There’s no point spending big on a bike then storing it somewhere where it’s vulnerable overnight.

For those of us without the space to store our pride and joy inside the house, garages and sheds are the next best thing, but they can still be vulnerable to break-ins.

If you want to keep thieves at bay, we’ve got some handy tips to make your bike shed storage more secure.

• Compare the best bicycle insurance: how to find the right policy for you

The first rule of shed club…

The first rule of bike storage is simple: don’t let people know you have a bike. A garage or bike shed is never going to be up there with Fort Knox in the security stakes, but it doesn’t need to be if you take the right approach.

If the local ne’er-do-wells don’t know you have a valuable bike in your shed, they are unlikely to put much effort into breaking in, especially if you fit enough basic security measures to convince them to move onto an easier target. It’s easier said than done but there are some simple things to avoid.

Do you use Strava? It’s crucial that you either don’t start recording your ride until you’re a few miles away from your house, keep your profile private, or set up a ‘privacy zone’. The last thing you want is to provide thieves with a direct map straight to your front door.

It’s also tempting to put up pictures of your shiny new bike on social media. While it’s great you are proud of your bike, be cautious. Think about whether your profile gives away enough clues to work out where you live, as well as showing exactly how lovely your new bike is and where it may be stored.

Location, location, location

Where you choose to store your bike will depend on a number of factors, including the value of the bike or bikes, your budget and the amount of available space, but the key criterion should be the location.

If you live in a dodgy area, even bricks and mortar may not deter the criminals. On the other side of town, a wooden shed with a few extra security measures may be enough.

There are five main types of storage to consider:

1. Inside your house: This will depend on the amount of space you have and the tolerance levels of your partner/spouse/flatmates. Overall, security is high, especially if you can lock your bike to an immovable object.
2. Garage: Perfect. You can store your bike and work on it, without worrying about getting oil stains on the carpet. The drawback? Not everyone has one or has the space/money for one. The door is generally the weak point, but you can improve security by fitting a Garage Door Defender. Internally, you can beef up security by using a ground or wall anchor (see below) and a decent motorcycle chain.
3. Brick/breeze-block shed: The next best option, but if you haven’t already got one they’re not cheap and may need planning permission. See below for some tips on making it more secure.
4. Flat-pack shed: They’re relatively cheap, easy to put up and will hide your bike(s) from view, but they’re far from secure. For the purposes of this article, we’ll focus on this type of storage because it’s a common choice and there are some simple precautions you can take to make your shed much less attractive to thieves.
5. Standalone bike shelter: If you’re short of space and need somewhere dry to store your bike, these are an option. In many cases they are no more secure than a shed (or considerably less so) and offer no room to work on your bike, but there are much burlier options out there, including metal bike sheds from the likes of Asgard. See below for more tips on making a standalone bike shelter more secure.

Are your bikes insured?

Insuring your bikes will provide peace of mind should the worst happen. You should always pay attention to the small print when taking out an insurance policy but, in this instance, if you’re not storing your bikes inside then it’s particularly important to ensure any policy covers a wooden shed or wherever you choose to keep your bikes.

Only some policies cover bike storage in lockable wooden sheds and almost all require bikes to be secured to an immovable object.

If you do choose to take out insurance, do your research and make sure you’re covered. Our comprehensive guide to bicycle insurance will help.

If you’re looking for a quick comparison of the best bicycle insurance on the market, our comparison tool, developed in conjunction with QuoteZone, will provide quotes for cycling-specific coverage from a wide range of leading providers.

5 top tips for bike shed security

Whether you’ve plumped for the wooden shed option, or just want some ideas on making other forms of storage more secure, here are some handy tips.

1. Be realistic

A shed is never going to stand up to a serious attack by thieves. Offenders have been known to jemmy off a whole side panel or roof to get inside.

The trick is to site it in an area where it is difficult for thieves to operate, avoid drawing attention to it, and install as many security measures as possible to protect your precious bike(s).

The harder you can make a thief work, and the longer it takes them to crack your defences, the more likely they are to pass up the opportunity, or give up and move on to an easier target.

2. Choose your shed location carefully

The ideal site for your shed is somewhere difficult for thieves to reach, yet not so tucked away that criminals can operate without fear of being seen.

