In the latest episode of the BikeRadar podcast, Rob Spedding, Rob Weaver and Matthew Loveridge answer your tech questions, from the endless groupset wars to suspension setup and the most versatile gravel tyres.

Shimano vs. SRAM? Will we ever settle the argument? Can there even be a winner? Well, whatever your opinion, the battle between the ‘big two’ (and Campagnolo, if you’re a roadie) will always spark debate.

Gravel is undoubtedly another hot topic and the Robs and Matthew delve into the world of tyres – what is the best gravel tyre?

Make yourself a brew and tune-in for all that and more tech goodness.

Otherwise, head to the BikeRadar Podcast page to browse through our entire back catalogue of pods. There’s something for everyone.

If you don’t want to miss an episode, click the buttons below to subscribe to the BikeRadar Podcast via Apple or Spotify, or just search for us on your preferred podcast provider.

Thanks for listening!

While we’re out front showing the public a new set of forks, upstairs in the truck we’re already talking about what’s to come in two years,” says RockShox’ Jon Cancellier, signalling to a point he’s drawn on a timeline that spans the length of the room.

As product manager for one of the world’s leading suspension manufacturers, Jon’s explaining how the bike industry works – the crystal ball gazing that brands have to do to predict the next big trends.

We’re sitting deep in the bowels of SRAM’s Colorado Springs HQ (RockShox was taken over by SRAM in 2002). It’s taken a transatlantic flight, a big dose of jet lag and bad coffee, and the signing of a non-disclosure agreement to get here, but now the door’s shut behind us and we’ve sworn not to reveal their secrets, the crew at RockShox is getting ready to reveal all.

We’re here to discover how a suspension fork is made – what it takes to go from a scribble on a beer mat to a fully tested production product.

• The 2021 RockShox ZEB fork is cheaper and lighter than Fox’s new 38
• Fox Suspension launches brand new 38 enduro fork

SIDs and snowstorms

The fork that Jon and his fellow product manager Jed Douglas have been showing us today is RockShox’ new flagship cross-country model, the SID, which came to market earlier this year. But, to put the story into context, we need to rewind all the way back to 1989 when RockShox launched its first fork, the RS-1 – a 60mm-travel, steel-tubed twiglet by modern standards.

Creating a new-generation fork like the SID doesn’t just take two years – it’s the culmination of three decades of development, testing, racing and redevelopment. “Our location is ideal because we can prototype something here, build it here and test it out the back door,” explains Jon, gesturing to rooms off the corridor we’re walking through.

Having arrived by car in the midst of a snowstorm, we have to take his word for it, but he assures us that behind the blanket of clouds is a network of trails that wind their way up into the hills.

Along the walls hang souvenirs of RockShox’ history – one-off special editions made for the Beijing and Sydney Olympics, Steve Peat’s World Champs-winning BoXXer dual-crown, an inverted DH concept fork and lots more.

Jon had a big hand in building many of these, as one of the key players behind RockShox’ hush-hush BlackBox race programme. When Sam Hill or Danny Hart would roll out of the pits at a World Cup on an all-black fork with the BlackBox moniker, you just knew there was something cutting-edge going on inside.

Pretty much every fork on their bikes, and those of many other top racers, started life in this building and probably went through the machine shop we’re on our way to visit.

Through a door marked ‘SRAM employees only, no photography’ we’re ushered into RockShox’ prototyping department, where banks of CNC machines are positioned alongside workbenches arranged with tool heads, drill bits and billets of aluminium in systematic neatness. Any time a design engineer comes up with an idea, this is where it comes first.

Within these four walls is the capability to make just about anything, but half of the challenge isn’t the mechanics of how you turn a computer model into a 3D part, it’s deciding where time and resources should be focused. This is where Jon and Jed come in.

“We try to get an insight into where the industry is headed,” explains Jon. “We ask the bike brands, ‘Hey, what are you working on next?’ and we compile feedback from our consumers and sponsored riders to come up with lists of ideas, which might be for new products or just a tiny feature to change.”

Enter the Advanced Development team. Their job is simply to experiment, to investigate advancements in materials and technology, and see how improvements can be made.

Chances are, if you’ve ever looked at a drivetrain or suspension product and wondered, ‘Why isn’t it done like this?’ then there’s probably a good reason because, guaranteed, the guys here will have trialled it at some stage.

Yesterday, we sat down with the head of SRAM’s Advanced Development in Chicago, Kevin Wesling, and he unearthed a whole box of hare-brained ideas to show us – pedals with offset axles and concept drivetrain parts, as well as more recognisable components, including an early prototype for the Motion Control damper.

Our favourite was a voice-activated helmet, made when SRAM was developing its electronic eTap and AXS drivetrains. Apparently, the microphone struggled with the commands ‘up’ and ‘down’, so they had to reprogram it and rode around the streets of Chicago shouting ‘peanut butter’ and ‘jelly’!

RockShox’ insight for the new SID was that the world of XC was dividing. Top-level racers were still seeking marginal gains from ever lighter and better-performing suspension, but a new breed of aggressive all-mountain rider was emerging, who wanted a harder-hitting bike that could still cover big miles fast.

“We decided two separate models of SID were required,” Jed explains. “After that, our job was to define every requirement of the forks, and accompanying shocks, to the engineers in minute detail.”

Conception to production

Once the team has come up with a list of criteria, it’ll set a release date when it wants the product to go on sale and everything else works backwards from that. A cycle of pilot builds, testing and refinement then begins, with a design typically going through five or so iterations before it hits the shelves.

In the case of the SID this took around 12 months, but bigger projects, such as the integration of electronics into the AXS drivetrain, will take several years.

The huge benefit for RockShox of having a fully-equipped machine shop within spitting distance of the engineers’ desks is that they can try out ideas almost instantaneously. Something can go from a CAD model on-screen to being bolted onto a bike and ridden on the local hill within a matter of days.

“Ride the trails in Ute Valley Park and I bet you could spot something new and unreleased from SRAM on any day of the week,” laughs Jon. “We’ve learned that the secret when someone stops you for a chat is to divert attention away by asking them about their bike!”

Since entering the prototyping workshop, we’ve been trying our hardest to catch a glimpse of any undisclosed items absently left lying around, but we’re distracted by the introduction of head machinist Joel Dahlberg, who arrives to show us around.

What can be created here from a simple block of aluminium is seriously impressive, and a complete set of fork lowers can be intricately machined and bored out using a massive five-axis milling machine. Translucent plastic models of brake and suspension parts – called ‘clear studies’ – are also made to examine the flow of oil and highlight where issues might arise.

The Peaty test

Another role of the workshop is to build the proprietary test rigs used next door to push prototypes beyond their limits. “This is the coolest area of SRAM ’cause we get to break stuff!” says chief testing technician Eric Cefus, holding the door open to his mad scientist’s lair.

Above the hiss of hydraulics, there’s the clanking of various mean-looking machines whose sole purpose is to inflict torture on bicycle parts – bending them out of shape, dropping weights on them, boiling or freezing them, or cycling them through their motions until they give up the ghost.

Our eye is caught by a dyno machine that looks to be rattling a fork to pieces. “This is programmed with one of Peaty’s World Cup runs,” explains Eric.

“We recorded the telemetry data and it’s got everything you could imagine subjecting a fork to.” Which, as it turns out, is 90kg of Sheffield Steel charging down the hill at full tilt.

Another device is slowly bending a fork backwards to simulate what happens when you slam into obstacles. Unbelievably, the fork deflects by over 20cm before springing back straight, so the next time you plough into a rock at full speed, be more worried about what will happen to you than your bike!

If a prototype fork can make it through all this unscathed, then it’s fully dissected and parameters such as oil leakage are measured to 0.1 of a gram. Those that don’t make the grade end up in a skip in the corner; a graveyard for mangled test samples.

“We’ve had instances where these parts have found their way onto eBay,” admits Eric, “so now we do everything we can to prevent that. We GPS-track the recycling truck that comes to pick them up.”

By the time a fork has gone through three cycles of being built, abused, revised and rebuilt, it should be pretty close to ready for production. Providing it gets the thumbs-up from both the lab and in real-world tests, then it’s time for the Colorado office to talk to their partners in the Far East and initiate some pilot runs.

Jed explains that because the SID’s new Charger Race Day damper is comprised of so many intricate parts that are tricky to assemble, they wanted to give the factory as much practice as possible. “And when the fork’s got new lower legs as well,” he continues, “it can take two months from us issuing a design to our supplier to them creating the tools they need and sending us back a sample product.”

Once this has happened and the Colorado office have a test batch of forks, they’ll tear them apart and examine them against a huge checklist of criteria. If they’re up to scratch then the message will go out for a bigger quantity and the process will be repeated.

So, when it’s time to push the button on production, RockShox can be confident that the forks rolling off the line will be exactly as it expects.

Alongside this, while the engineering team is working on the nuts and bolts, Jon and Jed will be out on the road trying to sell the product to bike brands.

“I spent the entirety of last summer packing my bike in and out of a bag and riding with our customers,” recalls Jon. More often than not, in the early days he won’t even have a final product to show them, but it’s his job to get the new SID on bikes and convince the brands it’s the real deal, and also to collate any last-minute feedback that might be incorporated.

The big reveal

All this happens behind the scenes, and the first sniff we get that a new fork or shock is on the horizon is usually when production is underway.

The goal of any company launching a new product is that, when the curtain is finally lifted, the product is already in the shops and ready to buy. “You can’t make the public wait,” says Jon, “or they’ll forget about it and spend their money on something else.”

But, as Jon explained to us at the outset, what we see as this exciting new product is already old news to them. Their sights are set on the future, predicting the next mountain biking trends. When Paul Turner created the original RS-1 in 1989, it would’ve been hard for him to imagine that, 30 years down the line, the RockShox range would include forks and shocks for specific duties, with progressive air springs and highly-tunable dampers.

The same for SRAM. In the mid ’80s, when founders Stan Day and Sam Paterson came up with the Grip Shift concept, could they ever have envisioned it would lead to wireless electronic shifting that can be analysed by a smartphone app?

Today the scope for innovation is greater than ever, with both RockShox and SRAM operating under one roof here in Colorado, and highly specialised engineers working side by side on everything from materials to fluid dynamics and electronics.

By now we’ve come full circle on our tour. We’ve seen the historical developments leading up to the present day, and we’ve witnessed first-hand how the latest products are designed, prototyped and tested. As for what’s coming next, we can’t tell you that, but you’ll find out very soon because somewhere in the world a factory is already making it.

Welcome to Bike of the Week – our weekly in-depth look at one of the most interesting, important or innovative bikes to land at BikeRadar.

• Best mountain bikes under £1,000
• Best dropper posts | Recommendations and our buyer’s guide

The fruits of an industry-wide push to focus bike design on geometry – and how everyone from beginner to expert riders can benefit from lower, slacker and longer figures — are now ripening, and this week’s bike, the 29in-wheeled Norco Torrent HT S2, is one of the finest examples of a geometry-first design.

The Torrent’s chromoly frame, hardcore geometry and no-nonsense design – externally-routed cables, no fancy frame shapes or anything that would prioritise form over function – is quite possibly the definition of a hardcore hardtail.

