squeeze every possible last drop of juice out of the battery on a long summer ride. Conversely, the app also allows you to run the light without the radar enabled, handy perhaps for cycle paths where you don’t need to be alerted to passing traffic.

Enough about the light, what about the radar? The L508 has a 40° radar field of view, which is pretty standard, with a claimed range of 140 metres. It supports both ANT+ and Bluetooth, ensuring it plays nicely with almost any modern head unit, from my Garmin Edge 1050 to Magene’s very own C606 Pro Smart.

The Ride

I had no trouble pairing the L508 with either my Garmin Edge 1050 head unit or the Magene Utility App. The included 94-page manual isn’t very comprehensive – only nine pages are in English – but it’s easier to flick through for first-time setup than an online manual.

It was quickly obvious that the Magene doesn’t have a dedicated pairing mode; you simply switch it on and add it via your head unit’s sensor menu. Pairing it over Bluetooth to Magene’s Utility App is just as simple. However, the app experience isn't without its quirks. Bizarrely, Magene tries to extort a $1.99 fee to unlock the radar display within the app. You can sidestep this by registering for an account and subscribing to its email newsletter – I did – but requesting extra money from new users feels misjudged.

Out on the road, the L508 is a mixed bag. Throughout January, February and March 2026, I put a selection of radar units through their paces using a consistent testing framework. My primary evaluation centred on a predefined 13km loop featuring a variety of traffic flows, together with the kind of structural reflections from buildings and parked vehicles that often trip bike radar up. Part of this loop included a narrow, winding road through a local industrial estate that’s chock-a-block with panel vans, large metal gates and loading bay shutters.

To supplement the road testing, I set up a static rig, on a long, straight stretch of road; a controlled environment essential for verifying maximum range and logging any false alerts or missed detections. To log range, I used the excellent Garmin ConnectIQ plugin from MyBikeTraffic.com. Finally, to build up a fuller picture, I used the radars on my daily commutes and weekend training rides.

During my static rig testing on a long, straight stretch of tarmac, the L508 matched Magene’s claims, reliably picking up smaller cars at 80 to 125 metres and larger vehicles – vans and trucks – at the full 140 metres and slightly beyond. However, in common with many radars, it lacked the ‘resolution’ of Garmin’s new Varia RearVue 820, which operates at almost triple the frequency (60 GHz) and twice the sample rate (20 Hz). When faced with a tight group of three or four cars, the L508 often represented them as a single threat, rather than individual vehicles. Nonetheless, we have to remember that the Magene costs almost a third of the price of the Garmin.

More concerning was an incident on my circuit ride where a car approaching from behind was momentarily "dropped" from my screen as it was passed by two cars travelling in the opposite direction. It reappeared, but that false negative, probably lasting a second or two, is exactly what you want to avoid when relying on tech for safety. That said, outside of that specific scenario, the unit was generally stable and free of false positives from ‘ghost’ cars.

All the lighting modes worked as expected, including the flashing warning light that’s triggered by approaching vehicles. The brake light functionality proved reliable too; the L508 consistently triggered a high-intensity flash whenever I braked abruptly. While I’m sceptical whether motorists interpret a flashing bike light as braking, it does add another layer of conspicuousness, which is never a bad thing.

Amusingly, Magene hedges its bets with the battery life figures for the L508. For example, on solid light mode, it claims 4 to 11 hours, which is poor at one extreme but excellent at the other. Of course, environmental conditions – especially temperature – greatly influence these figures, so kudos to the brand for not boasting unrealistic maximums and instead offering some practical, real-world estimates. Most of my riding was done in temperatures between 3° and 7°, and I achieved over seven hours in flash mode, which is good.

Value and conclusions

At £99/$119, the Magene is a fraction of the price of the Garmin Varia RearVue 820, which is currently the most accurate and also the most expensive bike radar unit on the market at £259.99/$299.99. The L508 is a blunt instrument in comparison; it lacks Garmin’s pinpoint accuracy and its sophisticated vehicle categorisation feature. It also cannot match the persistence level of the RearVue 820, which can reliably track same-speed vehicles, traffic that simply drops off the L508’s awareness.

