Bikes Etc - November 2015

NOVEMBER 2015 £4.75

The bestupgrades tomatch your

budget

THE UK’SMOSIN-DEPTTHGEARREVIEWS

Let in the Light,Praise the Stiff,

Worship the Smooth,of the world’s best alloy racing machine.

Be initiated from Autumn 2015

| Complete bikes £1,299.99 -

£2,499.99

C@ntrol MSS

4 ■ BikesEtc November 2015

9 NEWGEARFrench brand Look’s new bike for themasses; Brit favourite Raleigh’s cyclocrossbike for women; Alé’s dash of Italian flairfor your feet; and a revolutionary newsaddle from Morgaw

12 TECHMini GPS devices go head to head, plusSram’s whizzy new electronic groupset

15 PERFORMANCEThe truth behind cycling’s love affair withcoffee, and how to be more aero

16 CLOTHINGNew winter kit from Vulpine and Sir ChrisHoy, and the trend for lace-up shoes

18 MAINTENANCETorque wrenches: what they are and whyyou need one, plus how to lube your chain

THE BIG TEST

GET OUT THERE!

RATED

ULTRA-SMALLMINITOOLS

STEELREALWE TEST 3 METAL BEAUTIES

Fasterfor £50

The bestupgrades tomatch your

budget

FOR ROAD CYCLISTS

NOVEMBER 2015 £4.75

CLASH OFTHE TITANSTrek, Giant, Specializedand Vitus do battle at £1,300

TEAM SKY’SNEWEST STAR

Great rides in Walesand the Peak District

Italy’s most iconic climb

Lots more

THE UK’SMOSTIN-DEPTHGEARREVIEWS

CRASHINGHow not to do it

BEST RAINJACKETS12

UNDER £35LIGHT SETS10

9

FNS

CONTENTS

88 CLASHOFTHETITANS£1,300 road bikes from Trek, Giant,Specialized and Vitus on test

20 REALSTEELWe put three great metal bikes to the testin the home of steel, Sheffield

32 TEAMSKY’SNEWESTSTARMeet Alex Peters, the 21-year-old Brit setfor pro cycling megastardom

56 CRASHING–HOWNOTTODOITFalling off is an inevitable fact of life. We’lltell you how to minimise the pain and injury

38 FASTERFOR£50Got some cash to spare? Our experts tellyou how to spend it to boost your riding

119 GETOUTTHERE!Great rides, from the beauty of Wales andthe Peak District to the slopes of the Stelvio

63 RATEDThe best rain jackets, light sets, minitoolsand other cycling essentials put to the test

ISSUE013/NOVEMBER2015

ONTHECOVER DÉPART

COVERPhotography: Richard BaybuttClothing: Pearl Izumi Elite jersey, £69.99, PearlIzumi Elite Inrcool bibshorts, £79.99

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November 2015 BikesEtc ■ 5

126 DARTMOORCLASSICWhy the southwest’s biggest sportiveshould be on your to-do list for 2016

111 RIDING:BEATTHEBONKFive expert tips on how to avoid ride-crippling energy slumps

112 TRAINING:POWERTOTHEPEOPLEYour four-week power-based training plan,plus tips on riding in the rain and reasons togo fixed (occasionally)

114 MAINTENANCEWheels taken a knock? Try this quickroadside fix to re-true buckled rims

116 NUTRITION:FUELLEDBYVITAMINSHow those vital micronutrients can giveyour cycling a lift, plus how to get the mostout of your water bottle

44 MAKINGTHE LIEBehind the scenes on The Program, thenew film about Lance Armstrong and hispart in sport’s greatest ever scandal

50 AREYOUSITTINGCOMFORTABLY?The science behind taking the pain out ofcycling for optimum performance

64 RAINJACKETSFrom lightweight packables to fullwaterproof shells

70 AUTUMNGLOVESFull-fingered mitts to keep out seasonalrain and chills

74 MUDGUARDSSave your bike and clothes from thedreaded road spray

78 POCKETPOUCHESStylish ways to stash your phone andessentials while riding

80 £35LIGHTINGSETSBe seen at night without breaking the bank

84 MINITOOLSThey may be tiny, but these tools could saveyou from a long walk when things go wrong

THEEDGE

REVIEWS

OUTTHERE

FINISHLINES

FEATURES

130 MATTBARBETThe BikesEtc columnist takes us behind thescenes at last month’s Tour of Britain

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W hat’s the right price topay for a bike? For £300you could get something

that looks like a road bike, has dropbars and gears, and will get you fromA to B under the power of your legs. Orfor £9,000 you could buy a PinarelloDogma F8, the same as Chris Froome’s,which will also get you from A to B,possibly a bit quicker.

The Pinarello is obviously betterthan the £300 bike, but is it 30times better? It won’t make you 30times faster, just 30 times poorer.As the price of a bike goes up, sothe performance returns diminishat an equal rate, to the point that,

at the top end, bikes are virtuallyindistinguishable in weight or stiffnessyet can differ in price by thousands ofpounds. Somewhere between £300and £9,000 must lie the sweet spot– the point where performance andvalue meet in perfect harmony.

For me, that point is probablyaround the £1,300 mark. Pay less andyou’ll be compromising on something;pay more and the law of diminishingreturns kicks in. By sheer coincidence,£1,300 is the price point for thismonth’s bike test, so it could be thatyou’ll find your perfect next bike.

That said, give me £9,000 and I’llstill go and buy the Pinarello.

ED’S LETTER

PeteMuir,EditorialDirector

STAFFPICKSSOMEOFOURFAVOURITEPRODUCTS INTHISMONTH’S ISSUE Switchboard: +44 (0)20 7907 6000

Advertising: +44 (0)20 7907 6714Subscriptions: 0844 245 6929Email: [email protected]

BikesEtc, Dennis Publishing,30 Cleveland Street, London W1T 4JDFacebook: facebook.com/bikesetcmagTwitter: twitter.com/bikesetcmag

EditorialArt Director Andrew SumnerProduction Editor David KenningStaff Writer Joseph DelvesOnline Content Editor Jordan GibbonsProduct testers MarcAbbott,OllieGill,LauraWilsonFreelance Writer Susannah OsborneFreelance Design Lara Evans, Marc SoutheyFreelance Sub Editing Iain WhitePhotography Danny Bird, Henry Carter,Jenni Leskinen, Adrian-Catalin Volcinschi

AdvertisingAdvertising Director Sean IgoeAccount Director Adrian HoganSenior Sales Executive Jake AdamsAgency Account Director Lisa JayAgency Account Manager Carly Activille

Publishing, Marketing and SubsEditorial Director Pete MuirPublisher Nicola BatesPublishing Director James BurnayDirect Marketing Manager Samantha PashleyDirect Marketing Executive Luke TuttMarketing Manager James Young

Production and NewstradeSenior Production Executive Anisha MograNetwork Production Manager Kerry LambirdNewstrade Director David BarkerNewstrade Manager James Mangan

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Dennis PublishingGroup Managing Director Ian WestwoodCOO Brett ReynoldsGroup Finance Director Ian LeggettCEO James TyeCompany Founder Felix Dennis

© Copyright Dennis Publishing Limited. Under licencefrom Felix Dennis. Origination and retouching byTapestry. Printed by Wyndeham Southernprint, Poole.Distributed by Seymour Distribution. All rights reserved.BikesEtc is a trademark and cannot be reproduced inthe UK and Republic of Ireland without permission ofDennis Publishing Ltd. BikesEtc is published by DennisPublishing Ltd and is sold subject to the followingterms, namely that it shall not without the writtenconsent of the publishers be lent, resold, hired out orotherwise disposed of by way of Trade at more than therecommended selling price displayed on the cover andthat it shall not be lent, resold or hired out in a mutilatedcondition or in any unauthorised cover by way of Tradeor affixed to or as any part of a publication or advertising.BikesEtc is available for international licensing andsyndication. Email [email protected]

Get 3 issues for £5To subscribe to BikesEtc call: 0844 826 5024.Or subscribe online at: bikesetc.co.uk/subscribeIMS Subscriptions: 800-428-3003 - Toll Free

ISSUE013NOVEMBER2015

GARMINEDGE20PAGE 12Being an analogue sort, I don’t usually get excitedabout new digital gadgets. I’ll make an exceptionfor the Garmin though. Diminutive in size andprice, it’ll store and guide you along thousandsof miles of uploaded routes, keeping you on theright track even in unfamiliar territory.Joseph Delves, Staff Writer

RALEIGHRXWPROPAGE 11As the summer fades away I’ve been mixing it upwith a combination of on- and off-road riding. Aversatile bike that is equally at home on the trailsas on the tarmac opens up a whole new network ofplaces to ride. And with its neon pink and fat tyres,it takes a bit of the seriousness out of cycling too.Susannah Osborne, Writer

CRAFTSTORMGLOVESPAGE 70A pair of these gloves kept my hands snugthroughout most of last winter, so it was nosurprise to see them rated so highly by our testerthis month. Having worn them through somepretty grotty conditions over the last 12 months,I can vouch for their durability too.David Kenning, Production Editor

DHBCOSMOJACKETPAGE 64While cycling jerseys have been through a stylerenaissance in recent years, outer layers are oftenstill stuck in the past with a choice of stealth blackor blinding fluoro. Not only is the Cosmo a good-value jacket that performs well, the attractive blueand red colour scheme makes a nice change too.Andrew Sumner, Art Director

FIR

ECREST

404

FIRECREST REBORN.

Zipp’s Firecrest lineup is reborn. Think high speed, low maintenance. Thesame great Firecrest rim, with its unmatched aerodynamic efficiency andcrosswind stability, is now laced to the new low-maintenance 77/177 hubset.BORN OF SCIENCE. REALIZED BY HAND. Learn more at zipp.com

CARBON CLINCHER404 FIRECREST

1690g Wheelset

26.53mm

58mm

external

depth

AERODYNAMICBOUNDARY LAYER

CONTROL (ABLC)

77/177 HUBSET

Precision set bearing preload

XD driver bodycompatible

•

•

1824

front spokes

rear spokes

Sapim® CX-Sprint® Spokes

INTRODUCING THE NEW 2015

Cateye introduces their Rapid Series for 2015. Superb LED technology andgreat design are combined to create Cateye’s Rapid series of high powermulti-mount rear lights. Featuring 180’ visibility, as well as the latest lensand reflector technology these lights make sure you stay safe and seen onthe road. With further additions to the range for 2015, Cateye’s Rapid lights

provide unparalleled visibility!

FORWARDTH I N K I NGREAR LIGHTS

V I S I B L Y S U P E R I O R

NEWGEARLATESTTECHRIDINGTIPS

Thoroughbred on a budget?We ride the new entry-levelrange from cycling’s innovator

LOOK 765ULTEGRA

PRICE:£2,300CONTACT:fisheroutdoor.co.uk

Newgearp10 Latesttechp12 Performancep15 Clothingp16 Maintenancep18

INSID

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Look makes bikes that will raise the pulse ofthe average cyclist and the blood pressure

of most mechanics. Always innovative, it hasnever shied from trying new things, whichis reflected in the brand’s long list of firsts:first clipless pedal, first carbon pro bike,first single-piece frame. Its current flagship,the 795 Aerolight, is a spaceship of a bicyclethat morphs brakes, crankset, stem, andseatpost into one seamless, aerodynamicwhole. Obviously it doesn’t come cheap – theframe alone costs £4,700. Safe to say, Look hastraditionally been a brand for the well-fundedand technologically adventurous. However,that’s changing with the new 765 range.

Sharing the same frame and starting from£1,800 for a Shimano 105 build, there mightfinally be a Look for the rest of us. But howmuch of the brand’s unique appeal has beenlost in creating a more soberly priced bike?The Mondrian-inspired livery made famousby the La Vie Claire team in the 80s (think

Aimed at the ‘endurance’market, the 765 strikesa balance betweenaggressive and agreeable

Bernard Hinault and Greg LeMond in the 1986Tour de France) may be similar but up closethe 765 is a far more conventional-lookingbeast than its pricier siblings.

It’s aimed at the ‘endurance’ market, whichmeans it’s designed for long rides wherecomfort is as important as speed. Its elevatedhead tube puts the rider in a more uprightposition than on its racier models, but this isno slouch. The vast bottom bracket and downtube keep it stiff for quick acceleration andthe handling remains nimble.

To temper the frame’s firmness, Look hasadded vibration-dampening flax fibres intothe fork and seatstays, which is the reasonthe 765 doesn’t batter you too savagely whenthe tarmac gets rough. All in all, it strikes abalance between aggressive and agreeable,and brings a touch of the Look magic to real-world riders with real-world budgets.

A rangy stern forms theintersection betweenrigid square-profiledtop and down tubes

Nattily profiled fullcarbon dropouts lead intoasymmetric chainstays

Frame: 765 Carboflax carbonand linen fibre frame and fork

Groupset: Shimano Ultegrashifters, brakes, front andrear mechs, Shimano 105compact 50/34 chainset and11-32 cassette

Bars: FSA Vero Compact

Stem: FSA Omega +/-6º

Saddle: Selle Italia Flow

Seatpost: FSA Gossamer

Wheels: Mavic Aksium

Tyres: Continental UltraSport II, 25C

Contact: fisheroutdoor.co.uk

PROSSwift yet eminently rideable frame

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Rating

CONSPrice means a lower-quality finishing kit

10 ■ BikesEtc November2015

Alé Water ResistantShoe CoverDryfeetaresomethingtoshoutabout

PRICE:£50CONTACT:paligap.cc

L oud and proud, these fluorozebra-print numbers from

Italian brand Alé are sure toget you noticed even in thegreyness of a grim Britishwinter. Lightweight and waterresistant, with welded seamsand a reflective back zipper,they’re well suited to night-timeriding on wet roads.

Alé’s obsession with allthings neon might not be for

everyone but the in-your-face,‘Euro’ look is a departurefrom the trend for grown-up,pared-down kit, which we thinkis rather refreshing. What’smore, with nearly two decadesof experience, Alé knows a thingor two about making cyclinggear – parent company APGmade clothes for other Italianbrands such as Giordana fornearly 20 years.

PRICE:£1,500CONTACT:raleigh.co.uk

PRICE:£90CONTACT:ison-distribution.com

Raleigh RXW ProAfeature-heavyalloycrossbikeforwomen

MORGAWFORSAGE SADDLETheSlovakianseatspecialistaimstochangethegamewithitsshock-absorbingroadsaddle

Raleigh’s first range of women’s-specific cyclocross bikes aims

to meet the needs of the increasingnumber of women who are lookingto rack up the miles off road, or for aversatile alternative to a pure roadbike. One of three CX bikes in therange, the RXW Pro includes a Sram1x single drivetrain, a front bolt-thruaxle and hydraulic disc brakes.

The hydroformed aluminiumframe has butted tube joints, whichgives it strength where the stressesare high and keeps the weight low.The C5 carbon fork helps to softenthe ride. Women-specific geometryresults in a slightly shorter top tube,marginally longer head tube (to givea more upright position) and a morerelaxed seat tube angle to reduce

pressure through the upper bodyand the hands – something Raleigh’sfemale sponsored riders requested.

Sram’s Rival 1x drivetrain systemhas just one front chainring, doingaway with the need for a frontderailleur – fewer parts mean fewerplaces for mud to clog. Paired withthe Sram 11-32 cassette there’s adecent spread of gears but the jumpsbetween them can seem quite large.

Swiss-made Cole Rollen CX discbrake wheels are kitted out with33mm Schwalbe X-One cyclocrossclincher tyres, a reliable combo thatcould work off road or on a commute.

At £1,500 the RXW Pro is a valueall-rounder that could expand yourcycling horizons. Its punky pinkcolour scheme looks pretty rad too.

Successful careers as MTB proriders led Martin Moravcik and

Slawek Gawlik to identify what theybelieved to be deficiencies in saddledesign, so they founded Morgaw toreaddress saddle development.

‘After testing standard saddles,we concluded that their structure islimited,’ says Moravcik. ‘We beganexperimenting and made a saddle thatis more active than standard designs.’

This ‘active unique platform’ iscreated by two shock absorbers wherethe rails join the shell of the saddle.Moravcik explains that conventionalsaddles direct vibration through thepelvis and spine, but elastomer unitsin the Forsage soak up vibration.

With brands placing so much R&Dfocus on the reiteration of existingdesigns, Morgaw’s fresh approachshould be applauded.

Frame: Women specific RXW buttedhydroformed aluminium alloy

Groupset: SRAM Rival 1x, SRAM S350 1x40t chainset, SRAM 11-32 cassette

Brakes: SRAM Rival Hydraulic Disc (HRD)

Bars: RSP+ Ladies Specific

Stem: RSP+ alloy headset

Saddle: Selle Royal Sirio Ladies

Wheels: Cole Rollen CX Tubeless

Tyres: Schwalbe X1 folding, 35c

Contact: raleigh.co.uk


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NEWGEAR

GARMINEDGE20SIZE:2.3cmx2.3cmRUNTIME:8hoursCOST:£109.99CONTACT:garmin.com

Showing speed, distance and time, the Edge 20 mayseem dated alongside top-end GPS devices but ithas many plus points and is significantly cheaper.

You can follow downloaded routes as well asrecord up to 10 rides. It will also record heart rateand power data, although it can’t be displayed onscreen, only saved to view once you’re home.

We found the Edge 20 easy to set up andsimple to use, although it took a while to acquirethe satellites. There are a surprising number ofoptions on such a small computer, from enablingturn prompts to personalising settings. On thedownside, the USB cradle used to charge andtransfer files to a computer is a little fiddly.

LEZYNEMINIGPSSIZE:2.9cmx2.4cmRUNTIME:10hoursCOST:£109.99CONTACT:upgradebikes.co.uk

The Lezyne Mini GPS is a simple, stylish cyclingcomputer that’s easy to use. Speed, distance andtime are displayed continuously and there’s anoption to add either elevation, average speed ortemperature. The unit can store up to 100 hoursof data and has 10 hours of run time. Rides arerecorded as .fit files to be saved to Lezyne’s GPSRoot system (its version of Garmin Connect) oruploaded to a third-party system such as Strava.

The unit looks swish but the set-up took somegetting used to; the system isn’t as intuitive asit could be, and the menu can be frustrating tonavigate. That said, it recorded accurately and therewas no waiting around – simply switch on and go.

at said, it recorded accurately and thereng around – simply switch on and go.

Sram’s much-anticipated wirelesselectronic gear shifting system, Red

eTap, is finally here. No wires are required toshift the front and rear derailleurs, meaningcleaner lines and less fiddling with cablerouting. Press one button to shift up, the otherto shift down, and both together to shift thefront derailleur. It also comes with neat ‘Blip’buttons that can be placed wherever you like(such as on bar tops) to shift up and down.

Being wireless, the worry is that otherscould ‘hack’ your system and change yourgears remotely, but Sram assures us thateach mech is encypted to work with only oneset of shifters at a time. Now all we need arewireless brakes to get rid of cables altogether.

SMALL WONDERSThebigthinginGPScomputersis,well…small.Wetesttwominirivals

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Now that the roadsare more frequently

wet when I go out riding,should I be switching totyres with more tread?

Dave Taylor atSchwalbe tyres, says:

‘Many people believe thatwhen it gets wet you shouldride tyres with a knobbliertread pattern, but this isn’tthe case. What makes a tyrestick to the ground are theelements that makes up thetyre compound, rather thanhow it looks.

‘Tyre compounds caninclude polymers, naturaland manufactured rubbersand carbon. The way we usethese elements determineshow the tyre performs – it’sabout durability versus grip.

‘Tread on road tyres ispurely aesthetic and actuallydoes nothing to dispersewater or increase grip. Manypeople worry aboutaquaplaning when the roadsare wet but this is virtuallyimpossible on a bike. Thearea of the tyre in contactwith the road and the highpressure mean that you’dhave to be riding at 200kmhto aquaplane on a bicycle.

‘There is a psychologicalargument for using tyreswith more tread. Someriders simply feel morecomfortable because theythink they are more grippy,even though it’s not the case.’

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PRICE:From£1,180CONTACT: sram.com

WirelessgroupsetSramrevealsRedeTap

NumberofprobikescheckedforinternalmotorsbytheUCIat

thisyear’sGrandTours

Maxfineforanyonewhogetscaughtusingone

17£140,381

y


OFFICIAL TEAM SPONSORApple and the Apple logo are trademarks of Apple Inc., registered in the U.S.and other countries. App Store is a service mark of Apple Inc.U

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KINETIC® SMART POWER TRAINERS

Combines a realistic road feel, integrated powermeter and exclusive

inRide app technology. There’s no other system like it on earth.

KURTKINETIC.COM

Get small, get fastChangeyourpositiononthebikeforfreespeed

I keep hearing thathigher cadence

around 90-100rpm ismore efficient, but it feelsunnatural to me. ShouldI persevere with it?

Elliot Lipski, sportsscientists and

coach with TrainSharpCycle Coaching, says:‘In actual fact, the mostefficient cadence for yourcardiopulmonary system[your heart, lungs and otherorgans working together] isin the region of 55-65rpm.This goes some way tosuggest why people takingup cycling for the first timenaturally select a lowercadence. It also explains whya higher cadence can feeluncomfortable.

‘To produce power andmove forward, a cyclisthas to rotate the cranks(cadence) and put forcethrough the pedals (torque).To produce 200 watts, forexample, you can do so ata high cadence of 100rpm,which will require lesstorque. At a lower cadenceof, say, 60rpm you wouldhave to increase the torque

to produce the same power.‘You will fatigue quicker

pushing a hard gear withhigh torque than by spinninga small gear and this is why ahigh cadence of 90-100rpmis often quoted as optimal.In short, your muscles willprobably give up before yourheart and lungs do.

‘One way to improve yourcadence is to develop legstrength while also trying toincrease your cadence. Thisbuilds up the ability to powerlarge gears at high cadence,which will ultimately meanthat you’ll go faster.’

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PERFORMANCE

GET LOW ON THE BIKEBut don’t overdo it. A study fromthe University of Birminghamfound that a low riding position canconstrict breathing and reduceperformance such that at speedsbelow 30kmh the aerodynamicadvantage is negated.

SMOOTHOUT YOUR SHOESWear tight shoe covers anduse shoes that don’t have hugebuckles, suggests Cobb. The topside of the foot should be verysmooth so that air flows over it.

TUCK INHaving your hands as narrow aspossible is a first step. Bring yourelbows in so that they’re in linewith your hips. Tuck your head intoyour shoulders, and if your kneesbow out like John Wayne, try tobring them closer to the top tube.

STOP FLAPPINGInvest in some close-fitting kit.An easy test to tell if clothing is‘fast’ is to hold it up to your mouthand blow. ‘It should be difficult toblow through,’ says aerodynamicsexpert John Cobb.

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Around 80% of the drag you experience when ridingcomes from wind resistance, and about 80% of that

resistance comes from you, the rider. So before yousplash out on a new aero bike, consider changing yourposition to create less drag.

Drag force is directly proportional to the area ofthe object hitting the wind, so if you can reduce yourown frontal area by a quarter, you’ll reduce drag by anequivalent amount, which could increase speed by 16%.Here are a few tips to getting small…

SIP FOR STRONG LEGSWhy coffee is a cyclist’s best friend

Scientists may have finally uncovered the basis for cyclists’ loveaffair with coffee – it provides a bigger boost for legs than it

does for arms. Researchers at the American College of SportsMedicine tested the peak force produced by muscles at the

knee flexor and elbow flexor in 14 volunteers who completed40 minutes of either leg cycling or arm cycling after taking a

dose of caffeine. The leg cyclists showed a larger improvementthan those who cycled with their arms, which could explain

why rowers and rock climbers aren’t known for taking coffeebreaks and why you shouldn’t try cycling with your arms.

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November2015 BikesEtc ■ 15

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HOY’S WARMFRONTWinterkitfromtheChrisHoy/Vulpinepartnership

T rack legend Sir Chris Hoy launchedhis clothing range with British

manufacturer Vulpine last February,with the idea of creating functional yetstylish kit for everyday cyclists. Thecollection has now been updated witha selection of winter items, some ofwhich, rather oddly, have been namedafter places in Mallorca (perhaps thethought of sunnier climes makes iteasier to go riding in a British winter).The Portixol jacket (£99, pictured left)is rugged and waterproof yet still lightenough to stuff in a rear pocket. TheRoubaix jersey (£79.99, right) is softand warm, and matches the equallycosy Roubaix bibtights (£109). Whenit’s both cold and wet, it’s time for theRanda softshell jacket (£115), whichincludes neat touches like a water-resistant zipped pocket and ventsbeneath the armpits. All of the HoyVulpine clothing is available in men’sor women’s cuts at the same price.

CLOTHES

PRICE:Roubaixjersey£80,Randasoftshell£115,Portixoljacket£99,Roubaixbibtights£109CONTACT:vulpine.cc

GiroEmpireroadshoe,£230,zyro.co.uk

SpecializedS-WorksSub6 roadshoes,£250,

specialized.com

BontragerClassique,£200,bontrager.com

Numberofitemsofclothingtheaverageproriderreceivestoseethemthrougheachseason

780Three’s a trendSpottedinthepropeloton, lace-upsarebecomingthein-thingforroadshoes

Look into the lightGlowfabricswillenhancesafety(andlookcool)

Light-Flex is a new technologythat allows battery-operated

lights to be printed on fabrics,and Swedish company POC isalready exploring the possibilitiesof using it on cycling jerseys andother garments. It’s flexible,waterproof, washable and doesn’tgenerate any heat. At less than0.3mm thick, Light-Flex can beprinted into complicated shapessuch as logos, meaning that itwill be an opportunity to makecyclewear more safety-consciousas well as simply adding standoutappeal for funkier kit.

At present the technology isstill in the development stage,but it gives a hint as to wherewinter clothing will be heading inthe coming years. Find out moreabout it at cyclist.co.uk.


I had a crash recently.I’ve heard horror

stories about carbon forksor frames getting cracksand failing. How can I checkif my bike is safe to ride?

Neil Ball of carbonrepair company

Carbon Bike Technics says:‘Carbon doesn’t tend tobreak from the inside out, soif it’s broken there will likelybe signs on the outside, suchas flaking paintwork.

‘The easiest way to tellbetween a crack in thepaintwork and a crack in thecarbon is to get somethingmetallic like a knife and taparound the area. Damagedcarbon makes a dull thudsound when tapped; goodcarbon tings brightly.

‘One of the most commonplaces for a frame to break isthe top tube – in a fall, thehandlebars can spin aroundand crush the top tube. Theother thing we see is damageto the rear stays. This canhappen when a rear hangerfails, causing the rear mechto come around the backwheel and hit the frame.’

Smooth runningAwell-lubricatedchainworkssmootherandprotectscomponents.Here’showtodoitproperly

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Clean the chain thoroughly.Adding lube to a dirty chain willjust create a sticky mess, so usedegreaser to loosen the grime,then wash with hot, soapy waterand leave to dry.

Drop the chain onto a smallsprocket. This will force thechain through tight cornersas it passes through the rearderailleur’s jockey wheels,forcing lube into the chain links.

Apply lube to the top of the lowerpart of the chain and let gravitydo its work. Backpedal the chainslowly while squeezing a drop oflube onto each link in turn.

Once all links are covered, turnthe pedals for a few rotations toget the lube thoroughly into allparts. Use a rag to remove anyexcess oil in order to prevent itattracting more dirt.

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THE SIMPLESOLUTIONRitchey Torque Key SetPRICE: £20CONTACT: paligap.ccPreset to either 4 or 5Nm,this small, rugged toolholds six individual hexbits and gives an obviousclick when it hits therequired leverage.

Happy torqueThemust-havetoolforanyonewithacarbonbikeCarbon frames and components are remarkably light and strong, but they

have a weakness – they hate being crushed. The most common reason forbreaking carbon parts is from over-tightening bolts at areas such as the

seat clamp or stem. The answer is to get yourself a torque wrench to ensurebolts are done up exactly as required. Here are three to consider…

THE PRO TOOLPark Tool TW5 Small Clickertorque wrenchPRICE: £100CONTACT: madison.co.ukThis super-accurateworkshop quality tool willlast a lifetime with propercare. You’ll need to buy yourown ¼-inch bits though.

THE BUDGETOPTIONTopeak Combo TorqWrench SetPRICE: £15CONTACT: extrauk.co.ukHousing five popular bits inits handle, this simple, easy-to-read and economicaltool has a range of 3-12Nm.


MAINTENANCE

Forgefiesta

STARLEYJKS SS£2,300

GENESISVOLARE£2,542

CONDORSUPERACCIAIO£2,249

To test three performance steel road bikeswe head to the home of steel – Sheffield – andthe punishing routes of its surrounding hills

WORDS MARC ABBOTT PHOTOGRAPHY RICHARD BAYBUTT

ONTEST


FIRSTRIDE Steelroadbikes


Minutes out of Sheffield’ssuburbs and the scenerychanges dramatically


A s far as overused cyclingmaxims go, ‘steel is real’is right up there with

‘shut up, legs’. But it does provethe point that a great manyriders still hanker after a bikethat’s seen the attention of aTIG welder, rather than comestraight out of a carbon fibrecookie cutter.

With so many of us attractedto the idea of a handmadebike that’s seen a degree ofcustomisation, is made fromtraditional materials yet stillpacks a punch, handles like arace bike and doesn’t weigh thesame as a Forth Road Bridgegirder, an obvious gap in the

market is being exploited bya number of companies.

The steel-framed GenesisVolare, Condor Super Acciaioand Starley JKS SS are alldesigned with geometry toget the heart racing, can bespecified according to thecustomer’s requirements(and budget), and, as we seeit, are all in possession ofa certain soul.

To find out how theycompare, we took them fora thorough working over inthe Peak District, just a stone’sthrow away from Sheffield– the spiritual home of theBritish steel industry.

All three bikes can be tailoredto your needs and budget. Forcomparison, we chose completebikes that cost in the region of£2,250-£2,600 but you can easilyspend much more, or slightly less.

Firstly, Condor’s Super Acciaio isavailable as a frameset-only option(£1,400) or you can create yourbike from a range of groupsets andfinishing kit at condorcycles.com.You’ll also get a bike fit thrown in.

Cheshire firm Starley, aswell as tailoring the bike with

wheel and groupset options, canalso customise the frame withsandblasted logos, lettering andyour choice of paint scheme. LikeCondor, its steel SS frame is alsoavailable on a frame-and-fork-onlybasis, for £1,499. A free bike fitcomes as standard.

The Genesis Volare becomesa frameset-only option (£900)for 2016, so the world is youroyster with spec. It has the samegeometry as the 2013/14 bike of theMadison Genesis pro-racing team.

Customisedatsource


En route, we pop intoEighteen, the custom-build bike shop in Hope

Great views, althoughthe bikes are also itemsof outstanding beauty

photo::©WilMatthews

©2015SRAM

LLC

This is Jeremy Powers. He is grimacing because he is in pain. His

legs are on fire because he needs to be the first into the turn.