And while the Torrent S2 is the cheaper of the two-model range, foregoing luxuries such as RockShox’ Lyrik Ultimate RC2 fork and SRAM’s Code R brakes, it’s by no means a lame duck in the parts department. In fact, the Torrent S2 has a wealth of shred-ready parts bolted to its slim, steel frame.

• Norco Torrent HT S2: £1,845
• Nordo Torrent HT S1: £2,290

More on the parts later, but first, let’s check out what makes this bike quite the shredder.

The Torrent is equipped with fantastically long reach figures that span from 420mm for the small up to a whopping 510 for the extra-large, Seb Stott-sized bike.

Elsewhere, the head tube angle sits at a confidence-inspiring 64-degree angle. The effective seat tube angle – at 76 degrees across the size range – should have even the most fashion-conscious enduro rider whetting their whistle.

And, because it’s a hardtail with no rear suspension, the seat tube angle won’t get slacker as the bike sits into its sag, which is a problem normally associated with full bounce bikes.

Wheelbases span from a lengthy 1,173mm in the size small up to whopping 1,277mm for the XL. And thanks to the clever folk over at Norco, who’ve managed to keep the top tube low and seat tube short, more people should be able to comfortably fit on the larger sized frames without constantly getting a kick up the behind from the seat and rear wheel.

These figures all combine, Norco claims, to make more “powerful pedalling, increased climbing traction and added grip and control when descending.”

We’ve not ridden the bike yet to debunk or confirm these claims, but experience tells us that Norco isn’t going to go too far wrong with geometry figures such as those.

And the frame’s material is also tricky to ignore, especially in a sea of hydroformed alloy bikes with fancy, curved tubes.

The Torrent’s stoically straight tubes give the bike a purposeful but rather elegant silhouette, thanks to the thinner diameters afforded by their ferrous composition.

The bike’s cables are externally routed from front to back, excluding a small port at the base of the seat tube for stealth and internally-routed droppers.

Although the £1,845 price tag isn’t horrifyingly steep, Norco has been careful with how the bike is specced, cutting some corners here and there, although the parts look functionally spot-on they’re just heavier than pricer options.

For example, the RockShox 35 Gold fork, with 150mm of travel, uses the same chassis diameter as the more expensive Lyrik fork but weighs more and has the less sophisticated Motion Control damper.

Elsewhere, the bike’s decked out with SRAM’s cheapest 12-speed drivetrain, SX Eagle, compared to the pricier GX and above groupsets.

SX only has a 11-50-tooth range instead of the 10-tooth smallest cog.

Shifting is arguably less crisp, too.

There are some notable mentions, however. The X-Fusion Manic dropper has been critically acclaimed in our tests, plus TRP’s G-Spec Trail brakes feel sharp.

The Ergon GA30 lock-on grips are a nice touch, too, considering most brands spec hard-wearing in-house parts here.

Importantly, it’s also specced with Maxxis Assegai 3C compound tyres with the EXO+ casing. Tyres have the potential to make or break how a hardtail rides, so it’s good to see Norco taking traction seriously.

We’re excited to get out on the bike and put Norco’s claims to the test, so stay tuned for a full review soon.

This month in MBUK magazine, the bike test is back! The team bring you comprehensive reviews of the six hottest trendsetting bikes in 2020. They also document the rise of West Country lad Laurie Greenland, embark on an MTB adventure in Italy’s Dolomites and finally head out on the first group ride since lockdown began.

MBUK also goes behind the scenes with DMR pedals and Zipp Wheels, and gets the lowdown on all the latest kit in Wrecked and Rated.

Hot wheels!

The testing team is finally able to go out and review new bikes!

Over the course of 2020’s UK lockdown, the MBUK bike shed has been steadily filling up with all sorts of exciting machines and, now that restrictions are easing, six of the hottest new trendsetting bikes have been taken out to the trails for a good old thrashing. It’s about time!

Stepping up to the big league

From wildcard outsider to podium-pusher, the trajectory to success of Bristol’s Laurie Greenland seems unstoppable. MBUK catches up with the West Country wonder and plots the course of his meteoric rise to World Cup winner.

Legends of the fall line

Freeride legends Darren Berrecloth, Richie Schley and Geoff Gulevich pioneered stylish mountain biking back in the ’90s, but they aren’t ready to hang up their helmets just yet.

Join this rag-tag band of MTB heroes on a crazy trip through Italy’s Dolomites and see if these old dogs can nail some new tricks.

Getting the band back together

Like most of the UK, MBUK’s staff have been sitting forlornly indoors for months, unable to go out on proper MTB rides.

Thankfully, things are changing for the better and, with the sun shining and social-distancing in practice, they finally get together for a proper ride in the Gloucestershire woods.

Pangbourne, Chilterns Big Ride

Our map maker, Max Darkins, heads to the Chiltern Hills AONB and discovers a picture-postcard summer landscape of aromatic wild flowers, sun-dappled woodland tracks and lush pine forests – all located just outside London.

Tidworth Freeride Trail Crew

The crew pop over to Tidworth Freeride in Wiltshire to check out the awesome trail features on offer – but end up with front-row seats at a photo competition between Ben ‘Deakinator’ Deakin and Grant ‘Chopper’ Fielder.

And that’s not all…

This issue of MBUK is jam-packed with all the latest and greatest bikes, product reviews and news stories from the mountain biking world.

There’s brand new kit from Yeti and SRAM, along with pages of product reviews that include Giro’s Manifest Spherical helmet.

Free gift: beer mats

Liven up your table and complement that well-earned post-ride pint with these amazing Mint Sauce beer mats, featuring exclusive artwork by creator Jo Burt – your free gift this month!

Please note: We’ve been made aware that some subscribers have received just one mat instead of four and are currently working on ways to send out the full set.

Subscription offer

Subscribe to MBUK and receive a pair of G-Form Pro Rugged knee guards!

Choose your package and subscribe to MBUK here, and check out MBUK’s Facebook, Instagram and Twitter accounts for all of the latest mountain bike action.

And don’t forget to sign up to the MBUK newsletter!

*Offer open to new UK customers subscribing to the print edition only by Direct Debit. Full details of the Direct Debit Guarantee will be provided and are available on request. Please allow 28 working days from payment for delivery of your knee pads. You will receive 13 issues per year. Your subscription will start with the next available issue. 20% saving based on buying 13 issues at full UK shop price. In the unlikely event the knee pads are unavailable, we reserve the right to send an alternative product. Offer ends 31/08/2020

It’s a week since Specialized debuted its new 2021 Tarmac SL7 flagship race bike and, just in case the hype was threatening to die down, the brand has followed it up with the launch of the latest Sagan Collection. 

As in previous years, the 2021 Sagan Collection comprises special-edition versions of the brand’s halo products, all designed to honour one of the most successful riders ever to sit on a Specialized bike, one Peter Sagan, who currently rides for team Bora–Hansgrohe. 

It includes a Sagan Collection S-Works Tarmac SL7, an SL7 frameset, an S-Works Roubaix, an Allez Sprint Disc frameset, plus S-Works shoes, a helmet and kit.

All feature unique colour schemes and come at a modest price premium over their counterparts in the standard range.

Sagan Collection 2021: “Deconstructivism”?

The S-Works Tarmac and Roubaix complete bikes in the collection feature a “chameleon” style design that Specialized Equipment Design Leader Erik Nohlin reverently describes as looking “like a render in real life, it has such depth. I’m still stunned every time I look at it”. 

Based on the images supplied by the brand, the Sagan S-Works Tarmac SL7 in particular does look seriously lovely.

We appreciate dazzling paintjobs at BikeRadar, and some brands have really gone to town in recent years, such as Trek with its incredible ICON designs for the Madone SLR.

As well as the two key complete bikes, the Sagan Collection includes a Tarmac SL7 frameset in Sagan’s black and green Bora–Hansgrohe livery, plus an Allez Sprint Disc frameset, perhaps hinting that the blue-collar aluminium racer will be putting in the odd appearance in the pro ranks, as it did in both 2019 and 2020. 

On the kit front, Sagan completists will delight in new editions of the S-Works Evade helmet with ANGi crash sensor and lairy S-Works 7 shoes. 

Naturally, there’s a matching jersey and bibs too, although we won’t be getting these in the UK, sadly. 

2021 Sagan Collection range and pricing

UK pricing for the 2021 Sagan collection is below, with other territories to be confirmed. The range is available from now.

S-Works Tarmac SL7

• Price: £11,000

S-Works Tarmac SL7 frameset

• Price: £4,000

S-Works Roubaix Di2

• Price: £11,000

Allez Sprint Disc frameset

• Price: £1,349

S-Works Evade II ANGi MIPS helmet

• Price: £240

S-Works 7 shoe

• Price: £360

Kona’s started to unveil its 2021 range of bikes, kicking off with updates to the Process X carbon enduro-focused bike and its aluminium counterpart the Process 153.

• Best dropper posts | Recommendations and our buyer’s guide
• Best mountain bikes under £1,000

The Canadian brand is also launching the new Honzo ESD, which should be on par with the Norco Torrent HT in defining the hardcore hardtail category thanks to radical geometry and no-nonsense lines.

There’s a new El Kahuna electric mountain bike and a new Splice-E electric commuter bike, too.

2021 Kona Process X DL and Process X

Designed to be gravity-focused bikes that can be pedalled to the top of the hill on long days out, the 2021 29in-wheeled Process range of bikes have 162mm of rear wheel travel and 170mm of fork travel.

Although both the Process X and Process X DL share the same carbon fibre frame, their parts differ slightly with the DL getting lighter, higher-performing kit.

The 2021 Process X boasts a 63.5-degree head-tube angle, adjustable chainstay lengths from either 435mm or 450mm and an impressively steep 78-degree seat-tube angle for the size large. Reach figures span from 440mm for the small up to a whopping 525mm for the extra-large bike.

Wheelbase figures are also fairly mammoth, starting at 1,213mm and extending to over 1,323mm on the extra-large bike in its long chainstay setting.

All sizes in the new Process X range have a short seat-tube length, which means the small and medium sizes get a 170mm travel dropper post, while the large and extra-large bikes get a 200mm travel post.

Although the frame is based around 29in wheels, a flip-chip on the seatstay to rocker pivot makes it possible to turn it into a mullet bike with a 29in front and 27.5in rear wheel. There are also water bottle cage bosses on the top of the down tube.

The 2021 Process X DL is kitted out with top-spec parts including the RockShox ZEB Ultimate fork and SuperDeluxe Ultimate rear shock, SRAM X01 Eagle 12-speed drivetrain, SRAM Code RSC brakes and DT Swiss 350 hubs laced to WTB KOM Trail i30 rims. The Process X DL retails for £7,200 / $6,999.

The Process X has a Fox 38 Performance GRIP fork and DPX2 Performance Elite shock, Shimano XT and Deore mix 12-speed drivetrain and Shimano Deore four-piston brakes. The 2021 Process X retails for £5,499 / $4,999.