However, on a more positive note, its performance is not that far behind premium radars such as the Wahoo Trackr Radar, Lezyne Radar Drive, and the outgoing Garmin RTL515, all of which retail for around the £170 / $180 mark. To clarify, in my experience, these radars are better at detecting individual vehicles, and I’ve never known them to report a false negative, which the L508 did briefly during testing. If Magene can resolve these issues with future firmware updates and keep the price low, the L508 has significant potential.

Specs

• Price: £99/$119
• Dimensions: 38 x 94 x 25 mm
• Weight: 65g (unit only)
• Max Detection Distance: 140 m
• Radar Angle: 40° (horizontal)
• Light Modes: 7 (Solid, Flash, Pulse, Peloton, Quick Flash, Rotation, Radar-only)
• Max Lumens: 40 lm
• Connectivity: ANT+, Bluetooth
• Water Rating: IPX7
• Battery Life: 4-11h (Solid), 10-16h (Peloton), 19h (Radar only)
• Charging: USB-C

If, like me, you prefer to ride your own road bike on trips to iconic riding destinations like the Alps, Mallorca or the Dolomites rather than hiring one, then the thorny issue of how to protect your bike in transit will rear its head.

As road bikes have become more expensive, it has also become more justifiable to spend a not inconsiderable amount of money on safeguarding the carbon frame from potential damage whilst travelling. Evoc offers a number of options for air travel with a bike, but their latest is the Road Bike Bag Pro.

As someone who has used both the ubiquitous original and the newer Aero Easyfit Bike Box Alan products extensively, these will be my benchmark, so comparisons are inevitable and hopefully helpful.

Construction

Perhaps the most important aspect of it, compared with many boxes, is that it folds down to less than half its expanded size, which, whilst still quite bulky, is significantly easier to store than a hard plastic box. The cardboard box that the bag arrived in measured 142 x 38 x 32cm, so a collapsed bag should fit through an attic trapdoor or even under a bed, perhaps.

The basic design is a zipped clamshell, with removable, colour-coded vertical fibreglass struts that support the structure and enough width that the handlebars don’t need to be removed (ideal for modern bikes with internal cabling). The top and bottom sections of the bag are made from tough polycarbonate, giving the bag rigidity and adding impact and crush protection. There are three wheels, the front one of which is removable for transit, and handles dotted about the exterior for manoeuvrability.

Inside the bag is an aluminium and plastic frame (Evoc’s Bike Stand Pro) onto which the wheel-less and pedal-less bike is fastened, which is then secured with straps. The maximum wheelbase which will fit the frame is given as 112cm, which is enough for the vast majority of road bikes, whilst the handlebar section is just under 50cm wide, so might be tricky for flared gravel bars. A couple of horizontal struts add further strength, and there are Velcro patches onto which an adjustable post can be fastened for more lateral crush resistance.

A couple of zipped pockets can be used for pedals or tools, and there are a few internal Velcro straps for securing things. A TSA combination lock secures the double zipper.

As well as the bag, struts, supports and the internal frame, the Road Bike Bag Pro also comes with two basic wheel bags, a lightly padded handlebar protector and an assortment of axle adapters to mount the bike to the frame.

The ride

Building up the bag from scratch took about 30 minutes with occasional glances at the diagrammatic instructions, although it didn’t get off to a good start as the fibreglass struts generously imparted a bunch of irritating micro splinters into my hands during fitting. On the plus side, the colour coding made it simple to get the right length strut in the correct slot.

With all the accoutrements needed to carry a bike, the Evoc bag weighed in at 11.5kg, which is heavier than an original BBA, but 2kg lighter than the more comparable Aero Easyfit box. If you are taking it as part of your standard 23kg luggage allowance with a carrier like British Airways or Emirates, then those 2kg might be important. Less so with airlines like Ryanair and Jet2 with their paid-for 30kg+ sports allowance.