In this case, the shed below has been built in a backyard/driveway accessed by a private road. The shed can’t be seen from the main road and because the access road is only used by a handful of households, any strangers in the area will immediately arouse suspicions.

The neighbours are friendly and several are elderly so they are around during the day. The shed can be seen from several surrounding houses and is within range of a security light fitted with a movement sensor. When a car is parked in the driveway next to the shed, the door can’t be opened, providing extra security.

3. Take care when choosing the type of shed

There are three main types of shed: wood (cheap and blends in well but prone to rotting and less secure), metal (strong, durable and fire retardant but prone to rust and walls are very thin on cheap models) and plastic (low maintenance but prone to condensation). Generally, the more you pay, the thicker the walls will be and the more secure the shed will be.

4. Think about the design of the structure

If the shed is going to be used purely for storage, and not as a workshop, consider getting one without windows because these are an obvious weak point. The door should be clearly visible, either from your house or neighbouring properties. Double doors will enable you to get bikes in and out more easily.

5. Work out the shed’s weaknesses

In this case, the door hinges are secured by small screws, the lock provided with the shed is extremely basic and the windows mean the contents are on display. Inside there is nothing to lock your prized possession(s) to.

Step-by-step guide to improving bike shed security

In the first half of our guide, we showed you how to improve the basic security of your shed. In part two we’ll explain how to really beef-up your shed’s security.

1. Toughen-up the hinges

In this case, the hinges are attached to the soft timber door using seven short screws. If a thief shoulder barges/kicks the door with enough force, these could just rip out of the wood.

Failing that, it wouldn’t take a determined thief long to simply unscrew them all.

To make life harder for the crims, take out the screws, widen the holes using a drill and replace the screws with nuts and bolts.

Then you need to make sure thieves can’t simply unscrew the bolts. In this case, we’ve added a drop of superglue where the shaft of each bolt meets the nut.

Other options include using Allen key bolts and hammering ball bearings into the end so they can’t be unscrewed, or using one-way security screws.

2. Add hasps and padlocks

The basic locks thats come with most sheds are next to useless, so fit at least one hasp with a decent padlock.

There is always a trade-off between increasing security and making it obvious you’ve got something to hide. Fit several hasps with high-end padlocks and you risk attracting unwanted attention, but rely on the in-built lock and you may regret it.

Here we’ve used a Powerlok from Squire, which has an 11mm shackle made of hardened boron alloy steel and a five-pin tumbler lock. It comes with a 10-year guarantee. Consider using different locks from different manufacturers to make a thief’s job that little bit harder.

Again, using bolts to secure the hasps instead of screws will make them harder to break.

3. Fit an alarm

At the end of the day, a determined burglar is always going to be able to break into your shed. The next step is to make sure they don’t hang around if they do breach the external security. An alarm is the obvious answer.

They’re available from most DIY/hardware stores or online.

This particular model combines a movement sensor with a door trigger and can be armed and disarmed using a key-fob remote control. The sensor is angled to cover the windows, so if anyone breaks the glass the alarm should sound.

Home security devices have improved significantly in recent years so you may also consider fitting an alarm or camera that can be monitored via a smartphone.

4. Obscure the view through the windows

If a thief can see you have an expensive bike, they’re more likely to go through the effort of breaking into your shed rather than moving onto an easier target.

Windows are an obvious weak point. If your shed is purely for storage, try to find one without any windows. If you’ll be using it as a workshop, a bit of natural light may be worth the slight loss of security.

There are various ways to make the glass opaque and stop would-be thieves from peering in.

In this case, we’ve gone for a can of spray-on glass frosting from a DIY store. The advantage of this method is that it can be washed off with warm water if needed. Other options include stick-on film sheets (difficult to apply without air bubbles but have the added advantage of preventing the glass from shattering if broken) and replacing the original windows with opaque glass.

Once applied, light can still flood in but it’s impossible to make out what is stored inside. Another option is to board up windows but that, of course, will prevent natural light from getting in, even if it does improve security.

5. Consider securing the shed to the ground

In this case, the shed pictured is large (5ft x 12ft) and heavy – it took six people to lift the roof into place – so it is unlikely thieves will be able to simply lift up one side to gain access.