He doesn’t care how fast he’s going. Not because he’s crazy. But

because he knows his SRAM HydroR disc brakes can help him to

control his speed, no matter what. So Jeremy rides as fast as

he can. Always.

pain is in the eyeof the beholder

STARLEY

JKS SSBritish-bornsteelie tempersagility with day-long comfort

Starley might be knownfor its carbon fibreframes but alongside its

customisable aerospace-specbikes, it offers the stainlesssteel JKS SS. The firm’sin-house paint shop also letsowners customise frames.

The most noticeabledifference between the SS andour other two bikes is the long,tapered head tube. It’s 30mmlonger than the Genesis Volare(both were tested in a size 56),giving a more traditional lookand assisting in riding comfort.

With a full Shimano 105groupset, the build gelsnicely. You’d drop weight withUltegra equipment, but forfunctionality, 105 is just as good.If money isn’t a deciding factor,it’s an extra £749 for an Ultegra-equipped JKS SS.

Our ride incorporates mostterrain you can imagine. Onrolling tarmac, this bike givesus the easiest ride. The frame’sability to absorb vibration,allied to an excellent carbonfinishing kit and fork, leavesus with no complaints. Only onthe more punishing climbs, orwhen hammering the pedals,do we require more stiffness.


On smooth tarmac,the Starley JKS SSis a silky experience

PRICE: £2,300

FRAME: KVA stainlesssteel, T800H carbon fork

GROUPSET: Shimano 10511-speed, 53/39 chainset,12-25 cassette

BRAKES: Shimano 105

BARS: Starley Works

STEM: PRO Vibe 7

SEATPOST: Starley Works

SADDLE: Fizik Arione

WHEELS: Halo Devaura

TYRES: ContinentalGP4000, 25c

CONTACT:starleybikes.com

SUMMARYThe shining light of the Starley package isthe frame, but the build is marred by thefork being overly flexible. The wheels areresponsive but a loose spoke early in theday marks their cards. The JKS SS couldbe brilliantly stiff if it had a steel fork – itmight then become a sprinter’s delight.

BEST POINTSA decent frame and good-valuebuild (despite not the higheststandard of groupset on test),and excellent carbon finishingkit. The frame is stiff and light,but comfortable all day thanksto the carbon seatpost and fork.

WORST POINTSThe aero bars are oddly shaped,dropping in height from thestem, meaning limited relaxedhand positions. The fork makesthe bike comfortable on rollingterrain but it flexes whensprinting or climbing.

8.4OVERALL

10

Rating

WHEELS

THE RIDE

COMPONENTS

FRAME



CONDOR

SUPER ACCIAIOItalian-madeframe losesnothing intranslation

Employing the racegeometry of Condor’scarbon fibre Leggero, the

Super Acciaio (Italian for steel)melds agility with a stiff, yetcompliant Columbus/Condorsteel frameset. The SramRival-equipped bike is an idealpartner for 85% of the ride.

A tapered head tube matchedto triple-butted tubing gives asensation of unrivalled stiffness(for a steel bike) at the frontend, and when the pace hotsup, the Super Acciaio is willing.It’s alert and responsive, yetcomfortable for a day-long ride.

Sram’s Rival groupset, whichoccupies the same place inthe firm’s groupset hierarchyas Shimano’s 105, is a surechoice once you’re used to theDoubletap mechanism.

The letdown is its budgetMavic Aksium wheelset, which,although durable, doesn’t spinup with the urgency requiredof a race bike. That said, forthe money, the package ontest is a decent compromisebetween performance, comfortand affordability. Equip witha lighter wheelset and you’vea race bike that will be hard tobeat for sprinting aggression.


On the road, theCondor Super Acciaiois firm and responsive

PRICE: £2,249

FRAME: Condor/Columbus triple-buttedsteel, Columbus Grammycarbon fork

GROUPSET: Sram Rival11-speed, 52/36 chainset,11-28 cassette

BRAKES: Sram Rival

BARS: Deda RHM

STEM: Deda Zero 1

SEATPOST:Condor carbon

SADDLE: Fizik Aliante

WHEELS: Mavic Aksium

TYRES: ContinentalGatorskin, 25c

CONTACT:condorcycles.com

SUMMARYEgging you on to change up a gear and getout of the saddle, the Super Acciaio is anexercise in how to combine a super-stiffframe with components that flatter andtone down its race geometry. The carbonfinishing kit and carbon fork work wellbut it’s let down by its budget wheels.

BEST POINTSA stiff front end gives assuredhandling and rigidity, while theColumbus carbon fork takesjust enough buzz out of the rideto handle all but the worst ofour road surfaces. We’re fansof Fizik’s Aliante saddle, too.

WORST POINTSLower-spec Mavic wheelson this build are lacking invim, while Sram’s Doubletapgearshift system is a love-it-or-loathe-it arrangement. Theweight might be an issue forsome riders.

8.7OVERALL

10

Rating

WHEELS

THE RIDE

COMPONENTS

FRAME



GENESIS

VOLARERace-provengeometrygives birth toa graceful flyer

O nce you get Dean Martinsinging ‘Volare’ out ofyour head and crack on

with the business of propellingthis Reynolds-framed machine,it’s clear that there’s enoughurgency to corner and sprintwith assurance and confidence.

Using the same race-bredgeometry as the MadisonGenesis team’s 953 Volare thatwas in competition in 2013/14,the handling is properly sharp.A wheelbase of 987mm,combined with a 73.3-degreehead angle, makes for anexciting ride, but one which isstable on winding gradients.We’d prefer half a degree moresteering angle for exceptionalchanges of direction, butagainst the other bikes, thisis superior.

Our test bike was sensiblyspecified with a full ShimanoUltegra groupset, PRO PLTfinishing kit and Shimano’sRS81 wheelset. It’s the mostexpensive bike but the build isworth the pounds. The wheelsare a cut above the too-commonbudget items used to keep buildprices down – they’re light andshod with Schwalbe’s grippyOne tubeless rubber.


Volare translates as‘flying’; in the Peaks,the Genesis soared

PRICE: £2,542

FRAME: Reynolds 853heat-treated chromoly,carbon ADK fork

GROUPSET: ShimanoUltegra 11-speed, 52/36chainset, 11-25 cassette

BRAKES: Shimano Ultegra

BARS: PRO PLT

STEM: PRO PLT alloy

SEATPOST: PRO PLT alloy

SADDLE: PRO Turnix

WHEELS: ShimanoRS81 CL

TYRES: Schwalbe Onetubeless, 25c

CONTACT:genesisbikes.co.uk

SUMMARYGenesis has made a fantastic frame thatwill appeal to racers and sportive ridersalike. The Reynolds 853 frame gives yousomething you could ride all day. Thecarbon clincher wheelset is particularlyworthy of praise and a full Ultegra groupsetmakes for a top package.

BEST POINTSLovely, compliant framewith sharp handling. FullUltegra groupset excels, anda responsive, lightweight pairof wheels with grippy tyres isa definite bonus. PRO finishingkit is also top-notch.

WORST POINTSThe PRO Turnix seat isn’tto our liking, but that’s downto personal preference andnothing against the item itself.The head angle could be halfa degree sharper to createa very fast-handling bike.

9.0OVERALL

10

Rating

WHEELS

THE RIDE

COMPONENTS

FRAME



9.1OVERALL

10

WHEELS

THE RIDE

COMPONENTS

FRAME

9.0OVERALL

108.7

OVERALL

108.4

OVERALL

10

Rating

E ach of these bikes makes true on thepromise of steel frames to provide theirrider with unparalleled stiffness and an

almost otherworldly compliance.We purposely narrowed our choices to

‘performance steel’ road bikes – those withgeometry biased towards hard riding andeven racing. Given that all three are availableto buy as a frameset which you can then buildinto your dream steel road bike, each of themwould hold its head high against similarlypriced carbon and alloy tackle. However,taking them as complete bikes, built to matchour price constraints, one dominates.

The Genesis Volare has easily the bestcombination of sharp handling, light weightand unified componentry. A full Ultegragroupset at this price is also a real bonus.

Condor’s Super Acciaio shows the mostaggression. It’s a purposeful framesetequipped with a quality finishing kit, but inthe guise we tested it, the wheels let it down.Spend extra on Ksyrium Elites and you’d haveendurance wheels that spin up quicker.

The JKS SS is visually stunning, but notstiff enough to compete with the others. Thatsaid, on a road that doesn’t ramp up beyond20% too often, it would still whup most alloyroad bikes. And stand out from the crowd.Essentially, all three of these bikes do.


GenesisVolareIt’s marginally the most expensive bike on test... but worth the extra outlay

BESTIN TEST

STARLEYJKS SS£2,300

GENESISVOLARE£2,542

CONDOR SUPERACCIAIO£2,249


Y oung footballers dream of signingfor Manchester United, teenagesingers pray for the patronageof Simon Cowell, computer

wizards fantasise about a job offer from MarkZuckerberg, and the world’s finest youngcyclists aspire to a contract with the globalcycling powerhouse that is Team Sky. For AlexPeters, a gifted and determined 21-year-oldfrom London, that coveted offer from TeamSky arrived this summer, opening the doorto a world of opportunity and adventure.

After two years honing his talent at theBritish team Madison-Genesis and a yearat the Holland-based SEG Racing Academy,Peters – at the age when many of his friendsare just graduating from university – ispreparing to sample the speed and dramaof the UCI WorldTour with the sport’s mostfamous team. He is already wearing the blackTeam Sky kit and riding a Pinarello Dogma F8on training rides, although he wonders whatthe London cycling community makes of hisimmaculate on-brand appearance.

‘It is so funny when I’m riding out inmy Team Sky kit now,’ says Peters with a

At 21, Alex Peters is the latest signing for Britain’s world-beating pro squad Team Sky. He tells BikesEtc of thechallenges ahead and his dreams of Grand Tour victoryWORDS MARK BAILEY PHOTOGRAPHY DARREN SKENE

Sky’snewblood


Alex’s impressivecollection of competitionkit just got bigger, joiningTeam Sky as a stagiaire


AlexPeters PROFILE

giggle. Lean and lithe, the cyclist is sippinga cappuccino in a café close to the northLondon home where he lives with his family.‘Normally, I put my hand up and I get athumbs-up, whereas now I get this weirdreaction, like, “Who is this guy in all thatTeam Sky kit?” I’m still a bit self-conscious,waving and smiling, knowing I’m wearingmy full Team Sky helmet, kit, bike andgloves. They must think, “Who is he? Whatis he doing?”’

THE SKY IS THE LIMITPeters signed as a ‘stagiaire’ (cycling’s versionof an internship) with Team Sky in August butwill commence a full two-year professionalcontract with the Manchester-based outfitat the start of 2016. He is awed by the team’ssize, reputation and attention to detail. ‘Thefirst time I pulled on the kit, I just couldn’twipe the smile off my face,’ he says. ‘I was atthe Rapha HQ in the King’s Cross area andI was getting some custom kit made. I learnedall about the high-tech skinsuits, the heatregulation in the clothing and the specifictechnology in the weave. The kit looks blackbut the material behaves like white so itreflects the heat. I just thought, “Wow, thisis cool, this is the big time.”’

The Londoner was thrilled to make hisTeam Sky debut in his home city at thePrudential RideLondon-Surrey Classic inAugust. ‘I got to go on the Team Sky bus forthe first time and it was pretty cool headingto the start on that thing,’ he says. ‘They wereexplaining all the little technical details tome, like the frosted glass by the meeting roomwhich you can turn on and off.’ He also racedfor Team Sky at the Tour of Denmark a fewdays later but crashed out on stage three.His first ruined Team Sky jersey has beenproudly hung up outside his bedroom, alongwith a colourful collection of former teamand winner’s jerseys.

Having just represented Great Britainat U23 level at the 2015 UCI Road WorldChampionships in Richmond, USA, Peters isnow looking forward to some winter trainingcamps in Mallorca with Chris Froome and

Geraint Thomas. He admits he will feel a bitshy training – and racing – with such famousnames. ‘I am not comfortable asking lotsof questions,’ he reveals, ‘but I think it willbe a very professional atmosphere and Iwon’t feel their position is so daunting thatI can’t say anything.’

On signing for Team Sky, Peters said ina team press release that it was ‘the bestplatform for me to listen, learn and develop’.He is too smart to make grand claims aboutfuture ambitions, although coaches andriders whisper that he has the talent to go allthe way to the top as a general-classificationrider. Reserved but confident, humble butambitious, Peters knows he has been given

a golden opportunity – one which his talentrichly deserves, but which represents onlythe start of his career journey.

‘It is a special time, but it’s like a process.Now that I’m here, it’s not like, “Wow, I’mcontent, I’ve made it.” It’s about, “Let’s seehow far I go in cycling.” The next few yearsare about learning and developing. It’s all anunknown to me. Everything will be bigger, theracing will be more intense, and everythingis faster. I just want to make sure I am healthyand I can perform at a very high level for thewhole season. I don’t want to get ill and seemlike I’m a bit flaky. For that first year, I justwant no problems. In the second year, I wouldlike to push on and show I’m more capable.’

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‘Forthefirstyear,Iwantnoproblems.Then,I’dliketoshowI’mcapable’

Alex (right) rode withScott Davies in the BritishCycling team during the2015 Tour of Britain


Even when Peters was at school – arelatively short time ago – cycling wasn’t asappreciated in the UK as it is now. ‘Cycling isso separate from the rest of the world. Onceyou’re inside there, nobody thinks twiceabout your shaved legs. But then you go backto school and it’s all about the normal sports.You don’t have schooldays when you’re all outcycling and people didn’t sit at school andtalk about the Tour de France. It was still aminority sport.’

For a young athlete, Peters is strikinglycomposed and articulate. Only when askedabout family pride at his progress do hischeeks flush with embarrassment. ‘Erm, yes,I don’t know what to say,’ he says bashfully,but he admits the support of his parentsand his older sister was a huge help duringhis formative years in cycling. ‘Dad is verypessimistic and realistic and Mum is reallyoptimistic, saying I can do anything I want todo, so I think I’m somewhere in between.’

Peters studied psychology, biology andeconomics for his A-levels and it’s hard not

So I started cycling and I never looked back.’Peters enjoyed mountain-bike rides along

the canal with his father, often venturingout to the Docklands or Hertfordshire, andtrained regularly on his cyclocross bike.He didn’t buy a road bike until he was 15.After joining the Lee Valley Cycling Club,he started racing on the Eastway circuit atweekends. ‘I’d sometimes ride with my dadalong the canal and then ride with the otherkids at Lee Valley after a 50-mile bike ride.I used to want to ride more and more.’

GETTING THE BUGHe later competed in cyclocross races,mountain-bike events and the nationalunder-16 road series, and represented CyclingClub Hackney. By then, he was besotted withroad cycling. ‘It’s like an addiction,’ he says.‘It was pretty simple for me to jump on mybike and ride for miles but it was hard for meto sit in school for six hours. I don’t care if youare going hard and it is bad weather, I wouldstill rather be riding my bike.’

Ask Sir Bradley Wiggins or Mark Cavendishabout their childhood memories and they willtalk about watching bike races and readingpiles of cycling magazines. The story of AlexPeters is quite different. As a child, he hadlittle interest in cycling. He hated rugby andfootball, too, but he loved running. ‘I waspretty active,’ he recalls. ‘When I was five orsix, I was always running around and gettinginjured at school and the ambulance and fireservice would be called every now and again.Teachers would say, “He is overactive, he can’tstop fidgeting and moving around.” So mymum enrolled me in running to use my energyin a positive way – and I loved it. I wanted to bea marathon runner.’

Over time, the subject of stamina began tofascinate him. ‘I was intrigued by endurancesports like Ironman races, triathlons andmarathons; the idea of pushing your body forthat long, that hard.’ But an injury to both hisknees at the age of 11 curtailed his runningambitions. ‘The consultant said, “You can’trun any more, you are damaging your bone.”

Alex’s first love wasrunning but knee injurypushed him into the saddle:‘I never looked back’


AlexPeters PROFILE

to believe he chose those subjects with oneeye on a future career in professional cycling.During the first part of our interview, at hisfamily home, he was most animated whendiscussing sports science. Tim Kerrison,Team Sky’s head of athlete performance andthe mastermind behind the team’s innovativetraining protocols, may find Peters his mostwilling athlete yet.

‘I’m fascinated by human potential,’ Peterssays. ‘I want to understand it inside out. Forme, it is like torture because I want to knowwhy I am going out on the bike for six hours,at this pace, with these intervals, and I wantto know about the insulin spike and glycogenresynthesis after training. I want to knowabout the oxygen travelling to the muscles andthe mitochondria in your cells. I can’t blindlyfollow something. I need to understand it.’

Listening to Peters talk about trainingscience – he also speaks at length about howhe has experimented with a range of differentnutritional plans to maximise his glycogen

storage and fat-burning potential – you geta glimpse of the inner drive and thirst forknowledge which makes him such a seriousprospect. His physical talents may haveearned him an opportunity at Team Sky, buthis inquisitive mind could be the quality thatelevates him above his peers in the future.

GOING SOLOIn contrast to most young British riders,Peters says he was never interested in joiningthe British Cycling Olympic DevelopmentProgramme in Manchester – the traditionalpathway to the top for young British talents– because it would have involved serving anapprenticeship as a track rider. ‘I was totallyfor endurance on the road so I have not beenin British Cycling’s sights. I won a few racesbut I don’t know their process for pickingnational selections for World or Nations’ Cupraces [international junior competitions].I always wanted to do them but it used to beonly people in their squads so I always felt like

QUALITY ANDRECOVERY‘I tend to do three-dayblocks of training andthen a day of easierriding. That balanceworks really well.When you’re training,aim for high-qualitysessions but makesure you get therest and recoveryin between too.’

TORQUESESSIONS‘The best way to trainfor climbs is to climb,but it can be hard inUK terrain. You can trydoing force trainingor torque efforts – likeriding along at 50rpm[in a bigger gear] whichhelps prepare you forthe different physicalchallenges of climbing.’

I was never a part of the Great Britain team.But they changed their selection method soI did race in a few Nations’ Cups.’

At 18, Peters began to forge an alternativepath to the top, spending two years racingwith Madison-Genesis, with whom heearned second place and the young rider’sclassification at the 2014 An Post Rás(Ireland’s biggest pro cycling race, run overeight stages), before joining the SEG RacingAcademy. A highlight of this season wasfinishing second overall at the 2015 Tour deNormandie. He also won a stage of the Tour deBretagne with SEG, and finished 12th overallat the Tour of Britain, racing for Team GB. Hehas also spent time training in Girona, Spain.

‘The SEG management, staff, teammates,race programme and training… everything isso well-drilled,’ says Peters. He saves specialpraise for coach Vasilis Anastopoulos. ‘He’scrazy but the best coach in the world. I wanthim for Team Sky! He calls me every day andhe is so enthusiastic. If you are in a bad place

PROTEINAND CARBS‘Typically before a bigrace or training day,I will eat some porridgefor energy and someeggs for protein.Sometimes I will havean actual meal, likerice with meat.’

TURBOSESSIONS‘If you are on the turbo,you can go crazy withlots of intervals. It’sgood to set up yourcycling computer soyou have lots of beepsor targets to keepyou motivated.’

GET FOCUSED‘Always have a plan forthe day. Maybe one dayis a threshold sessionfor endurance, anotherday is six-minuteintervals to creepinto V02 max work,and another day isanaerobic sprints tofine-tune acceleration.’


ALEXPETERS’TRAININGTIPSPorridge and planning arethe basis of his regime

west or east because of the traffic, either. Butif I take that corridor it’s 35 minutes of trafficlights and then you’re into rolling terrain.’

Neither is it easy for a lean man to forcedown food for the tougher races. ‘The food is achallenge,’ he says. ‘I’ve just finished the Tourde l’Avenir [annual stage race for rising youngriders in France] and the Tour of Britain andI’m so hungry. At the Tour of Britain, I burned35,000 calories in a week. One morning, I atea fry-up, a big bowl of porridge and so manycinnamon swirls it was ridiculous.’

The prospect of racing in Grand Tours iswhat keeps Peters focused. You sense thatat this stage in his career, tough trainingand endless travel feel more like privilegesthan sacrifices. But the rider has the talent,dedication and support network to reach thehighest level. ‘That is my dream: Grand Tours,’he explains. ‘But it is one thing to ride a GrandTour and another thing to be a contender. Thedream is to be one of the contenders.’

Cycling fans will be hearing more aboutAlex Peters in years to come – which, for him,means more interviews. ‘The media workcan be hard because I don’t like talking aboutmyself,’ he says. ‘The thing is, I just think,“Who cares about what I have to say?”’

If this talented young British ridercontinues to learn, develop and improve atTeam Sky, the answer could one day be manymillions more than he thinks.

has been a lot of contact. They are tryingto understand me and my goals. It’s a veryprofessional way of dealing with things. I’venot had contact with [team principal] DaveBrailsford yet, but he is the boss, isn’t he?So he makes all the decisions and he is gettingall the information about me.’

Despite Peters’ excitement about theyears ahead, he admits not all aspects of thelife of a young pro cyclist are easy. Trainingisn’t straightforward in London and he willhave to spend more time training abroad.‘I have got this one corridor where you headout to Epping Forest and then into Essex orHertfordshire. I can’t head south because it’sa nightmare hour through traffic. I can’t head

one day, he will lift you up. The mental sideof bike racing is so hard. To have someonealways there gives you so much reassurance.If you are happy on your bike, you train fasterand harder and you race like you want to win.’

TEAMING UP WITH SKYWhen Team Sky announced the signing ofPeters, their head of performance operations,Rod Ellingworth, revealed that the team hadbeen monitoring the young rider for years.

‘My agent had been contacting methroughout the year so it wasn’t really a shockwhen it happened,’ admits Peters. ‘It wasn’ta case of, “Team Sky want to sign you. Go, go,go!” It was a process where Team Sky hadbeen talking to my agent and me for a while.But it feels nice that they have shown thisfaith in me. Now I’ve got to deliver.’

As part of the recruitment, Peters spoketo Team Sky’s highly respected psychiatristSteve Peters (no relation). ‘We were on Skypefor a long time when I was in Girona, so there

‘It’sonethingtorideaGrandTourandanotherthingtobeacontender’

Unlike many fellow pros, Alexrelishes racing and training– and posing for photo shoots –in any weather conditions


AlexPeters PROFILE

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C ycling can be an expensivebusiness. It doesn’t have tobe, but it certainly can beonce you start upgrading kit

and looking at ways to improve yourperformance. So how do you get themost for your money? And how muchdo you need to spend?

‘As we know, £50 doesn’t go far thesedays when it comes to cycling,’ says Dan

Lloyd, former pro. But marginal gainscome in many forms, and any amountcan gain you performance if you spendit wisely. That’s why we’ve asked a rangeof experts this simple question: how bestwould you spend £50, £250 and £1,000to boost performance on the bike? Theiranswers open up a range of possibilities– but how much you spend, and on whatyou spend it on, is entirely up to you.

CAPITALGAINSEight experts share tips onwhat kit will revamp your ride,and how to get more bang foryour buck when shelling out

TREATYOUR BODY

Visit a physio for an MOT. We’retoo reactive when it comes

to niggles, injuries and muscularimbalances. If you had an expertlook at you today, you may not onlyavoid potential injury but also identifyareas of weakness that are limitingyour potential. Treatment, plus afew exercises to take away, can dowonders for performance.

NEW SHOESYour shoes rotate around 90times a minute, so upgrading

to lighter shoes means you’ll be liftingless weight over the top of your pedalstroke thousands of times duringa ride. Also, a stiffer sole offers morepower transfer to the pedals, andit’s an opportunity to have an expertconfirm your cleat alignment.These Giro Empire SLXs (below left)fit the bill (£250, zyro.co.uk).

GO AEROThe two greatest limiters toany cyclist’s performance are

gravity and wind resistance. We canovercome gravity by losing weight andimproving power, but to become moreaerodynamic, visit a wind tunnel. Yourbudget will get you about two hours,which is enough. Your body creates farmore drag than your bike ever will soby having an expert help you find yourmost aerodynamic position, you couldincrease your speed by 20%.

PAULBUTLERBritish Cyclingcoach andpersonal trainer(pbcyclecoaching.co.uk) few exercises to take away, can do

wonders for performance. fit the bill (£250, zyro.c

WORDS MICHAEL DONLEVY


CARBON WHEELSThere’s nothing quite like agood pair of carbon wheels.

Admittedly, some top-end wheels aremore like £2,500 but if you’re patientand do your research properly, you canpick up a pair of used deep sectionsin good condition from eBay. There’sa lot of research to say that goodwheels can make more difference toaerodynamics than a top-end frame.And if you use them for racing, you’llhave the added placebo effect thatyou’re expecting to go faster.

POWER METERThey’re beginning to comedown in price, and you can get

an accurate one for a grand. Again,secondhand is an option as crank-based power meters are normallypretty robust. I first started using apower meter when I was 25, havingalready been pretty much full time onthe bike for 10 years, and I made hugeimprovements for the following fouror five years. Arguably, someone time-restricted will get even more benefitthan a full-time rider, as they reallyhelp you make the most of your time.

DANLLOYDFormer pro andnow presenterat Global CyclingNetwork

MAKEOVERSpruce up your bike by renewingbar tape and replacing the

cables. You should be able to replacecables yourself, even if it involvesinternal routing, as there are lots ofvideos online to talk you through theprocess. It might not sound like much,but it really changes the way your bikefeels and looks, and boosts your morale.


Upgrades GEAR

JOIN A CLUBSign up with your local bikeclub – and buy your new mates a

round with the change. It’s great to getmotivation from others and it will helpimprove your group riding. You canalso use it to help set targets, such asentering a sportive or race, as you’llbe more likely to stick to a training plan.

GO OFFROADAs a roadie, I’d spend £250on a weekend’s mountain

bike coaching. Firstly, it will get youcornering more aggressively. If youlearn to corner on loose, unpredictablesurfaces, cornering on a smooth roadis a doddle. Mountain bikers in a critrace are infuriating, because theyscythe past you in the corners andforce you to chase on every straight.Secondly, mountain bikes tend to loseand regain grip – recognising that abike can move around underneathyou and accepting that is a big part ofriding MTBs. On the road, this meansyou’ll be less likely to grab a big handfulof brake when your wheel slips.

TAKE UP YOGAClasses cost around £20 and ifyou go once a fortnight for six

months, you’ll see results. More peopleare warming to it as it trickles downfrom the pro scene, and the benefitsare clear, helping to increase flexibilityand improve posture. Plus, cycliststend to lack core strength and avoidcore training. Anything encouragingthem to work on that is a good thing.

COACHINGGet a good coach. This iswhere you’ll get the biggest

improvement for your money. Be waryof paying £50-£60 for a coach over theinternet, though. If you think about it,that’s impossible for them to make aliving, so they may end up coaching, say,40 different people, and the chancesare they only have one programme.It’s also worth finding someone whocan work on posture and strength. Formany cyclists, these are weaknessesbecause they involve working off thebike. A good coach or personal trainercan help you make not marginal butbig gains if you’re prepared to do thethings you don’t like doing.

WATTBIKEA turbo trainer or even asecondhand Wattbike (wattbike.

com), if you can find one for £1,000,would be an excellent purchase. Itallows you to train even when theweather is terrible and these days,you can hook them up to computersto measure your performance, andeven download virtual cycling routes.

WILLNEWTONBritish Cyclingqualified coach(willnewtoncoaching.com)

IANHOLMESSports therapistand soigneurfor UCI ProContinental teamMadison-Genesis(prosportsmassages.com)

COOKBOOKSSpend your money on goodcookbooks – you can’t out-train

a crappy diet. We all need good-qualityprotein, healthy fats and carbs, butthere are different ways of gettingthem. Skratch Labs The Feed ZoneCookbook by Bĳu Thomas and AllenLim (£23.95, skratchlabs.com) is agreat place to start.

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CUSTOMORTHOTICS

The foot/pedal interface is theroot of many niggles that arise

from the highly repetitive nature ofcycling, plus driving a large amountof force through a small contact patch.Poor foot stability in your shoes leadsto hotspots and localised discomfort,but are more likely reduce pedallingefficiency and power and can lead toinjury. Only the foolish man builds hishouse on unstable footings.

POSH SHORTSDon’t overlook the key partspowering the bike: your legs

and glutes. The Assos S7 T.Centobibshorts (£220, assos.com) will keepyou comfy, with single seams to reduceleg irritation and high-grade fabricthat offers superb compression andabrasion resistance. Assos ChamoisCream (£13.99) is essential, too.

AEROHANDLEBARS

Studies have shown thathandlebars are one of the most

important components in reducingwind drag, as they’re one of the firstareas the airflow ‘sees’ on the bike.Best in category examples includeEnve, Bontrager and Zipp (SL-70Aero, £260, zipp.com – pictured), allof which have invested heavily in windtunnel-ratified bar shapes. Whilethey won’t make you an overnightworld champion, they could shave offa few precious watts of overall drag,especially if you consider going a sizenarrower too, to help reduce yourfrontal area even more. Extra speedfor free (or, in this case, for around£250) is not to be sniffed at.

UPGRADEWHEELS

Wheels are a great way to saveweight and improve the quality

of the ride. I’d recommend the MavicKsyrium Pro Exalith SL wheelset(£1,090, mavic.co.uk). They’re 1,355g,with a carbon front hub, and Mavic’sstealth-looking Exalith 2 rim coatingprovides improved braking in allconditions, as well as better durability.Slightly over budget, but worth it.

BIKEMAINTENANCECOURSE

Knowing how to take care ofyour bike will not only save you

a heap of cash (eventually payingfor itself many times over, in just afew years), but will also ensure youstart every ride with your bike inA1 condition. Knowing your bike isrunning as slick as can be is a big helpmentally, plus nobody wants to bestuck at the side of the road with oil-covered hands. Cytech courses caterfor all levels and can take you fromcomplete novice to spanner-wieldingchampion in a matter of days. Yourbike need never miss a beat again,and you’ll have more spare cash tospend on shiny bits.

JULIANCUNNINGTONSenior salesassociate and bikefitter at Condor(condorcycles.com)

STUBOWERSDeputy editor ofCyclist magazineand former TeamGB racer andmechanic

NEW RUBBERTyres have a big impact on howyour bike feels, and off-the-peg

bikes usually come with cheaper,heavier tyres. The Continental GrandPrix 4000 S II (£39.99, conti-tyres.co.uk) has sidewall protection withoutadding weight, and are made of grippyrubber with low rolling resistance– ideal for maintaining high speedand offering reliable grip when theweather’s grim.

ngpower and can lead to

injury. Only the foolish man builds hishouse on unstable footings.

, BoAero, £2of whichtunnel-ratthey won’tworld chama few precespecially ifnarrower toofrontal areafor free (or, in£250) is not to


Upgrades GEAR

EXERCISEGUIDES

Because we spend so muchtime hunched over desks and

crunched into cars, most of us arestructurally weak and inflexible.Working on these two areas willenhance your cycling ability, and yogaand pilates books aimed at cyclists likeYoga For Cyclists by Lexie Williamson(£9.82) can help. Set out a weeklyregime of core and flexibility exercises.

CLIMBING TRIPIf you’ve never ridden a classicAlpine col, book the cheapest

tickets you can to the south of Franceand get climbing. You can stay eitherwith friends (if you’re lucky) or atan AirBnB and still come in underbudget. Climbing a col – even one –puts everything else into perspectiveand will only improve your riding.