Once built, and the frame’s dropout supports set for my bike’s dimensions, it was undeniably straightforward to get the bike locked in place, with a couple of caveats; although the instructions and website pictures all show a packed bike with saddle in place, there was no way that my 56cm bike with saddle set for me at 186cm, could remain intact. Due to my bike’s frame design, I couldn’t even push my seatpost down inside the seat tube (and nor would I want to, as it would get scratched), so it had to be removed and stored separately inside the bag using a vacant Velcro strap.

This is the same as with both BBA boxes, so no big drama, but it seems a little disingenuous for Evoc to claim that the bag is “Bike Fitting Proof - the bike can be packed without having to remove or readjust the cockpit or saddle”, when this is only true for smaller bikes and riders.

I’d also suggest that it would be better to use padded wheel bags than the basic ones supplied, as they aren’t secured within the bag and might benefit from greater protection.

It was a little bit fiddly to set the spacing of the plastic frame mounts and axle adaptors on my own - definitely a job where an extra pair of hands would be beneficial - but once set, I marked the correct position on the aluminium bars with a Sharpie pen so it would be a lot simpler in the future. This would also be very handy if the bag were to be used for different bikes.

To actually put the bike frame and mount in the bag, you need to partially remove all five vertical struts on one side to allow the bag to fall open fully. I found these struts awkward to wrestle back into place once the bag was packed. The bike and frame can then be secured in place using a couple of straps that are attached to the inside of the bag.

Just like the BBA Easyfit Aero, the inevitable penalty for not having to remove your handlebars is a bulky and wide box. Whilst many mid to large-sized estate cars might fit one box OK with the seats down, to carry two boxes, your car would need to be very large indeed, with lots of vertical space, or van-shaped.

Maybe I’m too used to BBA boxes, but I found that the handles on the Road Bike Bag Pro were never quite where I wanted them to be, whether that was when loading it into my car or slaloming it through the departures hall. I usually push our two BBA boxes, but the Evoc bag definitely handles better if pulled.

However, one very impressive element was the smoothness of the wheels. Not only did the large wheels deal better with car park tarmac, but the bearings were so good that the bag seemed to have a mind of its own at times. Left alone during check-in for a moment, and it made a bid for departures all on its own, for instance - even the slightest incline and it was off! Pushing/pulling it along was definitely far easier than the BBA with its tiny wheels.

Value and conclusion

Ultimately, the Evoc Road Bike Bag Pro did its job, since my bike survived the baggage handlers unscathed.

In many respects, it is a more polished and slick-looking product than the BBA offerings, with their slightly Heath Robinson, man-in-a-shed design, and it does a fantastic job of combining the opposing requirements of protection and storability.

If you have an expensive road bike that you like to travel with but have limited storage space at home, then the Evoc bag is an excellent option. However, I do have some misgivings about the longevity (and field repairability) of things like the zip and the TSA combination lock. Equally, the lightweight aluminium frame and stand didn’t feel as sturdy as perhaps I would have liked, and one of the plastic rivets between the soft shell and the base has already come loose.

Whether it is good value or not is a matter of perspective. £950 to protect a £2,000 bike for one holiday is poor value, but if you take multiple trips a year with a £10,000 bike, then you might well consider it a fair investment. The alternatives aren’t cheap either, though - the Aero Easyfit is £650, and even the basic, handlebars-off Bike Box Alan is £440.

As a bag that can be compressed for storage, yet still provides decent protection whilst travelling, the Road Bike Bag Pro is very good. However, my concerns over the vulnerability of some aspects of the bag, such as the zip, the front wheel and the frame, combined with the high £950 asking price, mean that I feel that 4.5 stars is appropriate after a couple of trips with it. If it, and my bike, survive lots more trips, then perhaps I might feel like I short-changed it a bit.

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

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

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

Design details

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

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

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

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

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

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

Specifications

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

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

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

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

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

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

Performance

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

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

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

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

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

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

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

Value

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

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

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

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

Verdict

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

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

Tech specs

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

If you’ve never heard of Magicshine, you’re missing out. If you have heard of them but ignored them, you’re also missing out on some of the best bike lights. They produce an impressive range of feature-rich lights, and this one, the catchy-titled ALLTY 1500s, is no different.