However, if you feel there is a risk of this happening to you, consider fixing the shed to the ground using L-brackets (also known as corner braces or angle brackets), screws and Rawl plugs.

Improving your shed’s internal security measures

The first and best line of defence is to stop a thief getting into your garage or shed in the first place, but if the worst should happen, having your bikes securely locked down may stop them being rolled out into the night and off to the dodgy second-hand market, or sold for parts.

One thing that will make the thieves job easier is having tools to hand. There’s no point in having secure locks if you’ve got crowbars, saws and screwdrivers within reach.

Make sure any tools you do have are either locked securely away in the shed or stored in a different location. Apart from anything else, you don’t want them going missing as well.

While these measures will help prevent a thief from making off with your frame, the parts on your bike are another story. Working undisturbed, some thieves will strip down a locked bike, removing things such as dropper seatposts, handlebars and even brakes and gears.

Data tagging these valuable individual parts can help to dissuade thieves from making an attempt on parts if they see the label, or help recover stolen parts.

Otherwise, here are three tips to improve your shed’s internal security.

1. Choose how to store your bike

2. Choose your lock

3. Lock it to something secure and immoveable

Goodyear has announced a new range of ‘Tubeless Complete’ and clincher road tyres.

The new tyres are additions to its Ultra High Performance range. As the name suggests, these are Goodyear’s lightest, fastest rolling tyres, designed for training and racing on the road.

Goodyear Tubeless Complete

The headline addition to Goodyear’s range of road bike tyres is the new set of what it calls ‘Tubeless Complete’ tyres.

The brand claims these tyres improve on standard road tubeless tyre designs, thanks to the addition of a multi-compound material liner on the inside of the tyre.

Goodyear claims this liner improves air retention and puncture resistance compared to the standard butyl liners often used in tubeless tyres, with only a minimal weight penalty.

Additionally, the Tubeless Complete tyres have what Goodyear calls a ‘dual angle bead’. This is claimed to provide a more air-tight seal against a tubeless compatible rim, which also helps improve air retention.

Goodyear says its Tubeless Complete tyres are compatible with both hooked and hookless rims.

• What’s the deal with hookless rims? Why road tubeless standards are a mess and how they’re slowly getting fixed

The 700 x 25mm and 700 x 28mm tyres and the 700 x 30mm and 700 x 32mm tyres are designed around 19mm and 21mm internal rim widths, respectively.

This means they should be true to the labelled size when inflated on rims of those sizes, but Goodyear hasn’t provided any guidelines regarding recommended or maximum inflation pressures.

Goodyear UHP Tubeless Complete range details and specifications

Eagle F1 Tubeless Complete

• Intended use: All-round road racing
• Sizes available: 700 x 25mm, 700 x 28mm, 700 x 30mm, 700 x 32mm
• Claimed weight: 275g (700 x 25mm)
• 700 x 25mm and 700 x 28mm price: $65 / €55 / £50 / AU$89.99
• 700 x 30mm and 700 x 32mm price: $70 / €60 / £55 / AU$89.99

Eagle F1 SuperSport Tubeless Complete

• Intended use: Lightweight, all-round road racing
• Sizes available: 700 x 25mm, 700 x 28mm
• Claimed weight: 245g (700 x 25mm)
• Price: $65 / €55 / £50 / AU$89.99

Vector 4Seasons Tubeless Complete

• Intended use: Year round tyre for training and racing, with increased puncture protection and grip
• Sizes available: 700 x 25mm, 700 x 28mm, 700 x 30mm, 700 x 32mm
• Claimed weight: 290g (700 x 25mm)
• 700 x 25mm and 700 x 28mm price: $65 / €55 / £50 / AU$89.99
• 700 x 30mm and 700 x 32mm: $70 / €60 / £55 / AU$89.99

Goodyear UHP clincher range details and specifications

Goodyear is also adding tan wall versions of its Eagle F1 clincher tyres, and clincher versions of the Vector 4Seasons tyre to its Ultra High Performance range.