BIKE FITTINGA good bike fit should be apriority. Even small changes to

your position can radically improveperformance. Beware, though – notall bike fits are equal. Select someonewith reputation for detail and abilityto fine tune position for performance.

ELECTRONICGEARS

Raise your game with the UltegraDi2 groupset. You can get all the

bits you need for an upgrade for undera grand (full set £1,245, madison.co.uk).This is perhaps more of a luxury, butslicker shifting will ease the stress onthe joints that shifting can create andinspire you to train harder.

TRAINING CAMPThe regimented structure of atraining camp fosters disciplined

training. Riding unfamiliar terrain withpeople you don’t know challengesthe mind and body, pulling it out of itscomfort zone. This environment givesclarity of where you are in relation toyour season target.

ALEDAFITZPATRICKRapha Cycle Clubconcierge inLondon and eventcoordinator(rapha.cc)

RONANDESCYCo-founder ofbike fit specialistFit and Find(fitandfind.com)

SHOE FITTINGFor £45, you can get a cleatfit. If you’re in London, I’d

recommend Ben Hallam at Bespoke(bespokecycling.com) – to make sureyour cleats are right for you and beassessed to see whether you needinner soles to support your arches.It also allows you to dip your toe intowhat a bike fit might do, and whetheryou might need one.

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WORDS WESLEY DOYLE

Lance Armstrong’s fallfrom grace has been giventhe Hollywood treatment.BikesEtc goes behind thescenes of The Program

T he story of Lance Armstrong’srecovery from cancer andsubsequent domination ofprofessional cycling, including

his seven Tour de France victories, was ripefor the screen even before his admission ofcheating in 2013. It was a story that seemedtoo good to be true yet one that everybodydesperately wanted to believe in.

Based on journalist David Walsh’s bookSeven Deadly Sins: My Pursuit of LanceArmstrong, director Stephen Frears hasmade a film that packs in 18 years of cyclinghistory its two-hour running time, includingpivotal moments such as Armstrong’shospital confession in front of Betsy Andreu,the intimidation of Filipo Simeoni and therejection of Floyd Landis that led to hiswhistleblowing. As well as exploring thehuman aspects, the film recreates the highdrama of racing in the professional peloton,and Frears was well aware that he needed

Makingthe


Ben Foster as LanceArmstrong: ‘We spenta lot of time refininghis posture. He’s like avulture or a hawk or acoiled cobra’


TheProgramFEATURE

Foster admitted to takingperformance-enhancingdrugs in order to betterunderstand Armstrong

Replica bikes for the moviewere provided by London-based Condor Cycles

The Program is based onthe book by journalist DavidWalsh, here played by TheIT Crowd’s Chris O’Dowd

all the elements – from the actors to the bikesto the locations – to be entirely convincingto a knowledgable audience. It was a big ask,especially as cycling fans are so passionate(according to Frears, designer Paul Smith, aself-confessed cycling nut, stressed to himthe importance of getting the bikes and theclothes right) but it’s one that the makers ofThe Program have pulled off with, it has tobe said, some aplomb.

To achieve the level of authenticity, theproject hired retired pro cyclist David Millaras a consultant. ‘I educated Stephen [Frears]on the cycling world,’ Millar tells BikesEtc,‘from the bike riding, to the history of thesport, to the characters involved. It’s a bigresponsibility to get the detail right andeverybody involved was fully aware of that,from the costumes, to the make-up, to theactors. Everybody wanted it to be authentic.We are very lucky – cyclists should appreciatethat there has been a lot of effort put intomaking it look right.’

For Millar, this attention to detail becamemost apparent when scenes years apartchronologically were filmed in the same day.‘As an outsider coming in to do a movie, youthink it’s done in the order it happens but itjust doesn’t work like that,’ he says. ‘It’s done

around the locations and the timeframes;sometimes we would move five years inone day. The morning would be 1999, theafternoon would be 2004. The costumedepartment was incredible with measuringup the riders for the bikes, the costumechanges, the different shoes.’

It was a challenge to find all the bikesthat spanned the era the film covers: 1994 to2012. Going from dealer to dealer, it took fourmonths to find all the bikes, with the EddyMerckx models Armstrong rode in his earlyMotorola days being the hardest to source.Where originals couldn’t be found, UK bikemaker Condor stepped in to make copies.

ON THE ROADOne of the things the producers wanted toavoid was making the cycling footage look likethe coverage we all know and love from TV.‘That is always very much from an outside-

looking-in point of view,’ says Millar. ‘We triedto bring the cameras a lot closer and give aview no one has seen before and make it morepersonal. It’s not easy but it’s a way of lookingat the sport that no one has seen before.’

To create the effects while capturing theaction shots, the production team employedcomplex methods, including a camera-tracking vehicle leading the peloton, buggieson the side, plus cameras on the bikes.

As well as consulting on the riding, Millarwas also charged with pulling together thepro cyclists required to make the action lookauthentic. He lined up a group of seasonedEuropean campaigners including Garmin-Sharp directeur sportif Andreas Klier, formerParis-Roubaix winner Servais Knaven, andOne Pro Cycling’s leader Yanto Barker.

The majority of the action was shot onlocation including Col du Galbier, Alpe d’Huezand La Grave (which stood in for Sestriere).

‘Everybodywantedthefilmtobeauthentic.Therehasbeenalotofeffortputintomakingitlookright’


Armstrong lays out therealities of ‘the program’ tohis US Postal teammates

can stand behind. David was after the essenceand the feeling; the essential, the ecstaticexperience of what it means to ride for sixhours and keep suffering; how does a pelotonbreathe; how does it migrate. We were blessedto have Millar’s eye on it because it is sharp.’

Prior to The Program, Foster was probablybest known for his turns in Lone Survivorand Alpha Dog, as well as the lengths he’dgo to make them authentic. For the former,he ate handfuls of dirt to experience beingunder siege from the Taliban, while in thelatter he used glaucoma eye drops to aidhis performance as a meth addict. Trueto form, he took his preparation to playArmstrong to extremes, recently confessingto The Guardian that he took performance-enhancing drugs to get inside the mind of theathlete. ‘I don’t want to talk about the namesof the drugs,’ he told Ryan Gilbey from thepaper. ‘It isn’t something I’d recommend tofellow actors. These are serious chemicals andthey affect your body in real ways. There arebehaviours when you’ve got those chemicalsrunning through your body that serve you onthe bike but which, when you’re not …’

Foster describes himself as ‘falling onthe side of a fan’ of Armstrong but beforefilming began he wasn’t a cyclist. This

Filming also took place at Charleville-Mézières and Maing in northern France forwhen flatter terrain was required, while theBelgium town of Bouillon was the setting forthe early-season Flèche Wallone one-day race.

‘The biggest hurdle was getting it alltogether before winter arrived,’ says Millar.‘As we wanted to use pro riders, we had toshoot at the end of the season. Even I couldn’tbe there until October as I was racing. Itbecame very much a race against time.’

The haste became a benefit though asit resulted in a very focused shoot that sawthe riders – both pro and otherwise – pulltogether like a real life peloton.

‘I can’t believe we got through two weeks[of cycling in the Alps] with no crashes,’ saysMillar. ‘We had no accidents, which says a lotabout the skill of the guys and the respect theyhad for each other.’

BUILDING A TEXANThe respect went both ways. Ben Foster,whose performance as Armstrong is centralto the success of the film, says having Millaron set was crucial to making it all work. ‘DavidMillar is a legend,’ he says. ‘He was the cyclingconductor and he kept his eye on how torepresent cycling in a way that the community

BEST HOLLYWOOD TREATMENTAMERICAN FLYERS (1985)

This pre-stardom KevinCostner vehicle featuresscenes shot at the nowdefunct Coors Classicthat ran in Coloradothroughout the 80s. It’sall gutsy heroics andfraternal bonding. AndEddy Merckx makes aguest appearance.

BEST ANIMATIONBELLEVILLE RENDEZVOUS (2003)

A Tour de France ridergets kidnapped byMafia types and has tobe rescued by his granwith the help of a trioof ageing jazz singers.It’s gloriously surreal,beautifully animated,and more French thana dockers’ strike

BEST DOCUMENTARYA SUNDAY IN HELL (1977)

Following the 1976Paris-Roubaix classic,this documentary hasEddy Merckx (lookinglike Elvis) battling Rogerde Vlaeminck (lookinglike Al Pacino) over thecobbles of northernFrance. A true taste ofracing as it used to be.

Cycling goesto the moviesThe best two-wheeledpopcorn fodder


TheProgramFEATURE

FEATURE TheProgram

Michele Ferrari,Armstrong’s dodgydoctor, is played withBond villain-esque gleeby Guillaume Canet

meant not only did he have to change hisweight and body composition, he was alsothrown in at the deep end when it came toon-bike training. He entered a training campin Boulder, Colorado, to achieve the requiredphysicality and embedded with the Garmin-Sharp cycle team, who were participating inthe Cross Colorado Tour. ‘I had never beenon a bike with clipless shoes,’ he says. ‘It wasdaunting, particularly when you have theopportunity to spend time with a culture thatdemands such physical mastery over a tool.’

MELLOW JOHNNY’SIn total, Foster had about six weeks on a bikebefore filming began. Once he’d got usedto the pedals, he then had to learn how toride as part of a bunch, at speeds that wouldmake the resulting footage look convincing.‘You’ve got to hold your line,’ he says. ‘We weresurrounded by a very supportive communitywho are very concerned about how theircommunity was going to be portrayed, so theydon’t want some actor showing up and fakingit. This is their life so they wanted to makesure it was accurate. If I am going to thinkthat, man, I just got on the bike for the firsttime six weeks ago and now I have to wear ayellow jersey in the peloton and climb Alped’Huez, it’s not going to work. So faith is beliefand I happened to be surrounded by a lot ofmen who’ve lived that dream, who’ve riddenthat col. So I was in very good hands.’

It wasn’t just the climbs that weredaunting – riding on wet cobbles provedequally challenging but it also gave Foster anopportunity to show how much his bike skillshad developed. ‘I was following a truck andfeeling this storm of cyclists behind whenthey hit the brakes,’ he says. ‘I just missed thetruck, went onto a field and pulled off throughthe mud back onto the road. I think that wasthe one day when I actually got the pelotonon my side as “Ben the actor” because Lancethe cyclist would have done that.’ Which, ofcourse, he did on the 2003 Tour de France,

riding across a field to avoid Joseba Belokiwho had crashed on a descent in front of him.

For Foster, mimicking Armstrong on a bikewas an added challenge. ‘Finding a posturethat was representative of Lance’s signaturewas very important,’ he says. ‘So gettingpositioned on the bike and looking at hispedal stroke and noticing that his heels areslightly out, and it is more of a duck pedal, andhe has an arch in his back and he shifts hiships underneath. He is almost bird-like – he’slike a vulture or a hawk or a coiled cobra. Sofinding a position that was representative ofhis signature was something that we spent alot of time refining. That was very important,as anybody who loves cycling knows that.’

Having seen a picture of Foster and beenquite convinced that he could play Lance,Millar’s first meeting with him was as amember of team Garmin-Sharp on the Tourof Colorado. ‘A lot of the guys who were therewere ex-team mates of Lance,’ he says, ‘so Bengot a real idea and spoke to real people whohad raced and worked with him. Seeing hiscommitment and his appreciation, I had 100%confidence in him there and then.’

It may come as a surprise when watchingthe film, thanks in no small part to Foster’snuanced portrayal, that Armstrong is neitherplayed wholly as a monster nor a victim of hissituation but rather something in between.‘The film asks a lot of questions,’ concludesFoster, ‘and you’re going to fall on one side orthe other. Either Lance Armstrong cheatedand lied and the only reason he won wasbecause he is a doper, or you can look at it andsay he was one of the greatest cyclists of alltime and he did what he thought he neededto do within a time where everyone else wasdoing similar things, he just did it better.’The Program is in cinemas from 16 October

‘SeeingBen’scommitmentandhisappreciation,Ihad100%confidenceinhimthereandthen’

T he Armstrong story is a big one to tell– the early promise, the pressure to

dope, the cancer, the recovery, thevictories, the lies, the bullying, the money,the investigations, the litigations, theeventual downfall – and The Program triesto pack it all in. This is perhaps where themovie falls down. In its drive to includeevery aspect of the tale, it loses somethingin the drama and pacing. It feels rushed,and it might have benefitted from skippingsome scenes in order to give us more ofthe glorious racing shots in the Alps.

Where it can’t be faulted, however, is inthe accuracy of the details and the qualityof the performances, especially from BenFoster. The resemblance is uncanny, andFoster plays Armstrong not as a monsterbut as a highly driven egotist unable – orunwilling – to stop his lies snowballing intoone of sport’s biggest ever scandals.

The Program won’t make your top fivelist of greatest ever sporting movies, butfor any cyclist it is still a must-see.


Is it any good?BikesEtc’s view on theThe Program

© 2015 W. L. Gore & Associates GmbH. GORE BIKE WEAR, GORE-TEX, GUARANTEED TO KEEP YOU DRY, GORE and designs are trademarks of W. L. Gore & Associates.

With the high-techfunctionality of

follow us on Instagram: goreapparel#IntoTheElements#GoreBikeWear

We believe that cyclists should be able to get out and follow their passion every day.Therefore, we create highly-functional apparel for every environment, every seasonand every kind of weather. We allow them to head straight out into the elements.

Thewrongtyrescanincreasetremorsbyamassive25%


WORDS MAX GLASKINPHOTOGRAPHY ADRIAN-CATALIN VOLCINSCHI

Areyousittingcomfortably?

There are many ways bike manufacturerscan make rough, rocky roads feel smoother.

BikesEtc examines the science of compliance

R ough roads don’t have to mean roughrides. Scientists, frame builders,component suppliers and clothingcompanies are working to take the

sting out of road rattle. Compliant frames andforks, seatpost suspension, tolerant wheels,sympathetic tyres, padded shorts and mittscan turn a jolty jaunt into a ride that glides.

The comfortable solutions are worthseeking because the dangers are real.Constant vibration on the handlebar candamage nerves in your hands and fingersand a shaking saddle can press persistentlyand painfully on your perineum. The mostextreme is the Paris-Roubaix pavé, whichshakes the riders for 90 minutes at intensitiesthat are banned for factory workers if theygo on for more than seven minutes a day.

‘Pro cycling is definitely a sport ofdiscomfort,’ says Brent Bookwalter, BMCRacing Team rider and top time-triallist.‘You have to be willing to place yourself inan uncomfortable position physically fora very long time.’ Even assuming your bikeis set up perfectly for your body, any coarsetarmac can shiver your timbers.

What’s more, getting shaken all over sapsyour energy significantly. Experiments haveshown that if you are vibrated as you cycle,your body needs up to 5% more oxygen.

Fortunately, scientists have beenpinpointing the problems so solutions canbe found. They say 24% of the handlebarvibration is down to the choice of forks andanother 15% to the wheels. For the seatpostvibrations, the wheels get 42% of the blame


Comfort SCIENCE

and the frame 28%. But pause before planning tochange those parts. Scientists at the University ofReims Champagne-Ardenne in France, who’ve beenagitating about vibration and cycling for years, pointout that the wrong wheels can increase the tremorsby 13% and tyres by a massive 25%, which means thebest solution could also be the cheapest. They gottheir figures by making a long-suffering FDJ teamrider pedal to and fro across some sketchy surfaces.

Yet they also confirmed what many riders havelearned from experience – if the going gets bumpyand you don’t want that numbness in your fingersor tingling up your arms, it’s best to put your handson the brake hoods.

GIVE THE PADS A BREAKPadded mitts are a personal choice. ‘Finding theright glove is important, as your hands are main

pressure points when you’re riding your bike.Sometimes a thicker pad in a glove doesn’t actuallyhelp the vibration,’ says Harriet Owen of the MatrixFitness Pro Cycling team. ‘I use Bontrager RXL glovesas I think a gel pad provides great durability, reducespressure and helps to eliminate hand numbness.’

Bookwalter has ridden with and without handcushioning. ‘In Paris-Roubaix, I double-wrapped mybar tape and wore padded gloves, but usually I wearunpadded gloves because I like the way it connectsme to the bike and the handlebar. I prefer to pay alittle bit of a price in comfort and vibration.’

Likewise, the choice of chamois for shorts ispersonal. Josh Ibbett won the 2015 Transcontinentalrace, cycling from Flanders to Istanbul in nine days,23 hours and 54 minutes, wearing the slimmest ofpads. ‘I had a thinner chamois because there’s lessto chafe – and they dry out quicker,’ he says.

The pad isn’t rated very highly for most riders,particularly when compared to the influence ofthe bike on comfort, and this has been borne outby new research at the University of Padova, Italy.Dr Antonio Paoli recruited nine club riders andmade them wear a selection of chamois in theirshorts as they pedalled. The result? The volunteersperceived little difference between the comfort givenby the basic and the endurance pads, even though

Agoodframesoftenstheridebeforeroadbuzzreachesyou

CASTELLIENDURANCE X2£120The ‘infinitely variable thickness’ of Castelli’sEndurance X2 chamois means differentamounts of padding in different areas, butyou’d be hard pressed to detect the edgesbetween them. The shoulder straps aresoft and comfortable, and the leg grippersstay secure without being too tight.saddleback.co.uk

RAPHA WOMEN’SCLASSIC BIBSHORTS£160These go-to shorts bring the same levelof care and quality of materials to Rapha’swomen’s range as its men’s clothing.The padding is excellent, maintainingits comfort after long distances, andthe grippers sit nicely on the thigh,preventing the dreaded ‘sausage leg’.rapha.cc

BESTBIBSHORTSWearing the right shorts can make life much happier on the bike. We’vepicked three pairs that are guaranteed to pamper your posterior

HOWIES£59Howies makes its shorts on specialistmachines that knit yarn into a singlecontinuous tube shape, so the material ispractically seamless and feels like a secondskin. The dual-layer pad ensures a comfy ridewhile the subtle chevron-shaped mesh on thehigh back panel keeps things cool and dry.howies.co.uk


Comfort SCIENCE

To get the maximum powerinto the pedals for optimumenergy output, make sureyou know the right set-upfor your bike for the lengthof time and terrain you’replanning to ride. So that’ssaddle height, position andangle. Likewise for yourhandlebars – be sure to seea bike fitter.

Minimise road buzz in yourhands and arms by ridingon the brake hoods as muchas possible – they dampenthe vibrations.

Padded bar tape, thickergloves, a thicker chamoisor a new saddle could giveyou a smoother ride.

Try dropping tyre pressureby 10-20psi to see if it feelsmore comfortable. Anysmall increase in rollingresistance may be offsetby a boost in the efficiencyof your body because thesofter tyres absorb moreof the bumps.

Comfort seatposts, whichevolved from mountainbiking, can soak upvibrations before theyreach you (see page 55).

Mind over matter. ‘Whenyou’re in a race, I thinkyou just have to take yourmind off the discomfort,’says Harriet Owen, MatrixFitness rider.

instruments showed the endurance pad reducedmaximum pressures. Still, they were on a stationerybike in a lab and pedalling for only 20 minutes, whichis not typical of most cycling experiences.

KEEP YOUR FRAME IN MINDIn the real world, framebuilders hope that whatever’sin your shorts is not a big issue because they wanttheir frames to soften the ride sufficiently beforeany road buzz affects your body. In recent yearsthey’ve been working hard to keep frames laterallystiff, so pedalling efforts are translated efficientlyinto forward motion, while somehow boosting theirvertical compliance – the flex that helps absorbbumps and vibrations.

Bianchi and Specialized have both includedviscoelastic materials in their carbon to dampenvibration. Trek’s Domane and new Madone feature

ATEASESix handy tips that can improveyour riding comfort tenfold

41

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EXTREMEDISCOMFORTWhat are the worst road surfacesthat you’ve ever ridden on?

an IsoSpeed decoupler that acts like a bearing at thejunction of the seat tube and top tube to allow theseatpost to flex almost independently of the rest ofthe bike. Cannondale says its sinuous SAVE-shapedrear triangle does the job. Pinarello added a Jaguar-designed lightweight shock absorber to the seatstaysof its Dogma K8-S, along with flexing chainstays.

Deciding which are most comfortable in generalis not easy. A new study by the Reims scientistsshows the effect varies according to the frequencyof the juddering. So, a Lapierre Pulsium, with itstwin section top tube and elastomer, came top whendampening vibrations faster than 40 times a second(40Hz), but others were better at lower frequencies.

That’s useful information if you know the speedyou’ll be riding and the bumpiness of the cobblesahead but, unless you’ve ridden those sectionsoften, those are unknowns for most of us. Mindyou, vibrations at 40Hz are best avoided if possiblebecause other experiments suggest they give a realbattering to your ankles, particularly when yourfoot is at the lowest part of the pedal stroke.

TYRE PRESSUREThe bikes in the Reims lab tests had tyres inflatedto 100psi, a conventional choice for road riding, butreducing pressure from that norm is the easiestway to reduce road shock. ‘When I rode the SpringClassics this season, wider tyres were fitted to every

‘The Strada dell’Assietta, north of Sestriere, Italy.It was a gravel climb. The descent was just awful –cobbled, not maintained. It was particularly extreme.’JOSH IBBETT, brand manager at Hunt Wheels and winner of the 2015Transcontinental Race from Belgium to Istanbul

‘When I rode the Tour of Flanders this season, the vibrationof cobbles was something you really had to get used to.’HARRIET OWEN, Matrix Fitness

‘The most extreme vibration on-road was my one chanceto compete in the Paris-Roubaix. Those cobbles are unlikeany elsewhere in Europe – they’re really harsh. I wouldn’treally consider it a road surface. They’re more like someof the MTB races.’BRENT BOOKWALTER, BMC Racing


Comfort SCIENCE

COMFORTSEATPOSTSThe right seatpost can massively improve your bike’s ability to absorbvibrations before they hit you in the saddle. Here are three of our favouritesour favouritesvibrations before they hit you in the saddle. Here are three of our favourites

ydle. Here a

yvibrations before they hit you in the saddle. Here are three of our favourites

ybefore they hit

apparently differs between riders, according tosome clever lab tests by engineers at SherbrookeUniversity, Canada. They recruited sevenexperienced cyclists and put them on the samebike in turn – a large Argon 18 Helium fitted withMavic Ksyrium 18-spoke wheels and Michelin ProRace tyres, just 23mm wide. It was a fairly stiff set-up and highly likely to transmit a lot of road shock– which is what the cycling lab rats were going tohave to endure.

The researchers asked the innocent volunteersto ride the bike on a treadmill, to which they hadcunningly glued a wooden dowel almost 1cm high.The back of the bike was lifted slightly so only thefront wheel was on the treadmill.

As the rolling road moved, the rider was bumpedroughly every second, as they kept their hands onthe brake hoods. Then, without telling them, thetyre pressure was changed and they were askedif they noticed any difference in the jolt at theirhands on the brake hoods. Surprisingly, three outof the seven riders said they couldn’t feel anythingdifferent even when the pressure was droppedfrom 100psi to 70psi.

It’s the first time that anyone has tested howsensitive riders are to tyre pressure changesthrough their hands. ‘This suggests that somecyclists have a better capacity than others todifferentiate the impact of sensory inputs atthe hands,’ say the Canadian researchers. Inother words, you might pump your tyres rock-hard and not feel a thing, but your mate will beshaking all over if he does the same. It seems thatyour comfort can come down to the kind of rideryou are and the roads you ride on, as much as thebike you ride. The trick is to ignore the hype andexperiment with changes in tyre pressure, saddles,shorts, seatposts and the rest, and see what worksbest for you. If that sounds like a pain in the neck,it could at least save you a pain in the backside.

bike, 25mm, and ran at a lower tyre pressureto help improve comfort,’ says Harriet Owenof Matrix Fitness.

The BMC squad uses 25mm tyres almostas a matter of course these days, according toBookwalter, although he asks the mechanicsto run his at a little lower pressure than his teammates. ‘Comfort, vibration and control is a bigpiece of that,’ he says. ‘Even if the rolling resistanceis a little bit slower, I feel like the lower pressure isa lot more supple and keeps your tyres rolling onthe ground rather than bouncing all over the place.’

The severity of surfaces Josh Ibbett expectedon the Transcontinental led him to go even wider –28mm. ‘They’re underrated in road racing but theyeliminate pinch punctures so you can run them atlower pressures. I had them at 90psi to start butwhen I went off a good surface, I dropped it to 50-60psi to get a wider footprint,’ says Ibbett. ‘Potholesreally jolt and less air takes away the harshness.I was riding with the minimum amount of gearso it was all measured with the “magic thumb”tyre pressure gauge,’ ie pressing the tyre withthe thumb to feel how much air was in it.

Now it’s acknowledged that wider tyres putmore rubber on the road to boost control and grip,yet the comfort benefits of changing tyre pressure

CANYONVCLS 2.0£143This unusual-lookingseatpost is made of twoseparate half-round leafsprings that allow yoursaddle to flex backwards asmuch as 25mm. And unlikesome options, it doesn’tneed to have a lot of lengthexposed to accomplish this.canyon.com

SPECIALIZEDCG-R£150It may look odd but theCG-R’s kinked profile isworth learning to lovebecause it’s what givesthe saddle its verticalcompliance. The bump-busting magic happensat the top of the seatpost,so it’s an excellent optionfor people on smaller ornon-compact frames.specialized.com

SYNTACEP6 HIFLEX£195Syntace’s ‘load-orientedmaterial distribution’means its P6 seatpost hasan elliptical bore that placesmore material where it’sneeded and less in areas oflower stress. The titaniumhardware has a 10-yearguarantee, an excellentsaddle clamp and anextra-wide lower sectionto support the saddle rails.o-w-d.nl

Somecyclistssimplyfeelmoreshockimpactthanothers


COURS

ECRASH

Crashing is considered a recreational hazard for cyclists,

but professional riders and coaches reveal that they’re mostly

avoidable. BikesEtc examines the anatomy of a stack to reveal

how you can become a safer – and more successful – rider

For some, the road rash from a crash

is worn as a badge of honour.

For many, though, a tumble during

training or racing can mean weeks

out of action for the rider, the bike or both.

With cyclists capable of approaching speeds

of 110kmh on a descent, the potential for

some serious harm is high. So how can you

ride regularly and competitively, taking

the risks that bring results, without coming

a cropper more than George Michael on

the dodgems? We asked those whose job

it is to bring on riders and break records

without breaking bones for the inside track

on crash prevention.

WORDS ROB KEMP

Switzerland’s MartinKohler tumbles at thefinish of the U23 racein the 2007 UCI RoadWorld Championships


Crashing SKILLS

‘Themostcommonaccidentis

peopletouchingbarsandcrashing

infrontofyou,triggeringapileup’

CRASH CAUSE: OTHER RIDERSAnyone who saw how Geraint Thomas was T-bonedout of the Gap stage of the 2015 Tour de France willknow that no matter how straight you play it, there’sno accounting for the actions of others.

A chief risk-raising factor for competitive ridersis the dynamics of the peloton: the chaotic crowd,races within a race, the focus on survival. All make ita critical crash scenario. ‘On occasions, it’s definitelydown to rider error,’ says Ian Bibby, NFTO rider and2015 winner of the British National Circuit RaceChampionships. ‘It’s either when they’re trying toget away on a descent or get back on a descent. Lackof concentration can cause silly crashes – but mostcommon in this situation is people touching barsand crashing in front of you, triggering a pile-up.’

Amateur and pro races all have riders who canhandle their bikes at different ends of the spectrum.Jon Sharples, head of performance at TrainSharp(trainsharpcyclecoaching.co.uk), teaches pros andamateurs how to avoid getting too intimate with thetarmac, though he concedes some riders are moreprone to crashing than others. ‘We all know a riderwe would be happy to ride behind all day long andtrust their knowledge and judgement going intocorners and pointing out obstacles etc,’ he says.

But even among the elite there are those you’dbe wise to give a wide berth. ‘Often it’s down topoor handling skills – which can be worked upon,’Sharples continues. ‘The Colombians, for example,received a poor reception when they first joined the

pro ranks as their handling was nowhere near thestandard of European pros at that time. Every crashthat happened was blamed on one of the Colombianriders, even if they happened to be at the oppositeend of the peloton when the crash occurred.’

CURE: EVASION TACTICSSo, what can you do? ‘Have a look around at theriders in your race and try to spot the novices,’advises Sharples. He suggests it’s usually the riderwho may be nervous at cornering that’s most likely totake you out. ‘Then there are the riders who take toomany risks and look like a crash waiting to happen.You can’t always avoid these riders but it’s best to try.’

Ian Bibby echoes those sentiments. ‘You needto stay alert to the behaviour of other riders.’ Someactions can be anticipated. ‘Riders taking a drinkwill slow up,’ he warns. Others – slipped gears,punctures or mechanicals that can stop a riderwho’s in your path – aren’t so easy to spot. ‘To combatthis, try to relax as much as possible when close toother riders,’ Bibby advises. ‘Tension in the muscleswill slow your responses and distract your focus– any movements you make when you’re taut areexaggerated and potentially hazardous.’

If you take a knock, try to brake smoothly andstay in a straight line. Set your weight back a bit tokeep the bike upright and straight.

The modified kit of JohanVansummeren followinga crash on stage three ofthe 2015 Tour de France


CRASH CAUSE: CORNERING CONFIDENCEIt’s a fine balance; too cautious and you’re going tomiss opportunities to strike out – Mark Cavendish,for one, isn’t afraid of a crash. But too cocky andyou’ll come down with a bump, warns Sharples.‘Riding too fast for your own abilities is a commonfactor among new club riders. It’s wrong to thinkpros take more risks than amateurs. In general theydo not. They have just developed the skills to ridefaster through corners, down descents and acrosschallenging road surfaces.’

TrainSharp’s own Sean Yates is acknowledged asone of the best descenders to ever ride a bike. ‘Thatability was developed over many years of practisingand developing his skills,’ says Sharples, advisingthat while practice doesn’t ensure perfection, it doesreduce risk – especially at crux points like corners.‘If it’s not a case of somebody touching a wheel infront and bringing down many more riders, thenmost crashes will occur through corners. If you aregoing to take a corner at full speed, it is no good justheading into it as fast as you dare – you will crash!You need to think about your braking point, roadsurface, riders around you, how you will turn thebike at this speed and lots more.’

CURE: CREATE SAFE SPACEAs riders around you drop their speed, so the riskof overlapping rises. Combat this by leaving enoughspace in front, so that if the rider slows into a

CRASHKITMatt Rabin, team chiropractor

with Cannondale-Garmin and

co-author of The Pain-Free Cyclist

(Bloomsbury), on the emergency

essentials every rider should have...

STERILE GAUZE PADS

‘Wound coverings – get your

pharmacist to recommend a selection.’

VOLTAREN‘A nonsteroidal anti-inflammatory

pain-relief gel works wonders.’

PARACETAMOL AND IBUPROFEN

‘The paracetamol for pain relief, ibuprofen

for inflammation – check you don’t have any

reactions to this kind of medication first.’