Design details & specifications

The ALLTY 1500s is fancy. It features an OLED screen, similar to those found in your best smartwatches. It also features a Garmin-style mount and a decent bar-mounted clip with ample adjustability. It displays the battery level in clear percentages, and while the Raveman, possibly its nearest competitor, felt a little ‘edgy’ in some areas, this one, with a similar design in many respects, simply feels of better quality.

Performance

This spec sheet on the Magicshine Alty stands out amongst other lights on the market because the modes are all customisable via a pretty decent app.

Although I initially thought this was entirely pointless—partly because of how easily I can cycle through the settings using the screen—I find it fun to play with. I still believe it’s a bit overkill, given that the integrated screen shows you exactly what power output you’re accessing, which is very straightforward and genuinely helpful. I found that you can switch to the setting that best suits you, reducing the power where you feel you have plenty of visibility, and it provides a much clearer sense of control than almost all the other lights I tested this year.

The fitting system is a little fiddly, but once it’s in place, it remains secure and functional. This light earns extra points for having a swappable battery. Given that the internals of an LED light are quite ‘solid state’—without free-moving parts that might wear out—it seems likely your main concern will be a battery malfunction. The fact you can swap in a new battery without having to discard the whole unit is a big win for common sense. And a huge advantage over other lights which aren't replaceable in that way.

Value

At £89.99 and weighing 143g, it’s light in both weight and price, but it cannot quite top the Raveman, which has a better beam and whilst it does have less features, is a tenner less expensive than this unit.

If that pricing difference isn't an issue for you, this unit does feel better quality and whilst there was no issues with either unit on test, add that slightly higher quality feel into the equation, and the replaceable battery feature, and this might be the best choice in the market at this price point, and beyond.

Verdict

If the Raveman equivalent wasn't so close to this one, and a tenner cheaper, this would be the stand-out unit and my absolute recommendation.

It's the best quality to look at and easiest to use, and if you're looking for a feature rich, tech-heavy, lightweight and serviceable light for commuting, this would be my choice, and despite it being slightly more expensive, it still represents cracking value compared to almost anything from more established brands like Cateye and Blackburn.

Specs

• Power: 1500 lumens
• Running time: 1.45 on full power
• Price: £89.99
• Weight: 143g

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

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

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

Newlane helmet: Construction and features

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

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

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

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

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

Newlane helmet: Fit and use

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

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

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

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

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

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

Value

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

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

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

Verdict

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

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

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

Ultimately this is a good product and definitely isn't a gimmick, but it’s not going to transform helmet storage in every case.

Getting bike security right isn’t as straightforward as you might think. Too much lock and it's weight and size can make it cumbersome and result in it being left at home; too little and you spend your coffee stop looking over your shoulder the whole time. So when looking for the best bike lock there's a lot to consider.

Hiplock set out to fix this issue with a waist mounted chain lock which gave the brand it’s name. They now have a full range, including some very secure D-locks, which will hamper all but the most persistent and well equipped thieves.

The Z-lok isn't trying to replace a proper lock, it’s instead providing a deterrant for those moments where you otherwise might not lock your bike at all.

Hiplock Z Lock construction

The Z-Lok Combo is essentially a reinforced cable tie – a re-usable, steel core zip tie with a three digit combination head. It weighs around 70-80g and packs down small enough to disappear into a jersey pocket or decent sized saddle or frame storage bag.

At 45cm long it’s got just enough length to reach through the frame and attach to something fixed, provided you’re not trying to lock it to a lamp post or anything too substantial. It works like a cable tie in the sense that it grips as you push one end through the other, before the combination lock mechanism secures it.

A small frame bracket is also included, although I didn’t fit that and I suspect most riders will just pop it in a bag or pocket.

I find combination locks more practical than one with a key as there’s nothing to forget or drop mid ride, and nothing to fumble with cold hands.

Hiplock markets this lock as offering protection against opportunistic theft, nothing more determined, and that makes total sense. You wouldn’t use this if locking your bike out of sight for longer periods of time.