2021 Kona Process 153

Being the Process X’s slightly less extreme alloy counterpart, the 153 receives similar geometry updates to its bigger sibling plus comes in two wheel size options – two 29in bikes and one 27.5in model – across three models.

The 29in bikes are available in medium, large and extra-large sizes while the smaller 27.5in bike sizes range from small to extra-large.

Claimed to be 150g lighter than previous Process 153 models, the new 2021 bike has a 64.5-degree head-tube angle, 76.5-degree seat-tube angle (size large), 435mm chainstays and reach figures that range from 425mm on the small 27.5in model up to 515mm for the XL 29in-wheeled bike.

The 2021 Process 153 DL 29 tops the spec sheet with a RockShox Lyrik Select RC Charger fork and SuperDeluxe Select Plus rear shock, a SRAM SX, NX and GX 12-speed Eagle drivetrain mix and SRAM G2 RS brakes. The DL model costs £3,699 / $3,699.

The slightly more basic Process 153 29 is downgraded to a RockShox Yari RC Motion Control fork and Deluxe Select rear shock, SRAM SX and NX 12-speed Eagle drivetrain mix and basic SRAM Guide T brakes.

The 27.5in Process 153 shares its spec with the 29in model of the same name bar the 27.5in wheels and tyres.

Both the 29in and 27.5in Process 153 cost £2,99 / $2,999.

2021 Kona Honzo ESD

Headline news on the Honzo ESD is its geometry, which Kona says has been derived from the Process X enduro bike.

It’s got a 63.5-degree head-tube angle when the frame’s running the stock 150mm travel fork, 435mm chainstays and reach figures that start at 440mm for the size small and extend up to 525mm for the extra-large bike.

The seat-tube angle is 77.5 degrees across the sizes and the wheelbase figures range from 1,186mm up to 1,285mm.

Along with its progressive geometry, the Honzo ESD’s kit helps define its hardcore hardtail credentials.

Up front there’s a Marzocchi Bomber Z1 fork with GRIP damper and 150mm travel. It has a Shimano Deore/SLX/XT mix 12-speed drivetrain and Shimano Deore brakes. It’s also specced with a Maxxis Assegai front tyre, Minion DHR II rear tyre combination.

The new 2021 Kona Honzo ESD retails for £2,699 / $2,699.

2021 Kona El Kahuna

Positioned as Kona’s “utilitarian trekking bike” thanks to rack and mudguard mounts, 100mm of suspension travel and clearance for 29in tyres up to 2.35in wide, the El Kahuna electric mountain bike is based around Shimano’s STEPS E6100 motor with a 504Wh battery.

It’s specced with 10-speed Shimano Deore kit and a Suntour XCR34 fork. That means it should be happy tackling gentle trail centre loops or blasting fire roads, and the 504Wh battery means it will have plenty of juice for most adventures.

The 2021 Kona El Kahuna will retail for £2,599.

2021 Kona Splice-E

Best suited to tackling long days in the saddle exploring tarmac roads, whizzing to the shops or replacing the car for short journeys, the 2021 Splice-E uses Shimano’s E6100 motor with a 504Wh battery.

It comes fitted with mudguards and lights as standard equipment and has mounts for rear pannier racks. It’s also decked out in Shimano Alivio kit with 160mm hydraulic disc brakes and is available in four sizes from small to extra-large.

According to Kona, the 2021 Splice-E will cost £2,599.

Cleaning the chain on your bike is a key part of reducing wear, improving performance and showing love to your bike. This is the ultimate guide to cleaning bicycle chains, and likely contains more nerdy info than you bargained for.

Your bicycle chain will wear for various reasons, but the key accelerant is grit within that grinds away the metal. While reducing wear through chain cleaning is certainly the factor that will save you money, you should also consider the efficiency that’s lost through all that abrasive friction.

Why should I clean my bicycle chain?

Jason Smith, of independent testing facility Friction Facts, confirms that there’s a measurable amount of efficiency lost from a dirty chain.

“The numbers can vary based on the ‘dirtiness’ of the chain, but on average, testing shows a dirty road chain can decrease efficiency by about 3 to 5 watts (at 250-watt rider output) – about 1 to 2 per cent of power loss,” he says.

“For example, say a properly cleaned and lubed chain consumes about 7 watts. The light road grit kicked up from a couple of ‘clean’ road rides can cost an additional 3 watts of frictional losses.”

Smith explains that number increases with the grit: “Riding on several road rides without cleaning or relubing can cost about 5 watts of losses. In extreme cases (MTB or cyclocross for example), we’ve seen a muddy chain add 12 watts of losses over baseline.

“When a chain is not properly cleaned and lubed, friction levels increase at the sliding surfaces of each chain link. At 95rpm with a 53t front ring, 40,280 chain link articulations occur every minute [an articulation is a link bending into or out of a ring, cog, or pulley] as the chain snakes through the drivetrain. Because of the high number of links constantly articulating, it is crucial to make sure the friction is minimised within the links.”

Should I take my chain off my bike to clean it?

Jonny Ashelford / Immediate Media

Reading through various how-tos and forums, everyone has a slightly different view on whether the chain should be on or off the bike for a thorough cleaning.

Removing a chain from the bike and shaking it in a jar of degreaser used to be common practice, but not so much anymore. With chains becoming more precise as further gears are added to modern drivetrains, our techniques for cleaning have had to adapt.

When 10-speed drivetrains were commonplace, the chains were typically designed to go on once and then removed only when worn out.

Calvin Jones of Park Tool expands on this, saying that “if the chain has a ‘connection rivet’, you invite creating a weak link every time you remove and install a new connection rivet. Even a master link is best left alone.

“The better master links… ‘click’ into place, and taking it off and on and off and on removes this feature. Again you are creating a weak link.”

For those with (officially) non-reusable links, SRAM and Shimano recommend using a brand-new joining link every time a chain is installed.

However, many riders re-use such ‘snap-lock’ links with success, despite that, brands insist against it. If you do decide to take the risk, a pair of master link pliers is the perfect tool to force these free.

For older drivetrains, using 7, 8 or 9 speeds (or those with re-useable 10- or 11-speed links), then this may be open to more debate.

Here, chains from KMC, SRAM and Wippermann can be easily removed from the bike and re-installed via the supplied quick-link.

My chain needs to stay on – now what?

The majority of bicycle maintenance product brands, including Park Tool and Muc-Off, recommend the use of a chain-cleaning device.

Here, the device includes rotating brushes that work the degreaser through the chain in a controlled manner as it is back-pedalled past. Experience shows they’re all pretty similar in function, and build quality is all that really separates them.

Jones of Park Tool takes it a step further and recommends the use of a ‘dummy hub’ (aka chain keeper) in place of the rear cogs.

This is done specifically to avoid running degreaser through your freehub and rear hub bearings, and is common practice among WorldTour race mechanics too.

A side benefit is easy access to the derailleur pulley wheels, a notorious spot for gunk to build.

If your bike has disc brakes, then removing the wheel will also ensure oil-filled degreaser stays off your disc rotor. Taking it a step further, you can use a plastic bag and elastic band to seal your brake caliper.

“After using a chain scrubber, with a degreaser, follow up with a second wash of warm soapy water. Using two different solvents flushes out any grit that is left,” suggests Jones.

Smith of Friction Facts agrees with Jones and Sampson that using a chain-cleaning device is the best answer if the chain must stay on. However, he warns of potential problems when doing so: “First, the chain cannot be submersed in cleaning fluid.”

The tension of the chain is another factor to be aware of, continues Smith: “Even though the tension is light [created by the rear derailleur cage spring], the positive tension does not allow the chain to go slack. A slacked chain opens up the sliding surfaces and allows cleaner to flow through the internals more freely than a tensed chain.”

Whether you use a stiff-bristled brush, a chain cleaning device or the ugly sweater you got for Christmas, it’s best to do it outside. Chain cleaning is a dirty task and doing it over carpet or indoor floors isn’t advised.

Jones also warns against using harmful degreasers, stating that you shouldn’t use diesel, benzene, gasoline or acetone. There are plenty of safer and healthier options that will get your chain suitably clean.

And don’t be tempted to use a power washer as a chain cleaner – “unless you are ready to overhaul the bike at the same time,” cautions Jones – because these can strip the grease from your bearings if you point them in the wrong direction.

I can remove my chain – how should I clean it?

David Rome / Immediate Media

If you have a re-useable masterlink in your chain and don’t need to touch that chain breaking tool, you’re in the minority, but this means you can take that chain off and run it through a degreasing bath.

Jason Smith is all for cleaning chains off the bike. “We recommend removing the chain to properly clean it. A quick link such as the Wippermann Connex Link facilitates easy removal. The most effective method of cleaning is by placing the chain in a simple and inexpensive ultrasonic machine.

“The ultrasonic agitation does a great job of removing dirt and grit from the internals of the links. If an ultrasonic cleaner is not available, the chain can be placed in a sealed container with cleaner and shaken vigorously,” Smith suggested.

In our experience, using Simple Green in combination with an ultrasonic cleaner has proven effective at getting the chain clean and most importantly, getting the stubborn grit out of the rollers. However, doing this on a filthy chain takes a number of five-minute cycles (or longer) before the chain is spotless.

If you don’t have time for this, scrubbing down the chain will get almost the same results of the ultrasonic cleaner and you can have it back on the bike far quicker.

If you want to speed up the process of using the ultrasonic cleaner, scrub the chain with a stiff-bristled brush to bring back the exterior sparkle, then run it through the ultrasonic cleaner. Once done, rinse it with water and then air dry with compressed air. You will then have a truly sparkling fresh chain.

Whatever you do, don’t leave your chain to soak for an extended period of time (days). There are some horror stories out there about degreaser corroding metal and causing surface cracks.

The lazy way to clean a bicycle chain

David Rome / Immediate Media

If you don’t want to go to all of the hassle of deep-cleaning your chain, lubing and wiping it regularly with a clean, lint-free cloth will suffice.

Some lubes claim to be an all-in-one cleaner and lube, but we’ve found these to be too thin for proper lubrication over longer rides. However, the practice is the same with any lube – wipe off the excess before you ride.

Smith agrees with such practice, stating that it’s better to lube over a dirty chain than not lube at all.

“At a minimum, a rider should re-lube the chain prior to every ride, even if they are re-lubing over a dirty chain. For efficiency, it’s better to re-lube over a dirty chain than do nothing at all,” suggests Smith.

If you follow up this advice with running the chain through a clean rag, you’ll likely stay on top of many dirty chain woes.

Prevention is perhaps the best thing in order to be lazy. Jones suggests: “First, use less oil as you lubricate. Don’t soak a chain in lube. Use a drip lube and put a drop along each joint, each link across the roller. Hosing your chain with spray certainly gets lube there as well, but it also gets it all over side plates, making the chain a dirt collector.

“It takes more time to lube each and every rivet but it also lets you inspect each one, and that will help you catch that ‘weak link’ of a burred, bowed or bent side plate, a mis-pressed rivet and a tight link,” Jones adds.

The laziest way to clean a filthy chain is just to replace it. Here, Jones offers the simple advice to measure for chain wear before each cleaning – there’s no point wasting time on a worn chain.