MOBILE PHONE AND CASH

‘In case you need to call for help

or just get a cab to take you home.’

BIOFREEZE AND DEEP-FREEZE GEL

‘Useful at times when ice isn’t available

to reduce discomfort – avoid applying

to broken skin as it causes irritation.’

Mayhem on the firststage of the 2014 Tourof Poland: 35ºC heat,then torrential rain


Crashing SKILLS

corner, or stands up on a climb – pushing his bikeback as he does – it’s not going to catch your front.

‘This will become second nature as you developand hone your skills,’ says Sharples. ‘It still doesn’tmean you are taking risks, it just means your abilityto corner at speed has improved.’

If that corner turn becomes too tight to takeat full speed, aim to feather the rear brake whilemaintaining your line. ‘Swerving could take out therider behind you and compound the problems,’adds Sharples. Positioning and posture are keyto avoiding a trauma at the turn. Bibby is amonga number of riders who insist that you keep yourhead up to avoid a crash. ‘Aim to get a view as far aspossible through the course of the turn,’ he suggests.Take the opportunity to go off-road whenever youcan too, as mountain-biking handling can improvestrength and stability on the road.

COLLISION CRITERIA:WEATHER AND WORKINGS‘Damp road conditions and rain can be a recipefor disaster as the grip between the tyre and roadsurface, and brake pad and rim, are drasticallyreduced,’ says Sharples. ‘But correct equipmentchoice can make a big difference.’

CRASHPREVENTIONTips to avoid multi-rider pile-ups

FIND YOUR LINE

Corners are critical –

avoid sharp turns, opting

for smoother ones that

won’t trigger skids.

RELAXTaut muscles and a tense

grip delay reactions –

ensure you’ve a little

‘give’ in your arms and

upper body to ride out

a knock or skid.

PRESS DOWN

Pushing down hard

on your outside pedal

when turning a bend can

help with purchase and

traction to the road.

LOOK AHEAD

When in a group, don’t get

transfixed on the wheel in

front – aim to look ahead

to see what’s happening

at the front of the group

so you have more time to

react to changes in pace

or potential obstacles.

GET WETTrain in the rain whenever

possible – you’ll soon learn

the limits of your brakes

and tyre friction.

‘Avoidpanickingwhenyou’re

chasingtogetbackwiththepack

–thiswill justcauseanothercrash’

Phot

ogra

phy:

Alam

y


IN THE EVENT OF A CRASH‘Normally, I try to get up ASAP and check for anyinjuries,’ says Bibby. ‘Then I check that the chain ison, brakes haven’t broken or locked and that the bikefeels safe. Most importantly, avoid panicking whenyou’re chasing to get back with the pack – this willjust cause another crash.’

Sharples echoes the priority of putting yourselfahead of the bike. ‘Generally, you will know straightaway if it is just a case of road rash or somethingmore serious – if you’re dizzy or have hit your headthen you must seek medical treatment.’

Along with checking the brakes and chain, give thewheels a quick spin to check straightness and checkthe tyres. ‘If the bike hit something hard then therecould be damage to the frame and fork,’ warns Bibby.If you’re unsure, then pull out at that point and getthe frame checked by your bike shop.’

The TrainSharp coach cites a number of commonproblems that occur as meteorological factorsmeet mechanical ones. ‘Full carbon rims do notbrake well in wet weather; deep carbon rims willreact badly to very windy conditions and can causethe bike’s steering to be very erratic; and tyres thatare pumped up to a firm 120psi will have less gripthan softer tyres.’

For Ian Bibby, the ‘faults’ can be much morefundamental. ‘Get familiar with your bike – andmake sure the brakes are the same way round onevery bike you ride. There’s nothing worse thanslamming them on in a panic and grabbing the frontbrake when you think it’s the rear!’

CURE: GREAT GEAR SELECTIONBibby suggests wet-weather riding needn’t be sorisky if you stick to smoother, sweeping turns onthe widest line at bends, avoid hard-braking andagain ensure that your grip isn’t too tight.

You can also do something about the above tomake your own bike much safer to ride in adverseconditions. ‘Aluminium rims will decrease yourbraking distance – they’re a much better choicewhen it is wet,’ says Sharples.

‘Always set your tyre pressures to the conditionsand manufacturer’s specs,’ he adds. ‘You’ll besurprised at how low some manufacturers adviseyou to run their tyres.’ And if budget is not an issue,then think about having a wet-weather set of wheels.‘These can be shod with the latest wet-weather tyresto give you an edge,’ says Sharples.

WOUNDROUND-UPThe most common crash-related injuriesROAD RASH‘This is the most familiarside effect of a crash,’ sayspro team chiropractor MattRabin. ‘Take a shower to clearout any debris from the road– it’ll sting but it’s a must. Geta tetanus booster if you’ve nothad one in the past five years.’

SHOULDER SEPARATION‘Caused by heavy impact onthe shoulder or arm as a ridertries to break their fall.’COLLARBONE (CLAVICLE)FRACTURE

‘If you’re unlucky, this is amore severe outcome of thatheavy fall – keep your armstill and head off to x-ray.’RIB FRACTURE‘Usually left to heal naturallywith medication for painmanagement – if you’reexperiencing breathingdifficulties, though, getyourself to A&E.’

HEAD WOUNDS‘Cuts and bumps arecommon. If you’re ableto recall what happened,know where you are, yourname etc, you should be fine.But headache, dizziness,nausea and loss of balancefollowing a crash could signalconcussion. If so, call it a dayand get home or to hospitalwithout riding your bike.’

Wiggo adds a bruisedthigh to a chest infectionand retires from the2014 Tour de Suisse

A lap to go at the 2015Prudential RideLondonGrand Prix and a hugepile-up decimated the field

It’s the Belgians! Calamityat the Ghent-Wevelgem inMarch 2015, which wasbeset by wind and rain


Crashing SKILLS

©2015

Polartec,LLC.Polartec®,Polartec®

NeoShell®

areregistered

trademarks

ofPolartec,LLC.

Polartec.com

Impossible Made Possible. Sportful wanted to create more advanced technologies for the rider, not just the ride.We collaborated to invent a custom Polartec® NeoShell® fabric that delivered more breathability, weather protection,

and resilient stretch than ever before. The new Fiandre Extreme NeoShell® Jacket is the future of cycling performance.

Whether you’re after a bike, components or clothing, the BikesEtc expert testershave put the latest gear through its paces to find what’s right for you


ReviewsEtcPHOTOGRAPHY HENRY CARTER, JENNI LESKINEN

Best In TestThe overall winner in each group test.Scoring highly in all criteria, it will bean excellent all-rounder. Where twoor more items achieve equally highscores, it will be the one that has thatextra something – a touch of style, aspecial feature – that takes the prize.

Best ValueThe winner of this award may not havethe highest overall score in the test,and it may not be the cheapest, but itwill always represent especially goodperformance at its price.

BikesEtc Gold AwardThis prestigious award goes to bikes,accessories, components or itemsof apparel with exceptional levels ofperformance, design and build qualitythat make them must-haves. Don’texpect to see it every issue – we onlyhand it out when it’s truly deserved.

BESTIN TEST

BESTVALUE GOLD

AWARD

THE AWARDS

£35 lighting setsp80

Minitoolsp84

Mudguardsp74

£1,300road bikes

p88

Mudguards74

Minitoolsp84

£35 lighting setsp80

RTER, JENNI

Mup7

Autumnglovesp70Pocketpouchesp78

Rain jacketsp64

By the first week ofSeptember, the DailyExpress was already

predicting an apocalypse of snow,hail and bitter arctic winds would bepummelling the UK by the end of themonth. Then again, they were alsopredicting crime gangs turningpeople into zombies usingpsychotropic plants. Assuming

we’ve survived both theseeventualities by the time you’rereading this, it’s time to startthinking about wrapping up a littlewarmer when you head out on yourrides. These 12 jackets run thegamut from ultra-packablewindproofs for sunny but crisp daysto heavier-duty items more suitablefor long rides in the rain.

Get equipped with technical outerwear anddefy the warnings of the weather forecasters

Rating

BREATHABILITY

WEATHERPROOFING

FIT

Rating

BREATHABILITY

WEATHERPROOFING

FIT

OneTen ElementShowerproof£35The material on this jacket manages to be bothextremely waterproof while still being reallyrather stretchy. For such a cheap garment, thisis a very clever trick. What the fabric definitely isnot, though, is breathable. Normally this wouldhave you sweating like a pig in a sauna, but sizeablemesh vents down the sides below the back of thecollar do a good job of regulating the temperatureinside. Obviously some water will eventually findits way in but at this price it’s a clever compromise.Although slightly basic, the rest of the detailing,including storm flap and mesh-lined collar, areimpressive for the money.onetenapparel.com

Pearl IzumiElite Barrier£65A slim-cut jacket that skips on being absolutelywaterproof in order to provide betterbreathability, the Elite Barrier also gains favourby being very nicely put together. The hangtagson the zippers are particularly well thoughtout – handy when wearing gloves or makingadjustments on the fly. Its exceedingly breathablefabric feels pleasant next to skin but still providessolid windproofing, while brief showers arelargely deflected by its durable water-repellenttreatment. Should it get wet through, it’s lightenough to dry rapidly. Given that you’re unlikelyto sweat too heavily should you leave it on for theduration, it’s a great option for changeable butnot extremely heavy weather.madison.co.uk


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WEATHERPROOFING

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Giro Wind£80By not attempting to make this jacket totallywaterproof, Giro has been able to make it bothextremely light and incredibly breathable. In fact,the fabric that constitutes the majority of thejacket is fairly water-resistant and the durablewater-repellent (DWR) treatment means that lightrain will run off rather than soaking through.The perforated backpiece effectively vents thehalf of you that isn’t directly facing the wind. Evenin this fairly loud orange colour it’s smart-lookingand, despite its racy pretentions, the cut isn’toverly aggressive. Given its minimalist credentials,it’s unsurprising that there are no pockets exceptfor a nifty internal one that doubles as a stuffsack for the jacket for easy transportation.zyro.co.uk

Altura Women’sSynchro Waterproof£70Lightweight considering its level of waterproofing,this jacket packs down to fit into a jersey pocketor bag. There are no vents in the arms or back,making it stuffy when the pace picks up but, alongwith the elasticated cuffs and waist, at least helpsto keep the rain out and make the jacket warm. Thecut is ‘performance fit’, meaning it sits close to thebody but there is still room for additional layers.The rear is long so provides full coverage, and itdoesn’t bunch up. The rear, waterproof pocketfeatures taped seams so should protect a phoneand is large enough for essentials. The waterresistance along with the colour would make thisgreat for commutes and is easily stashed at work.altura.co.uk

Madison Shield£70Made of slightly heavier-weight fabric than someothers, the Shield nevertheless packs down intoits own relatively small stuff sack – thanks largelyto its lack of a mesh lining. The reflective detailingon the back, shoulders and cuffs all hint at a slightlymore commuter-oriented jacket, as does themore relaxed fit – although if you’re of a largerbuild or fancy layering up underneath, thisshouldn’t put you off. The large rear pocket istotally waterproof while being roomy enough tostore a few essentials. Extended cuffs are verywelcome on damp mornings. It’s not the mostbreathable on test, so heavy sweaters or thosewho run hot might want to look elsewhere.madison.co.uk

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Lady£65Made from an extremely lightweight fabric, thisjacket packs down small and adds little bulk whenstored in a jersey pocket. Even so, it still offers animpressive amount of wind resistance. Along withthe thin material, the large vent across the backallows for high levels of air circulation, helpingto avoid overheating. The waterproof treatmentprovides light resistance – splashes of waterfrom the road and short cloudbursts roll off, but itcan’t withstand stronger rainfall. There is a smallpocket on the rear with just enough room for aphone and some change. The elasticated cuffs andsilicone gripper on the waist keep the jacket inplace while on the bike and the light weight makesit hard to notice you have it on. The polka-dotchainring pattern is eye-catching and cleverlyadds an all-over reflective element.chickencycles.co.uk

Altura PodiumWaterproof£100Stowing neatly in its own zipped pouch, this jacketis as good for stuffing in a back pocket in case of anunexpected shower as it is being worn from theoutset. Although totally watertight thanks to tapedseams and a storm flap-backed zip, you’re unlikelyto build up too much of a sweat thanks to theabove-average breathability of the fabric. Alturahas avoided the bin bag-style fit that can afflictsome packable jackets by strategically integratingpanels of stretchier material around the arms andshoulders. This results in a better silhouette andhelps prevent it flapping in winds. It’s not cheapbut you’ll still feel you’ve got your money’s worth.altura.co.uk

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WEATHERPROOFING

FIT

Rating

BREATHABILITY

WEATHERPROOFING

FIT


VermarcExtreme Rain£83Extreme by name and nature, this jacket isdesigned for the very foulest of conditions. There’sprecious little superfluous detailing, so no pocketsor vents and minimal branding. It’s exactly thesort of jacket passed out from the team car oncethe rain starts hammering – no surprise givenVermarc’s long relationship with Belgium’s proteams. Unfortunately, non-sponsored riders mayfind a few drawbacks. Although tough and warm,the heavy fabric isn’t particularly breathable. It’salso fairly bulky, making it hard to squish into ajersey pocket. The cover-all fit is also cumbersomeand the drop tail flaps. A staunch performer butbest saved for really brutal conditions.chickencycles.co.uk

Dare2b Affusion£50It’s easy to make a product waterproof but fartrickier to make it comfortable and breathableas well. Not a drop of water is likely to find itsway inside the Affusion jacket, but then again,neither is it likely to find its way out: anything otherthan sedate rides quickly turn into sweat-fests.Marketed as a multisport jacket, cyclists willappreciate the dropped tail and adjustable collar,although otherwise the cut is too bulky for cycling,resulting in excessive flapping when riding in thewind. Reflective trim and orange almost as brightas the sun mean that being seen is not an issue (it’salso available in fluoro yellow and black). The largerear pocket also misses a trick by not doubling as apouch for the jacket itself, like most others on test.dare2b.com

Polaris RBS Pack Me£55In this case, RBS stands for ‘really bright stuff’and constitutes British brand Polaris’ range ofsafety-oriented cycling kit. The Pack Me is a unisexjacket with a relaxed cut, made of polyester taffetawindproof microfibre fabrics. Given the name,it’s no surprise to find lots of reflective detailingto complement the jacket’s loud colouring.Marketed as windproof, it’ll survive brief showerswithout wetting through, although prolongedexposure to rain will leave it soggy. On the flip side,breathability is far better than most comparablypriced shell jackets. If you’re commuting, this maybe a good trade as sweat can be more of a problemthan the occasional spot of rain.polaris-bikewear.co.uk

Rating

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WEATHERPROOFING

FIT

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FIT

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ReviewsEtc

Rainjackets


Phot

ogra

phy:

iSto

ck

AND BREATHE…A fabric’s breathability ismeasured by how manygrams of water vapour can

pass through one square metre offabric in 24 hours. A string vest iscompletely breathable, whereasa roll of clingfilm is not, but then it’spretty unlikely that you’d go outcycling wrapped up like a sandwichor looking like Rab C Nesbitt.

Most cycling jackets have anouter layer, which is the first barrieragainst the elements, then a secondpermeable layer punctured with tinyholes that are too small to let rainwater in but are small enough to let

water vapour out. Your sweat –warm water vapour – passesthrough these tiny holes by aprocess of diffusion (the movementof molecules from a place of highconcentration to a place of lowconcentration). In cold, dry weather,a super-breathable jacket can lead toclouds of water vapour visiblyleaving your body, which may leaveyou looking alarmingly likea smoking bonfire.

How breathable your jacketneeds to be depends on how fastyou’re going to ride. On a steadySunday outing, a rating of 10,000-

15,000g/m2/24hr should suffice butif you intend to go full gas, a ratingover 20,000g/m2/24hr might bemore appropriate. The dhb Cosmowe tested, for example, has a ratingof 30,000g/m2/24hr, which wefound well suited to all-day riding.

Howdoyoustaydryontheinsideaswellasout?BikesEtcexplainswhatmakesafabricbreathable.Andit’snotcalledazip…

Pearl IzumiWomen’s Elite Barrier£70In a sea of windproof jackets, this fluorescent pinknumber certainly stands out. The Barrier fabricprovides cool-weather protection on morningrides and then packs down to fit into a jerseypocket once the day warms up. The large ventacross the back helps to regulate temperature,while the relaxed fit allows layering of jerseysunderneath. While windproof, the jacket is onlyresistant to road spray: longer rides in light rainsoak through. Cut short in the back, the jacketrides up but the elastic draw cord keeps out drafts.There is a zippered pocket on the front and back,big enough to stash essentials. Overall, a goodjacket for rides on chilly days.madison.co.uk

dhb Cosmo£55A great-looking jacket for relatively little money,the Cosmo also proved to be more breathablethan we would have expected given the price.We were particularly taken with the teal colour(also available in black and ‘vapour’ – grey, to giveit its traditional name) and Scotchlite detailing.The high collar is fleece-lined for comfort andwarmth, while at the other end of the jacket a gooddegree of stretch and a strip of silicone grippersensure the dropped tail stays securely in placeabove your posterior. Its single waterproof pocketcan be used to protect your valuables while ridingor the entire jacket can be folded into it for easyportage. Given the cost, we were hard pushed tofind any real negatives.wiggle.co.uk

Rating

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WEATHERPROOFING

FIT

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WEATHERPROOFING

FIT

Vapour Permeableinner layer

Outer layer


BBBCYCLING.COM

HELMETSICARUS / BHE-05

When it comes to road helmets, Iaccept no compromises. The constanturge for aerodynamic helmets makesriders forget they need ventilation foroptimum performance. This is wherethe Icarus comes in; compact enoughto be aero and an open design forperfect ventilation. And on top ofthat? It looks great!

FOR THE FULL STORY, CHECK:BBBCYCLING.COM/BIKE-WEAR/HELMETS/BHE-05

WHEREAERODYNAMICSANDTHERMODYNAMICSCOME TOGETHER.Thibaut PinotTeam FDJ

Sitting out-front anddirectly in the wind, yourhands are likely to be the

first body part to detect the comingof autumn. A fantasy of crisp, clearmornings and swirling goldenleaves is the standard way to sellautumn to consumers but grey skiesand drizzle tend to be the reality.Either way, you’re going to need

a little more insulation to keepyour digits happy but while thetemperature remains abovefreezing, you won’t want to burythem under clumsy, sweatywaterproof gloves.

These windproof numbers willkeep your fingers dextrous andthe chill at bay. Magazine land isa strange place to inhabit, existingthree months ahead of the realworld. The moment summer begins,BikesEtc is already gearing up forwinter. Luckily, so is Scotland, wherewe tried out several pairs. We put12 of the best through the wringerto find which came out on top.

Rating

CONSTRUCTION

FIT

VALUE

Rating

CONSTRUCTION

FIT

VALUE

Alé Nordik£40Italian brand Alé is a big proponent of neonand these gloves uphold that tradition. A single-layer fabric means sweat doesn’t get trappedeasily, although being thin, they’ll start to getnippy as temperatures dip. Features includetouchpad-swipey surfaces on the index fingersand grippy silicone sections, and we’re happyto find elongated cuffs. Water-resistant but notwaterproof, neither heavy nor too light and withmoderate padding, there’s little to offend. Nothingmassively stands out either, which is ironic givenAlé’s disposition for ostentatious colouring.paligap.cc

MadisonElement£20These gloves will suit riderswho subscribe to a less-is-moreattitude. It’s a philosophy thatgoverns both the amount ofpadding available (very little),and the construction, which isextremely simple. The relativelyspacious cut is both comfortableand dextrous. The extendedVelcro-free cuff is speedy topull on and off while neatlybridging the gap between gloveand jacket. There’s enoughinsulation to keep the worstof the windburn off, althoughthe sides of the fingers can feela little breezy. Unless you’rebuying these especially forthe touchscreen-compatiblefingertip, which proved tobe ineffective, we’d happilyrecommend these.madison.cc

dhb Windproof£20These sturdy gloves are a little tight for podgyfingers so consider going a size up. Made of fairlyunyielding fabric, they’ll take a few rides to mouldthemselves to your hands, but once broken in, thefit remains slender thanks to their multi-panelconstruction. Although we’re not always fans ofVelcro closures, we’ve no specific gripes herebeyond them being another thing to fiddle with.We would, however, have preferred longer cuffs toshut out any draft between the top of the glove andthe end of your jacket. Whether you get on with thechunky padding is down to personal preference.wiggle.co.uk

Caratti Mid Season£25Originally a distributor of high-end Italian brandsin the 70s, Caratti is forever linked with the idea ofcrochet-backed cycling mitts in the minds of oldercyclists. These intermediate weather options aremostly made of windproof material with additionalpadding on the palms. By contrast, the thumb isconstructed of a towelling-type material forming asnot wipe – while the back of the glove will hold offthe rain, it’ll seep through here. Cut on the fingersis boxy, but they’re still a good choice for the price.caratti.cc

Endura Windchill£26The attention to detail and multi-panelconstruction belies their relatively low cost. Whilethe fabric used on the uppers does a good job ofdeflecting wind-chill, there’s not much additionalinsulation to cover the back of your hand. This willsuit warm-blooded riders better than those whosuffer with the cold, although both will appreciatethe enhanced breathability and dexterity.Strangely, the palms have more insulation than theuppers, along with some additional gel padding.Unless you’re sold on finding a glove with anunadorned palm, we’d happily recommend these.endurasport.com

Pearl Izumi Cyclone Gel£35We’re wary of gloves that promise lots of features;the more they pack in, the higher the chance ofsome element niggling. It’s the same attitude wetake to padding. On both accounts, the Cyclonesconfounded our preconceptions. Although chunky,the gel pads fell exactly where we would haveplaced them, the touchscreen fingertip workedflawlessly and the multi-panel construction fittedsnugly. Despite their low bulk, fingers made ofwind-resistant material keep digits toasty.madison.co.uk

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Autumngloves


Giro Blaze£30These lightly insulated gloves are only a step awayfrom a summer full-finger, so there’s little materialbetween you and the handlebar. There’s none ofthe clumsiness that comes with warmer gloves, sothese will suit anyone who needs dexterity. Theywon’t keep your hands as warm as others on testbut depending on your circulatory system, you mayget through autumn without resorting to anythingbulkier. Lack of barrier fabric helps them remainbreathable, although they’ll soak when it rains.zyro.co.uk

Altura Night VisionWindproof£30With their high-vis commuter-style looks, wewere keen to see how these gloves performed onmore athletic rides than our regular trundle towork. Constructed of windproof fabric, they’rerobust without being bulky, thanks to a cleverergonomic construction. The palms feature subtlepadding while the underside is covered with tactilesilicone grippers. Despite not being marketed aswaterproof, they’re untroubled by showers andwith a liner glove will happily serve into winter.altura.co.uk

Proviz PixEliteWindproof£40Proviz’s USP is adding astonishing visibility tootherwise innocuous sports equipment. ThePixElite fabric on the back of the gloves is coveredin tiny, highly reflective dots. When hit by a car’sheadlight, it lights up – perfect for signalling.The gloves themselves are nothing special, withsnugly fitting Lycra cuffs and moderate padding.We’d be happy at £20, so that leaves you to decidethe value you attach to added visibility, which,although impressive, still leaves them feeling dear.provizsports.com

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Thermal and windprotection Technical fabricsthat keep the elements out butlet your hands breathe too.Long wrist-cuffs to stop

the wind wriggling itsway up your sleeves.

Snot patches Absorbentmaterial to mop yourglowing brow and to keeprunny noses in check.

Reinforcingat areas thatsee the mostaction,around thethumb andacross thebase of thefingers.Grippy

palmsA tackysurface formaintainingcontact withthe bars evenin the wet.

Minimal seamsA smooth lining toprevent rubbingor chafing.

Smart fingers Finger padsfor optimal #instagram andsmartphone operations.

Gel padding to helpabsorb the shocks ofthe road and preventpins and needles.

WhattolookoutforwhenchoosingcyclingglovesHANDY GUIDE


Craft Storm£32A firm favourite among theBikesEtc team since firstappearing way back in our firstissue, we were excited to seehow the Swedish brand’s glovesstacked up against this season’scrop of highfalutin newcomers.Expertly cut and made of thinsoft-shell fabric that combinesexcellent water-resistance andwindproofing with low bulk,these are a seriously dexterouspair of gloves, somethingenhanced by the total lack ofpadding on the palms (insteadthere’s a silicone print that givesa decent grip). Neoprene cuffsare close fitting to keep out therain but never feel restrictive.Stealth black looks are offsetby a slim strip of reflectivepiping across the wrist – andthe towelling pad on the thumbactually works as a nose wiper.craft.se

Outeredge Windster£15Thin, simple and cheap, these gloves will suitriders looking for a minimum of padding. Withtops made from wind- and water-resistantfleece-backed fabric, they’ll keep the worst of theelements off. Covered in grippy logos, the palmsare constructed from material that feels similar tothe uppers but without its barrier-like properties.Along with stretchy panels down the fingers, theseadd breathability. The cut may be simple but theirlow bulk helps guarantee a close fit.todayscyclist.co.uk

Polaris RBS Windgrip£25The nimblest glove on test, the Windgrip managesthis impressive feat by employing a stretchy Lycrapalm, which makes them even less restrictivethan the average thin summer mitt. On the flipside,even as fans of minimal padding, we found the lackof cushioning disconcerting and wouldn’t fancyputting abrasion resistance to the test on a tumble.Overall, fit is good with the exception of the roomycuff. Fabric is breathable, although combined withthe palm, these are for cool, not glacial weather.polaris-bikewear.co.uk

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Watching a frozen andbedraggled peloton slogthrough the rain from the

comfort of your sofa is one of cyclingfandom’s guilty pleasures. If you’vethe motivation to rouse yourselffrom the couch and go out into theelements, chapeau! However, if thesky looks foreboding, you can takeone precaution the pros can’t andstrap on some mudguards. Dorkythey may be but you can bet thedomestiques in the bunch would beusing them if they were allowed.

You’ll not only be doing yourselfa favour. A face full of spray from therider ahead may be the impetus youneed to stop wheel sucking, but onwinter group rides, mudguards aregood manners. Your bike will behappier too as it’s not just peoplethat suffer when blasted with water.Mudguards reduce wear to yourbrakes, headset and front derailleur.Here are six to fit allcomers.

There’s no need to fear the wet with a road-bike fender – and what’s more, they’re a statement of politenessMUDGUARDS

Crud Roadracer Mk2£30These full-length mudguards are sveltethanks to their unique floating design.Instead of relying on rigid stays to holdthe blades in place, they employ smallbrushes that run alongside the rims.These centre the guards and althoughthere’s some contact between fenderand wheel, any additional noise or dragis imperceptible. Built from numerouspieces, initial set-up can be fiddly and

you’ll need decent clearance betweenbrake and tyre. Once in place, we got thewheels spinning freely, although the fixedsizing means they may not play well withdisc brake-equipped frames. Out in thewild, they have a tendency to shift out ofposition causing them to rub. You’ll alsowant to keep an eye on the fixings lest youstart to shed bits along the roadside.madison.co.uk

Genetic CarbonStay Micro Fender£47.50Weighing a scant 72g, it’s pretty obviousthat this miniature fender isn’t going tooffer anything like the coverage of theothers on test. It is designed to interceptthe arc of water coming off your rearwheel at exactly the spot where it wouldbe aimed right at your lower back. Thecarbon spar holding the fender itselffits under the quick-release skewer andadjusts via a series of reassuringly securepivoting ball joints. It’s fairly easy to installwith a few turns of an allen key. Once inplace, it’s rattle-free and certainly lookscool – the glorious lines of your bike arebarely affected – but there’s no escapingthe fact that almost £50 is a seriousinvestment. However, once adjusted,it blocks a surprising amount of spray,more than an under-saddle mini fender,but still less than anything else here.ison-distribution.com

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SKS Raceblade£38German manufacture ensures theRaceblade is robust enough to enduremany winters before disintegrating.Tough steel stays, nylon fixings andadditional fittings for aero fork bladesmean they’ll fit most frames. Affixed viastretchy rubber straps, they’re easyto set up but still benefit from beinglashed down with additional zip ties forabsolute security. Once wrestled into

position, you’ll also need to pin the bladesto the stays with the included screws.Although they’re truncated at the brakecallipers, the protection offered is almostcomparable to full-length mudguardsthanks to the elongated rubber gaiters,although the lack of coverage betweenthe rear brake and chainstays meansspray may find its way to your ankles.zyro.co.uk

Topeak Defender RC1/RC11£26Having installed a clever little grommetinto the back of your fork crown wherethe brake bolt sits, Topeak’s Defendermudguard, made of high-impact-resistant plastic, snaps on and off inseconds. Perfect if you’re too vain to leaveguards on your bike when the weatherturns less threatening. While the frontguard will mitigate the worst of the spray,don’t expect its miniature size to offer

anything like the coverage of a longeralternative. You’ll still end up with wetfeet. The less sleek-looking rear guardis more effective, fending off spraythrown by the rear wheel and preventingyour back becoming striped. It won’t domuch to protect your bike or any ridersfollowing behind, though. However, apolished underside makes cleaning easy.extrauk.co.uk

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ETC Trekking Quick Release£27Lots of different points to adjustmeans getting these guards into theright position is easy, but having themstay there is an entirely differentmatter. Although visually similar to thealternative from SKS, they’re less securein their mounting – the tapering profileof most fork blades presents a particularproblem and causes the front guard toannoyingly shuffle downwards during

use. Coverage is also less than onsimilar-looking devices. In the Trekking’sdefence, they’re not going to break thebank and they won’t steal too much ofyour time to set up, although once on thebike, keeping them on the straight andnarrow requires constant fiddling. Notideal when, in your mind, you’re makinga break from the pack.todayscyclist.co.uk

Axiom Rainrunner 360 Reflex£38A standard set of full-length mudguards,it’s the addition of four ‘axle runners’that allow these to fit bikes withouttraditional eyelets. Like all conventionalguards, you’ll get excellent coverageand steadfast fixing, although at 40mmwide, you’ll need a frame with ampleclearance and fixing points on the back ofthe fork and seatstay bridge. Sandwichedbetween the quick-release skewer and

frame, the axle runners are securelyanchored, albeit at the cost of slow wheelchanges. The blades feature reflectivestripes to boost visibility. Fitting andadjustment are painless, while multiple-fixing points and nyloc hardware meanthere’s little chance of movement. Theywont fit many racier bikes but if they fityours, these are a sound choice.paligap.cc

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The first real direct drive“The Tacx NEO Smart is the ideal trainer: widely compatible with multiple devices and software, no sound,no maintenance and above all extremely powerful and accurate. After experiencing it in the Tour de France I

definitely want it to become my standard training equipment as it is the best fit for my needs.”Alberto Contador

Distributed in the UK by Fisher Outdoor Leisure www.fisheroutdoor.co.uk

Lezyne Roll Caddy£16Thanks to its Velcro strap, this can eitherbe popped in a jersey pocket o rstrappedbeneath your saddle. It opens out toreveal five pockets, one of which iszippered for change or fiddly items suchas chain links. If all you’re carrying is aphone and cash, it folds up neatly, but willexpand to take an inner and multitool. Thenylon outer means it will survive abuse.upgradebikes.co.uk

As the leaves on trees turn to brown, it’s the timeof year that you start to notice your jersey pocketsswelling as you roll out. Spare arm warmers, gilets

and gloves fight for space next to inner tubes and energy gels.To stop your personal essentials – phone, keys, cards, coffeemoney – getting bashed or soaked from spray, a wallet or pouchis the answer, and we’ve tested a number of cycling-specificones. Which will be the one to put your money on?