Hiplock Z Lock in use

Used within it’s limits, the Z-Lok Combo is a very sensible option. I’m often riding on my own, and have decided not to run into a garage or cafe as I don't want to leave my bike, unlocked, out of sight even for a couple of minutes. It’s an ideal lock for that little bit of peace of mind in those situations.

It’s really easy to use and functions just like a cable tie. You simply loop it around, feed it through itself, pull it tight, spin the combination dials and off you go. Because it pulls in snugly to whatever length you need it, there’s little slack for your bike to ‘fall into’ meaning it keeps the bike from falling. Useful in a location where someone else might nudge yours to get their own.

It’s the immediacy and portability of the product that changes behaviour. Because it’s so easy to take with you, I found myself using it in more situations. That might mean I’m drinking more coffee, or taking in an extra cake stop, but it’s made that all possible again.

Security-wise, expectations need to be realistic. This is not going to stop your bike getting stolen if a thief is well equipped and really wants to take it. It is reinforced but I suspect a heavy set of cable cutters would make relatively light work of it. I didn’t cut it as part of this test.

It’s simply there to hamper or deter someone who might see your bike and try to ride off, and for that it is perfect. Even if someone was more determined, the lock is enough to cause some delay, giving you time to spit out your flat white and throw your croissant at them.

Limitations include having to be selective about what you lock it to due to it's length, and the small dials being fiddly with cold hands when it’s cold. But those aren’t deal breakers .

I also use mine for a number of other things, including locking a paddleboard, skis and securing a motorbike to my bike. I’ve also used it for securing my camera bag to a table and I you could use it for a pushchair. I’m certainly using mine a lot more than I expected.

Verdict

Choosing a bike lock is always involves some compromise. Weight versus security, convenience versus peace of mind. The Z-Lok combo isn’t trying to resolve that tension, it's purely on the side of low weight and convenience. But in that bracket it does offer good security.

This is definitely not a primary security device, and shouldn't be used for long-term storage at home (in a shed or garage) or to secure a bike left outside all day.

For the quick dash into the shop or cafe, where you might just leave a bike outside, it’s perfect. In those scenarios, it’s adding just enough complexity to a thief who would have to carry, rather than ride it off, therefore making your bike a less appealing target.

For three months last year, I found myself carless, for a number of reasons: my son started school, and my better half was in-between jobs, all good reasons, thankfully. However, given that this would be my first time living with a cargo bike full-time, my experience with general cargo bike use did influence my impressions of the Benno RemiDemi XL. So I've been very strict on myself with this review, separating the practicalities of being carless from the bike's specific performance and value.

For now, here is an in-depth look at the Benno RemiDemi XL electric cargo bike's performance and overall value. For my thoughts on living with a cargo bike, you can read my article - What 3 months, 500km, and 30+ school runs taught me about ditching the car for a cargo bike

Testing Logbook

• Duration of testing: 3 Months
• Temperature: Freezing 0°C/32°F, through to plus 20°C/66°F
• Weather: From freezing rain and brutal headwinds to warm & sunny
• Road surface: Urban British A and B-roads
• Route: Tarmac, and light unpaved, short & sharp hills, long flat sections
• Rides: 40+
• Mileage: 500km/310miles

Design details

The RemiDemi XL longtail cargo bike design is by no means original; however, the bike's aesthetic certainly stands out and offers much greater form over these usually very practical bikes. In fact, it's Benno's compact design and appealing aesthetic that drew me to it in the first place.

To maximise cargo capacity while maintaining a compact design, Benno has utilised a 6061 aluminium frame around small-diameter but very wide 20” x 3.6” tyres. This not only gives it an SUV, urban utility aesthetic that is very on-trend, but also keeps the wheelbase in check and the payload's centre of gravity low.

Speaking of payloads, the RemiDemi XL has a very generous overall weight-carrying capacity of 420lbs/190 kg, which, of course, must be distributed well between the rider and the payload. The rear rack has a capacity of up to 132lbs/60kg, and if you have the front utility tray (as on my test bike), it can carry up to 45lbs/20kg. Leaving around 240lbs/110kg for the rider fully loaded. This extra cargo capacity and strength mean the bike weighs a rather hefty 36.5kg/80.4lbs, with the smallest 400 Wh battery option and 'urban' tyres.