Once a chain is showing signs of wear, we pull the old cassette and cranks off the bike and give them a proper cleaning in a parts washer. Doing this provides a nice welcome for a fresh chain.

Can a chain be too clean?

Some people believe that cleaning a chain too much removes hard-to-replace factory grease from within the rollers. While it is important to ensure a chain is correctly lubricated, there’s little risk of a chain being too clean.

“We don’t feel a chain can ever be too clean, as long as it’s properly lubed after cleaning,” reports Smith. “In fact, when Friction Facts was in the business of treating chains [the UltraFast Optimization process acquired by CeramicSpeed] we stripped the chain completely using heavy solvents. The goal was to achieve a bare metal surface, prior to the lubrication treatment.”

We asked Jones the same question, for which his reply was simply: “No, but at some point, you are cleaning just for the fun of it.”

Once the chain is clean, Smith warns not to wait too long after cleaning before applying lube: “This minimises oxidation of a dry chain.”

So what about the lube itself? Are factory-applied ones superior?

“We’ve debunked the claim that aftermarket lubes can’t get as deep into the chain as factory-applied lubes,” says Smith. “Based on the friction decay seen during testing, it takes one minute or less for a drip lube to fully penetrate the internals of a rotating chain.”

Smith says he’s done many tests on chains with factory lubes and aftermarket ones: “Some factory lubes are faster than other factory lubes, and we’ve even seen a 5-watt swing between the fastest and slowest aftermarket lubes. However, in no case have we ever seen a factory lube outperform the fastest aftermarket lubes.”

Alright, so it’s clean. Now what?

“Part of the total cleaning process is re-lubing. Choosing a high-efficiency chain lube is the easiest and least expensive way to decrease friction in a drivetrain,” says Smith.

According to Smith’s testing, there’s up to a 5-watt difference between the top performing and lowest performing drip lubes. “Some of the top-performing drip lubes we’ve tested are Squirt Lube, Lilly Lube, Rock-N-Roll Extreme, and Morgan Blue Rolls Pro.

“Paraffin wax blends (such as Molten Speed Wax) are generally faster than drip lubes, but the application is more complex. As an option, a few companies are now providing paraffin wax optimised chains, ready to go,” he says.

For more on how to lube your chain, check out our in-depth guide to the best chain lube.

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In the September issue of Cycling Plus, senior technical editor Warren Rossiter delves into the rich history of one of the world’s best and most successful bikes, the Specialized Roubaix, and the new, eagerly awaited Giant TCR finally gets a test ride.

The team also pits two bikes from Kinesis and Ribble, British brands taking on the world, against each other, and brings you tests of gear from Sidi, Spektrum, Coros and Le Col.

Once you’ve digested that, in the magazine’s 28-page supplement you’ll finally find a belated guide to this year’s Tour de France.

• Subscribe to Cycling Plus to receive your free gift as well as discounts and more

Breaking the mould

Is the Specialized Roubaix the most influential road bike ever? Warren takes a look at its pioneering design and charts the history of this modern classic…

Ultimate upgrades

Twelve tried and tested upgrades that hit all the right notes for the Cycling Plus team. Wise investments that will keep your bike running at its best.

Mind games

Pain, self-doubt and fatigue can drain your motivation and resilience on long rides. This feature shows you how endurance is, for a surprisingly large part, a battle played out in the mind.

Other features reveal how you can counter the heat on long rides this summer and the team speak to the brains behind some of the world’s best bikes, designer Torgny Fjeldskaar.

Best of British

Can two small British brands hold their own in the competitive superbike market? Bikes from Kinesis and Ribble are pitted against each other to see how they measure up to the global competition.

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Schwalbe has just unveiled its 2021 mountain bike tyre lineup and it includes two new tread patterns alongside a range of five casing options that will be rolled out across the MTB range.

All told, there are 144 new mountain bike tyre options from Schwalbe when you add up all the casing, compound and width combinations.

Casings for all occasions

Schwalbe has expanded and renamed its range of tyre casings in a bid to cater to different riding disciplines and – in theory – make things easier to understand. It’s also tweaked the construction of the casings compared to older models.

Tyre casings are a tricky trade-off between weight and puncture-resistance, suppleness and stability, and rolling speed and damping for rough terrain control.

In a bid to suit the needs of everyone, there are now five casing options to suit the full spectrum of mountain biking:

• SuperRace – for cross-country and marathon racing
• SuperGround – for down-country and light trail riding
• SuperTrail – for aggressive trail riding
• SuperGravity – for enduro riding
• SuperDownhill – for – you guessed it – downhill terrain.

Although Schwalbe has made subtle tweaks to the exact construction recipes, the SuperGround casing is equivalent to the outgoing Snakeskin models and the SuperGravity, SuperDownhill and SuperRace all have close equivalents in the old Schwalbe range.

The SuperTrail casing is completely new though, offering a middle ground to aggressive trail riders who find the Snakeskin tyres a little too flimsy, or enduro riders who want a little more suppleness and less weight than a SuperGravity tyre. Based on how it’s marketed, this new casing is probably roughly equivalent to the EXO+ casing in the Maxxis family.

Casing construction

Here’s a rundown of the casings offered and their construction. There’s more to a modern mountain bike tyre than meets the eye!

Casing and compound combinations

In combination with these five casing options, Schwalbe still offers its four Addix compounds: SuperSoft, Soft, Speedgrip and Speed.

Softer compounds provide more grip and damping but roll slower and wear out faster.

A featherweight tyre with a cross-country casing and super-sticky downhill compound wouldn’t be much fun, so Schwalbe only pairs stickier compounds with the chunkier casings and tread patterns.

Luckily, Schwalbe provided this table to make clear which compounds and casings are available with each of its tread patterns.

New Big Betty

While the Big Betty name is nothing new to Schwalbe, the 2021 tyre is new in all but name.

The aggressive tread pattern is available with the SuperDownhill, SuperGravity and SuperTrail casings. Although it can be used front or rear, Schwalbe recommends it as a rear tyre in combination with a Magic Mary up front.

The laterally-aligned centre knobs are claimed to give it plenty of braking grip while reducing rolling resistance compared to the Magic Mary.

As a rear-biased, gravity-focused tyre with an eye on rolling speed, it should stack up against the likes of the Maxxis DHR2. We’ll let you know how it compares in due course.

Redesigned Nobby Nic

The Nobby Nic is designed to be a versatile all-rounder for trail and all-mountain riding.

According to Schwalbe “the profile design has been reworked in detail and made more aggressive to take into account the development of modern bikes.”

The brand says it now works a little better in slippery conditions and responds better to hard cornering.

It’s available in the new SuperTrail and SuperGround casings.

The 2021 Schwalbe range will be available from August 2020. Prices are yet to be released.

BikeRadar Builds is back, and this time I have the great pleasure of bringing you my time trial bike, a custom built Planet X Exocet 2.

The story behind this build is that I wanted the fastest possible bike without spending loads of money.

Consequently, I’ve put all of my limited spending power into aero, rolling resistance and efficiency gains. Unless you’re doing hill climbs, weight basically doesn’t matter for time trials, so I just ignore it.

For the purposes of this article, and to make a point, I weighed it for the very first time. As pictured, plus a Garmin 810 and a Cateye rear light (a rear light is now a requirement in UK time trials), it weighs 9.64kg. That makes it the heaviest bike I own, but also, undoubtedly, the fastest.

To anyone who’s ever ridden a time trial bike, that shouldn’t come as a surprise, but the aero versus weight debate refuses to die.

If you have other priorities, such as valuing low weight over aerodynamic efficiency because of how it makes a bike look, feel or ride – a totally reasonable position to take – then that’s fine. I’m not here to tell you how you should enjoy riding your bike.

But, if you want to ride bikes as fast as possible (and unless you only ride up very steep hills), you should worry about aerodynamics and rolling rolling resistance, not about weight.

A little bit of history

I first built this bike up in 2015, having initially done a few time trials on a modified road bike in 2014.

I’d been racing road and crits for a few years and fancied giving time trials a go because it was something my grandad did a lot of in his youth.

My lithe build and small engine suggested I wasn’t built for flat time-trials, so I didn’t exactly set the TT world alight, but I did okay on the occasional good day.

Unfortunately, whether through overtraining or just bad luck, I came down with viral encephalitis (inflammation of the brain caused by, in my case, the varicella zoster virus) in August of that year, and my amateur racing career sadly came to an abrupt halt.

I kept the bike though, because I hoped I’d eventually build up enough fitness to race it again without embarrassing myself.

A few years of on/off training passed, but eventually I came into winter 2019 thinking I might give the 2020 time trial season a crack. Unfortunately, a global pandemic got in the way.

With the worst of that now hopefully behind us here in the UK, and with the green shoots of fitness starting to appear, I’ve made an inconspicuous return to racing with this bike at the mid-week time trials around Chew Lake, run by Bristol South Cycling Club.

Planet X Exocet 2 frameset

Not only did I get this frame from Planet X, a Sheffield based bike brand renowned for making cheap bikes, but I also got it on sale. I’ve lost the receipt, but I think I paid around £500 for it.

It’s by no means the most technologically advanced time-trial frameset in the world, but £500 is not bad for a full carbon frameset with internal cable routing.

As BikeRadar reported when it was initially announced in 2011, the frameset’s aerodynamic profile was apparently developed in conjunction with the University of Sheffield, using computational fluid dynamics (CFD).

The end result is a frameset on which practically all of the major tubes are narrow airfoil shapes. While I don’t know for sure, I suspect this makes it fast in a low yaw situation, but perhaps less so when there’s a crosswind or you’re riding at slower speeds (the effective yaw angles you experience decrease as you ride faster).

A painted logo on the seatstay indicates the frame is constructed from T800 carbon fibre.

This would have been quite high modulus carbon fibre for the time, but it’s of course not clear how much of that has been used to construct the frameset (high modulus carbon fibre, which is stiff but brittle, is almost always used in conjunction with lower modulus, higher strength carbon fibre).

• How carbon frames are made

It’s also noticeable that the aerodynamics of the frameset appear to have been designed without a water bottle or brakes in mind.

The down tube, for example, is so thin that adding a water bottle would likely induce significant extra drag. This was, sadly, de rigueur at the time.

Fortunately, for short time trials, carrying water is generally unnecessary. If I really wanted to, I’d likely look to carry a small bottle between my arms instead – in the space between my forearms on the aerobars.

Likewise, the rear brake mounting area is very small and thin. Presumably, this is because that was fastest on the computer. In the real world though, where it’s nice to have brakes, it doesn’t hide the rear brake well.

Don’t get me wrong, I’m not advocating for an under the bottom bracket brake (I’m well aware how bad those tend to be), but the Canyon Aeroad and updated Cervelo P3 would later show how to hide a standard rear brake caliper a little better.

Another consequence of this slim design is the rear brake caliper has to mount onto an awkwardly small, removable insert, which is then screwed onto the frame with a small Allen key.

In practice it works okay, but I don’t think it’s an optimal design.

The frameset is also very much of its time in that tyre clearance is relatively limited. I can fit a 25mm tyre (measured width) at the front, but that’s about it. I’d be wary of trying to fit super-wide modern wheels at either end.