POCKET POUCHESJersey pockets aren’t the best places for keepingphones, money and cards. You need one of these…

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Bellroy ElementsPhone Pocket Plus£89Bellroy suggests that its Phone Pocketrepresents an upgrade from using afreezer bag. As upgrades go, it’s likemoving from Ryanair to your own Learjet.Made of all-weather leather, it can fitan iPhone 6 Plus, has separate sectionsfor cards, keys and cash and a water-resistant zip. Beautiful but pricy.bellroy.com

Capsular P1£20When this hard-shell case turned up, wethought, ‘One that’s actually waterproof!’Alas, there are no such claims from themanufacturers, although when we ranit under a tap for 30 seconds, nothingseeped in. It’s one of the bulkier pouchesbut withstands being dropped betterthan most and so should keep your itemswell protected from weather and bashes.capsular.myshopify.com

RaphaEssentials Case£45Classic Rapha: stylish and not cheap. It’sa leather case that will fit a phone, has aseparate sleeve for cards/money and youcould even squeeze in a multitool. Leatherwill keep out all but the worst conditions,although the zip makes no claims to beingwaterproof. It’s a lovely item and, next tothe Bellroy case, starts to look a bargain.rapha.cc

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SyncrosSpeed Ridewallet£15This pouch has the most pockets in ourtest. Of course, it helps if you have allthe right items to fit the pockets, or theybecome redundant. Your phone and cashgo in a plastic sleeve, so they’re protectedfrom rain, even if tools aren’t. A neatpouch, but if you prefer to keep tools ina saddlebag, it’s merely a phone holder.scott-sports.com

JET Roll IIISupersonic£30JET started by taking a tool roll andmaking it conducive to carrying cyclingessentials. The focus is on organisationmore than protection. It’s not the bestoption for carrying a smartphone, nor isit particularly weatherproof, althoughthe material is pretty robust.justenoughtools.com

VeloPac PhonePac£6Phone packs don’t come more basic:a plastic pouch with a squeeze-togetherseal. Big enough to take the largestphones, the updated seal is durable butcondensation gets in and the edging isn’tthe strongest. They won’t last but arecheap to replace. There’s a large range ofdesigns; if you order 100 or more, you cancustomise with your own image.wildoo.co.uk

Evoc Phone Case£18Anything that says ‘Engineered inGermany’ is off to a good start when itcomes to protection. A soft but toughexterior is combined with a zip whichalmost disappears when done up, makingthe case light but water-resistant. Thereis room for keys, a multitool and phone,while a Velcro strap lets you attach it to abelt. It’s a simple design that works well.silverfish-uk.com

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Pocpac iPac 3XPhone Pouch£9There aren’t many frills but that keepsthe Pocpac light. The water-resistantcase is touchscreen-friendly, so you canuse your phone without removing it, andthe window on the rear lets you use thephone’s camera. It has a robust zip andsimple internal divider: rather effective.thepocpac.co.uk

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The onward roll of technologymeans most modern bike lightsare small, bright and often

blindingly expensive. While dazzlingCree LEDs pumping out hundredsof lumens are very cool, it’s possibleyou’d rather not break the bank– or fry the retinas of other roadusers. We’ve rounded up 10 sets ofcommuter-friendly lights, all £35or under, that are bright enough tokeep you safe on the road at night butwon’t leave you bankrupt.

Our test comprises a mix ofUSB-rechargeable and battery sets. While apair of Duracells might seem an old-fashioned way to power your lights, thesemodels can often represent better valuefor money, tend to last longer before theyneed replacing/recharging and can betopped up easily if they should die whileyou’re out riding. On the other hand, theconvenience of USB charging means it’seasy to keep your lights topped up simplyby plugging them in to your computer whileyou’re at work. Take your pick…

Can you cut the budget without cutting safety and performance?We tried 10 sets of affordable lights to find out

ECONOMYLIGHTING

PDWSpaceship 3&Radbot 500 Set£30We were quickly won over bythese lights despite their chunkysize and dated looks. The half-watt Radbot rear LED, whichruns on two AAA batteries, isseriously bright and the cleverlens design means it blasts outthe levels of light we’d usuallyassociate with more pricyalternatives. The integratedreflector may be the sort ofthing usually found on shopperbikes but it adds visibility evenwhen the light isn’t operating.The hefty front Spaceship 3,which uses a pair of AAs, strapson readily and also kicks out anabove-average beam.paligap.cc

Topeak RaceCombo£25Although slightly chunkierthan some other lights usingslimline CR2032 batteries, theseare still nicely put togetherwith the entire face of the lightacting as the on/off switch. Heldin place by a stretch rubberband, they’re secure once on,although you’re limited to usingthem on the handlebars orseatpost. Easy to operate evenwith gloved hands or frozenfingers, they’ll throw out ajust-about-acceptable amountof light, although they’re out-performed by most of the otherson test, leaving us feeling a littlevulnerable out on the road.extrauk.co.uk


They look like children’s toysor fireworks, which is quitecharming in somethingas mundane as bike lights

Knog Pop II£19 front £14 rearThe budget option in Knog’slighting line-up, these arepowered by AA batteries andlook very much like children’stoys or fireworks, which isquite charming in somethingas otherwise mundane as bikelights. Running at full gas, thetwin front lamp’s 35 lumensdwarf the output of the tail-light.It’ll just about light your waydown a dark alley, but it eatsup batteries, meaning you’rebetter saving the high beamfor special occasions andkeeping it in economical flashmode the rest of the time. Theintegrated silicone straps areeasy to fix and secure oncefastened. Both lamps benefitfrom additional side visibilitythanks to illuminated panels.todayscyclist.co.uk

Lezyne KTVDrive Pro Set£35As we’ve come to expectfrom Lezyne products, theKTV lights are reassuringlysturdy, designed to copewith the rough and tumble ofeveryday use, in all weather.With 70 lumens output at fullpower, the front light has sixsettings to optimise brightnessversus run time, while therear has three settings andis decently bright despite amodest-sounding seven-lumenoutput. Both are mounted eitherwith the integrated belt clip ora sturdy silicone rubber strap,and removing the rubber endcap reveals an integrated USBplug for charging (no cablerequired). We found it trickyto fit them into computer USBports, but that’s a minor niggle.upgradebikes.co.uk

ETC SuperBright &TailbrightDuo Twinset£25Employing two exceedinglybright half-watt bulbs, theTailbright is the most powerfulrear unit on test and the frontis fairly punchy too. Runningon five AAA batteries betweenthe pair, the lights themselvesare of decent enough quality,but are let down by the bracketswhich feel insubstantial, arefiddly to fit and come with abaffling array of shims. Giventhe rear light’s diminutive sizeand weight, the lack of a beltclip – which would allow you toattach it to bags or clothing – feelslike an oversight. Good lights letdown by sub-par fixings.todayscyclist.co.uk


FWE LEDLight Set£20Evans Cycles’ own-brand lightsare the definition of cheapand cheerful. The front light issurprisingly lightweight evenwith its two AA cells inside,though we suspect the thinplastic shell might not withstandknocks too well (we avoideddropping it during testing tobe on the safe side). The on/offswitch is a little temperamentaltoo, but this is a decent light withan impressively bright claimed100-lumen output on full power,plus low and flashing modes.The 20-lumen rear light takestwo AAA cells and offers thechoice of a belt clip or adjustableseatpost bracket fitting.evanscycles.com

LifeLineUSB LEDDoubleBeam LightSet£30These lights from Wiggle’sin-house accessory brandhave been a favourite in theBikesEtc office for some timefor their good value, sturdinessand ease of use. Their USP is theindependently operated twinLEDs, each with three settings(high, low, flashing), giving youloads of options for how to usethem, with a mix of on or off,steady or flashing. With bothbeams on full, the front puts out80 lumens, so is bright enoughto see by, as well as for beingseen, while the rear offers 30lumens. Both will keep going fora good while between charges.wiggle.co.uk

Guee TadpoleLight Set£33Tadpole is an appropriate namefor these, with their integratedsturdy rubber strap acting asthe ‘tail’ on the svelte body of thelight. Despite their diminutivesize, the four LEDs in both frontand rear are impressivelybright, though not really brightenough to see your way on unlitroads. But fitting or removaltakes mere moments, sothey’re a great choice to carryas emergency get-you-homelights. The USB charging ports,often a weak spot in lightswhere water can get in, areneatly tucked under the strap,so well protected from theweather while riding. Run timeis up to a claimed seven hourson flashing mode.i-ride.co.uk


USB chargingports, often

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TO FLASHOR NOTTO FLASH?

There are good reasons forhaving your lights blinking.Many riders believe that having

flashing lights on your bike makes youmore noticeable to other road users.Another argument is that the batterieslast longer in flashing mode comparedto using a constant beam. In the past, thefilament in a light would need to heat upand then cool down to create a flashingeffect – an energy-inefficient process –but with LED lights, flashing mode candouble the output time for a light.

However, there are good reasons notto flash. If you ride in a group at night,the unwritten rule is that your rear lightshould be kept on constant. For the riderbehind, staring at a flashing red bulb foranything more than a few seconds isenough to send them into an optical spin.

Until recently, it was actually illegal tohave flashing lights on a bike. In 2005,British law was changed to allow cycliststo use flashing lights, however they mustconform to strict regulations that state:■ If a light is capable of emitting a steadylight then it must conform to BritishStandard BS6102-3, even if used inflashing mode.■Purely flashing lights are not requiredto conform to BS6102-3, but the flashrate must be between 60 and 240 equalflashes per minute (one to four persecond) and the luminous intensity mustbe at least four candela. (A candela isa unit of light intensity.)■The Highway Code says that‘flashing lights are permitted but it isrecommended that cyclists who areriding in areas without street lighting usea steady front lamp’. We say flash if youwant to, just be wary of dazzling others.

It’sadebatethatdividesnightriders–-shouldyouhaveyourlightsflashing,orkeepthemonconstantbeam?

ReviewsEtc

Lightsetsunder£35

Blackburn2’fer£17 eachThis clever little light doesn’tcare whether it’s coming orgoing. That’s because at thepush of a button, it can switchbetween red or white. Althoughthey’re happy enough strappedto a handlebar or seatpost,their rubber strap can alsobe detached to reveal a beltclip, so they’re also perfect forattaching to bags or helmets.Just about bright enough tobe a sole light, they’re idealfor supplementary visibility.Charging via a micro USB,they’ll last for up to five hoursbefore needing to be plugged in.Coloured indicator lights let youknow how much juice is left.zyro.co.uk

Cateye Loop 2£20These tiny lights are barelyany bigger than the integratedrubber straps that attach themto the bicycle. Powered by apair of CR2032 button cells,the amount of light thrown outisn’t huge, although the profileof the lens means they remainvisible from wide angles. Thediminutive micro switcheson the lights can be fiddly anddon’t lend themselves to beingoperated while rolling. On theother hand, they’re unlikely toget turned on accidentally inyour bag. The rubber strapscan be fussy to take on and off,particularly on oversize barsor seatposts, although once inplace, they won’t come off.zyro.co.uk


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Passport Fastpass£7 Weight: 106gBeing the cheapest on test, we can forgive this toolits slightly chubby size and weight, especially whenit comes with a bottle opener to help you crack intosome post-ride refreshment. The short, wide bodymeans there’s not the leverage of other options butthe elongated bits go a long way towards makingup for this. There are nine tools, ten if you count thebottle opener, which is a virtual smorgasbord inthis test. Allen keys 2-6mm (including 2.5mm) areincluded, as are a Phillips and flathead screwdriverand a T25 Torx. It looks like it probably comes fromthe same factory as the Super B (below) so it wouldhave been nice to see a spoke key too. Not thatwe’re complaining – there’s enough change froma tenner to get a bottle of beer for that cap opener.ison-distribution.com

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Super B TB-9870£12 Weight: 121gNestled between the parallel racks of folding toolsis a push-on 8mm allen-key adaptor that meansthis is one of the few micro tools that will let youchange most pedals or crank bolts. Cunningly, it’smagnetic so it stays in place, although we can stillimagine it going missing in a bag. Cut into the endof the housing is a spoke key that’s surprisinglyagreeable to work with (assuming it fits yourwheels). There’s one either side of the tool butboth are the same size, which feels like a missedopportunity to cram in an additional function.There’s no Torx key, which is a shame given theincreasing use of Torx bolts on bikes. Allen keys2-6mm are present (including 2.5mm), as are aPhillips and flathead screwdriver.todayscyclist.co.uk

If you don’t fancy a long walk to thenearest train station the next time yourbike malfunctions, you should probably

take some tools with you. However, the chancesare you’re more likely to be changing a puncturedinner tube or fiddling with your saddle height than

attempting to repair a broken frame, so a full setof ratchet spanners and a brazing torch might beoverkill. With space in your pockets at a premium,we’ve selected eight stripped-back minitools thatpack in just the essentials, while keeping size andweight to a minimum.

Tools so tiny you’llforget they’rethere… until youneed them

MINITOOLS


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Pro 8 FunctionMini Tool£18 Weight: 83gIngeniously, Pro has managed to squeeze an8mm allen key into the slimline aluminium bodyof its minitool. It’s not really an allen key, but a flatblade that will fit into the same space as an 8mmallen key. It may struggle to remove the mostrecalcitrant of pedals, but it’ll certainly tighten aloose or squeaky one. The rest of the space is takenup with allen keys between 2-6mm (including2.5mm) and a Phillips screwdriver. There’s noflathead or Torx key, which is either irritating orirrelevant, depending on the type of bolts yourbike has. It’s nice to look at, although we did findthe shiny silver tool bits a little on the soft side, soit pays to avoid being too heavy-handed.madison.co.uk

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M: Part MT8£10 Weight: 62gIncredibly svelte, this low-profile mini tool isunlikely to trouble the lining of your jersey ifpopped in the pocket. Constructed entirely fromsteel, it still manages a fairly meagre weight (62g)due to its diminutive size, and includes the usualfavourites: 2.5-6mm allen keys; T25 Torx; andPhillips and flathead screwdrivers. While lackingthe sharpest edge, none of the eight bits showedany inclination towards rounding off during ourtesting. The bits are just long enough to not makeworking on the bike a chore, there’s also enoughleverage for most common cycle maintenancetasks. A key ring would have been a nice addition– but it’s small and slim enough that you couldprobably even slip it into your wallet.madison.co.uk

Rating

RANGE

SIZE

TOOL QUALITY

9OVERALL

10

Topeak Mini 9Pro Carbon£30 Weight: 73gWith its rounded carbon body, the Topeak is as nicean object to hold as it is to look at, but then againit should be for £30. The bits are all of a decentlength for fiddly jobs and are made of quality metalthat should remain sharp for years. There are fiveallen keys – 2-5mm – plus a T25 Torx and Phillipsscrewdriver, although no flathead. The back ofthe tool houses a robust, plastic folding tyre lever,while the compartment door forms a second lever;because it’s metal, we wouldn’t trust it on fragilerims. Excellent ergonomics and a comfy fit in thehand mean that there’s a surprising amount ofleverage. If you can live without a chain tool, thiscould easily become your everyday carry.extrauk.co.uk


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AC

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LSIZE

AC

TUA

LSIZE

AC

TUA

LSIZE

AC

TUA

LSIZE

AC

TUA

LSIZE

BESTVALUE

Park Tool AWS-13£12 Weight: 51gThis key fob-sized tool gains instant kudos forlooking exactly like a miniaturised version ofPark’s standard workhorse multitool. Thesignature blue housing seems to be exactly thesame as on its bigger siblings and is easily stiffenough to exert a decent amount of leverage onthe surprisingly comfortable body of the tool.The bits themselves aren’t quite of the usualPark quality but still better than many. With onlyfive tools on offer, some serious rationalisationwas always going to be necessary but with thethree most common allen keys (3-5mm), a T25Torx and a flathead screwdriver that also doublesup for jimmying apart stuck disc callipers, they’dbe our top-five picks anyway.madison.co.uk

Rating

RANGE

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7OVERALL

10

Axiom Tweak 8£10 Weight: 48gTaking up about the same space as a couple ofpound coins, this microscopic tool comes witha loop to attach to your keys, meaning it’s alwayswith you. As well as being handy out on a ride,you’ll soon find yourself using it for all sorts onnon-bike-related jobs. Despite its diminutive size,it still packs in eight tools (2-6mm allen keys, T25Torx, flat and Phillips screwdrivers), all of whichare rendered in decent-quality chrome vanadiumsteel. Regardless of what they’re made of, though,you’d struggle to round them off due to the lack ofleverage, which is the tool’s main downside. It’sfine for small jobs, but unless you’ve got fingersof steel, you wont be shifting any seized saddlesor loosening any chainring bolts.paligap.cc

Rating

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SIZE

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6OVERALL

10

JetBlack Multi Tool 6£11 Weight: 75gThis tool makes up for its relatively limitedselection of functions and comparatively spaciousdesign by being very straightforward to use.Good length to both the body and the bits makesgetting purchase easy, while the machined alloyfaceplates look good and provide plenty of control.The bits themselves – allen keys 2-5mm, T25 Torxand Phillips screwdriver – are made of particularlytough steel and have neatly chamfered edges.They should resist burring or rounding offregardless of how roughly you treat them.Although the JetBlack isn’t as petite as someminitools, we were fan sn evertheless. Simple,uncrowded by superfluous add-ons and of adecent size, this is an ideal tool for everyday use.chickencycles.co.uk

Rating

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SIZE

TOOL QUALITY

8OVERALL

10


#COACHEFFECTFITTER+HEALTHIER+HAPPIER

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f you believe Mick Jagger, you’llaccept that you can’t always get whatyou want. But it’s only a half-truth.Road bikes vying for your attention in

the rabidly competitive just-above-a-grand pricerange can often employ top-class framesets hungwith mix-and-match groupsets, or excel in theirmoving parts but disappoint with sluggish framesor weighty wheels. So we’ve brought together fourbikes from big brands to see whether you really do

£1,300 road bikesAt this price point some brands will offer a cheap frame with great components, while others may present a greatframe specced with cut-price gear. Can any of them deliver both? BikesEtc puts some big names to the test

IWORDS MARC ABBOTT PHOTOGRAPHY JACQUES PORTAL

need to compromise at this end of the market.Trek’s £1,300 Émonda S5 isn’t the out-and-

out climber its moniker suggests – it’s a sensiblyspecced carbon all-rounder with a full Shimano105 groupset. Our other carbon bike, Giant’s DefyAdvanced 2, costs £1 less, employs disc brakesand mainly 105 equipment, hung on a frame ofproven quality. But at this price, you’d be madnot to consider aluminium. Specialized’s £1,200Allez Comp combines hydro-formed tubing and

clever frameset construction methods with arich heritage and an array of differing groupsetcomponents. While Vitus has fitted disc brakesto its alloy Zenium SL Pro for 2016, and offers afully Shimano Ultegra spec bike for a remarkable£1,350. So where’s the catch?

To find out which of these four bikes providesthe best overall package with the least possiblecompromise, we subjected them to the usualexhaustive BikesEtc test protocols.

SPECIALIZED ALLEZ COMPSMARTWELD £1,200

GIANT DEFY ADVANCED 2£1,299

TREK ÉMONDA S5£1,300

VITUS ZENIUM SL PRO DISC£1,350

BIKES ON TEST


THE OVERALL RATING FOR EACH BIKEIS BASED ON THESE ELEMENTS…

COMPONENTSWe rate components out of 20, based ongroupset and finishing kit – great bars andstems will be marked down if they’re thewrong size for the frame.

FRAMEOur in-house testing questionnaire ratesframes out of 30, based on geometry,on-road feel, stiffness, compliance, finishand intended use.

WHEELSWe rate the wheel and tyres package outof 20, weighting it towards the wheels:tyres come and go but wheels are a moreexpensive element to replace.

THE RIDERated out of 30, we take into account ridequality and also value – does the bike dowhat we expect of a bike at this price? Thebest exceed expectations.

HOW WE TESTWhen it comes to testing bikes, wedon’t take anything the manufacturerstell us as gospel: the first thing we dowhen a new bike arrives is to take itsmeasurements and compare our findingswith the geometry stated. We alsocompare the spec with what is advertised– has anything changed?

With the seat and bars moved intoroughly the correct positions, we headout to ride a few laps of our local park loopto fine-tune the set-up before the first bigtest ride. Bigger rides consist of short,sharp climbs, longer seated efforts,descents and a variety of road surfaces.

Every aspect of the bikes’ handling andperformance is assessed and scoredaccording to our detailed criteria, and thenthe bikes are passed around the team foran all-important second opinion. Finallythose opinions, scores and measurementsare collated into the comprehensivereviews you’re about to read.


ReviewsEtc

£1,300roadbikes


GEOMETRYClaimed Measured

Top tube (TT) 538mm 532mm

Seat tube (ST) 480mm 475mm

Down tube (DT) 622mm

Fork length (FL) 368mm 370mm

Head tube (HT) 120mm 120mm

Head angle (HA) 73° 72.2°

Seat angle (SA) 74° 73.4°

Wheelbase (WB) 972mm 973mm

BB drop (BB) 72mm 71mm

Weight 8.22kgSize tested 52

BB

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ST

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Specialized AllezComp Smartweld £1,200

About the bikeThe Specialized Allez has beenaround in one form or another since1981. For 2016, the Allez Comp headsa smaller range, with the statedintention of providing a responsiveand compliant ride that’s as at homeon a 100-miler as it is in a criteriumrace. Equivalent frame geometry toSpecialized’s race-proven bikes,allied to a stiff front end and theinherent sharpness of an alloy framecould help it live up to this promise.Its spec makes it ripe for upgradingas your riding improves, but is it toomuch of a compromise as it stands?

Thisbudget-consciousalloyracerisalwaysahit


The frameSpecialized’s Allez Comp Smartweld frame isconstructed from E5 aluminium, incorporating(as the bike’s name suggests) clever weldingtechnology. Its hydroformed top tube and downtube are rolled at their ends, before being weldedinside a forged 120mm head tube (easily theshortest on test). The idea is that the rolling of thetubes at this junction creates a stiffer front end,

while retaining the lightest possible overall weight.The FACT carbon fork is the same as you’ll find onthe firm’s high-end S-Works models. With a sharphead angle and a relatively short wheelbase, thenumbers promise race-ready agility rather than aleisurely cruise. Although 2mm shorter betweenthe wheels, this bike shares much of its geometrywith Specialized’s more readily raced S-WorksTarmac, with identical head tube, chainstay and

fork dimensions. Of all the bikes we tested, theSpecialized’s frame is the most visually pleasing –a sumptuous, brushed alloy finish with pin-sharpdetailing and smooth welds all make this bikesomething to drool over. The question hangingover the alloy construction of this bike is whetherthe fork and seatpost are good enough to dampensome of the road buzz often more prevalent inmetal frames than their carbon counterparts.

SPECFRAMEE5 Premium aluminiumframe, Specialized FACTcarbon fork

GROUPSETShimano 105

BRAKESAxis 2.0

CHAINSETFSA Gossamer Pro, 50/34

CASSETTEShimano 105, 11-28

BARSSpecialized alloy

STEMSpecialized forged alloy

SADDLEBody Geometry ToupeSport

SEATPOSTSpecialized Sport alloy

WHEELSAxis 2.0

TYRESSpecialized Espoir Elite, 25c

CONTACTspecializedconceptstore.co.uk

ReviewsEtc

£1,300roadbikes


ComponentsSpecialized has fitted an FSA Gossamer Pro compactchainset to the Allez. It gives away a bit of weight to anequivalent Shimano 105 set-up, but in our experience it hasproved to be durable over time, if a little workmanlike in itsoperation. Married to 11-speed 105 shifters, with its gearcables running externally below the down tube, barreladjusters allow for easy adjustments on the go. An 11-28105 cassette gives the Allez an identical gearing range tothe Trek and Vitus bikes in this test.

Above the top tube, all you see is Specialized’s ownfinishing kit, and some of it is spot-on. The Body GeometryToupe Sport saddle is one of the most comfortable percheswe’ve ever used (we know top-level racers who won’t useanything else). The Specialized stem and compact barscombine with the short head tube to create an aggressiveriding position that some will love, but others may finduncomfortable on long days out.

The overall impression is that the components aredecent but could do with upgrading to match the frame.

WheelsThe Axis 2.0 wheelset is only available on Specialized bikes– you can’t buy them separately from a dealer – but they’dbe one of the first things we would upgrade. Our set, withSpecialized’s own Espoir Elite tyres, tipped the scales at2.98kg, which is pretty hefty, although they give theimpression of being highly durable. If the weight wasn’talready a sticking point, we also encountered some rubfrom the rear on the Axis rim brakes fitted to the Allez whenlumbering up some steeper climbs. Performance of thebrakes was more than satisfactory, however. Those Espoirtyres, although again not the lightest, proved puncture-proof throughout our testing, and offered surprisingamounts of grip, especially on damp roads.

The rideJust 10 miles into a 50-mile test loop, it’s already obviousthis frame is the stiffest, most purposeful of the bunch. Ithonestly feels as responsive as Specialized’s own Tarmacrace model. Sharing its geometry with the Tarmac alsocreates a head down, bum up riding position, perfect for

attacking corners, rather than rolling round them.Great if you’re a rapid rider; perhaps a little wearing forlong days in the saddle. Vibrations from the road areisolated to a degree by the excellent carbon fork, but noteliminated totally when riding on the hoods. The stiff alloystem might have something to do with that. The feeling ofconnection with the chainset that we experienced on theTrek’s 105 set-up isn’t there on the FSA unit, either. We couldsit on that Toupe saddle all day, though.

Although the groupset is a little mix-and-match, the AllezComp has all the makings of a reliable bike for year-roundriding. The frame offers a sound basis for a great bike; withsome sensible upgrades further down the line, this iscertainly a bike that will grow with you. With its aggressivegeometry it could even be the bike to start your race career,if you were thinking of taking the plunge next spring.

It’s no wonderSpecialized hasn’t painted

over its welds – they areas smooth and neat as

you’ll find on an alloy bike

Shimano 105 levers aremarried to an FSA GossamerPro chainset that adds atouch of weight but remainsrobust and reliable

Thegeometrycreatesaheaddown,bumuppositionforattackingcorners

High quality alloy with aracer’s geometry

FRAME

Decent kit but not at thelevel of the frame

COMPONENTS

Robust but heavy – ripe foran upgrade

WHEELS

Nimble and sporty, it begsto be ridden fast

THE RIDE

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Seat tube (ST) 462mm


Fork length (FL) 374mm





BB drop (BB) 72mm

Weight 8.45kgSize tested S

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Giant DefyAdvanced 2 £1,299

About the bikeGiant’s disc-equipped Defy Advanced2 is designed with endurance in mind;it’s a bike built to take on long days incomfort, while retaining the abilityto excite along the way. Claimed todeliver speed and control by way ofits relaxed geometry and mechanicaldisc brakes, its defining feature is itscompact geometry, with a slopingtop tube and tiny rear triangle, apingthat of the firm’s bikes first suppliedto the ONCE pro team in 1997. In thismid-range incarnation, we’reinterested to see if the componentslive up to the promise of the frame.

Taiwanesebehemoth’sall-dayendurancebike


The frameMade from T700 carbon fibre, the most noticableaspect of the Giant Defy frame is its steep top tubeleading to a compact rear triangle. The idea is that asmaller triangle is a stiffer triangle, so less energy iswasted when pedalling. To tune out any harshnessfrom the ride, the frame uses Giant’s flexy D-Fuseseatpost (so named due to its D-shaped profile). Atapered steerer combines with a super-fat 145mm

head tube to increase stiffness at the front end (thisinfluences how well the bike steers). The frame isidentical in material and construction to that foundon the high-end Advanced Pro range, albeit with adifferent paintjob. The longest wheelbase of any ofthe bikes on test hints that agility is not the Defy’sraison d’être, it’s designed for long-distancecomfort. That’s confirmed by a fairly shallow headtube angle, which means that the Defy is less likely

than the others to offer quick steering, but shouldhelp with overall stability. With all the cabling,excepting that of the front disc brake, internallyrouted, the overall impression is of clean lines andhigh-gloss finish. This impression is marred only bysnipped cable-tie fastenings attaching the brakecable to the left-hand fork blade. Although our testbikes came equipped with 25mm tyres, there’seasily clearance for fatter, comfier 28mm.

SPECFRAMEGiant Advanced GradeComposite carbon frameand fork

GROUPSETShimano 105

BRAKESTRP Spyre mechanical disc,160mm rotors

CHAINSETShimano RS500, 50/34


BARSGiant Contact alloy

STEMGiant Connect alloy

SADDLEGiant Performance Road

SEATPOSTGiant D-Fuse Composite

WHEELSGiant PR-2 Disc

TYRESGiant P-SL1, 25c

CONTACTgiant-bicycles.com

ReviewsEtc

£1,300roadbikes

RATING

OVERALL


ComponentsGiant has equipped the Defy Advanced 2 with Shimano 105shifters and mechs, which is a quality set-up. However, thechainset is a lower-spec Shimano RS500 on the groundsof cost. The Defy has the widest gearing range of any of ourbikes, with a lowest ratio of 34x32, suitable for even thesteepest of climbs. TRP’s Spyre mechanical disc brakesare used front and rear, and are about as good as it getswithout going hydraulic. The 160mm discs ensure hugeamounts of stopping power and are easy to fine-tune usingthe barrel adjuster. The seatpost is particularly easy toadjust thanks to its D-shaped profile – no more fiddling withone eye shut trying to get the saddle in line with the frame.

WheelsGiant’s own-brand PR-2 disc-specific wheelset has a 30mmdeep rim and rejects the bolt-thru axle approach taken todiscs by some manufacturers. Although generally acceptedto improve stiffness while reducing flex,bolt-thru axles(unlike a standard quick-release) require you to remove theentire skewer before removing the wheel. We encounteredno noticeable flex in these wheels; they’re solid. Which leadsus to their weight. With the rear 11-32 Shimano 105 cassetteattached (but skewers removed) they weighed in at 3.3kg.This did shed some light on their lack of urgency whensprinting for signs and there was a certain sluggishnesswhen seated climbing up steeper inclines. On the positiveside, Giant’s P-SL1 tyres, with front and rear-specificcompounds, are confidence-inspiring enough for rapiddescents and offered reliable performance in the wet, too.

The rideThere’s one star of the show here – the frame. The meatyintersection of bottom bracket and chainstays (which Giantdubs the PowerCore) provides a solid expanse of T700carbon that takes whatever you throw at it – standing-startsprint, time-trial effort, big-ring hill climb… The solidity ofconnection at the pedal stroke, aided by high, box-sectionchainstays, really is impressive. It adds exhilaration tocomfort on the Defy’s list of attributes. A 50-miler on iffytarmac highlights the compliance of the frame’s flat, wideseatstays and D-shaped seatpost in isolating road buzz, too.