Benno completes the bike with a very ‘Dutch’ style, upright riding position, a step-through frame, and easy-access external battery mounting. A large part of Benno’s practicality comes from the ‘bolt-ons’, which are additional purchases depending on your needs and usage; they are helpfully compatible with Thule and Racktime seats and accessories. I'll get into those a little more when I discuss the ‘value’. My test bike was fitted with the passenger kit, front utility tray, front wheel stabiliser kit, and kickstand.

Specifications

Let's start with the basics: the RemiDemi comes equipped with a Bosch Performance Line motor, which is Bosch’s mid-level motor and attempts to balance power output with efficiency without adding cost or weight. It outputs 75nm, with a peak output of 600W or 340% support output. On my test bike, this was supplied with Bosch’s smallest 400Wh battery and controlled by their latest LED Smart system remote.

On to the ‘bicycle parts’, and Benno equips the XL with Shimano Acera/Sora 9-speed gearing with an 11-32t cassette and Magura MT Thirty four-piston brakes. All bikes are supplied with lights front & rear, fenders and a wealth of own-brand parts like saddle, handlebar and stem.

It's worth noting at this point that the RemiDemi XL’s price is £4099. This is based on the smallest battery option, a performance-line motor, and no add-ons (kids' seats, racks, etc.). This puts Benno pretty close to the premium end of things, and while it saves £500 compared to the market leader, Tern's Quick Haul Long P9, the Tern has a Bosch Cargo Line motor and a 500Wh battery, which offers a bit more punch, bringing 85Nm of torque, a max support level of 400%, and, of course, a bit more range.

In use, I found the specification lacked attention to detail, of which there are unfortunately, many examples. The motor, an older version of Bosch's system, is underpowered for a nearly 40kg bike. This means that when engaging the lower support modes, it feels heavy, like riding through thick mud. The highest setting, 'turbo,' is your only real option. The knock-on effect of this is that you drain the relatively small battery rather quickly. At best, I was getting around 30km of charge, with a mix of turbo and auto.

The hodgepodge of Shimano gearing components, including a Sora rear mech and Acera shifter, works perfectly well but could be more refined. Both Microshift and Shimano now offer groupsets designed for small wheels, which include wider gear ranges that could offset the underpowered motor.

The RemiDemi comes with lights as standard, but they are nowhere near bright enough. Given that the bike’s battery powers them, there's really no excuse for not having something more powerful. While the kickstand is an extra, it hangs too low and sticks out too far from the bike, so when you are filtering alongside a curb in traffic, it's very easy to clip it, as I did several times.

One area Benno has got right is the Magura brakes. The MT Thirty brakes, married to 180mm rotors, are exceptional stoppers and saved our bacon on more than one occasion - once when I clipped the curb with the kickstand, which sent us towards the rear corner of a stationary car. They also just offer excellent reliability and modulation.

Handling Performance

While the specifications presented some missed opportunities, the RemiDemi XL is, in contrast, genuinely fun to ride. The small wheels keep things agile when loaded, while the long wheelbase, low centre of gravity, and comfortable upright position make for a relaxing and composed ride. Even when loaded with kids moving around on the back, craning to see a digger or a pigeon with one leg, it's easy to balance and correct. It's a bit like a van with a loading suspension setup; it actually rides much better when there's weight on both wheels.

That said, the massive 3.6-inch tyres, which appear purely aesthetic, undermine stability and control. On arrival, they had been pumped up to the ‘minimum’ recommended pressure (30 psi), but when combined with the stiff, heavily engineered frame, it was worse than riding a stiff carbon road bike. Several times, I nearly bucked my son and myself off. After playing with the pressures, I found a middle ground at 20 psi, where suppleness was dramatically improved, and there were no detrimental effects on handling. I attribute this mainly to the tyre casing lacking the suppleness and additional material needed to support its large volume. Had the bike had suspension, running higher pressures would have been less of an issue. Benno would benefit enormously by dropping to more conventional bicycle sizes, such as a 20×2.4 or even to a 24-inch wheel like those found on the Benno Boost. This would likely fit the space vacated by the 3.6-inch tyres, offer a better balance, and increase overall comfort and handling.