Eagle F1 clincher (tan wall)

• Intended use: All-round road racing
• Sizes available: 700 x 25mm, 700 x 28mm
• Claimed weight: 210g (700 x 25mm)
• Price: $65 / €55 / £50 / AU$89.99

Vector 4Seasons clincher

• Intended use: Year round tyre for training and racing, with increased puncture protection and grip
• Sizes available: 700 x 25mm, 700 x 28mm, 700 x 30mm, 700 x 32mm
• Claimed weight: 290g (700 x 25mm)
• 700 x 25mm and 700 x 28mm price: $65 / €53 / £47 / AU$89.99
• 700 x 30mm, 700 x 32mm price: $65 / €58 / £52 / AU$89.99

Dynamic new compounds

Both the Eagle F1 and Eagle F1 SuperSport Tubeless Complete tyres use Goodyear’s Graphene and Silica infused Dynamic:GSR compound.

This is claimed to increase rolling efficiency and traction, and improve wear rates by 10, 8 and 7.2 per cent respectively, versus a so-called ‘standard compound’.

The Vector 4Seasons Tubeless Complete uses Goddyear’s Dynamic:Silica4 compound. This is claimed to improve wet grip, and abrasion and puncture resistance by 8.7, 6.3 and 1.1 per cent respectively, compared to the Dynamic:GSR compound used in the Eagle F1 and Eagle F1 SuperSport Tubeless Complete tyres.

Sadly, Goodyear has not provided data from comparative tests versus other popular tyres currently on the market, so it remains to be seen how these tyres stack up against the competition.

Strava has updated its goals feature, now allowing riders to set monthly distance, duration and power goals as well as, for the first time, elevation goals.

The new features are live now and are only available to premium subscribers.

Previously, Strava users could only set distance, duration or power goals for cycling, running and swimming. Goals can now be set for every trackable activity on Strava (which, if you’re curious, include stair-stepping, stand up paddleboarding, inline skating and canoeing among others).

It is also now possible to set elevation goals over a fixed period of time – for example, you may wish to try and climb the height of Everest in a week of riding (or in a day, if you enjoy that kind of thing).

Strava users could previously set weekly and yearly goals. This has now been expanded to include month-long goals.

Finally, it is now possible to make goals private. Before this update, if you completed a goal, it would show up on the feed of those that follow you

The goals feature is due to be moved under the training tab, but, at the time of writing, it is still under ‘Dashboard’.

It bears mentioning again that Strava Goals is a paid-for subscriber-only feature, although, unlike segment leaderboards and route planning, which only recently became a premium feature, this has always been the case.

Why should I use Strava Goals?

According to Strava, in its Year in Sport 2019 report, users who set a goal of three activities a week instead of two “tended to be more consistent, resulting in double the activities over the [course of a] year”.

The platform believes that this update will push “athletes to commit to their goals and remain active throughout the year”.

Strava expands on this data, saying that for cyclists, the most popular weekly distance goals are 50, 62, 93 and 100 miles.

Do you use Strava Goals to help with your training? Or are you still happily using a pen and paper mileage log thank-you-very-much?

Here’s our selection of 29 of the best road cycling helmets currently available for 2020. We’ve made sure to include choices for a wide range of budgets, from entry-level helmets right the way through to top-end options for racers.

• Best road bikes: how to choose the right one for you
• Best bike: our buyer’s guide to which bicycle type you should buy

For most, fit, ventilation and comfort matter over all else. All of the helmets listed here are tested to stringent safety standards, and ensuring that a helmet fits well will also ensure it can do its job keeping you safe in the event of a crash.

Many helmets are now designed with aerodynamic qualities in mind, too, which has an effect on shape, size and overall looks. For a comprehensive test of aero helmets (by fit and comfort), check out our test of 8 of the best aero helmets on the market.

Once you’ve finished exploring all of the options, keep reading to the end to check out our buyer’s guide to road helmets.

5 and 4.5 stars

The following helmets scored 4.5 to 5 stars in our testing.

Bell Avenue MIPS

• $120 / £65
• Outstanding value
• MIPS tech and user-friendly features

There was a time when MIPS technology held a significant premium and was used almost exclusively in the most expensive of helmets. Those times are very much in the past, with Bell’s Avenue MIPS being a perfect example.

Its retention system is easy to adjust and very effective, while the polycarbonate shell features 18 vents to keep things nice and cool as well as reflective highlights to boost visibility.