To be fair, though, that’s enough tyre clearance for time trials and I actually run 23mm tyres (which measure more like 24mm when inflated) for better aerodynamic performance anyway.

A final issue I had was that the original front derailleur hanger was of very poor quality and eventually bent out of shape quite badly.

Sadly, when I tried to replace it earlier this year, Planet X wasn’t able to help me find a replacement (no doubt because it’s such an old frame).

A lot of googling, measuring and eyeballing determined a Giant Defy front derailleur hanger might fit though, so I took a risk and got one. Luckily, it fits and functions perfectly.

Wheels and tyres

If you’ve ever shopped for a full carbon disc wheel, you might be struggling to believe that the disc wheel on this bike could possibly have been cheap, but it was an eBay purchase and I paid £350 for it.

It’s an early disc wheel by Newcastle based wheel builders Walker Brothers. It’s a flat, rather than lenticular disc and, although it appears to be of full carbon construction, a carbon outer fairing hides an aluminium clincher rim.

It’s a structural disc wheel, rather than a spoked wheel with a semi-rigid carbon fairing like a HED Jet Disc, though it’s debatable whether this is an advantage or a disadvantage.

It’s also very heavy. I haven’t weighed it in its bare state, but set up for race day (i.e. with rim tape, a tyre, an inner tube, cassette, and skewer) it weighs a whopping 2.46kg.

Conventional wisdom is that rotating weight matters a lot, but I personally don’t buy it. Yes, it takes a tiny bit more energy to accelerate up to a given speed, but that energy isn’t lost – it remains in the system, helping to resist deceleration like a flywheel (unless you have to brake).

For a time trial, I’ll take the aero benefit of a disc wheel over a lighter, less-aero wheel practically any day.

The front wheel is a Shimano RS81 C50. As the name suggests, it has a 50mm deep rim (17mm / 22.5mm wide internally and externally) and consists of a carbon fairing bonded to a standard, spoked aluminium wheel. It has just 16 spokes, another small aero gain.

Though not very fashionable, this type of construction has two major benefits. Firstly, you get the good braking performance of an alloy rim and, secondly, it’s cheaper. I bought it new and I think I paid around £380 for it.

• 10 of the best deep aero wheels lab tested

The front tyre is a first generation Vittoria Corsa Speed TLR. This consistently came out on top of independent rolling resistance tests and, since a new version was recently released, I was able to get it fairly cheaply.

It’s a tubeless tyre, but I’m running both wheels with latex tubes because the rims aren’t tubeless compatible.

I actually bought a pair of the Corsa Speeds, but I couldn’t get the second onto the rim of my disc wheel because it has an excruciatingly narrow, 13.5mm wide rim (internal width).

As you may have guessed, I spent a couple of painful hours trying to muscle it onto the rim with my burliest tyre levers, blissfully unaware that fitting road tubeless tyres actually requires a minimum internal rim width of 17mm and a dropped central channel (neither of which the wheel has).

Eventually I relented, googled it, felt stupid, and settled on fitting an old Vittoria Open Corsa Evo CX clincher I had in my spares box.

I’m planning on upgrading it to a Continental GP5000 clincher very soon though, because new tyre compounds have shown significant improvements in rolling resistance and I can’t resist the cheap speed.

Components

The drivetrain is a mix of Shimano parts, some new, some slightly older. The key to it is that everything is big. Big chainrings, big cassette.

Up front I’ve got 56/42 chainrings. Out back I’ve got an 11-34 cassette.

You might be wondering how anyone who isn’t nicknamed Der Panzerwagen could possibly need a 56-tooth chainring though. After all, isn’t 53×11 already a very big gear?

The answer is that I’m not looking for a bigger gear per se – you’d be correct in guessing I can’t spin a 56×11 gear on anything but very fast descents. I’m actually looking for bigger cogs and a better chainline.

Both of these things help make your drivetrain a little more efficient, meaning less of the power you put through the pedals is lost to friction in the drivetrain.

I did originally buy a 58t, but I sadly couldn’t get the front derailleur to clear it, even with a large spacer (If anyone wants to buy an unused 58t TA Alize chainring, get in touch).

1× drivetrains are very popular right now in the time trial scene, so I’m quite tempted by a 58t or even a 60t 1× aero chainring for flat/rolling courses.

Having the 11-34 cassette means, for most courses, you only ever need the big ring anyway, so removing the front derailleur could be another small aero gain.

For a flatter course it would be nice to have a more tightly spaced cassette, but sadly the disc wheel has an old 10-speed Shimano freehub that can’t be upgraded to an 11-speed version. Fortunately, the CS-HG700 11-speed cassette fits on to the 10-speed freehub because the 34-tooth sprocket is so big it won’t interfere with the spokes of a normal wheel.

There are 11-speed cassettes specifically made for 10-speed freehubs (like Edco’s Monoblock cassette), which are a decent option. They’re pretty pricey and not always easy to get hold of though, so I haven’t jumped on that bandwagon yet.

I’ve also got a waxed chain. You can buy these off the shelf, from brands such as CeramicSpeed, but it’s also fairly easy to do it yourself at home once you’ve invested in a few bits of cheap kit. Highly recommended for those who like to save money and watts.

• Chain lube buyer’s guide: what’s the best chain lube for your bike?

The saddle is an ISM Adamo Attack. If you’re riding a time trial or triathlon bike on a normal saddle, I would implore you to try a time trial/triathlon specific one like this. It does look a bit goofy when you’re not sitting on it, but the difference in comfort when riding in such an aggressive position is enormous.

Up front, the handlebars are a set of generic carbon integrated time-trial handlebars from a well-known Chinese online marketplace. They’re similar to the kind now sold by Planet X under the Selcof brand name, but at the time these were only available direct from the Far East.

It’s debatable as to whether it’s a good idea to buy unbranded carbon parts from unknown sellers in far away countries. It’s hard to say exactly what the level of risk is, but if you do have any issues you’re likely to be left out in the cold.

I’m reasonably lightweight, and considered that I don’t put much stress on components so would in all likelihood be fine (and so far, touch wood, I haven’t had any issues).

If I had a bit more money to spend though, I’d certainly have preferred the peace of mind buying something from a reputable brand brings. With hindsight, something such as Zipp’s Vuka Alumina system would likely have been just as good and much less risky.

Like the aforementioned 1× drivetrains, ‘high hands’ positions (where the aero bar ends are 10cm or so above the level of the armrests) are also very fashionable in time trialling at the moment. I’ve not tested it for aerodynamic efficiency, but I personally find having angled armrests much more comfortable than flat ones.

Unfortunately, the handlebars I have don’t have built-in tilt functionality, so I bought some tilt adaptors from Aerocoach. They are relatively expensive, but they work very nicely and Aerocoach is, after all, a relatively small business that doesn’t have the economies of scale a larger brand does.

The heaviest… and fastest bike I own

It’s worth reiterating at this point that even at over 9.5kg this is by far the fastest bike I own.

A substantial portion of that is likely due to the position it puts my body in, but that only further reinforces how important aerodynamics are.

Yes, for a time trial up Mont Ventoux I would choose a lightweight climbing bike, but that type of course simply doesn’t exist in the UK.

The couple of kilograms saved by switching bikes would only amount to something like 2 to 3 per cent of my total rider plus bike weight, however, and that’s for someone who (at around 64/65kg) is already pretty lightweight. If you weigh more than that, the percentage difference is going to be smaller.

Furthermore, this weight saving is only likely to account for a handful of seconds over a ‘heavy’ aero bike even on a mountain top finish.

Better aerodynamics also have the potential to significantly increase your speed on the downhill and flats following hills, so if the race doesn’t finish on a summit you’ll be able to easily make up any time lost from carrying a little extra weight on the way up.

If the hypothetical Mont Ventoux time trial was adjusted to include a descent, for example, an aero road bike with hydraulic disc brakes would almost certainly be fastest overall.

So, when you’re racing time trials it’s especially important to consider how much time will actually be spent on steep gradients, and whether or not it makes sense to optimise for those small sections of the course.

It’s not that weight doesn’t matter at all. Something having less mass does mean less energy is required to move that thing. It’s just that the weight differences between performance bikes are, in the grand scheme of things, so small.

A handful of seconds saved on a mountaintop finish by reducing weight might make a huge difference to a WorldTour pro or a national hill climb champion, but the cycling industry puts an inordinate premium on lightweight bikes and parts, so if you want your bike to be light, it’s going to cost you.

Given this, my advice to people who don’t want to spend loads of money (but still want to be fast) is, if you’re looking to make weight savings, look in the mirror first. It’s much cheaper to lose 2kg off your body weight than it is off your bike – just make sure you do it safely and consult your GP if you need advice.

Consequently, other characteristics (and especially aerodynamics) take on much greater significance if you want to ride fast because of the non-linear relationship between increasing aerodynamic drag and the power required to overcome it.

The long and short of it is if you want to double your speed, aerodynamic drag is quadrupled and you will need to supply eight times the power to overcome that.

You don’t even have to take my word for any of this. You can do the calculations yourself on any good power vs speed calculator or with tools such as Best Bike Split.

Playing around with the numbers makes it very obvious that the small weight reductions possible with bikes pale into insignificance compared to aerodynamics and rolling resistance on anything but the steepest gradients.

Future upgrades

Given I’ve built this bike relatively cheaply, there are quite a few things I could further optimise on it, if money were no object (although if money were really no object I’d just buy a whole new bike).

The obvious ones are around the leading edge. Time trial handlebars have taken a massive leap forward in recent years and a set of integrated handlebars such as those by Wattshop or Aerocoach, perhaps with electronic shifting, could really clean up the front end.

Likewise, an aero stem (Profile Design has a couple of good options – the Aeria and the Aeria Ultimate) and a set of more aerodynamically efficient brakes, such as the TriRig Omega X, would also be a smart upgrade.

On the subject of electronic shifting, SRAM eTap is undoubtedly where it’s at for TT bikes right now. The wireless system makes for wonderfully clean builds, especially in a 1x system. SRAM also has lots of shifter button options, meaning you can really go to town on customising it for your own needs.

Alas, even the second tier Force eTap AXS groupset is still pretty expensive. The groupset alone probably costs more than what I’ve spent on this entire bike so, as long as I’m spending my own money, Shimano 105 will do just fine.

Better wheels could be a reasonably significant upgrade too. Since the bike has rim brakes, a set of HED Jet wheels, such as a Jet 6 front and a Jet Disc rear, would be perfect (because they have aluminium brake tracks).

I’d even be tempted to abandon my beloved latex inner tubes and run them tubeless with Corsa Speed TLR tyres front and rear.

Again, though, that would involve significant cash investment. I’ll probably leave the drivetrain and wheels as they are and save up for a better skinsuit or some professional aero testing.