The TRP brakes are an easily modulated set-up andmore than good enough in this package. Steering isaccurate; not lightning-quick, but definitely good enoughto inspire a gradual increase in cornering speed as wetravelled round our test loops. Stacking all the spacerson top of the stem got us in a more aggressive positioninstantly, and improved the feeling of connection in corners.And those bars are a deeply padded joy to hold, gloves or nogloves. However – and here’s the catch – if you’re planning ahilly sportive any time soon, you’ll find bikes with lighter andmore responsive wheels. It’s a shame that such an A-gradeframe can’t be matched by its components, but then ifeverything on this bike was as good as the frame, you’d beforking out around £3,000 for it. In short, great geometryand frame design is let down by sluggish wheels. As is sooften the case, it’s all about compromise.

Big 160mm rotors meanstopping won’t b ea

problem, even in thewet, but add to the

weight of the wheels

The vast bottom bracketshell ensures that yourpedalling efforts aretranslated efficientlyinto forward motion

Ifeverythingonthisbikewasasgoodastheframeyou’dbeforkingoutaround£3,000

The compact geometrymakes for a fast, stiff ride

FRAME

Quality brakes and a buzz-reducing seatpost

COMPONENTS

The low point of the build –heavy and slow to respond

WHEELS

A great partner for all-dayoutings rather than racing

THE RIDE

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Head angle (HA) 72.8° 72.9°

Seat angle (SA) 74.2° 73.1°




BB

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TrekÉmonda S5 £1,300

About the bikeWhen Trek launched its ultralightÉmonda range to an awestruckpublic last year, all the attention wasfocussed on the top-end ÉmondaSLR10, which claimed to be thelightest production bike in the world.Sadly it came with a heavyweightpricetag of £11,000. The Émonda S5we have here is the second rung onthe company’s 19-model range – builtto hit a more accessible price pointbut retaining the DNA and the exactgeometry, of the mountain goat-likeÉmonda SLR range-topper. But doesit lose anything in translation?

This105-equippedcarbonpackagepacksapunch


The frameTrek’s Émonda frame, in this guise, is constructedfrom 300-series OCLV carbon, which doesn’t offerquite the same stiffness-to-weight and verticalcompliance advantages of the top-of-the-range700-series, yet holds its head high in this company.The overall weight of 7.89kg for the S5 makes it thelightest bike in this test, even using this heaviercomposite material. Higher-spec models in the

range give you the option of choosing a moreaggressive ‘H1’ fit, or more endurance-specific ‘H2’geometry. The S5 comes only in an H2 version, witha tapered head tube 30mm higher than the H1, anda fractionally shorter seat tube. Retaining the samehead tube angle as the H1 geometry, the overridingsensation is of a more upright position, but not atthe expense of cornering agility, which this bike hasin spades. Trek’s use of 23mm tyres in this package

might buck the ‘wider is better’ trend, but there’seasily clearance for 25mm if you feel the need toupgrade. External cabling may not be as pretty asinternal, but it helps keep weight down and makeslife easier when it comes to making adjustments orreplacing cables later on. In all, it’s a far cry fromthe 690g all-singing Émonda SLR’s set-up, butfor £1,300, and on a bike equipped with a full 105groupset, it’s an easily digested compromise.

SPECFRAME300 series OCLV carbonframe, Émonda E2 carbonfork, BB86.5 bottombracket

GROUPSETShimano 105

BRAKESShimano 105

CHAINSETShimano 105, 50/34


BARSBontrager Race VR-C

STEMBontrager Elite

SADDLEBontrager Paradigm R

SEATPOSTBontrager alloy

WHEELSBontrager TLR tubelessready

TYRESBontrager R1, 23c

CONTACTtrekbikes.com

ReviewsEtc

£1,300roadbikes

RATING

OVERALL


ComponentsWhen it comes to groupsets, consistency is key. Often amanufacturer will mix and match parts to keep costs down,but Trek has gone the whole hog on the S5, with a completeShimano 105 groupset, right down to the chain andcassette. As you might expect, it’s a sure-fire hit. Ultegraand Dura-Ace might be lighter and slicker, but thedifferences are pretty small. A compact chainset allied toan 11-speed 11-28 cassette ensures a spread of ratios amplefor most applications, leaning toward climbing, but with ahigh enough top gear for blasting downhills.

In-house brand Bontrager’s bars and stem offer a goodfit and there is minimal flex in them, which is telling onrougher roads when vibrations make themselves known.A single, angled seat adjuster on the saddle helps to makefine-tuning position easy, too.

WheelsThe Émonda S5 rolls on tubeless-ready Bontrager TLRwheels – a £230 aluminium wheelset that should proveversatile in use. Offset spoke beads are claimed byBontrager to improve stiffness and stability, and ourimpression was one of all-day comfort and reliability. Theyproved stiff and impressed greatly when performing hillsprints. Overall, they’re a solid choice for this bike, offeringnot only a versatile platform wherever you’re riding, butalso the option to upgrade to tubeless tyres at a later datefor reduced rolling resistance.

Braking pressure of the 105 rim brakes on the TLR’s alloysurface was sharp when required, and offers decent levelsof control. The company’s R1 tyres also showed themselvesto be light and fast rolling, and the puncture protectionmaterial ensured our test rides were flat-free.

The rideOur test routes on rolling roads and the short, sharp climbstypical of the UK, proved revelatory. Don’t think of this bikeas an out-and-out climber like its big brother; consider it anall-rounder of the highest order, equally at home sprintingout of a valley as it is rolling in comfort for hours on end.The pedalling efficiency provided by a fat BB86.5 bottombracket and the feeling of assured front-end stiffness and

accuracy of handling promoted by the bulky head tubeand down tube give this bike a serious edge over mostat this price. It combines biddable cornering ability withdeceptively rapid progress, those 23mm tyres evenabsorbing the majority of road imperfections, too.

The S5 is the quietly-spoken new boy at school whoturns out to be a black belt in karate. Gear changes are assilky as you’d expect from 105 equipment, and the spread ofgears is more than adequate for most all-day rides. FromHardknott Pass to Crystal Palace crit circuit (yep, you couldrace this bike), the breadth of its talent truly surprised us.Niggles? There are some. A few millimetres of toe overlapfrom our hardly-clown-like size eight feet was troublesomeon occasion, and as we’ve already mentioned, the barsdon’t isolate vibrations from the road particularly well. Butoverall, this package gels very well indeed.

A full Shimano 105groupset, with no

compromises, meansshifting is crisp and

braking assured

Wheels are often the letdownin a build at this price point,but Bontrager’s TLRs provedto be stiff and light

Thesensationisofamoreuprightridingpositionbutnotattheexpenseofcorneringagility

Light and stiff with a blendof comfort and raciness

FRAME

Shimano 105 throughoutis always a vote-winner

COMPONENTS

Strong performers with anoption to go tubeless

WHEELS

Fast uphill, stable downhill,and comfy over long miles

THE RIDE

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Vitus ZeniumSL Pro Disc £1,350

About the bikeVitus’s widely lauded Zenium SL Prohas picked up disc brakes for 2016,and pulls off the pleasantly surprisingtrick of being on budget for this testwhile sporting a Shimano Ultegragroupset. Vitus claims the SL Pro’shydroformed aluminium frame issuperlight, and that its endurancegeometry offers a balanced ride thatreduces fatigue. It even has a frontbolt-thru axle to complement its160mm rotor disc brakes, toeliminate flex and further enhancehandling and braking performance.Can it really be all these things?

Ultegraanddiscbrakesatthisprice?It’strue!


The frameThe Zenium SL Pro’s hydroformed 6066 triple-butted alloy tubes feature an anodised finish thatVitus says is ultra-durable and weight-saving; wefound it marks easily and we’re not keen on thealmost rubberised finish of the decals. While thewelds are largely very tidy, the Vitus frame can’tmatch the Specialized Allez for quality of finish andglorious tactility. A T700 high-modulus carbon fork

with integrated tapered headset is aimed atremoving harshness from the front end andcontributing to assured handling. Gear cabling isexternal and the seatstays remain unbraced (discbrakes remove the need for a bridge betweenthem) to help dampen vibrations. Meanwhile, thebase of the seat tube flares as it meets the bottombracket, with the intention of adding lateralstiffness in this area to facilitate power transfer.

At first glance, the geometry looks to be acompromise between racy and endurance, whichshould keep fatigue to a minimum. And althoughthe Continental Grand Sport Race tyres fitted toour test bike are 25c, Vitus claims there’s clearanceenough to run 28s. What remains to be seen iswhether the frame can live up to the promise ofthe groupset, and if the steps taken to remove thenatural harshness of aluminium have paid off.

SPECFRAMETriple-butted 6066 alloyframe, T700 carbon fork

GROUPSETShimano Ultegra

BRAKESTRP Spyre mechanical disc,160mm rotors

CHAINSETShimano Ultegra 50/34

CASSETTEShimano Ultegra 11-28

BARSVitus compact 6061 alloy

STEMVitus forged 6061 alloy

SADDLEVitus

SEATPOSTVitus UD carbon

WHEELSFulcrum Racing 5 Disc;bolt-thru axle front, QRrear

TYRESContinental Grand SportRace 25c

CONTACTchainreactioncycles.com

ReviewsEtc

£1,300roadbikes


ComponentsNo, you’re not seeing things, the Zenium SL Pro is running afull Shimano Ultegra 6800 groupset (with the exception ofTRP’s excellent mechanical disc brakes, identical to thosefound on the Giant Defy Advanced 2, and a KMC chain). Thisis thanks to the unique business model available to direct-sell bikes; Vitus is one of internet giant Chain Reaction’sin-house brands. Unlike the Allez Comp – the otheraluminium bike in this test – the Vitus has a carbon seatpost,though sticks with alloy for the stem and handlebars. Theown-brand finishing kit is unexceptional, yet effective. Thebars are swept back slightly, bringing the hoods 10mmcloser than an equivalent compact road bar. This makesVitus’s choice of a 110mm stem (longer than usual on bikesthis size) a smart move. At the business end, there’s theubiquitous 50/34, 11-28 gearing combination, which makesit perfect for tackling Britain’s lumpy terrain.

WheelsFulcrum’s Racing 5 disc-specific wheels are secured by a15mm bolt-thru axle at the front and a standard quick-release at the rear. The benefits of a bolt-thru axle are thatit better resists the forces created by the disc brakes whencompared to quick releases, and it should ensure a perfectfit of the disc rotor between the brake pads. The wheels andtyres weigh in at 3.12kg, 180g lighter than the Giant Defy’sdisc-equipped wheels (20g of this will be the differencebetween a 105 and Ultegra cassette) but still fairly chunky.The other bikes on test all roll on own-brand tyres but Vitusfavours Continental Grand Sport Race rubber. It’s asensible choice, known to be good value for handlingconfidence and puncture resistance (although not quiteto the level of Continental’s top-end GP4000).

The rideAs you might expect, the Zenium’s Ultegra shifters, mechsand chainset are a harmonious combination; shifting isslick, quick and without fuss. Claims of a balanced ride,however, don’t ring 100% true. The front end feels very stiffand provides stacks of feedback from the road, while theopposite is the case at the rear. Even with 25c tyres theharshness of the front end meant that we were constantly

changing hand position to relieve our wrists. Thecarbon seatpost is almost surplus to requirements asthe Vitus saddle is so deeply padded it caused us to adjustour usual seat height by 5mm. Seats are always a matter ofpersonal preference, but give us a thinner-padded butanatomically thought-out race saddle any day. The ridebacks up the claims for the Zenium’s geometry. Longchainstays (420mm) aren’t suited to sprinting for signs, butover longer distances the Zenium’s wheelbase is puts itsomewhere between the relatively stately Giant and spritelySpecialized. Strangely, our road rides caused our thoughtsto deviate from tarmac. Of all the bikes here, the Vitus isthe most naturally suited to what you might call ‘all-road’riding. With some CX tyres on its alloy clinchers, it wouldmake a relaxed gravel ride. In brief, we’d have settled fora 105 groupset and a slightly better frame.

The TRP mechanicaldisc brakes are the only

deviation from an otherwiseall-Ultegra groupset

The Zenium SL Pro Disc comesspecced with 25mm tyres buthas clearance to fit 28s

WithsomeCXtyresonitsalloyclinchers,itwouldmakearelaxedgravelride

Harsh at the front end butwith intelligent geometry

FRAME

Shimano Ultegra is anamazing spec at this price

COMPONENTS

Fulcrum Racing 5s are adependable choice

WHEELS

Well mannered but neitherespecially zippy nor comfy,

THE RIDE

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RATING

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TREK ÉMONDA S5£1,300

SPECIALIZED ALLEZ COMPSMARTWELD £1,200

GIANT DEFY ADVANCED 2£1,299

VITUS ZENIUM SL PRO DISC£1,350

HOW THEY STACK UP...

FRAME FRAME FRAME FRAME

COMPONENTS COMPONENTS COMPONENTS COMPONENTS

WHEELS WHEELS WHEELS WHEELS

THE RIDE THE RIDE THE RIDE THE RIDE

OVERALL

8.37.5 7.3 7.7

Trek Émonda S5hen a great many of us don’t have the bankbalance to back up our superbike lust, thereality of a road bike purchase is that we’re alllooking for the best kit our money can buy. And

sometimes that involves accepting a bit of a compromise.But while some of the bikes we tested are ripe for upgradingfurther down the line, do any of us really buy a bike thatdoesn’t suit our needs at the time of purchase?

Specialized’s Allez has a stunning frame, ready for racingand spirited riding. But its comfort isn’t on a par with the Trekor Giant, and we’d look to upgrade the harsh stem and givethe brakes and wheelset some serious thought.

Vitus is certain to attract a lot of buyers with its temptingoffer of Ultegra at this budget, but the frame didn’t rockour world, instead causing fatigue sooner than any otherwe tested. It’s still a very good all-rounder, though, and theshifting really is a joy.

Giant’s Defy Advanced 2 is a classic example of howbig brands are obliged to compromise to hit a budget. Itsframe is the star – a genuinely masterful piece of carbonengineering – but the rest of the bike’s components can’t liveup to its promise. You could double-wrap the bartape andhave a shot at the Paris-Roubaix sportive on it, though – it hasbuckets of compliance and an easy, all-day comfort.

Trek’s Émonda S5 is the most well-rounded bike from theoff. Its carbon frame is right on the money, offering goodride comfort on UK roads with handling that can still excite.It has the legs on the climbs if you’re planning some hillysportives for 2016, and tops this off with a complete Shimano105 groupset. We’ve said it before, and it’ll no doubt be saidagain – 105 is the new black; it’s the perfect trade-off betweenperformance and cost.

No bike can hope to be all things to every rider, but withthe Émonda, Trek might just have come close.

Quick,comfortable,versatile–theÉmondaisthecompletepackage

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the SKILLS,TIPSANDFIXESTOUPGRADEYOURPERFORMANCE

BeatthebonkLowglycogen leads tofatigue.But the infamousbonkcanbeavoided…

1 TOP UP THE CARBSTo keep glycogen levels topped up, a cyclist should

consume around 7g of carbohydrate per kilo of bodyweightin the 48 hours prior to a long ride. That’s around 560g ofcarbohydrates (2,240calories). These carbs should come fromslow-releasing foods rather than rapidly absorbed sugars.Wholegrain brown rice, sweet potatoes and cereals are best.

2 CHECK INTENSITYUp to what’s called your ‘fatmax’, your energy supply

mainly comes from body fat. This is around 68-79% of yourmax heart rate (the fitter you are, the higher your fatmax). Asintensity tips over this point, you increasingly rely on preciousglycogen. Keeping to fatxmax intensity should prevent thebonk. A heart rate monitor helps to keep tabs on intensity.

3 ACE OF BASELong, slow winter rides help to build the number of

blood capillaries to the working muscles and increase levelsof mitochondria (components of your cells that help break fatdown into energy), meaning you can use more fat for fuel andsave glycogen stores. If you can build to three hours at chattingpace by late winter, you’ll ride faster for longer by burning fat.

4 RIDE ON EMPTYThis one’s for experienced, fit cyclists and involves

doing two- to three-hour rides before breakfast, fuelled onnothing but water. The idea is that your body has no choice butto become a more efficient fat-burner because there’s littleglycogen present. If you do try this, keep intensity at aroundfatmax and have an emergency energy bar to hand.

5 LAYER UPAccording to research from Utah University, your

basal metabolic rate rises when it’s cold. Though exercisenormally compensates, the windchill from cycling can leaveyou shivering and burning more calories. A layering systemcomprising a base layer, jersey and jacket helps, along withbibtights and gloves to retain warmth and preserve carbs.

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Power tothe peopleIf youdon’t useapowermeter,maybe it’s timeto start…

‘P ower meters are usefulbecause they measurehow much effort you’regenerating,’ says

Eddie Fletcher, sports scientistand creator of the technologicallyadvanced indoor bike, the Wattbike.‘So you can see how hard you haveto work to reach a certain speed.’

Power meters are also cheaperthan they once were, with productslike the Garmin Vector pedals andStages Power cranks dipping under£700. Yes, that’s not cheap but it’sa huge saving over the, admittedlyhigh-quality, SRM at around the£2,000 mark.

To maximise your meter,Fletcher stresses that baselinefigures are vital to measureprogress over the winter. There

are many different tests out therebut Fletcher recommends thesubmaximal ramp test.

‘It’s not as tiring as a maximaltest so can be repeated every fourweeks,’ he says. ‘Warm up for fiveminutes at 50-60rpm. Then pedalin a seated position for one minuteat the starting power – this isaround 55 watts for unfit individualsand 100 watts for fitter riders.After a minute, increase power by15w. Keep increasing by 15w eachminute until you can’t talk. Nowstop. This is estimated to be around85% of your maximum heart rate.Take note of the power output.Add 60w and this gives you yourmaximum minute power (MMP).’

This figure is important becauseyou can now plan your training

zones. These are based on yourMMP figure and maximum heartrate (MHR). The Wattbike website(wattbike.com) explains thesein detail, but broadly there areseven training zones designed tostimulate physiological adaptationsdepending on the time of year.

KNOW YOUR ZONESThe recovery zone is when youride at below 35% MMP (or below60% MHR) and are able to hold aconversation. These rides shouldlast less than an hour. Next is thebase zone at around 35-45% MMP.These rides can be anywherebetween 90 minutes to four hours.These stretch up to the seventhzone – supramaximal – which ismore than 100% MMP and involves

Week SESSION 1 SESSION 2 SESSION 3 SESSION 4

ONE Submaximal test On Wattbike or turbo trainer,30min zone 1 (recovery) ride

On Wattbike orturbo, 45min zone 1(recovery) ride

60mins ridezones 1-3

TWO 90minszones 1-3

20min warm-up followedby 5 x 4min intervals with1min rest between. Cadenceshould start at 80rpm andincrease in 5rpm incrementsthroughout each rep.20min cool-down

On Wattbike orturbo, 40minzones 2-3

90minzones 1-3

THREE 120mins zones 1-3 Same as above On Wattbike orturbo, 40min zone 3

120min zones 1-3

FOUR 150minszones 1-3

On Wattbike or turbo, 20minwarm-up followed by 3 x6min intervals with 1minrest. Cadence should start at80rpm and increase in 5rpmincrements throughout eachrep. 20min cool-down

On Wattbike orturbo, 20minszone 4

150minszones 1-3

The plan is based on four sessions each week, though the shorter efforts could easily be ticked off on acommute. The indoor sessions are more realistic as winter draws in, though maintaining outdoor ridingis good for aspects like handling, descending, ascending… and keeping you sane.

Four-weektrainingplanEddie Fletcher’s aerobic winter power plan. ‘But it can be used at any time of the year’

A fixed gear bike or ‘fixie’is simply one without a

freewheel, which means nocoasting – you have to keeppedalling to keep moving. Theyarouse joy and ire in equalamounts among the cyclingcommunity but, whether youlove them or loathe them, theydo have their benefits.

On a road bike, the chancesare that you spend 10-30% ofevery ride freewheeling. ‘Withfixies that’s not possible, so youmake your nervous and muscularsystem work much harder,’ sayscycling coach Joe Beer. A single-speed fixie over undulating terrainwill certainly test your quads andcalves – some say an hour on afixie equates to two o na road bike– as well as the efficiency of yourpedal stroke.

Because you have to pedalthrough the entire 360° stroke,you begin to eliminate thedeadspot, which reduces wastedenergy and transfers it insteadthrough to the road. Even regularshort commutes will see asignificant change – for the better– in your pedal technique.

A single-speed fixie is alsoeasy to maintain, so far morereliable than a geared bike. Justbeware when you start your fixiecrusade; riding too far too sooncould lead to knee trouble. Take iteasy, build up gradually and you’llbe trouncing your next sportive.

FixyourpedaltechniqueRiding fixed may bethe choice of hipsters,but it can benefitroad riders as well

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Riding in the rainAs well as clipping on a pair of mudguards, you should…

…CHOOSE ALLOYBRAKE TRACKS‘Brakes take longer to workin the wet, so go for analuminium wheel, where gripis relatively high,’ says coachMark Kleanthous. ‘Carbonwheels are notoriously lessefficient at braking.’

…DROP YOUR TYREPRESSUREDeflating your tyres by15-20psi from your normallevels will increase the tyre’scontact with the road and sostrengthen grip. You couldalso choose wider tyres, suchas 28mm, for further contact.

…AVOID THEWHITE LINESPainted lines on the roadand manhole covers cantransform from innocent roadfurniture to slippery trapswhen the rain falls. If you can’tavoid them be sure not tobrake or turn on them.

…SCRUB WATERFROM RIMS‘Alternately feather your frontand rear brakes when you seea corner approaching,’ saysKleanthous. ‘This clears waterfrom the rim, leaving themdrier and more efficient forthe upcoming turn.’

…FEEL SUPERIORAccording to the Rules of theVelominati (see velominati.com): ‘If you are out riding inbad weather, it means you area badass. Period.’ Wet socksare a small price to pay for theglow that comes from beingtougher than the rest.

very short and nasty intervals.‘Men like to hit the top-end

zones but they shouldn’t – not nowanyway,’ says Fletcher. ‘If you’redoing a 100-mile sportive, youneed a good endurance base, soduring the winter it’s predominantlyrecovery zone through to zonethree. That builds the base youneed, which stimulates better use ofoxygen, increased fat metabolismand greater bloodflow to workingmuscles. Throughout spring andsummer, you can move through tozones 4 and 5 – or higher if you’refit.’ In these zones you’re looking

to add sustainable power, saysFletcher, so you can hold a higherwattage for a longer duration.

HAVE A HEARTFletcher recommends measuringyour heart rate, too, as it’s a gaugeof how hard your body is working togenerate a certain power output. ‘Abad night’s sleep or illness can haveyou working too hard to stay in thedesired power zone,’ he explains.‘That’s why power zones and heartrate zones should work together.Move down a power zone if your HRis too high or you won’t enjoy thedesired physiological effect.’

Fletcher suggests aiming fora cadence of around 90rpm. ‘Justmove down a gear to hit desired

power rather than change yourcadence,’ he says. If youcan get out for two to fourtimes a week, that’s great,

but consistency of trainingeclipses one hard effort a monththat leaves you ill. ‘It’s amazing howfit you can become on low-intensity,short-duration rides that graduallyincrease in length over the winter.’

‘It’s amazinghowfit youcanbecomeon low-intensity, short-duration rides thatgradually

increase in length over thewinter’

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WORKSHOPthe

Roadsidewheel repair

Prangsneedn’t haltyour ride, providedyouknowhowtogetawheel into shape

Having checked all your major limbsare still functioning normally,the immediate question followingany unscheduled trip into the

verge is usually, ‘How’s the bike?’ Sadly,even fairly small spills can leave you withwheels too buckled to continue on yourway to the next bike shop.

If you end up with a wheel that refusesto spin without grounding itself on eitherthe brake or frame, follow our simple stepsto quickly whip it into shape.

REACH FOR THE SPOKE KEYWhen tightened, the spokes on the left side of the wheelpull the rim to the left, while those on the right pull tothe right. Once you’ve identified the correct spoke to betightened, attach the spoke key and give it a quarter-turntwist counter-clockwise.

TIGHTEN/LOOSENMake small adjustments and intermittently spin the wheelto see the effect they’re having. You may have to loosenthe spokes adjacent to the one you’re tightening by givingthem a clockwise turn. Be careful, as it’s easy to throw thebalance of the wheel out.

IF ALL ELSE FAILS...Wheels are surprisingly complex creatures. Even if theyseem to be spinning happily, it’s important that the spokesare evenly tensioned. If you’re unsure about the state ofyours following an accident, it’s worth having a mechaniccheck them in a proper jig.

DOES THE WHEEL STILL SPIN?You might be able to roll all the way home without touchingthe wheel. Release the brake and spin the wheel. If the wheelclears the brake pads and isn’t contacting the frame or fork,it may be easier to wait to repair it. Just be aware that thebrakes will work differently and ride very carefully.

CHECK THE SPOKESWorking around the wheel, grab pairs of spokes in turn andsqueeze – this will reveal any loose ones. If you haven’t hada collision, it’s possible that one spoke has simply slackenedoff and tightening it may be enough to quickly straighten thewheel so you can ride home for a more thorough check.

GAUGE THE PULLSpin the wheel to identify the area that’s pulling to oneside. Rim brake callipers can make a handy gauge.Otherwise, carefully position your thumb against the forkor seatstay. Then locate the one or two spokes oppositethe centre of the buckle.

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TIME TAKEN: 20 MINSWORKSHOP SAVING: £10


Vitaminsareessential formaximisingperformance.Hereare themainonesforbetter cycling…

K ey to maintaining a physiologyFroome would be proud ofrequires a cornucopia offactors, like keeping stress

levels low (yoga, anyone?), sufficientsleep (8 hours remains the generalnorm), and enough carbohydrates andgood fats to strengthen your immunesystem. You should also keep your vitaminlevels topped up…

B1 could be the cyclist’smost vital vitamin as it playsa pivotal role in converting

glucose into energy (as do vitamins B6 andB12), which comes in handy when you’reriding above 75% of your maximum heartrate. B1 also strengthens the nervoussystem for more efficient pedalling. Aim forthe recommended daily amount (RDA) of1.4mcg (micrograms) of B1 to keep healthy.

The right foods: The RDA of vitaminB1 can be found in a cup of unsaltedpeanuts or three cups of lentils. Cookedasparagus is also a good source.Do I need to pop supplements?: VitaminB1 is prone to heat destruction throughcooking, so a supplement is useful.

Fuelled byvitamins

If exercise-induced freeradicals (metabolites thatcan damage cells) were the

detritus that clings to your bike after aSunday ride, the antioxidant vitamin E isthe jetwash that fires it back to whence itcame. It’s key to strengthening the immunesystem and eyes, so there’s no excuse forfailing to notice that red traffic light. Likevitamin C, though, there’s evidence thatsignificant amounts can hamper cellularadaptations in the working muscles.

The right foods: RDA is 4mcg, which iseasily ticked off with around 150g ofalmonds or a healthy serving of spinach.Do I need to pop supplements? Vitamin Eis stored in the fat, and not lost in urine,so a supplement is not usually necessary.

B1moa

glucose into e

VITAMIN B1 (THIAMIN)

VITAMIN EIfraca

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What’s inyourbottle?Pick your drink to match your ride

WATERElite riders store a maximum500g of glycogen in their bodies.Recreational riders come in ataround 300-400g. That’s still1,200-1,600 calories, whichshould be plenty to see youthrough a 60-90-minute rideon water only. However, thisonly works if your energy levelsare topped up beforehand withporridge, pasta and the like.

ENERGY DRINKTwo hours is the point at whichcarbohydrate energy drinks comeinto their own as your body startsrunning out of glycogen. For along ride you want 0.5-1g of carbsper kilo of bodyweight per hour.For a 70kg rider, that’s 35-70g ofcarbs. A 500ml bottle of energydrink usually contains around 40gof carbs, so between one and twobottles an hour is optimum.

There’s evidence that goodlevels of vitamin D (around95-124mmol/l) reduce

inflammation, shortening the time you’llfeel stiff and sore post-ride. Vitamin D isfound in various foods (see below) – butonly about 10% of the amount you need.Uniquely, the rest is made by the body inreaction to sunlight.

‘That’s why many believe reductionsin vitamin D levels explain the increase inwinter coughs, colds and even influenza,’says Dr Will Mangar, head of blood-profilingoutfit Indurance. Ideally, expose yourself tosunlight as much as you can between 11amand 3pm during the winter.

The right foods: Egg yolks, fatty fish suchas wild salmon and trout, and fortifiedmilk and cereals.Do I need to pop supplements? Withsunlight at a premium in winter, andfew foods that contain vitamin D,a supplement could be beneficial.

Vitamin C has gainedcelebrity status forfending off colds but

research is equivocal on whetherdosing up banishes the sneezesany faster than the RDA of around90mcg. In fact, where it’s of moreuse is keeping capillary wallsand blood vessels firm for betterbloodflow – this is useful whenriding at high intensity.

‘Vitamin C can also improve ironabsorption, which has clear cyclingbenefits as iron helps oxygen bindto blood that’s then delivered to

working muscles,’ says nutritionistLucy-Ann Prideaux.

There’s an argument thatsays you shouldn’t take vitamin Cstraight after you finish a heavytraining session as researchshows it could blunt the adaptationprocess, but this is uncertain .

The right foods: Just half a redpepper or one big orange willcover your daily allowance.Do I need to pop supplements?No – a decent daily diet shouldbe sufficient.

‘B1 could bethe cyclist’smostvital vitaminasit helps convertglucose to energy’

VITAMIN D

VITAMIN CVicefe

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inflammation

ELECTROYLTE TABLETSThese salty tabs have becomepopular, but they may not beneeded. One study examined twogroups exercising for two hourswho lost an average of 2.3 litres insweat. This revealed no advantagefrom rehydrating with electrolytedrinks compared to water alone.However, for long rides of three orfour hours, electrolyte drinks aregood for sodium replenishment.

ENERGY & PROTEIN DRINKOnce you’ve dismounted aftera long ride, your recoveryrequires protein to repairdamaged muscles and carbs torefill muscle and liver cells withglycogen. Studies have showna recovery drink with fourparts carbohydrate to one partprotein accelerates the entry ofboth carbs and protein into therecovering cells.

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INSPIRATIONAL ROUTES ANDMUST-DO CHALLENGES

OUTTHERE

TEST RIDEPeak District p120CLASSIC CLIMBPasso dello Stelvio p124SPORTIVE PLANNER 2016Dartmoor Classic p126CLUB RUNPenzance Wheelers p127UK RIDESnowdonia p128

PEAKPRACTICEJust a stone’s throw fromSheffield’s suburbs liesa climber’s playgroundWHERE: PEAK DISTRICTTOTAL DISTANCE: 90.1KMTOTAL ELEVATION: 1,641M

It’s just a quick hop fromEngland’s Steel City to it’sGreen and Pleasant Land

YOU’VE READ THE TEST(P20) NOW DO

THE RIDE

TESTRIDE

A ll the best rides include a café, butfor this punishing loop of the PeakDistrict we’ve elected to head for fuelbefore turning a pedal. Half an hour

in Sheffield’s Seven Hills bakery fills ourgroup with enough pastry and coffee to see usthrough till lunch, but by the time we’re 3kminto the ride, an early feed looks like folly.