Its 310g weight is going to be heavier than quite a few helmets at this price, but we think it’s a sound trade-off when you consider just how well this lid performs for its price tag.

• Read our full review of the Bell Avenue MIPS.

Specialized S-Works Evade with ANGi

• £230 / $250 / €299
• Cutting-edge safety features
• Excellent ventilation, weight and claimed aero performance

We found it to be supremely comfortable and well ventilated, and it claims to also be very aerodynamic – one of our tests actually backs this up too.

Adding additional safety features such as MIPS and ANGi to the already stellar S-Works Evade II, makes this easily one of the best helmets on the market.

It’s not cheap, but the subscription charge for the ANGi technology has been scrapped and it feels like a real step forward for helmet technology.

• Read our full review of the Specialized S-Works Evade with ANGi

Bell Zephyr MIPS / Z20 MIPS

• £200 / $230 / AU$369
• Brilliant adjustability and airflow
• MIPS protection

For riders who want more comfort than that offered by Bell’s aero-optimised Star, there’s the Zephyr (or the Z20 MIPS as it’s known in the US). It’s a great choice, providing you can stomach the cost.

Being designed in collaboration with safety pioneers MIPS, the Zephyr’s wind tunnel-optimised shell uses the MIPS liner in a way that doesn’t compromise the lid’s cooling.

• Read our full review of the Bell Zephyr MIPS

Bontrager Circuit MIPS

• £100 / $160 / €150 / AU$200
• Compact, traditional looks
• Boa retention system

The Circuit MIPS from Bontrager is a well thought out all-rounder that can satisfy road, gravel and commuter riders alike.

As the name suggests, the Circuit uses a MIPS liner, though its shell remains impressively compact

Its shape might not be to everyone’s tastes, but we particularly liked its Boa dial retention system and the airy nature of its well-ventilated outer.

Bontrager Velocis MIPS

• £165 / $199 / €199 / AU$250
• Good ventilation and claimed aero performance
• Comfortable and easy to use BOA-dial adjuster

The Velocis was redesigned recently and the formerly traditional-looking helmet now sits firmly in the aero lid category.

The helmet is very comfortable and despite its aero-leanings, is still very well ventilated.

There’s a handful of niggles that prevent the helmet being a full five-star performer, but it’s safe to say that the Velocis is very unlikely to disappoint.

• Read our full review of the Bontrager Velocis MIPS

Bontrager XXX WaveCel Road

• £200 / $300
• Claimed aero and safety credentials
• Well finished and comfortable

Bontrager launched its WaveCel technology with a blaze of bold claims about potential improvements to safety, but whatever the real world implications, this is an impressive helmet package for road use.

At 355g, it’s not the lightest helmet on the market, but we didn’t really notice that in use, and we love how well finished the helmet is.

It’s also wonderfully comfortable and Bontrager claims it’s very aerodynamic.

• Read our full review of the Bontrager XXX WaveCel Road

Giro Foray MIPS

•  £75 / $85 / AU$99
• Great looks, a drag friendly shape and MIPS
• Good fit and adjustability

The Giro Foray MIPS pays more than a nod to Giro’s range-topping Synthe aero helmet, with a smooth, rounded compact shell and truncated rear to maintain efficiency in all head positions.

The in-mould construction means that the polycarbonate outer shell is fused to the EPS core for strength, but it doesn’t extend to the underside.

Its MIPS system adds to the cost, but with that you are also getting great reassurance and, along with the super-adjustable Roc Loc 5 cradle, an excellent fit.

Four internal pads keep things comfortable and five pronounced internal channels ventilate the majority of the head very well at all speeds, making this model an attractive, safe and great-value choice.

• Read our full review of the Giro Foray MIPS

Kask Protone

• £195 / $199 / AU$269
• Superb ventilation and aero performance, delivered by CFD design and wind tunnel testing
• Otto Fit retention system offers huge adjustment range

The Protone is claimed to be designed to maintain aerodynamics and airflow in any common riding position, and however you move your head, it remains consistently quiet.

Its skull-hugging compact profile is the result of extensive wind tunnel testing and it’s certainly less bulky than some.