Simon’s Planet X Exocet 2 full spec

• Frameset: Planet X Exocet 2, size M
• Rear derailleur: Shimano 105 RD-R7000-GS
• Front derailleur: Shimano Dura-Ace FD-9100-F
• Crankset: SRM Dura-Ace 7800
• Chainrings: TA Alize 56/42
• Cassette: Shimano CS-HG700-11 11-34
• Chain: Shimano HG-X11
• Shifters: Shimano Dura-Ace SL-BSR1 bar end shifters
• Pedals: Favero Assioma Duo power meter pedals
• Brakes: Shimano 105 5800
• Handlebar: Generic carbon integrated time-trial handlebar
• Stem: 3T ARX Pro 110mm
• Saddle: ISM Adamo Attack
• Front wheel: Shimano RS81 C50 clincher
• Read wheel: Walker Brothers disc wheel (10-speed freehub)
• Tyres (front/rear): Vittoria Corsa Speed G+ TLR, 23mm / Vittoria Corsa Evo CX clincher 25mm
• Inner tubes (front/rear): Latex (Vittoria/Michelin)

Enve has today launched four tubeless-ready road tyres and they’re to be known as the Enve SES tyre range.

The brand claims its new tyres are competitive with the best tubeless road racing tyres, not just in terms of weight, rolling resistance and puncture resistance, but also in terms of aerodynamic efficiency.

In keeping with a growing industry trend towards hookless road tubeless rims, Enve says every tyre in the range is compatible with hookless rims. Furthermore, Enve says the tyres have all been designed in accordance with the latest ETRTO standards (although it’s still not entirely clear what those standards are right now).

Enve has also provided detailed information on recommended pressure ranges and actual inflated width for each tyre in the range, when mounted on rims of differing internal widths.

Fashionistas will be thrilled to learn that all four tyres in the range will be available with either black or tan walls.

2021 Enve SES road tyre range: details, pricing and specifications

The 25c and 29c tyres are available now, with 27c and 31c tyres following around October 2020.

In terms of RRP pricing, the new Enve tyres are in line with key competitors such as the Continental GP5000 TL (£70) and Schwalbe Pro One TLE (£68.49), though it remains to be seen if they are discounted to the same extent on the open market.

2021 Enve SES tyres aero data

Enve claims the tread pattern (which is made up of parts of Enve’s brand logo) has been specifically designed to improve aerodynamic efficiency. It says the tread acts as a ‘trip edge’ that energises the airflow, helping it to remain attached over the transition between the rim and tyre.

It also claims this effect works at the rear wheel too, where the tread helps to close the wake of the airflow as it transitions off the tyre, leading to a smaller low pressure wake behind the wheel.

Enve also told us its testing (performed by long-term partner Drag2Zero) showed this aerodynamic benefit increases with a pedalling rider present because the rider’s legs generate extra turbulence that the rear tread can apparently help streamline.

At this point we would normally advise you to take these kinds of claims with a healthy pinch of salt, but in a somewhat rare move, Enve has provided both wind tunnel development information and data from comparative testing it performed.

We’re not in a position to validate this data, so do keep the salt nearby, but it’s worth noting Enve’s tyres don’t show the lowest drag numbers in all situations, as is often the case with aero data provided by manufacturers. This lends the brand’s claims more credence because it suggests data isn’t being cherrypicked to favour Enve over its rivals.

For example, where Continental’s GP5000 is tested, Enve’s data shows it as being slightly more aerodynamically efficient than Enve’s own tyres.

When asked why it only tested the 28mm GP5000 TL (and not the 25mm version), Enve told us wind tunnel testing for the 25c tyres was performed at an earlier date, when the GP5000 had not yet been released. The brand was therefore only able to test the GP5000 TL when it later tested the 29c versions of its own tyres.

On a more general point, it’s worth noting that the difference in weighted average drag between the 25c and 29c tyres appears quite stark.

It’s difficult to make direct comparisons because the 25c and 29c tyres were tested on different rims; Enve’s SES 5.6 and 7.8 for the 25c tyre) and Enve’s SES 3.4 AR for the 29c tyre).

However, considering the SES 3.4 AR is claimed to be optimised for wider tyres and that the apparent difference in drag between the SES 5.6 and 7.8 wheelsets (both with the 25c tyre) is less than a couple of watts… Well, the 19 or so watts difference between the 25c tyres on the SES 5.6 wheelset and 29c tyres on the SES 3.4 AR wheelset seems to be quite significant.

Of course, aerodynamic performance doesn’t tell the whole story, and there are likely to be gains made in decreased rolling resistance and increased comfort and grip from the wider rim and tyre combination, especially on rough surfaces.

However, racers may wish to consider that the narrower combination (narrower in relative terms – the SES 5.6 front wheel is still 29mm wide) is, according to Enve’s own testing, apparently substantially more aerodynamically efficient than the wider combination.

2021 Enve SES tyres rolling and puncture resistance data

In another very welcome move, Enve has already provided rolling and puncture resistance data from testing performed by BicycleRollingResistance.com, an independent tester that focuses on drum testing the rolling and puncture resistance of bicycle tyres.

Notably, the rolling resistance testing shows the new 25mm Enve SES tyre lags slightly behind the best road racing tyres in its class – namely a couple of watts behind the Schwalbe Pro One TLE and Hutchinson Fusion 5 Galactik TL, and around 4 watts behind the Continental GP5000 TL.

It should be caveated that the GP5000 TL is not compatible with hookless rims and therefore won’t be an option for some riders. Likewise, the Vittoria Corsa Speed and Schwalbe Pro One TT TLE tyres are designed for time trials and, as such, offer lower durability and more limited puncture protection.

Enve would perhaps feel that the tyres’ aerodynamic performance at higher speeds (20mph and above) may make up for some of this rolling resistance deficit though.

Likewise, the puncture resistance testing shows the Enve SES tyre outperforming the aforementioned tyres, despite claimed weights for the 25mm tyre being a little lower than the competition.

When we put this to Enve, it told us it focused on making a tyre that balanced low rolling resistance with decent enough puncture protection to not be a race-day-only tyre.

Jake Pantone, vice president, product and customer experience at Enve, told us: “We were trying to achieve an ideal balance for everyday race worthy performance. Saving 3–4 watts in rolling resistance but doubling your likelihood for flats in some cases just isn’t worth it to us.”

Enve was also at pains to point out that rolling resistance tests performed on steel drums are not always indicative of real world performance.

In fairness to Enve, it’s not completely wrong in this regard. As steel drums (even ones with diamond plating as used by BicycleRollingResistance.com) tend to be much smoother and more uniform than an actual road, such tests tend to favour higher pressures and stiffer, less supple tyre casings. However, in the real world, where even the best roads are full of minor surface imperfections, more supple tyres with somewhat lower pressures are, in most people’s experience, actually faster.

So… Why do this type of testing then? Well, according to Enve the raw rolling resistance data is still useful as a development benchmark, presumably because it’s a highly repeatable testing methodology, even if the results don’t necessarily translate precisely into real world performance.

We’ll leave it up to you to consider the data provided and draw your own conclusions on whether Enve has struck the right balance of performance and durability. We can at least applaud Enve for providing some actual data to help us make more informed purchasing decisions.

BMC has released a brand new 29in cross-country race hardtail, the Twostroke, to sit alongside its full-suspension XC bike, the Fourstroke.

The Twostroke will be offered in both aluminium and carbon, and is designed for the rigours of modern XC and marathon racing.

Six models will be available, ranging in price from €1,199 to €3,999, bucking the trend for super-pricey top-flight race bikes.

BMC Twostroke design

XC hardtail designers have a number of competing demands when it comes to designing a bike. They need to keep the bikes light and stiff, for the most effective responses to pedal inputs on punchy climbs, while also ensuring the bikes are able to cope with technical courses and keep riders fresh during long days out.

The old adage used to be that races were won on the climbs and lost on the descents, but BMC reckons nowadays races are won on both the climbs and descents, so bikes have to be as capable up as they are down.

• Orbea adds OMX carbon to its Oiz XC race bike
• Specialized Epic Pro first ride review

In a slightly surprising move, BMC has moved away from the elastomer based softtail design of its previous XC hardtail, the Teamelite, instead opting for a traditional rigid frame.

With cross-country courses getting tougher and fast riders still demanding compliance from their bikes, BMC recognises the need for a compliant frame.

It says that modern frame design and construction methods, along with the latest generation of voluminous XC race tyres, give all the comfort and control needed on a hardtail, though.

BMC’s Twostroke concept was for a light, stiff and responsive frame that gives “explosive accelerations and precise handling” while still being up to the task of everyday racing and riding.

At the same time, it’s borrowed the ‘Tuned Compliance Concept’ from its road bikes for the Twostroke’s carbon frames, seeing a fine-tuning of the carbon layup to provide the ideal amount of vertical deflection.

This is realised through the chainstays, which are designed to give that vertical deflection along with the use of a D-shaped seatpost and seat tube, which BMC has found to aid fore-aft deflection, again boosting comfort.

Alloy frames use a hydroformed, ‘smoothwelded’ construction method and come with a 31.6mm round seat tube.

Further reflecting the development of cross-country, BMC says that it’s given the Twostroke ‘radical geometry’ in order to allow you to hit the race course with the utmost confidence.

This effectively means slack head angles, 44mm short-offset forks, a steeper seat angle and short chainstays.

BMC Twostroke frame details

The Twostroke certainly has a distinctive look, with the top tube and seatstays merging in to one continuous line.

BMC says that it’s removed unnecessary curves from the design and took aesthetic inspiration from the Lockheed Martin X-35 fighter jet, no less!

In another slightly surprising move, BMC hasn’t built the frame down to the sub-kilo weights we’ve seen from the likes of Specialized and Orbea, with a medium carbon frame coming in at a claimed 1,037g.

This is because BMC wanted the frames to be stiff and robust. This translates in to wide chainstays that are high in profile, along with a straight, oversized down tube to give torsional stiffness and strength.

Alloy frames come in at a claimed 1,850g for a medium.

BMC Twostroke finishing touches

The straight down tube means that in a crash the fork crown is likely to hit the down tube. As such, the Twostroke comes with an integrated fork stopper to prevent this from happening.

Frame protection continues further back, with an integrated chain-suck plate, chainstay protectors and a chain guide, along with helicopter tape pre-installed on the down tube.

While the aforementioned D-shaped seatpost and tube might aid deflection, the shape, in theory, means no dropper posts will fit. However, BMC recognises that some riders will want that flexibility.

As such, a shim will be available to reduce the seat tube so it will accept an internally routed 27.2mm dropper post – something that’s having a bit of a resurgence thanks to the growth of the gravel market and it’s requirements for skinny droppers.

Frames are 1x specific, have a 160mm Post Mount brake bracket, provide clearance for 52mm tyres and hold two water bottle cages. The carbon frames take a PF92 bottom bracket, while alloy frames take a threaded BB.

BMC Twostroke geometry

Both the carbon and alloy frames share their geometry. Bikes are available in XS to XL, and details for a Large are detailed below:

• Reach: 465mm
• Seat tube: 480mm
• Chainstays: 425mm
• Head angle: 67 degrees
• Seat angle: 75 degrees
• Wheelbase: 1,161mm
• Stack: 608mm
• BB drop: 64mm

BMC Twostroke models

BMC Twostroke 01 One

This top-level carbon bike is built with a 100mm RockShox SID Select fork, a SRAM X01/X1/GX Eagle groupset with a 34t ring on the carbon cranks and DT Swiss XR 1700 wheels with 2.25in Vittoria Barzo tyres.