On the topic of comfort, I struggled with two Benno-branded components: the first was the enormous saddle. While I am not used to sitting so upright on the bike, the Benno saddle is extremely wide, and because I was using the bike every day, I experienced some saddle soreness. After a few adjustments, this went away; however, the position took some getting used to for a cyclist. Also, the handlebars' high rise and back sweep made getting the controls in the right place a little tricky; this was particularly true as the Bosch remote left no room for a bell.

Hauling Performance

Now, for the most critical part. What was the RemiDemi like for hauling?

Given its primary function for the duration of my testing was to get my son and me about, and mostly on the school run, the Benno did this flawlessly. The bike made things so simple, with no need to park outside the school. Also, my son loves being out on the bike, so, it was a win-win for us. Only once during testing did I have two kids on the back, when my nephew visited, but there seemed to be plenty of space for both boys.

On test, we had the rear passenger seat and the front rack, which I supplemented with a cargo net and a pannier bag I already owned to handle the rest of the cargo-carrying duties. A lot of the time, I just found ways to carry things: like my trips to the DIY store, a bag of cement fit perfectly in the front rack, and some long planks of wood fit nicely along the length, strapped to both racks. If I were going down the route of purchasing a RemiDemi, I would consider the front bag and some panniers. Given I only have one child, I'd likely get two that fit better in front of him, which leads me nicely on to the value and ‘bolt-ons’.

Value

As I already mentioned, the RemiDemi sits very much on the boundary of premium electric cargo bikes, and is slightly more than its direct competition at £4099/$4600 for the lowest specification. That is before you start adding on the ‘bolt on’s’. What I will say is that this is an issue with all Cargo bikes: having to customise them with a plethora of expensive, proprietary extras to make them work for you and your family. In this regard, Benno’s bolt-ons aren’t unaffordable, but they aren’t cheap either. To get the set-up I had on test, which was basically somewhere for a child to sit safely, and the front rack, will set you back an extra £700/$1000. In the UK, you can get the RemiDemi already equipped for child carrying for £4799.99 minus the front rack, which means it is still cheaper to buy the raw bike and add the extras yourself. However, if you then need to carry groceries, the front rack bag is the most useful one, and that's another £300. Together it means you are nearly at £5100/$7000 for a bike that isn’t all that well-equipped to start with.

Conclusions

I acknowledge that a detailed dive into the bike's value and specifications may paint the RemiDemi XL in a negative light. However, it is crucial to focus on the bigger picture: the bike largely delivered on its core purpose; School run, check! Recycling centre and DIY store, check! Some grocery shopping, check!

This is where the general utility of cargo bikes and the RemiDemi's performance merge: once moving, in well-paved, flat-to-gently-hilly urban environments, it does a reasonable job of replacing a car.

The detailed issues highlight substantial holes, but because the bike is a viable car replacement, these fixes could be viewed as an investment. For example, the range limitation can be addressed by opting for Benno’s 500Wh or Dual-Battery option. This would simultaneously increase range and afford the power necessary for an easy upgrade to more powerful lights. The drivetrain issues can be corrected by upgrading the gearing components as they wear out (which, given the long chain length, may be sooner rather than later). Benno looks to be offering a Performance CX option (Bosch's top-tier motor) soon, which would address many of the support issues, though it's currently labelled 'Europe only.' My primary fear is that this superior motor option will push the RemiDemi into an unaffordable price point, putting it out of reach of even more people already grappling with the cost of living and bicycles.

In short, the RemiDemi XL is a cool bike; it certainly turned a lot of heads at pick-up. It largely delivers as a car replacement and covers most of family life. However, it lacks value and attention to detail, and while many of the issues can be be fixed, at these prices, should we have to consider making so many upgrades?

Tech spec