Snaking through suburban Sheffield, weplunge down a tree-lined incline and are hit byone of the city’s brutal climbs. Highcliffe Roadhas us on our knees before we’ve begun, andall three of us are down to our smallest gear,out of the saddle and hunched over the barslike we’ve been on a mountain all day. A painau chocolat is threatening a reappearance,just 10 minutes after I eagerly devoured it.

Settling into an easy pace along the rise ofRinginglow Road, it’s only a few kilometresbefore a sign welcomes us to the Peak DistrictNational Park. Farmland gives way to heath,carpets of heather swathe rugged slopes andsheep wander the verges. We won’t be the firstcyclists they’ve seen today, but we knock thespeed off, reducing chances of ovine collision.

The road races downhill, blurring ramblersand parked cars, before turning sharply leftaround a cliff face and sending us upwardsonce more. Stopping to attend to a loose


THEROUTE■GPS DOWNLOAD cyclist.co.uk/13sheffield■DISTANCE 90.1km■CLIMBING 1,641m■TIME 3.5-4 hoursLeave Sheffield heading west on RinginglowRoad to take you into the Peak District NationalPark. The city is nestled in a valley, so you needto start climbing immediately from the startbut the next 17km through Hathersage, Hopeand Castleton on the A6187 are mainly flat ordownhill – enjoy it while you can. Winnats Pass,just the other side of Castleton has an average

gradient of 11.5% for 1.5km and is over 20% at itssteepest part. Get your breath back at the topand blast along the ridgeline before droppingdown into Chapel-en-le-Frith. Here, take theright turn for the A624 and stay on this road toGlossop. Take the A57 eastbound, over the long,gruelling climb of Snake Pass; you can thenenjoy a 15km stretch of downhill until you reachLadybower Reservoir.

All that remains is a final 4km climb thena rapid descent into Sheffield. We recommendcake at this point. Lots of it.

START/FINISHSHEFFIELD

CHAPEL-EN-LE-FRITH

LADYBOWERRESERVOIR

WINNATS PASSHATHERSAGE

GLOSSOPSNAKE PASS

OUT THERE PEAK DISTRICT


Feel the burn on Winnats Pass’1-in-5: some will experiencetunnel vision at this point

spoke gives us an opportunity to admirea wilderness that exists only 10km from thebustle and industry of the city.

We fly past walkers, hands on drops for therapid descent to Hathersage – this is the easybit but we know what climbs remain. We allowourselves a speedy descent to the village, atwhich point we turn sharp right and plough onto Hope, where we vow to drop in on a friendlybike shop to have that spoke seen to. Matt at18 Bikes sees us right, and, tempting though itwould be to spend an hour browsing bikes andkit, we’ve bigger fish to fry.

We leave Hope and, just 3km later, abandonit altogether as we motor through the village

of Castleton and for the first time spy theimposing cleft of Winnats Pass before us.

With the peak of Mam Tor to our north,all of us are in our smallest gear as we crossa cattle-grid and prepare for the worst. Within50 metres, we’re out of the saddle, and furtherup the 1-in-5 I’m hurting, grinding a 36x28 gearthat will barely turn. Laboured breath turns togasps; sightseers aim cameras at the strugglingriders. Firstly, I imagine the flashes are fromthe cameras but soon realise I’ve spots of lightin my vision, the road tunnels, and landscapein the periphery disappears and narrows toa spotlight of tarmac in front of me. And theywonder why Yorkshire breeds champions.

WE LEAVE HOPEAND, JUST 3KMLATER, ABANDONIT ALTOGETHER


HIGHCLIFFE ROADAlthough the nearbynational park offers ampleopportunity for ascending,the suburbs of Sheffield arepacked with punchy climbsknown only to locals. Thesinuous ascent of HighcliffeRoad to the west of the citytops out at a gradient of17.5% and had us in the littlering just 2.5km into our ride.Far from ideal, five minutesafter a visit to a bakery.

WINNATS PASSMake no mistake, thisis going to hurt. Thegradual drag up to thestart of Winnats properfrom nearby Castleton isdeceptive, and just whenthis has taken the zip outof your legs, you crossa cattle-grid and are facedwith a snaking road thataverages around 20% forthe duration. Smash this inanything bigger than yoursmallest gear and we’llbuy you a drink.

SNAKE PASSAlthough a fairly busy routeeastward from Glossopto Sheffield, Snake Pass isever-popular with riders.It’s nowhere near as harshas Winnats (rarely gettingabove 10%), but is threetimes as long. Stick it inthe little ring and grinda rhythm to the top. Yourreward is the mother ofall descents to theLadybower Reservoir. The A57 Snake Road skirts

the edge of the LadybowerReservoir – downhill all the way!

FEEL THEBURNOur hilly routeoffers plenty ofopportunities to testthe legs and lungs

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Relief as a T-junction hoves into view isoverwhelming, and we re-group, tapping outa snail’s pace before settling to a tempo thatpropels us parallel to the steep contours ofthe valley. The pain in our legs is forgotten aspractice sprints see us leapfrog before the treatof our descent into Chapel-en-le-Frith. Fifteenkilometres of undulating terrain are coveredin the direction of Glossop, where a hastilygrabbed petrol-station lunch of sugar andpastry steels us for our climbing challenges.

The road from Glossop has been climbingfor 1.5km before we hit Snake Pass, and thenext 6.5km present us with a broad, ‘snaking’route towards the darkening heavens. With

OUT THERE PEAK DISTRICT

Winnats in our legs and 50km covered,Snake Pass is all about sitting down, findinga rhythm and pedalling skyward. The trafficis the heaviest we’ve encountered all day, butthe majority of motorists pass at a respectfuldistance. Corners on the lower slopes areblind and tight, but once the road opens andvisibility increases, we shift toward our what-goes-up-must-come-down reward. Of the30km that remain, only 7km are uphill.

Opportunities to average 50kmh for 3kmare rare in the UK, but as the world drops,pedalling is forgotten. Dry-stone walls pen usin as we fall from the exposed heathland andfind ourselves once again surrounded by hills,

following the route of the River Ashop to itsmeeting with the Ladybower Reservoir.

Cruising along the shore for 4km iswelcome respite from the descending andclimbing, and gives us a few minutes to gatherour thoughts. Once again, we’re 10km from theoutskirts of Sheffield, and – if it wasn’t for thetraffic – we might be in the middle of nowhere.Within 8km, the greenery and scenery of thePeaks is gradually replaced by a suburban,then commercial cityscape. It’s rush hour.

Mind and legs blown by the beauty of thenational park, we retrace our tracks past thebakery, with one thought in our minds: is it toolate to grab another orange-and-date scone?


T he Passo dello Stelvio is rich in cyclinghistory and one of the most fearedclimbs for professionals and amateursalike. It’s a regular feature of the

Giro d’Italia three-week Grand Tour, yet itsinclusion depends on whether it is open ornot. During May, the pass is often covered insnow and it’s impassable.

A punishing climb (averaging 7.4%), manya soul has been laid bare on the slopes of theStelvio. In the 1953 Giro, the legendary FaustoCoppi said he thought he was ‘going to die’while climbing to the summit on a roadbanked by walls of snow twice his height.It was a telling statement from the mandubbed Campionissimo (champion ofchampions). Such is Coppi’s relationshipwith this mountain that when you reachthe summit, you’re greeted by a sign saying‘Passo del Stelvio Cima Coppi’.

At 24.3km long, this is a serious ascentthat can take the fittest amateurs around90 minutes to climb (we’ve heard tales of ittaking up to three hours). From the east andthe town of Prato allo Stelvio, the foothills ofthe pass are surprisingly steep and it’s notlong before the gradient hits double figures.After a relatively straight first 5km, the roadthen spikes up and down through thick forest.

PASSODELLOSTELVIOThis Italian giant is fearedeven by pros, but therewards are spectacular

A little over halfway, the road emerges fromthe tree line and the landscape takes on alunar appearance. It’s here, around hairpin25, where the road starts to hit high altitudeand where the slopes start to dish out pain.

CLIMBS AND PUNISHMENTWith the summit at 2,758m, the next 22hairpins push higher into thin air. With thetwists and turns of tight hairpins, it’s a brutal,lung-crushing stretch. It’s hard to comprehendthat this is where Coppi performed one ofcycling history’s great rides, launching awinning attack on 1953 Giro race leader HugoKoblet, who buckled under the pressure.

IT’S A BRUTAL,LUNG-CRUSHINGCLIMB TO THE TOP

The slopes dish outtheir punishment asthe road winds higherand higher into thin air

On paper, some may say that the Stelvio’sstats don’t look too bad – it doesn’t have ajaw-dropping profile peppered with double-figure gradients – yet as a package, it’s theultimate all-rounder, with a habit of hauntingprofessional riders. Motorolo pro Brian Smithrecalled being ‘petrified’ on the descent of themountain, and in the 2005 Giro, Tinkoff-Saxo’s Ivan Basso (riding for Team CSC) losta whopping 42 minutes and the overall racelead on the ascent after struggling withstomach trouble and battling to the top.

While the ascent from Prato is the mostpopular route, the approach from Bormio hasalso been used in the Giro. At 21.9km long, the W

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CYCLING’S GREATESTCHALLENGES

CLASSICCLIMB


1953The first time the passfeatured in the Giro d’Italia

48Number of hairpins(27 more than Alpe d’Huez)

3Number of routesto the summit

42Minutes lost by IvanBasso on the ascent ofthe Stelvio during the2005 Giro d’Italia (Bassowas suffering withstomach trouble)

1Number of Tibetan lodgeson the summit of the Stelvio

DO IT YOURSELFThe most popular route to the summit of the Stelviois from the Italian town of Prato allo Stelvio on theeastern side of the summit near the Swiss border.The nearest airport is Verona in Italy, which is athree-hour drive away. Innsbruck airport in Austriais also around a three-hour drive. To find the climb,head southwest out of Prato allo Stelvio along theSS38 and then go up, and up, and up. You can also dothe climb from the west, starting at Bormio, whichat 21.9km is slightly shorter, or from the north,starting in Santa Maria Val Müstair in Switzerland.

RACENUMBERS

On paper, the Stelvio doesn’tlook too bad – but as a package,it’s the ultimate all-rounder

THE STATSFrom: Prato alloStelvioSummit height: 2,758mElevation: 1,808mLength: 24.3kmAverage gradient: 7.4%Max gradient: 9.2%

western approach is regarded as slightlyeasier (average gradient 7.12%), yet themaximum gradient peaks at 14%, whichmakes for a fast and technical descent fromthe Prato side. These western slopes were thescene of drama during stage 16 of the 2014Giro, when Nairo Quintana attacked the packon the descent (about halfway through the139km stage). He gained 4 minutes 11 secondson the previous day’s leader, Rigoberto Urán,and went on to take the stage and victory.

The Stelvio is king of the Italian climbs,passing through a stunning landscape, andis one to conquer for anyone wanting tofollow in the footsteps of cycling’s legends.

ITALY

PASSO DELLOSTELVIO

THREE ROUTES TO THE STELVIO

SUMMIT – PASSODELLO STELVIO

SANTA MARIAVAL MÜSTAIR

BORMIO

PRATO ALLOSTELVI0

START – PRATOALLO STELVI0

POWERED BY


OUT THERE PASSO DELLO STELVIO

Let’s start with basic details of theDartmoor Classic?Andrew Perkins: There are three coursesavailable, all starting and finishing at Newton AbbotRacecourse, with a maximum rider capacity of4,000. You aren’t allotted a specific wave like inother events, so you can easily set off with friends.

There are lots of sportives in the UK.What makes this one so special?AP: We pride ourselves on being the most heavilymarshalled event. We have a 120 over the course,and this is before you count police outriders, theShimano mechanic cars and other volunteers. Itmeans that it’s hard to go off course, and if you haveany issues, help is very close by.

What about partners and kids?AP: There’s lots to do. There is a children’s areawith a crazy-bike circus and bouncy castle, as well

as over 20 stands and stalls – not all are cyclingfocused. There is also a grandstand for families sothey can cheer their loved ones as they finish, witha bar and live bands playing. In 2015, although wewere limited to 4,000 rider places, we still had over8,000 people come to the village.

How tough are the courses, and whatsort of riders do they suit?AP: The Grande route (107 miles/172km) is a hardday out for many. It has 3,072m of climbing andsome steep gradients. The Medio (68 miles/109km)is still challenging, with 1,883m of vertical ascentand should not be underestimated. Across bothof these courses, we get a broad range of abilitiesfrom racers seeking to challenge themselves, allthe way through to riders just trying to completethe course. The Debutante course (35 miles/56km)is increasingly popular, in particular with peoplewho are just starting out. One thing riders should

remember is that the course can be made harderby the weather. Dartmoor has its own microclimateand while we’ve had good weather for the last twoyears, we have had pretty wet days in the past too.

And what about the feed stations?AP: There is one, huge feed station, but thisservices the Grande twice as the route goes ina large figure of eight. The size means that we havepretty much every cake you can think of, as well asTorq gels, powders, drinks and bars. We have takenon board feedback from previous years and havemore savoury snacks like crisps for those who wanta break from the sweet stuff.

You mentioned the Shimano cars – whatother mechanical support is there?AP: Madison-Genesis kindly provides the Shimanocars, but if one of those isn’t around, every one ofour marshals is provided with spare inner tubes,tyre levers and a small pump – don’t worry, we alsogive them a packed lunch! Given the number ofmarshals, if you have a mechanical problem, help isat hand. There are some bike shops on the route formore serious issues but we hope that these won’treally be needed given the level of support.

What’s in the goody bag?AP: We are still figuring out the specifics for 2016,but we make a conscious effort that the retail valueof the goody bag should be more than the cost ofentry. In 2015, a Dartmoor Classic Buff was verypopular. Together with energy gels and bars, weincluded inner tubes and an Ass Savers mudguard,among other items.

Any problems with parking?AP: Because we are based on a racecourse, we aregeared up for dealing with thousands of cars. Also,some of the local sports clubs open their car parks,so we have plenty of room. The parking, as with themarshalling and the wider event, brings the wholecommunity together. This is really important as anymoney made from the event is rolled back into the W

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Where: Newton AbbotDate: 26 June 2016Distance: 107/68/35 milesPrice: £37Enter: dartmoorclassic.co.uk

DartmoorClassicBikesEtc speaks to organiser AndrewPerkins of Mid-Devon Cycling Club forthe low-down on this tough day out

SPORTIVEPLANNER 2016


There are three coursesto choose from on theDartmoor Classic androom for 4,000 riders

DISTANCE: 107kmTOTAL ELEVATION: 1,582mDOWNLOAD THE ROUTE:cyclist.co.uk/13penzance

CLUB STATSCLUB Penzance WheelersBASED Penzance, CornwallMEMBERS 100FORMED 1930MEETS Jordan’s Café (jordanscafe.co.uk),Marazion, Sunday 9am (four groups 40-65miles including café stop), Thursday 9am(60-80 miles), 9.30am (30-45 miles) differentroutes each week.WEBSITE: pzwheelers.co.ukSTRAVA: strava.com/clubs/4836

COFFEE STOPThe Apple Tree in Sennen.Expect oversized scones withclotted cream and jam, home-made cakes, fresh bread andveggie and vegan breakfasts.facebook.com/theappletreecafe.

GRADIENT ALERTThe steep descent intoMousehole hits 22% at somepoints and is rewarded withgreat views over the harbour.

22%

TAKE IN THE VIEWSThe B3306 from Zennor toSt Just is a stunning stretch ofroad that hugs the coast for over15km with an undulating profileand smooth tarmac.

community, whether that be the Mid-Devon CycleClub that organises the event, other sports clubs,the air ambulance, hospices or other charities.

Do you have any famous faces turn up?AP: It seems to be very popular with rugby players.We’ve had former pros Martin Johnson andWill Carling turn up and current Exeter Chiefsplayers riding. We get a smattering of local newspresenters – though their names escape me.Because of the association with MDCC, we’ve hadsome of our more successful members take part– Jeremy Hunt [former British national champion],Jonathan Tiernan-Locke [ex-Team Sky rider], YantoBarker and Tom Baylis [both ONE Pro Cycling team].

What about local accommodation?AP: The area is geared up for tourists, so there isa huge number of different places for people to stay,with options for all budgets. We are exploring theidea of hosting a campsite near the start/finish.

When do entries open?AP: Entries will open on either the last Monday ofOctober or first Monday of November. You’ll needto be quick as we sold out within 18 hours in 2015.If you miss out, there is a reserve list and a largenumber of reservists still get to ride.

OUT THERE PLANNER

CIRCLEOFCORNWALL

This ride wiggles around the coast, taking in Mousehole, Sennen andPorthleven, with amazing sea views and the occasional nasty climb

START/FINISHMARAZION

PORTHLEVEN

SENNEN

PENZANCE

ZENNOR

HAYLE

PENZANCEWHEELERS

CLUB RUNTo try out this favourite loop of theCornish club, just keep heading southwest...

P enzance Wheelers is the UK’s mostsouthwesterly cycling club and is

steeped in cycling history. For instance, inthe 30s, Wheeler George Fleming broke thehour for a 25-mile time-trial.

The Wheelers waned during the waryears but were resurrected during the 50s.The club still has a strong racing pedigreeand continues to promote local racing, time-trials and also organises its own sportive.

Tom Southam, who rode for RaphaCondor Sharp (now JLT-Condor), remains amember of the club and Steve Lampier (TeamRaleigh) is another member who progressedfrom club runs to the professional circuit.

The weekly club social is at the Star Innin Crowlas, home of the Penzance BrewingCompany. Down a pint of its 8% L8ER beerand the chances of you riding home in astraight line are pretty slim.

Penzance Wheelers’ club run


SNOWDONIANATIONAL PARK

UKRIDE

We’re doing the dog,’ says Richard,my guide from Ride Guide Wales(rideguidewales.co.uk). It’s true– his route map draws a near-

perfect picture of a dog. First, we head to thebanks of Llyn Peris as the valley ahead revealsan enticing climb – the road snaking throughLlanberis Pass to an altitude of 350m. As weascend in the shadow of Snowdon to our right,the incline sticks to a consistent 3% to 5%, andwe merrily spin near the 20kmh mark.

After 20 minutes of climbing, the roadspikes up to more than 10% just before thesummit, then gives way to a descent thattakes our breath away. We’re rewarded witha view of Snowdonia’s plunging landscape,with the scenic Llyn Gwynant lake glintingbetween two hillsides to our left. While theroad continues to gently undulate, the overallgradient levels out past sprawling flat fieldswith mountains in the distance and the roadstretching out indefinitely ahead.

Next up is Betws-y-Coed, a pretty littlevillage filled with pottering tourists. Wewind our way up into woody, hilly terrainand approach the Nebo Road climb, whichtakes us from sea level straight up to 314m.Hedgerows and trees shelter the climb, butthe forest breaks for long enough to peek atthe valley that extends to our right. Somewinding, technical descents separate usfrom the biggest road of the day, the A5.Turning south toward Penmachno, we makeour way to the second sting in today’s route:a 300m climb on the B4407.

A cattle-grid marks the beginning of theascent, which has taken us into a narrow,single-lane track that winds through dense

forest. With the views over the valley toour right, I hardly notice that the road hasnotched up to 20%. Making our way down,we sweep through the historic mining townof Blaenau Ffestiniog, which has a rugged andpeaceful charm. From here, we’re onlya stone’s throw from the highlight of the ride.

The climb up to Llyn Stwlan reservoircould well be the UK’s best-kept secret. It’sa 3km gravelly road that averages 10% withspikes of 20% en route to the impressive damthat forms the eastern edge of the reservoir.Set amid craggy rocks, the climb gives wayto an open view of the valley below, with thearches of the dam ahead luring us forward.It’s so steep, I can see most of Snowdonia.

Snowdonia’s ‘Dog’ featuresbreathtaking scenery andbreath-taking climbsWHERE: SNOWDONIA, WALESTOTAL DISTANCE: 138KMTOTAL ELEVATION: 2,329M

On a bender: descendingthe twisting road fromStwlan reservoir

IN THE SHADOWOF SNOWDON,WE MERRILY SPINTHE 20KMH MARK

BEST OFBREED

After the final bends of the ascent, wereach the reservoir. The road to the dam hitsa dead end at the summit, so we double backand shoot down the hill we just climbed.

The following 40km turn out to be themost picturesque of the day – with the roadgently rising and falling, providing enoughof a challenge to keep the ride intriguing.First comes Llyn Mair, where a glass-smoothroad surface hugs the banks of the tranquillake with a rich forest opposite. The lakewas created in the 1890s by William EdwardOakeley, the founder of the Oakeley quarry,which we passed earlier in Blaenau Ffestiniog.We then skirt two other majestic, expansivelakes – Afon Glaslyn and Llyn Gwynant.

We greet the big ascent to Pen-y-Passwith tired, aching legs. The road windsaround from the south through a grindingclimb that joins up with our first descent ofthe day, but the next climb takes us back to350m altitude. Although it’s a consistent 2%to 4%, it’s hard to determine the gradient.Reaching Pen-y-Pass before rolling back toLlanberis, I say to Richard, ‘Great way to endthe day, eh?’ He smiles and nods.


OUT THERE SNOWDONIA

■GPS DOWNLOAD cyclist.co.uk/13walesAt Llanberis, take the A4086 to Pen-y-Pass, then turnleft – still the A4086. At Capel Curig turn right onto theA5 to Betws-y-Coed, where you go left onto the B5106,skirting the River Conwy. Turn right towards Llanrwst,right after the bridge, then a left-right shimmy ontothe B5427, then right on the B5113 towards Nebo. Atthe A5 junction, turn right. After 7km turn left ontothe B4406 towards Penmachno. Go 15km (B4407;B4391) until the A470 junction where you turn rightto Ffestiniog. Follow signs to Blaenau Ffestiniog andthere, turn left onto the A496 until a right turn toTanygrisiau. Follow signs to the power station, passingthe Tanygrisiau reservoir. Just before a small bridge,turn left up a hill to the Stwlan reservoir. Retrace to theA496; turn right, heading to the A487 junction whereyou turn right towards Porthmadog. Shortly after, turnright on the B4410 to Rhyd. At Garreg, turn right on theA4085, then right on the A498 towards Capel Curiguntil signs for Llanberis take you back to the start.

HOUND STRETCHERFollow the Snowdonia trail

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Grateful freewheelingalong Pen-y-Pass –the dog’s tail

Fork on the wild side:leave the A5 and it’sB-road heaven

NEBO

LLANRWST

CAPEL CURIG

PENMACHNO

BETWS-Y-COED

FFESTINIOGGARREG

BLAENAUFFESTINIOG

LLYN STWLANRESERVOIR

START/FINISHLLANBERIS


In between stintspresenting the news onChannel 5, Matt Barbetindulges in his passionfor cycling by heading upITV4’s The Cycle Show

TakethestageI’m sitting on a train, heading fromLondon to Colwyn Bay in NorthWales, looking at pictures of an

incredible selection of cars on a mobilephone: a couple of tuned-up Jaguars, a greenMcLaren, a Mercedes, a new Land Rover. Themobile is not mine, and the cars never will be.They all belong to the man who, by chance, issat down next to me: Mark Cavendish.

And so, my journey round the countryfollowing the brilliant circusthat is the Tour of Britainbegins by shooting the breezefor three hours with one of thegreatest Britons to ever pedala push-bike. We talk openlyabout lots of things that I won’tshare here, but I also get plentyof vital help with my homeworkon the other riders he’ll beracing with, ahead of the two-hour team presentation I’m onmy way to host.

With names we all know like Sir BradleyWiggins, André Greipel, Edvald BoassonHagen, Alex Dowsett and Peter Kennaughjoining Cav on stage, as well as plenty of the

Once done, Kristian goes off to race on thebike and we’re racing in the car – legally, ofcourse – to get to the finish line. Depending onthe length of the stage, and with a lot of roadsclosed, time is of the essence. With all thebroadcast trucks already set up at the finish,Rob and I go on-air at 1pm to introduce the livecoverage, before the legendary voice of HughPorter takes over commentary to the finishline, along with Brian Smith as a pundit.

Once I’ve finished chewing over the day’sracing with Rob, we’re off-air. I pick up oncamera with Kristian ‘The Dude’ to get hisinsights from inside the peloton – Wiggo andCav constantly taking the mickey out of eachother, riders asking others what their bikesare like as they could be racing on them in anew team next season, the detailed story ofcrashes that our cameras can’t pick up, thehierarchy in a breakaway where experiencecan count for more than brute strength.

Once recorded, I write and record a quicksummary of the day’s race for the followingday’s show, and then we’re on the road again,maybe for two or three hours, before we get toa hotel near the following day’s start. Then ithappens all over again.

Minor details form enduring memories.There’s the Lancashire town of Colne, awashwith as much yellow as you’d ever see at anyTour de France finish; the wind turbine inthe Northumberland town of Blyth that turnsout to be the first one Colombian sprinterFernando Gaviria has seen; and the puzzledlook on Tyler Farrar’s face as a large cheese– a stilton – is awarded to him for being themost combative rider on stage three.

Future stars begin to emerge. WelshmanOwain Doull ends up on the podium for TeamWiggins, delighted to get a regular lead-outfrom his decorated boss. Team GB ridersTao Geoghegan Hart and Alex Peters mix itwith the best of them. Gaviria out-sprintsGreipel the Gorilla to properly mark hisarrival on European roads.

The only potential downside of the wholeshebang was not being able to ride my ownbike for a week. I say potential because onthe magnificent final circuit in London,I actually managed to whizz round with threemotorbike outriders.

With famous addresses like Whitehall,The Strand and Piccadilly Circus closed totraffic but already lined with thousands ofpeople, I just had to go full-gas. As I pushedmyself to go faster, I couldn’t help but grin.Yes, I was exhausted from the long weekon the road, but it wasn’t really work. It wasjust one of the best fun and most satisfyingthings I’ve experienced.

Presenting TV coverage of the Tour of Britain is a rush oftravel, gossip and cycling celebs, as Matt Barbet discovers

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domestic stars of bike racing I know andadmire, I quickly realise I haven’t actuallysigned up to work – it is instead a completelydifferent way of life for the next eight days.Rightly, people refer to being ‘in the bubble’as the whole caravan works its way aroundthe country. For a genuine fan like me, whojust happens to be lucky enough to work asa journalist and presenter on television, it isintoxicating from the off.

With a huge team involvedin putting together the livecoverage for the whole world(over 100 countries show therace) and also highlights forITV, we quickly fall into a dailyrhythm. In my team Skoda,I have ex-pro and Olympian RobHayles as well as our producerPaddy. We meet for breakfast,then head to the start of thatday’s stage, where we’ll hook

up with the rest of the crew and try to grabinterviews with the riders round the teambuses. I also meet up with former nationalchampion Kristian House to record histhoughts for the highlights show.

‘‘A largecheese isawarded toTyler Farrarfor beingcombative’

Finish lines


WINTERCYCLINGGuide

Cold-weather kit All-year training Winter escapes

Keepon ridingWhen the days get shorter

and the mercury drops it’stempting to store the bike awayand wait for spring – but the onsetof winter shouldn’t mean an endto your cycling year.

These are the months thatallow you to build on your summerfitness so that next year’s ridingwill be better than ever. And thenthere’s the kit… winter is theperfect excuse for a new cyclingwardrobe. So don’t stop now –things are just warming up.

WINTERCYCLING GUIDE

BikesEtc 5

Contents18 TRAININGPLAN–OUTDOORS

Winter miles make summer smiles,but you still need to add structureto your rides to optimise the benefits.Luckily, we’ve got the perfect wintertraining plan for you right here.

22 TRAININGPLAN–INDOORSReally can’t face going out in the coldand rain? This needn’t mean an endto your close-season training regime.Set up your turbo and get pedalling.

26 THECAVEOFPAINEverything you need to kit out yourindoor training hub to make turbosessions more enjoyable – or at leastmore comfortable.

30 WINTERESCAPESSeven European destinations whereyou’re guaranteed warmth, sunshine,great views and great cycling, even inthe depths of January.

7 BYTHENUMBERSThe British winter is a difficult conceptto quantify – but we’ve done our best.These are the stats that tell the storyof the long, dark months to come.

8 WINTER-PROOFYOURBIKETurn your best summer bike intoa year-round stalwart with all thekit you need to make it fit for whateverthe weather can throw at it.

12 WINTER-PROOFYOURBODYThere’s no such thing as bad weather,only the wrong clothing. Use our guideto dressing right to stay warm anddry(ish) in all conditions.

14 MAINTENANCEGrit, salt and water spray fromwinter roads can destroy expensivebike components in no time – followour handy tips to keep your pride andjoy in perfect shape all year round.

SPORTIVE THERMALROUBAIX JERSEY

Thermal, reflective details,mesh panels and gripper hem

Welcome to the road. It’s you versus your route.Always challenge your limits. Each pedal stroke, everybreath, brings you closer to your goal. Redefine your best.

Make it personal with Madison Clothing.

WWW.MADISON.CC

The numberof secondsyou should putbetween youand the cyclistin front toenable youto come toa controlledstop whenriding in thewet. Thisgoes up to20 secondswhen it’s icy.

The amount of rain in millimetres that fell on the UKover winter 2014/2015. The mean temperature was3.9°C. The long-term forecast for this year is 0.3°Ccolder than that, with a chance of severe storms fromNovember through to December.

The number of people who signed up to the Rapha Festive 500 in 2014.The challenge, to ride 500km in the cycling no-man’s land that is 24th-31st December, looks set to be bigger than ever this year and is a goodexcuse for sneaking out of the house when the in-laws arrive.

Percentage loss of fluid that occurs via the lungs. So even ifit’s cold and raining and you’re not sweating buckets, makesure you stick to your hydration plan. It’s possible to get evenmore dehydrated in winter than it is in summer.

The amount of time you can reducea training session by replicating it on aturbo trainer, instead of doing it on theroad. This increased efficiency is dueto the lack of variables that come withcycling outdoors, enjoying yourself notbeing one of them.

A sensible minimum of lumens forlighting the road ahead when ridingon unlit rural roads. Check the lumenrating when you buy bike lights, and don’tforget to take into account the design ofthe optics and the shape of the beam too– dazzling oncoming cars can be just asdangerous as not being seen by them.

BikesEtc 7

Winterridingby thenumbersFrom lighting to safe stoppingdistances, here are the stats thatmatter when the chill sets in

Recommended size of tyre for riding on the road in winter. Although heavier, the greatercontact patch will increase grip in the wet and as they’re wider can be run at slightly lowerpressures to allow more deflection, without running the risk of punctures. Bigger tyres aremore comfortable, too – just what you need to get you through that freezing training ride.