Ventilation is superb thanks to eight forward-looking vents and six large exit ports, and the Octo Fit retention system offers a huge adjustment range to keep everything secure and comfy.

• Read our full review of the Kask Protone

Lazer Blade

• £60 / $100 / €68
• Value-packed helmet
• ARS adjuster works well

The Lazer Blade is a value-packed lightweight helmet that is available in a range of colours.

Like many of Lazer’s helmets – including its range-topping Z1 – the Blade uses its ARS adjuster, which sees the adjuster barrel fitted to the top of the helmet. This is said to make it easier to perform adjustments one handed.

The helmet can often be found with generous discounts, so it’s worth shopping around for the best deal.

• Read our full review of the Lazer Blade

Mavic Comete Ultimate MIPS

• £245 / €270 / $297
• Sharp style
• Good safety credentials

With an RRP of £245 / €270 / $297 it’s certainly not cheap, but Mavic does pack a lot of tech into its Comete Ultimate MIPS helmet to try and justify that price. As well as a MIPS liner, it has a carbon fibre reinforced structure made from EPS-4D foam that’s said to be more effective at absorbing impacts than standard EPS foam.

Ventilation is good and the polycarbonate shell and angular vents give the helmet a very sharp appearance. As you’d expect of any top-end lid, Mavic claims the helmet is aerodynamically efficient too.

• Read our full review of the Mavic Comete Ultimate MIPS

MET Idolo

• £50 / €72.49
• Lightweight for the money
• Built-in LED rear light

MET’s Idolo is its entry-level road helmet but it borrows many features from its higher-end siblings, notably its Safe-T-E-mid horizontal fit system, which works very well.

That its looks rival some high-end lids is just a bonus.

• Read our full review of the MET Idolo

MET Rivale HES

• £110 / $99 / AU$199.95
• Impressive cooling for an aero helmet
• Great range of adjustment

MET’s Rivale tips the scales at just 257g (for a large) and is said to save 3 watts at 50kph, equating to a claimed second’s advantage over comparable vented helmets at the same pace.

As well as that, it complies with CE and the tougher Australian AS and American USPC standards.

The Rivale’s shape is more rounded than most aero helmets. The internal padding is minimal yet well placed and the micro-adjust dial offers plenty of tensioning to keep it securely on your head.

We especially loved the 4cm vertical adjustment in the retaining cradle, which enables you to position the helmet in just the right spot.

• Read our full review of the MET Rivale HES

MET Trenta 3K Carbon

• £265 / €300
• Comfortable and lightweight
• Great fit and adjustability

The Trenta (that’s 30 in Italian) was created to celebrate 30 years of Italian brand MET.

With no fewer than 19 vents the Trenta’s shell is somewhere between that of an aero lid and a traditional vented helmet. Not only does it look great, but its excellent fit and slim profile quickly won us over.

It’s light too, we weighed our pre-production sample at 228g for a size medium.

The Trenta is also compatible with MET’s clever clip-on light, which pumps out plenty of lumens where they matter yet doesn’t interrupt the helmet’s function or adjustments.

• Read our full review of the MET Trenta 3K Carbon

Oakley ARO5

• £199 / $250
• Very comfortable and light, with good ventilation at speed
• Narrow profile that looks great

Oakley only got into the cycling helmet market relatively recently, but its ARO5 aero lid did not disappoint.

The relatively minimalist helmet uses four large front vents to scoop in air with two smaller vents at the back to exhaust excess heat.

The Boa-dial retention system – which adjusts a soft cord that runs around the circumference of the helmet – is also fairly nifty and we found it to work very well.

• Read our full review of the Oakley ARO5

Rudy Project Spectrum

• £170 / €179
• High quality construction with distinctive looks
• Aero claims and good ventilation

As seen on the heads of Team Bahrain McLaren riders such as Mark Cavendish and Mikel Landa, Rudy Project’s Spectrum helmet combines good looks and ventilation with claims of good aerodynamic efficiency.

While we so far haven’t been able to test the aero claims, our tester found a lot to like elsewhere: comfortable and well ventilated, and an especially good fit on larger heads (the size large fits up to a 63cm head circumference).