Brakes are SRAM’s Level TLM units, while the finishing kit is largely BMC branded componentry. The bike is a claimed 9.33kg.

• €3,999

BMC Twostroke 01 Two

The second tier carbon bike gets a RockShox Reba RL fork, a SRAM GX Eagle groupset and DT Swiss X 1900 wheels with the same Vittoria tyres.

Finishing kit is courtesy of BMC, while SRAM Level TL brakes complete the build.

• €2,999

BMC Twostroke 01 Three

This model gets a RockShox Recon Silver RL fork, a NX/SX Eagle groupset, Alex MD25 rims on Shimano hubs and Shimano Deore brakes.

• €2,499

BMC Twostroke 01 Four

The entry level carbon bike gets a RockShox Judy Silver TK fork, a Shimano Deore 12-speed groupset and Shimano BR-MT400 brakes. It receives a round 27.2mm seatpost within the shim.

• €1,999

BMC Twostroke AL One

The alloy frameset is built with a RockShox Recon RL fork with a remote lockout lever. It has a mixed SRAM NX/SX Eagle groupset and Shimano Deore brakes.

• €1,599

BMC Twostroke AL Two

The entry-level bike in the range has a RockShox Judy TK Remote fork, a Shimano Deore 12-speed groupset and Shimano BR-MT400 brakes.

• €1,199

Now that the revised UCI calendar is back underway having kicked off with the 2020 Strade Bianche and the start of the Tour of Poland, live competitive cycling continues this weekend with the delayed Milan-San Remo. 

Due to have taken place in March, the race will be the first cycling Monument of 2020 and is set to be the longest Milan-San Remo ever, with a remodelled 299km route to make allowances for Covid-19. 

Riders will now tackle an inland route through Lombardia, Piedmont and all the way down to the Ligurian Riviera rather than the traditional coastal roads, due to the coronavirus fears of some local authorities. But with respect to tradition a priority for the race organisers, we can still rely on the Cipressa and Poggio climbs to spice up the finale. 

2019 winner Julian Alaphilippe returns to defend his title having out-sprinted Oliver Naesen and Michal Kwiatkowski to take the 110th edition of the race last year. Tough competition is expected from Philippe Gilbert (Lotto-Soudal), who’ll be chasing the historic Grand Slam to become the fourth rider in history to boast all five different Monument wins. 

The lineup will also look different, with 27 teams set to start with six riders; a move made by organisers in acknowledgment of the hit that cycling outfits have taken this year. So, all this could make for the most unscripted Milan-San Remo ever.

Whether you’re in the UK, US or Australia, here’s how to watch the 2020 Milan-San Remo. 

How to live stream Milan-San Remo 2020 in the UK

Eurosport 

Eurosport will be broadcasting the race live on Saturday 8 August. A monthly pass to the Player will cost you £6.99 or you can get a full annual pass for £39 / £4.99 a month.  Coverage of the race will be shown across Eurosport and Eurosport 1 from 14:50 UK time.

Sky  

Meanwhile, Eurosport 1 and 2 are also available on Sky’s Ultimate TV package, costing £25 a month for the first 18 months (for a limited time only). 

GCN Race Pass 

You’ll also be able to access the race with the GCN Race Pass, available on the GCN app. A special offer currently lets UK-based fans subscribe for £19.99 a year, rather than the usual £39.99.

How to live stream Milan-San Remo 2020 in the US

FloBikes

If you’re based in the US or Canada, FloBikes will be airing the Milan-San Remo with plans starting from $12.50 per month for the FloBikes Cycling Pass. 

fuboTV

fuboTV has a number of races on its schedule too. The Milan-San Remo will be available to watch live through fuboTV on the 8 August with the fubo Cycling Pass. You don’t need a monthly subscription if you only want the Cycling Pass.

fuboTV has just cut its Cycling Pass price for the rest of the season. For the one-off cost of $59.99 you’ll also get access to live coverage of other top UCI WorldTour and UCI European Tour road races such as the Giro d’Italia – the Pass usually costs $199.99 a year. Sign up to fuboTV here.

How to live stream Milan-San Remo 2020 in Australia 

Australian Eurosport 

Australian Eurosport will be streaming the European race on the Eurosport Player during the evening of Saturday 8 August from 16:00. TV provider Foxtel will be broadcasting the race on the TV. 

GCN App 

An alternative option is to watch the Milan-San Remo in Australia through the GCN App. 

The content train keeps on rolling here at BikeRadar. As usual, there have been plenty of hot new tech launches, bikes, reviews and features.

I had the great pleasure of writing a feature for BikeRadar Builds on my Planet X Exocet 2 time trial bike. It’s been wonderful to be able to partake in some socially distance racing on it in recent weeks, at Bristol South Cycling Club’s midweek time trials around Chew Valley Lake.

Technical editor, Alex Evans, also took a deep dive into the details of Norco’s Torrent HT S2 for Bike of the Week.

The big launch of the week was arguably Specialized’s unveiling of its 2021 Sagan Collection, which included all sorts of bling bikes, framesets and accessories. Designed to celebrate the brand’s current biggest star, Peter Sagan, you might not be able to ride like him, but you can at least now ride one of his bikes.

On the subject of fast bikes, we also published our first ride review of Merida’s latest update to its Reacto aero road bike platform, the Reacto Team-E. Used by the likes of Mark Cavendish and the rest of the Bahrain-McLaren professional team, it’s lost a little weight, gained a little tyre clearance and improved its aerodynamics.

It hasn’t lost as much weight as this heavily customised, 6.2kg Specialized S-Works Tarmac SL6 though. Used by Ronan McLaughlin to demolish Alberto Contador’s Everesting record, no part was overlooked in pursuit of marginal gains.

In other news, the September edition of Cycling Plus is now on sale. Amongst heaps of other juicy content, it also includes a 28-page guide to this year’s delayed Tour de France. It’s been wonderful to have WorldTour racing back on, so check out the revised men and women’s 2020 WorldTour calendars if you want to plan your pro racing fix.

Now, let’s take a look at some of the latest and greatest tech to land on our desks this week.

This week, we received an incredibly bling pair of semi-custom aero cycling shoes from Bont, some classy road kit by Mono, a new heart rate monitor from Wahoo and some nice socks from Proviz.

Bont Zero+ semi-custom cycling shoes

We’re big fans of Bont shoes here at BikeRadar. Their incredible pedalling stiffness, combined with a highly customisable fit makes for ideal race day cycling shoes.

As an avid follower of all things aero, I’ve had a standard pair of Bont’s aero Zero+ shoes for a few years now, but this latest set in BikeRadar colours really is something to behold.

They were created as part of Bont’s semi-custom programme, which allows consumers to customise both the colours and fit of the shoes, beyond the standard adjustment range possible by heat moulding.

As it happens, Bont’s standard last fits my feet just fine, but double or triple wide fit, flat soles, double wide Asian fit, low volume and even small adjustments to the actual carbon shaping are available too, should your feet have special requirements that need to be accommodated.

• Best cycling shoes: top-rated road cycling shoes

Regrettably, we can’t put a figure on exactly how much more aerodynamically efficient these shoes are than a standard shoe, but testing by other companies suggests the aerodynamic qualities of your shoes can actually make a significant difference.

Weighing in at 562g for the pair of size EU 45s, they’re also pretty lightweight too.

• Weight: 562g
• Price: $539 / £410 / €455
• Buy now from Bont Cycling

Mono Cycling spring/summer 2020 Block jersey and Waves bibs

Road cycling and style are two things that have long been associated, and though many cycling brands focus purely on performance metrics nowadays, some take a slightly different approach.

Mono, a brand created in 2016 at the heart of London’s racing scene, makes premium road racing kit with an eye on modern art and minimalist design.

• Best cycling jerseys: Summer cycling jerseys for men tried and tested

For spring/summer 2020, Mono has updated its Block Jersey and Waves bib shorts. We think the Racing Green colourway is particularly fetching, and pairs best with the Black Gold bibs.

For those who want something brighter, the Block Jersey is available in a Powder Blue colourway, with Midnight Blue Gold bibs to match.

Befitting its racing heritage, the kit is cut tight to optimise aerodynamic performance, with longer sleeves, three standard pockets and UV protection to SPF 50.

The bib shorts have a multi-panel construction with flat-lock seams and a Cytech Endurance HD chamois to maximise comfort.

• Mono Block Jersey 20: £95 / $125 / €105
• Mono Waves Bibs: £125 / $165 / €139
• Buy now from Mono

Wahoo Tickr heart rate monitor

Even in the age of power meters, a good heart rate monitor is still a vital piece of equipment for the performance oriented cyclist.

Whether you’re looking for extra data to provide context to your power output, or simply for a more accessible entry point to training with defined zones, a chest strap heart rate monitor is still the most accurate and reliable way to find out how your body is responding to an effort.

• Training with heart rate vs training with power | Which is best for you?

This latest Tickr heart rate monitor by Wahoo has been updated to extend its battery life by nearly 50 per cent, from 350 hours to a claimed 500 hours on a single coin cell battery, and has LED lights on the top of the pod to let you know it’s connected to your device.

It can connect via ANT+ or Bluetooth, but, unusually for a Bluetooth operated sensor, it can also connect to three separate devices simultaneously, which could come in handy if you like to record rides on virtual cycling apps such as Zwift with multiple devices to guard against losing ride data due to a computer malfunction.

• Price: £39.99

Proviz classic Merino cycling socks

These latest socks from Proviz, a British sports brand specialising in high visibility and reflective kit, are a classic performance sock with a few clever details.

Merino blend cycling socks are great for keeping your feet warm and dry on long days in the saddle.

Not only is wool a great insulator, but it can also absorb a high amount of water without feeling wet. Crucially, it’s insulating properties aren’t lost when it gets wet either, so if you suffer from cold feet on wet rides these could be a game changer.

Having previously only been available in quiet colours like black, grey and blue, they’re now also available in fluorescent pink and yellow.

• Price: £17.99
• Buy now from Proviz

Zwift has expanded its steering feature to all roads in the game, bringing a further level of skill-based gamification to the training app.

Steering in Zwift was first introduced back in September 2019 as an experimental in-game feature. It was limited to a small off-road section of the game.

If you have steering enabled, your avatar will no longer be able to ride through other players. You will now have to stay alert to find the gap to pass riders and avoid getting boxed in.

As a rider “weaves through road traffic” they will also have to stay on the wheel in front to take advantage of the draft.

This update brings Zwift a step closer to mimicking the real-life riding experience. Whether that will be enough to win over the naysayers remains to be seen.

What hardware do I need to steer in Zwift?

If you want to take advantage of in-game steering, you’ll have to get your hands on the £74.99 Elite Sterzo Smart steering plate. This is the only such system currently on the market.

The Sterzo Smart replaces a standard static wheel block and detects up to 68 degrees of steering movement.

Road steering is only available exclusively on the Sterzo Smart. However, Zwift adds that “further hardware compatibility is planned”.

With that in mind, we’ll likely see a slew of similar products launched from the other big players in the indoor training market in the coming months.