W hile staying in the saddlethrough winter can be hard onthe rider, spare a thought for

the machine that you’re riding on. Not onlydoes the inclement weather add to thewear and tear on your trusty bike butother factors such as salt, grit andloosened debris forced into your pathby rain can seriously take its toll on theframe and components, as well as causeroadside mechanicals. And don’t get usstarted on punctures (here’s a tip:

practise changing inner tubes, it’sless personal when it’s a process).

The perfect answer is to have a winterbike – something cheaper and morerobust than your lightweight pride and joythat you save for the dry days of summer.But budgets and storage space don’talways allow for multiple bikes, sooverleaf we’ve suggested a few smartmodifications that will help to protect youand your bike from the worst the weathercan throw at you.

Salt,gritandloosedebriscantakeitstollonyourframeandcomponents.Afewsmartmodificationswillprotectyourbike

Winter-proofyour bikeWhen the roads get wet and gritty, you don’t need a differentbike, you just need to turn your summer steed into a winterwarrior with these weather-defying additions

8 BikesEtc

WINTERCYCLING GUIDE

BikesEtc 9

WINTER-PROOF BIKE

Punctures are more likely in winter as therain washes foreign bodies into the road,priming them to pierce your tyres. So adecent-sized saddle bag is needed to fitthe relevant tools and inner tubes in soyou’re never caught short. (Q: How manyinner tubes should you carry? A: Onemore than you think you’ll need.) ThisTopeak pack has integrated LED stripsto add to your visibility.PRICE: £29.99 (medium)CONTACT: extrauk.co.uk

Mudguards aren’t cool, right? Tell that tothe rider behind you when you’re kickingup spray. And a line of muck up your jerseyis not a good look. Avoid it by clipping on apair of these SKS mudguards which will fitany road bike, even without eyelets.

SADDLE BAGTOPEAK AERO WEDGE IGLOW

MUDGUARDSSKS RACEBLADE

Winter-proofyour bike

Our pick of the products thatwill see you safely throughthe winter months

10 BikesEtc

WINTERCYCLING GUIDE

When the roads are slippy you want yourtyres to be grippy. And they don’t comemuch more grippy than the Pave CG –you’ll recognise the green sidewall fromits appearance on pro bikes in theParis-Roubaix one-day classic, which isrecommendation enough, really. They’renot cheap and not the longest-lasting oftyres, but what price peace of mind on agreasy UK road when it’s chucking down?PRICE: £41.99CONTACT: chickencycles.co.uk

TYRESVITTORIA OPEN PAVE CG

Winter riding can be tricky enoughwithout adding thin, slippery bar tape intothe mix, which is why it pays to replace itwhen the mercury starts falling. S-WorksRoubaix bar tape has a non-slip surfacethat makes sure nothing comes betweenyour hands and the bars, while theElastomer gel backing reduces road buzz.PRICE: £15CONTACT: specialized.com

BAR TAPE SPECIALIZEDS-WORKS ROUBAIX

The Hecto Drive front light will pump out300 lumens from a very neat package,and will last between one and 18 hoursdepending on the setting, while the StripDrive rear light’s five LEDs will ensure thatyou get seen by any cars approachingfrom behind. Both can be charged by USB.

PRICE: £54.99 setCONTACT:upgradebikes.co.uk

LIGHT SETLEZYNE HECTO/STRIP DRIVE

It’s amazing how far water and crud canpenetrate your bike during a wet, muddyride. Even sealed-in components such asbrake cables can suffer after a goodsoaking, affecting your ability to stop ina timely fashion. The cable liners in thisbrake kit from Jagwire will help keepcables clean while the compression-lessconstruction boosts braking power.PRICE: £55 CONTACT: wiggle.co.uk

BRAKE KITJAGWIRE ROAD ELITE LINK

BikesEtc 11

WINTER-PROOF BIKE

It’s always a rush to get out in themornings so why not drink your coffeeon your bike as you would on foot? Thisoffering from Biologic does exactly what itsays on the, um, flask – it fits into a bottlecage, is operable with one hand and keepsbeverages hot for a couple of hours. Bestnot to fill it with Cup-A-Soup, though.PRICE: £15CONTACT: paligap.cc

FLASKBIOLOGIC VACUUM FLASK

This lid comes with an Aero Shell that canbe clipped on to the outside to make it moreaerodynamic, which has the added benefitin the colder months of blocking the ventsto increase protection from the elements.PRICE:£200 CONTACT:madison.co.uk

Like a lot of winter gear, a skull cap isn’tgoing to win you any admiring glances.However, having an additional barrierbetween your head and the weather willmake all the difference on a chilly day.PRICE:£19 CONTACT:saddleback.co.uk

Freezing wind can get into all sorts ofcrannies, which is why covering the spacebetween jacket and hat is vital. This neckwarmer can be fashioned as a neckwarmer, a skull cap or even as a balaclava.PRICE:£21 CONTACT:c3products.com

This waterproof shell hits the doublewhammy of letting body moisture out whilestopping rain getting in. It incorporatesGore-Tex Active for more breathability, andthe cut lets you layer underneath if it’s chilly.PRICE:£180 CONTACT:goreapparel.co.uk

These photochromic lenses were originallycreated for cyclocrossers and can handlerain, shine, mud, sweat and a few tears.The lenses adjust to the changing light andthe vents at the corner prevent fogging.PRICE:£98 CONTACT:yellow-limited.com

Designed with the Madison-Genesis roadracing team, this jacket makes an effectivemid-layer (over a merino base, under alight rain jacket). The snug fit and softshellensure you’re warm but able to move freely.PRICE:£75 CONTACT:madison.co.uk

Winter-proofyour bodyKeeping warm and dry – both out and in – is the Holy Grail of cyclingclothing. We’ve chosen the kit you need to make sure your zero-degreeride is as warm as an evening in front of the fire

HELMETLAZER SPORT Z1

THERMAL CAPCASTELLI VIVA SKULLY

NECK WARMERSPORTFUL SECOND SKIN

RAIN JACKETGORE POWER ACTIVE

SUNGLASSESRUDY PROJECT FIREBOLT

THERMAL JERSEYMADISON ROAD RACE1 3 5

2 4 6

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WINTERCYCLING GUIDE

Chapeau has matched the material to howthe elements affect each section of itsglove: windproof and water-resistantouter, neoprene cuff and a leather palm,making them dry, toasty and grippy.PRICE:£40 CONTACT:velobrands.co.uk

GLOVESCHAPEAU WINTER

Overshoes protect your shoes and feet,keeping grit, dirt and water away fromcarbon soles and Boa fastenings. Not onlywill these keep your feet warm, the lightsin the heel will increase your visibility too.PRICE:£40 CONTACT:sealskinz.com

If you’re heading out for a long ride insub-zero temperatures, these all-in-oneswill keep you warm. Made from thermalRoubaix Lycra, they’re backed with microfleece and a water-repellent-coated fabric.PRICE:£75 CONTACT:madison.co.uk

OVERSHOESSEALSKINZ HALO

BIBTIGHTS MADISONSPORTIVE FJORD DWR8

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SHUT OUT THE COLD

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CHAINStart by coating the chain in degreaser. Toprevent muck splashing everywhere, anenclosed chain cleaning unit is worth theinvestment. Once the degreaser hasloosened the black sticky stuff, get busywith hot soapy water and a sponge to makeit shine like new. When it’s clean, dry thechain off with an old bit of rag, leave it to drythoroughly, then apply a decent wet lube.A dirty or worn chain can ruin other, moreexpensive parts of the drivetrain, so don’tscrimp on the lube.

CASSETTEThe more adventurous of you may wantto remove the cassette from your bike anddismantle it completely for a thoroughclean and degrease. However, for those ofus with less time on our hands, just takingthe wheels off gives you enough access fora pretty comprehensive scrub up. With abrush and some hot, soapy water, clean allthe dirt out from the sprockets then flosswith an old rag to dry them and remove anyremaining crud.

Winter storageIf you’ve got a winter bike or simply can’t faceriding in inclement weather, here’s how tostore your bike over the cold months

1Take out the seatpost and hang the bike upside down. This willensure that any water you’ve taken on board runs out.

2Clean and lube the chain and cables to prevent them rusting,especially if your storage area is outside or unheated.

3Keep the tyres inflated to avoid flattened rubber or cracksappearing when flat. When you get back to riding, check the

pressure as they will have deflated over time.

4Clean your saddle and handlebar tape and ensure they’re kept ina dry condition to prevent rotting.

5Spray your chainset and metal components with a light siliconespray to push out moisture and prevent moving parts seizing.

6Lock it up. Even if it’s in a safe place, an extra bit of security couldprevent endless phone calls with insurers come the spring.

Rise andshineWinter hammers bicycles! Keepingyours clean will improve performanceand potentially save you money too

W ashing your bike is a pain at the best of times but if we wereto tell you the optimum time to clean your bike after aparticularly wet and muddy ride is the moment you get off

it, we can imagine your response. Unfortunately, that’s exactly whatyou need to do, as cleaning it while it’s wet is far easier than letting anydirt and mud dry on the frame and components – especially if you’vebeen riding on gritted or salted roads.

So before running a shower, scoffing a bowl of pasta and settlingin for an episode of Columbo, grab rags, sponge, lube, degreaser, anelectric toothbrush (you read correctly) and a bucket of soapy water.And don’t think for one minute that a spray wash at the local garagewill suffice. This may force water into bearings – and your brakes andgears need to retain some grease. It’s time to roll your sleeves up.

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WINTERCYCLING GUIDE

KeepinmindoneofChrisEvans’earliestTVsuccesseswhenitcomestocleaningcomponents:don’tforgetyourtoothbrush

COMPONENTSAlthough Chris Evans’ Top Gearappointment may well position him asa cycling bête noire, keep in mind one ofhis earliest TV successes when it comesto cleaning components: don’t forget yourtoothbrush. Specifically an electric one,as it really helps with those hard-to-reachparts and will ensure you can cleanthoroughly without having to actuallydismantle anything. Using a spray-ondegreaser, scrub in all those hard-to-reachplaces before rinsing with clean water,being careful not to pour any into bearings.

BRAKE PADSTake a moment to inspect brake pads andpick out any bits that could harm the braketracks on your wheels.

MOVING PARTSFailing to sufficiently lubricate anythingthat moves will result in a creaky machineand possibly a large bill for replacementcomponents. The chain, stem bolts andderailleur pivots all need to be lubricated.Anything that moves or squeaks, lube it.While you’re getting in close, now is a goodtime to check for wear and tear.

FRAME ANDWHEELSA bucket of hot, soapy water and a goodsponge or brush is all you really need,although specially formulated bikecleaning solutions will often do a better jobof getting rid of grease while protecting thepaintwork of your frame. Clean the tyres,rims, spokes and hubs first. If you have aworkstand, take the wheels off and,starting from the saddle, cleandownwards. Smaller brushes or a bit of oldcloth are good for getting behind the fork,seatstays and chainstays. A preventativetip from the British Cycling squad is to usea silicone spray on the frame to create aslippery surface that stops mud sticking.Make sure you don’t get any on the rims,though – you still want the brakes to work.

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BIKE CLEANING

POWER

STARTI S J U S T T H E

Cateye introduces their Volt Series for 2015 . 100 to 6000lumens of Cateye power, their most comprehensive range yet.With Visibly Superior output, longer run times and a higherperformance than ever before. The Volt range represents greatdesign and great value at every level, whether you want to see

or be seen in the dark.

INTRODUCING THE NEW 2015

V I S I B L Y S U P E R I O R

In the bleakmid-winterWant to start the new cycling season a bit fitter thanyou ended the last one? Here’s how winter ridingcan increase your fitness rather than just maintain it

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WINTERCYCLING GUIDE

Conventional wisdom suggestedthat, come winter, cyclists shouldput away their race bikes, get out

their winter training bikes, and spend thecold months clocking up long, slow miles.Known as ‘base training’, the idea was thathours of low intensity rides would providea fitness platform that could be built uponwith more high intensity work come thespring. It’s a sound theory, spoiled onlyby the fact that hitting the road for longperiods of time isn’t realistic for mostriders, especially in the UK winter.

Obviously, for pro riders time isn’t anissue. Then again, their winters won’t bespent running the gauntlet of rain, ice andpoor visibility, with training camps insunnier climes keeping them on the edgeof their fitness capacity all year round.

For the rest of us, modern trainingmethods have started to question if notthe validity, then the quantity of steady-

state riding one should be doing. Ridinglong and steady doesn’t give your bodysufficient stimulus to maintain the fitnessyou gained in summer.

There are three elements to enduranceperformance: capacity, threshold andefficiency. Intervals and short, hard ridesare good for developing greater capacityand an ability to ride at a higher percentageof that capacity. Efficiency is developed byrepeating a movement, thus increasingthe power of the neural drive to themuscle. Long rides improve efficiency.Spending longer in the saddle also makesyou better at burning fat stores for fuelrather than carb stores, and the aerobicmiles strengthen your heart and bloodvessels. So if you’re hardy enough to getout in the cold, mix it up with intervalsessions and tempo training, as well aslong, steady rides. It’s certainly the waythe pros train – no matter where they are.

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OUTDOOR TRAINING PLAN

Forpros,wintersaren’tspentrunningthegauntletofice,rainandpoorvisibility–trainingcampsareusuallyinsunnierclimes

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WINTERCYCLING GUIDE OUTDOOR TRAINING PLAN

AP – AEROBIC POWER•Your maximum effort should be thehighest intensity you can ride at forthe allotted time.•AP1: 3 sets of 5 x 20 sec max/40sec recovery. 3 min between sets.•AP2: 3 sets of 5 x 20 sec max/30sec recovery. 3 min between sets.•AP3: 3 sets of 5 x 40 sec max/20sec recovery. 3 min between sets.

EF – EFFICIENCY•Pedal at 90-95rpm with a light resistanceof about 6/10 effort (moderately hardbut at a level you can sustain comfortably).•EF/1: 1 hour•EFh/2: 2 hours, hilly

THR – THRESHOLD•Intervals should be hard, about 8.5/10effort (as hard as you can sustain for theduration of the workout)•THR1: 5 x 5 min, 1 min recovery•THR2: 8 x 3 min, 1 min recovery•THR3: 3 x 8 min, 3 min recovery

Our winter training plan (below) wasput together by former Olympic

coach Dave Smith (ffflow.com) and isaimed at progressively building upendurance while enhancing higher-endpower and threshold. The following keytells you what kind of workouts you needto do while the plan tells you when youshould be doing them. Warm-ups for theinterval session should be steady statefor four minutes, starting effort 6/10(ie moderately hard but at a level youcan sustain comfortably), graduallyincreasing intensity until breathing islaboured. Cooling down from an intervalsession should be steady state for fiveminutes, effort 6/10, 90 rpm. Avoideating in the two hours before a session(during long sessions, eat while on thebike as normal) and as always, beforestarting any exercise plan, consult yourdoctor. Happy training.

Theworkouts

THE PLANMON TUES WEDS THURS FRI SAT SUN

Week 1 Rest AP1 EF/1 AP1 Rest EF/1-THR1 EF/2

Week 2 Rest AP1 EF/1.5 AP1 Rest EF/1-THR1 EF/2.5

Week 3 Rest AP1 EF/2 AP2 Rest EF/1-THR1 EF/3

Week 4 Rest AP2 EFh/1 AP2 Rest EF/1-THR2 EFh/2.5

Week 5 Rest AP2 EFh/1.5 AP2 Rest EF/1-THR2 EFh/3

Week 6 Rest AP2 EFh/2 AP3 Rest EF/1-THR2 EFh/3.5

Week 7 Rest AP3 THR3 AP3 Rest EF/1-AP3 EF/3.5

Week 8 Rest THR2 EFh/2 AP3 Rest EF/1-THR3 EF/4

The roadto nowhereThe lure of the open road somewhat loses itsappeal when British wintertime’s icy grip takeshold. So dust off the turbo and step into the warm…

W e’ve all been there. With thebest will in the world, we pullon our waterproofs and

sometimes even get as far as the garage,but five minutes into what should be awinter training ride, inclement weathersends us back to the sofa nursing a Cupa Soup. But don’t despair – you can stillget a session in without leaving the house.

If you’ve got a dedicated space andnoise isn’t an issue, you could go for astatic bike like the ones in the gym, or evena set of rollers, where you put your wholebike directly on to two revolving units.However, if space and funds are limited,what you need is a turbo trainer.

The concept is pretty simple: the rearwheel of your bike is suspended in anA-frame unit via the rear skewer – theturbo will come with its own skewer thatworks with its locking system. The tyrethen rests against a roller, attached toa resistance unit. How much you pay for aturbo trainer depends largely on how thisresistance is created. At the bottom end ofthe scale are air-resistance turbos wherea fan generates wind resistance. Butthey’re cheap for a reason: you can onlyadjust how tough the ride is by using thegears on your bike. And they’re noisy.Really, really noisy. More expensive butwith a controllable option are magnetic

resistance units which have a metal platespinning inside a magnetic field, butthey’re not the smoothest of rides. Forthat, you need to look at a fluid resistancemodel. More realistic in feel, the unithouses an impeller which revolves in anoil bath and is much quieter so will makesure you stay friends with the neighbours.

Once you’ve taken the plunge and yourturbo and bike are set up in your own ‘paincave’ (see page 26) how do you get themost out of it? If you’re following aprogramme, have a big sportive or racecoming up or simply want to lose thatpaunch, every missed session is a stepback from your goal. Not only does

training indoors allow you to maintainyour fitness through the winter months,it’s also an excellent way of doing veryspecific and targeted training sessions.Such efficiency means you can reducethe time you’d spend out on the road byup to 50% when replicating a trainingsession indoors. And like a puppy, a turboisn’t just for Christmas. Once those longwintry nights are over, it still has plentyto offer. Whether you like poring overstats, keeping warm while you train orjust going hell for leather in the comfortof your own lounge, turning on to turbotraining could take your performancefrom ‘weekender’ to ‘serious cyclist’.

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WINTERCYCLING GUIDE

Whetheryoulikestayingwarmorsimplygoinghellforleatherinyourlounge,turbotrainingcouldturnyouintoa‘seriouscyclist’

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INDOOR TRAINING PLAN

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WINTERCYCLING GUIDE INDOOR TRAINING PLAN

EF – EFFICIENCYEFF: 100-110rpm, light effort 30-45 min

CAP – CAPACITYCAP1: 8 x 45 sec, 90 sec recoveryCAP2: 3 sets of 5 x 30 sec max/30sec recovery, 3 min between setsCAP3: 10 x 40 sec max, 20 sec recovery

POW – POWERPOW1: 15 x 10 max, 1’50” recoveryPOW2: 3 sets of 10 x 5 sec max, 25 secrecovery, 2 min between setsPOW3: 12 x 15 sec max, 45 sec recovery

THR – THRESHOLDTHR1: 5 x 5 min, 1 min recovery –effort 8/10, ‘hard’THR 2: 3 x 8 min, 3 min recovery –effort 8/10, ‘hard’THR 3: 2 x 12 min, 6 min recovery –effort 8/10, ‘hard’

Our winter turbo training plan (below)was put together by the experts

at Cadence Performance (cadenceperformance.com) and can be usedinstead or as well as the winter riding plan.

The progressive sessions tackle fourcentral factors – capacity, threshold,efficiency and power. Put simply, how big isyour ‘engine’, how much of that power canyou access for sustained periods, how wellcan you coordinate the action of pedalling,and how hard can you go.

Max means max – the hardest effort youcan sustain for the interval period. Withthe exception of the efficiency session,you should finish them in a ‘finished’ state!The threshold session should be riddenat an intensity above the effort that wouldallow you to carry on a conversation.

Warm-ups should be steady state forfour minutes, starting effort 6/10,increasing intensity until breathing islaboured, then 5 x 5 seconds max sprint,25 seconds recovery. Cool-downs are fiveminutes steady state, effort 6/10, 90+rpm.

Theworkouts

THE PLANMON TUES WEDS THURS FRI SAT SUN

Week 1 Rest CAP1 EFF POW1 Rest THR 1 OUTDOOR RIDE






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TURBO TRAINERYour turbo trainer will be the centre of your paincave. Options range from simple machines thatmerely provide resistance to full multi-mediaexperiences that offer reams of data, virtualcourses to ride and intelligent resistance thatadjusts depending on the (virtual) gradient youare on. Obviously the price adjusts accordingly,with the cheapest turbos starting at below £100and the most expensive topping £1,000. Themajority of turbos require the rear wheel to siton a roller, so it can be wise to invest in a turbotyre, which will grip better and be more resistantto wear and heat build-up than normal tyres.

MATIf you live in a flat or have wooden floors,a rubber training mat will muffle the noise,prevent sliding, and should make sureyou don’t fall out with your neighbours.Can also double up as a sweat catcher.

SWEAT GUARDSalty sweat can corrode metal parts,so protect your bike with a sweat guard.This is usually a towelling-coveredplastic ‘thong’ that attaches to seatpostand handlebars, and most of the bignames in turbo trainers – Elite, Tacx,CycleOps, etc – produce them. Expectto pay between £10 and £20 for one.

SPEAKERS ORHEADPHONESMusic can improve performance byup to 15% – and it provides a usefuldistraction from the pain. If usingover-ear headphones, go for asweat-resistant set (we’re fans ofJVC’s HA-ETR40B, £35), or opt for asmall pair of speakers that won’t getcovered in sweat. Various studieshave tried to determine the bestmusic to train to, and the answeris always ‘the music you like best’.

Knights of the pound tableDave McQuillen, creator of Sufferfest videos,reveals why it’s about more than just the turbo

‘We make cycling training videos that have structured workouts,killer music and footage from the world’s biggest races – includingthe Tour de France. We started the company to save the world fromturbo trainer boredom. There is a community of tens of thousandsof Sufferlandrians around the world that transcends the videos.We are a nation of people who chant the mantra: “I will beat my asstoday to kick yours tomorrow.” Bike torture chambers have takenon a life of their own: the room, lighting, audio/visual system, fans,towels, mats, how you’ll stay hydrated and where you’ll put thebucket! For inspiration, visit thesufferfest.com – we’ve got theworld’s largest collection of bike torture chamber photos!’

The caveof painTurn any room into a turbo trainingtorture chamber with the additionof these accessories

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TOWELWe’ve mentioned you’re going tosweat a bit, right? Having a towelto hand means you can wipe thesweat off your forehead beforeit gets in your eyes, which youreally don’t want to happen.

FANUnlike hitting the open road, youwon’t be rewarded with a breezefor your pedalling efforts, whichmeans you’re going to get hot.Very hot. A couple of fans will notonly keep you cool but they’ll alsokeep the air circulating in theroom, ensuring that over time,it doesn’t end up smelling likea well-used changing room.

TURBO BLOCKRaising your front wheel a few centimetres off theground will make your bike level when it’s sitting inthe A-frame of your turbo. Check whether a blockcomes as standard when you buy a turbo – theyoften don’t. Or an Argos catalogue will do the trick.

WATERBOTTLESYou can sweat up to 1.5 litres anhour when training hard indoors.Keep a couple of big waterbottles handy and consideradding electrolyte tabs.

VIDEOSIf you want something visual and re-runsof 8 Out Of 10 Cats don’t float your boat,then there are videos and apps that cancomplement and enhance your training.The likes of Sufferfest (sufferfest.com)and Pain Cave (paincave.com) combinefootage from pro races with trainingplans, or apps such as Zwift (zwift.com)can link you online to other masochistsso you can race each other in a virtualworld, just like playing a computer game.

BIKE COMPUTERHard data is the best way to track yourperformance and progression duringtraining. If you don’t fancy splashing outon a power meter (expect to pay over£1,000), heart rate monitor, or speed/distance/cadence sensor, a simplestopwatch will allow you to do intervalsessions based on perceived effort.

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TURBO TRAINING

The best reviews, news andarticles from now online

The Road Bike Sitecyclist.co.uk

WELCOMETOOURWORLDWIDEWEB

MallorcaRide the Balearic island anddiscover why so many proteams run training camps here

WinterescapesIf the howling wind and icy rainare making existence unbearable,cycling nirvana is just a flight away

Smooth tarmac, dramatic scenery andpatient drivers. Sounds too good to be

true, right? Well, call it an island mentality –especially one where the economy encouragestwo-wheeled tourism – but there’s a reasonMallorca is known as a cyclists’ paradise. FromSa Colobra’s twisting descent (pictured) to thedramatic coastal paths of Cap de Formentorand the long slog up Puig Major, the island hassomething for everyone. Away from the majorroads, the traffic is on the light side too and evenwhen it’s busy, you’ll find the drivers are in nohurry to get past you. Coming back to Blightywill be something of a rude awakening.

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WARM-WEATHER RIDES

GET AHEAD.BECOME A BRITISHCYCLING MEMBER.

Join over 100,000 like-minded cyclists.For just £33 a year you’ll receive:

� Liability insurance� Legal support and advice*� 10% off at Chain Reaction Cycles� 10% off in-store at Halfords� Priority entry to major sportives� Expert training and nutrition advice� Priority tickets to top events

As well as great offers, membership helpssupport the Great Britain Cycling Teamand our campaigning vision to make Britaina true cycling nation.

Join today at britishcycling.org.uk/join*Conditions apply.

SicilyIf the fast roads aren’t excitingenough, there’s also the threatof imminent volcanic eruption

A t 3,350m, Mount Etna dominates theSicilian horizon but once you’ve got over

the fact you’re cycling around a massive, livevolcano there’s much else on the island to takeyour breath away. To the southeast, rolling hillsand dramatic canyons separate baroquevillages, while shoreline windmills line the wayto the north. And don’t forget the pizzas that youcan scoff with impunity after a day in the saddle.

CyprusWhile the island once echoed tothe tones of Craig David, today itrocks to the sound of the derailleur

Hot and dry, this Mediterranean island is betterknown for package tours than cycling ones but

the immaculate weather and classy roads are fastbecoming the two-wheeled tourist’s best-keptsecret. Cyprus has scenery more varied than anAyia Napa cocktail menu, with twisting tree-linedroads, rough gravel paths and, at the top of MountOlympus, snowy peaks. With a four-hour flight timemaking it a bit further away than some popularcycling destinations, you’re guaranteed roads freefrom traffic, the occasional goat notwithstanding.

Withimmaculateweatherandclassyroads,thisMediterraneanislandisfastbecomingthetwo-wheeledtourist’sbest-keptsecret

WINTERCYCLING GUIDE

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Check your power on any device

A basic trainer with just that little bit extra: read your power, cadence and speed on multipledevices simultaneously, to monitor and measure your fitness. Compatible with smartphones,

tablets, bike computers and sports watches and via an upgrade even with computers.

Distributed in the UK by Fisher Outdoor Leisure www.fisheroutdoor.co.uk

SardiniaExpect quiet roads and mildwinter temperatures (15°C ) onthe Med’s second-largest island

Another Mediterranean delight, Sardiniahas over 1,800km of coastline, so you’re

never far from a place to soak tired feet. Sightsinclude the cliffs of Pan di Zucchero and thegolden dunes of Costa Verde. Head inlandand you’re met by mountains, with Punta LaMarmora the highest at 1,834m. In Sardinia,don’t fret if drivers sound their horn at you –they’re letting you know that they’re passing.

CorsicaThe most mountainous island inthe Med mixes snow-cappedpeaks with scorching beaches

L ike the land that time forgot, Corsica doesn’thave motorways or McDonalds but does have

an amazing terrain. Riders can experiencesun-drenched beaches, pine forests and mist-shrouded mountains in a single ride. No visit iscomplete without a trip to the red coastal cliffs ofthe Calanches or a crack at one of the island’s 20mountains over 2,000m. And if you’re feelingbraced, take on the challenging descent throughthe Scala di Santa Regina. Something for everyone.

Headinlandandyou’remetbymountains.Don’tfretifdriverssoundtheirhornatyou–they’relettingyouknowthatthey’repassing

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AndalusiaRide the good, the very goodand the even better in thehome of the spaghetti western

Volcanic cliffs, secluded coves, brutalmountains and… desert? Andalusia has

the lot. Climb the roads of this rocky, sunbakedregion of southern Spain and discover hilltowns such as Ronda and Arcos de la Frontera.The Tabernas Desert (used in Sergio Leone’sspaghetti westerns) will challenge with its open,arid spaces, while the sawtoothed peaks of theSierra Nevada rise to almost 3,500m.

LanzaroteHead to the Canary Islands forgreat weather, stunning volcanicscenery and challenging climbs

W ith a maximum road altitude just shy of600m, this Canary island doesn’t share high

passes and long climbs with the rest of the volcanicarchipelago – but the location presents its ownchallenge. Lanzarote is famously windy but as it’sjust east of the Sahara, be thankful for the breezeas the climate would be similarly brutal without it.For climbing, head to the north of the island, inparticular the Mirador del Rio, while the ruggedlandscape throughout gives you a sense of reallybeing far from home – possibly Mars.

Lanzaroteisfamouslywindybutasit’sjusteastoftheSahara,bethankfulforthebreezeastheclimatewouldbesimilarlybrutalwithoutit

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ON THE DROPS. OFF THE MAP.

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A bike for the road and beyond. The new Plug features all-road geometry and

fast rolling, large volume tyres for superior comfort and grip. With excellent

groupsets and full rack and mudguard compatibility it’s the unrivalled all

rounder, suitable for the simplest of commutes or epic adventure.

From £349.99 - £2,499.99

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Rain,wind,cold,sleet,grit,grease,spray,slush,drizzle,puddles,potholes,darknessanddownpours…bring’emon

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WINTERCYCLING GUIDE

Editorial director Pete MuirArt director Andrew SumnerWords Wesley DoyleDesign Marc SoutheyProduction editor David KenningSub editors Mia Bleach, Lee GalePhotography Jenni Leskinen,Adrian Catalin-Volscinschi,Danny Bird, Paul Calver, Juan TrujilloAndrades, Richie Hopson, GeorgeMarshall, Pete Webb, Anthony Pease

StockistsRISE AND SHINE page 14Boardman Pro Carbon, £1,300,boardmanbikes.com

Feedback Sports Pro Elite repair stand,£250, 2pure.co.uk

Muc-off Nano Tech bike cleaner, £9, MO-94degreaser, £6, Bike spray, £10, X-3 DirtyChain Machine & drivetrain cleaner, £30,Microcell sponge, £3, Nano Grit handcleaner, £10, muc-off.com

THE CAVE OF PAIN page 26Lusso Windbloc T-shirt, £32.99, lusso.bike

Madison Sportive bibshorts, £54.99,madison.co.uk

Fizik R3B Uomo shoes, £215, extrauk.co.uk

Merlin Cordite Ultegra, £1,399,merlincycles.com

Tacx Booster T2500 turbo trainer, £226,fisheroutdoor.co.uk

Token Sweat Net & Towel, £24.99,i-ride.co.uk

Image:©

simmainey

.co.uk

genesisbikesuk

Introducing Datum,our new large-tyred carbonroad* disc bike. Designed to transport you

efficiently over a mix of paved and unpavedsurfaces in pneumatically-suspended comfort.

Hit the blog @genesisbikes.co.uk for more details.*definitely a road bike

When the tarmac finishes,the fun begins!

Bikes Etc - November 2015

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Transcript of Bikes Etc - November 2015