Can I use the Zwift Companion App to steer in-game?

Steering can still be controlled via the Zwift Companion app on the Repack Ridge section in Zwift.

However, to be clear, this setup will not work on road sections of the game – for now, you must have the Sterzo Smart.

Elite has launched the Sterzo Smart, an electronic steering plate that allows you to steer and take control of your avatar within Zwift.

The £74.99 (international pricing TBC) unit brings a further degree of gamification to Zwift that doesn’t rely on the smartphone Companion App to work.

The Sterzo Smart steering plate will work with tyres up to 56mm wide and gives 68 degrees of swing with a claimed resolution of 0.1 degrees.

It communicates through ANT+ or Bluetooth LTE and is powered by AAA batteries, with a claimed battery life of up to 500 hours.

The Sterzo Smart is made from “fibre-reinforced polymeric material” and features rubber anti-slip feet on the base of the unit to stop it skirting around. Elite recommends using the unit in conjunction with a training mat to prevent it from damaging your floor.

A non-smart (dumb?) version of the Sterzo is also available. This can be used in conjunction with a phone mounted to your handlebars running the Zwift Companion App to provide in-game steering on off-road sections of the game.

The release of the Sterzo Smart coincides with the expansion of steering onto all roads in Zwift. The Sterzo Smart is the only such system on the market and is required to take advantage of this new feature.

After nine years in Birmingham, The Cycle Show heads back to London for 2021, with a new venue at Alexandra Palace and the 16 to 18 April exhibition dates lining up with the inaugural London eBike Festival.

The Cycle Show is the largest and longest-running exhibition of all things bike, with top-notch exhibitors already confirmed, including Specialized, Trek, Cannondale and Canyon.

You’ll also be able to see key bikes from BikeRadar’s Bike of the Year test on display at the entrance to the show.

Plus, for 2021, there will be a new area showcasing triathlon, with big brands exhibiting their kit and bikes. You’ll be able to talk to coaches, nutritionists and athletes, and there’s the option of 1:1 swim coaching in the pool.

Outdoor test tracks at Ally Pally

Alexandra Palace offers 11,000 square metres of exhibition space, while the parkland outside will host four miles of tarmac and off-road trails for show visitors to test ride a range of different bikes, including road bikes, gravel bikes, mountain bikes, electric bikes and folding bikes.

The show will also host a star-studded line-up of speakers and family-friendly features like balance bike racing and mountain bike skills sessions for young riders. On top of that, you’ll be able to get advice on how to ride safely in cities and how to choose a cycling holiday.

Nicola Meadows, who directs the shows, says: “The launch of London eBike Festival and the 2020 edition of the Cycle Show were both cancelled due to Covid-19. However, the break in the event calendar has given us an opportunity to reimagine the events.

“This will enable us to deliver an incredibly exciting new format utilising the excellent outdoor space offered by Alexandra Palace, as well as providing the perfect environment to showcase the best brands in the industry.”

There will be a free bus shuttle from Alexandra Palace station, free bike parking and, if you really want to drive to the venue, parking for 1,300 cars.

More information can be found on the Cycle Show website.

Giant has revamped its Talon hardtail mountain bike for the 2021 model year.

The Talon is a key bike for Giant and can be considered the cheapest way to get onto a proper mountain bike from the brand (the ATX range below it is more of a leisure bike designed for leisure rides and canal paths.)

• These are the best mountain bikes for £500
• How to find the right mountain bike for you

As a simple aluminium hardtail with a 100mm fork (with the exception of S/XS 27.5in models which get a shorter 80mm fork), the Talon features fairly typical geometry that makes it suitable for cross-country or less aggressive trail riding.

It’s a touch steeper in its head angle and shorter in reach and wheelbase than Canyon’s Grand Canyon.

There’s a choice of five different builds for 2021 and each of those is available with the choice of either 27.5 or 29in wheels.

2021 Giant Talon frame

The Talon frame has been redesigned for 2021 and now features dropped seatstays. By lowering the rear triangle, Giant says it has improved comfort and saved weight.

Cable routing remains internal throughout and the 30.9mm seatpost keeps things simple for those who want to upgrade to a dropper seatpost.

There’s room for up to 2.4in tyres on both 27.5 and 29in versions of the frame and all are built to accept racks, mudguards or a kickstand.

2021 Giant Talon specifications and builds

The range starts with the £399 Talon 4 and Talon 4 29. It features the same 6061 single-butted aluminium frame as the rest of the range. A coil-sprung Suntour XCE fork delivers 100mm of travel (or 80mm on XS/S size versions of the Talon 4 29)

There’s a 2×7 Shimano Altus/Tourney drivetrain that’s paired to a Prowheel crankset. The wheels consist of Giant’s own brand GX03V rims and quick-release hubs and are shod in 2.2in Maxxis Ikon tyres. Tektro mechanical disc brakes are exclusive to this cheapest model.

It’s great to see that all builds use the same 780mm wide Giant Connect Trail handlebar – it’s a width that many would have scoffed at seeing on a bike of this kind only a few years ago.

The next model up is the £449 Talon 3 and accompanying Talon 3 29. It’s basically the Talon 4 but with an upgrade to Tektro TKD 143 hydraulic disc brakes.

Spend £529 and you’ll get the Talon 2 or Talon 2 29 builds. 

These bikes feature a fork upgrade to the SR Suntour XCT 30 HLO which is still coil sprung but now includes a lockout. The drivetrain is bumped up to 2×8 through the use of Altus and Acera components and the tyres move to more aggressive 2.4in Maxxis Rekons.

The Talon 1 and Talon 1 29 retail for £649. These models get an upgrade to an SXC32-2  air-sprung fork from Giant itself.

There’s still 100mm of travel unless you opt for the XS or S size 29er bike. The drivetrain is a 1×10 configuration that’s mostly from Shimano’s Deore stable and pairs a 30t Prowheel chainset with a 11x42t cassette.

The £849 range-topping Talon 0 and Talon 0 29 build on the spec of the Talon 1 but instead use a 1×12 Deore/Prowheel transmission with a 10x51t cassette. The wheelset retains the same rims but they’re now laced to Shimano sealed bearing hubs.

The Bossi Strada SS is a titanium road bike that – uniquely – uses cast frame parts and hydroformed tubes, giving the frameset an almost carbon-like silhouette.

In designing the bike, Bossi wanted to make something that “bridges the performance gap to carbon while still maintaining the magical titanium ride quality”, all while remaining – in the context of high-end titanium bikes – competitively priced.

Though it will take a bang-on-trendy 30mm-wide tyre, the Summit SS is absolutely focused on road racing. The Australian brand’s Grit gravel bike, Summit endurance road bike and round-tubed Summit road bike cover all other key disciplines.

Alongside framesets, Bossi also produces a line of carbon wheelsets, forks and titanium finishing kit.

A construction unique in titanium

Rather than mitring and welding the main tubes onto a conventional round head-tube and bottom bracket shell, these parts instead include ‘the roots’ of each tube. These parts are then sleeved into the tubes, welded and linished (essentially ground back with a belt sander) to a smooth and seamless finish.

The rear triangle uses typical welding around the bottom bracket and at the top of the seatstays.

The tubes themselves are hydroformed into “Kamm-like profiles” to improve aero performance (more on that in a moment) and double-butted to reduce the wall thickness while maintaining durability.

The process sounds similar to Specialized’s Smartweld design as seen on its alloy Allez Sprint, but this is the first time we’ve seen it employed with titanium.

In fact, Bossi claims that “the Strada SS is the only frame we’re aware of that blends all of those elements together”.

The construction is also said to reduce “hundreds of grams” from a typical welded titanium frame, with the Strada SS weighing a claimed 200g less than the brand’s standard round-tubed Strada.

“Incidentally aero”

Bossi is up-front in saying that “the Strada SS has spent exactly zero minutes in a wind tunnel”, adding that it has “no numbers for how much faster it is over a 40km time trial at 40km/h either”.

This is a refreshingly open approach.

You’re unlikely to buy a bike like this for its aero chops and, either way, it’s easier to believe an unquantified trust in well-known design principles than a marginal and caveated claim made for a bike ridden at a speed unachievable by most riders.

Indeed, the brand goes on to say “it’s aero optimised, so more aero than a traditional round tube, but [we’re] not trying to tell people it’s going to be a physics-defying weapon built to destroy everything in its class”.

With that said, Bossi describes the bike as “incidentally aero”, with the aero-shaped cast frame parts, fully internal cable routing and finishing kit all likely contributing to a reduction in drag, albeit a reduction that hasn’t actually been tested or modelled.

Fair play, we say.

A bike for life

The Strada SS bike is built around a T47 threaded bottom bracket shell, allowing riders to use pretty much any crankset on the market without the potential headache of a press fit shell.

Similarly, the Summit SS is designed to work with mechanical, electronic or wireless groupsets, with all cables and hoses fully internally routed on the bike.

We’re happy to be proven wrong but, as far as we know, we think this is the only titanium road bike on the market with fully internal cable routing – if you know of another, please let us know in the comments.

The bike is available in a plain brushed finish or, if you want something a bit more bling, you have a pick of four different painted or anodised finishes:

• As seen on the pictured prototype, a single colour on the front two-thirds of the frameset
• Painted to the chainstays, as seen on many classic steel bikes
• A faded blend between two colours
• Pretty much any anodised finish you desire – “if you can dream it, we can do it”

At AU$5,499 (approximately £3,025 / $3,960 / €3,350 ), the frameset is definitely not cheap, but it’s also not that far off what you would pay for a high-end road frameset from a mainstream manufacturer.

For that price, you get a frame, fork, seatpost and clamp, and headset.

The complete build as pictured – replete with SRAM’s top-end Red eTap AXS groupset, Bossi RD1R wheels and the aforementioned Vision cockpit – would set you back a heady $14,499 (approximately £7,985 / $10,445 / €8,835).

Again, that’s a whole lot of cash, but in an era when every brand launches a new model with an outrageous circa-£10k superbike, around £8,000 almost looks like good value… almost.

Full Bossi Strada SS cast titanium frameset specs

• 3AL-2.5V double-butted titanium tubing
• 6AL/4V cast head tube
• 6AL/4V cast seat tube junction with internal seatpost clamp
• 6AL/4V cast dropout
• 6AL/4V CNC T47i bottom bracket
• Linished, seamless welds on head tube and seat tube junctions
• Fully-internal cable routing
• Hydroformed top tube, down tube, and seat tube
• Aero-optimised D shape profiles
• 6AL/4V CNC T47i bottom bracket
• Braze-on front derailleur
• Toray T800 monocoque carbon flat-mount disc fork
• Double ovalised chainstays
• Tapered and lowered seatstays
• Flat-mount disc brakes
• 12 x 100mm front and 12 x 142mm rear thru-axle
• 1.5in–1.5in head tube
• Integrated headset – FSA ACR
• Two bidon cage mounts
• Electronic and mechanical compatible
• D shape aero carbon seatpost
• Laser engraved logos
• Brush finish
• CNC engraved head tube
• Clearance for 30c tyres
• Supplied with optional direct-mount hanger