• Read our full review of the Rudy Project Spectrum

Scott Cadence Plus

• £170 / $249 / AU$340
• Fast and airy, with good claimed aero performance
• MIPS protection and vent bungs are included for winter riding

The Cadence Plus is Scott’s aero road helmet solution. Its polycarbonate shell completely covers the vulnerable EPS core, apart from inside the vents, and its smooth, elongated shape and mostly enclosed shell look purposeful.

The occipital cradle of Scott’s Halo Fit System has three heights, and circumference adjustment is via a rotary dial. A clever separator keeps the straps far apart so they don’t clash with your ears, all helping to make the Cadence Plus one of the best fitting and most secure helmets we’ve tried recently.

The price for a top-flight MIPS-equipped helmet is also good.

• Read our full review of the Scott Cadence Plus

Scott Centric Plus

• £145 / $200 / AU$300
• Airy yet aero, with normal looks
• Comfortable fit

The Scott Centric Plus does the seemingly impossible, combining aero qualities with excellent ventilation to create a great do-it-all lid in a relatively normal looking package.

The build quality of the helmet is excellent and, while not exactly cheap at £145 / $200 / AU$300, in the wider context of the aero lid market it presents reasonable value for money.

• Read our full review of the Scott Centric Plus

Specialized Airnet

• £100 / $150 / AU$199
• Aerodynamic shaping with a hint of retro looks
• Dedicated sunglasses port and Merino wool padding

Specialized has taken its ultra-aerodynamic S-Works Evade lid as the template for the Airnet, although it still has touches of the old leather ‘hairnet’ helmets (hence the name) worn by racers from the 1970s.

Beneath the shell is a heavily channelled EPS core that offers far more ventilation than your usual aero lid.

The large base vents at the temple also feature textured grippers to hold your glasses when you’re not wearing them.

The shell contributes to its 325g weight, but provides extra protection from accidental damage, while inside the padding is made from Merino wool for super-soft comfort.

• Read our full review of the Specialized Airnet

Specialized Propero 3 ANGi

• £95 / $140 / €130
• ANGi Sensor safety tech
• Sharp looks

The Propero 3 ANGi blends impressive features, ride performance and sharp looks inspired by Specialized’s top-end Prevail lid.

We rated the fit as well as the helmet’s ability to keep our heads cool and the 4X DryLite webbing inside that won’t stretch out with sweat or water is another bonus.

MIPS technology boosts safety while Specialized’s own ANGi angular and g-force indicator which connects to your smartphone and automatically calls an emergency contact should it detect you are in an accident. As a bonus, the ANGi system requires no paid subscription.

Read our full review of the Specailized Propero 3 ANGi 

Sweet Protection Falconer MIPS

• £200 / $260
• Excellent build quality
• Great fit adjustments and ventilation

Sweet Protection is better known for its mountain bike protection, but its Falconer road helmet absolutely deserves a place on this list.

The build quality of the helmet is superb, the fit adjustments feel great and the MIPS liner – which is cut to spec for the helmet – doesn’t impede airflow in any way, making for a very airy feeling helmet.

• Read our full review of the Sweet Protection Falconer MIPS

4 stars

The following helmets scored 4 stars in our testing.

Abus GameChanger

• £180 / $245 / €220 / AU$340
• Claimed excellent aero performance
• Dedicated sunglasses port and lots of colour options

Abus’s GameChanger is a fairly unique looking helmet but one that impressed the BikeRadar test team.

The firmly aero-centric lid has a slim wind-cheating profile that Abus claims is among the best performing on the market.

The ventilation isn’t as good as some other aero helmets, but the fit and build quality just about make up for this, resulting in a solid four-star performer.

• Read our full review of the Abus GameChanger

Abus AirBreaker

• £229 / €250
• Well ventilated and lightweight
• High quality construction and finish

Based on a similar overall shape as the aero-focused Abus GameChanger, the AirBreaker focuses more on ventilation and cooling, which it does impressively.

Made in Italy, and designed in collaboration with the Movistar professional team, it’s of high-quality construction and is very light at just 229g for a size large.

Abus claims its small overall profile, along with design cues taken from the GameChanger, also confers some aero benefits.

• Read our full review of the Abus AirBreaker

Bell Stratus MIPS

• £130 / $170
• Excellent fit and performance
• MIPS liner

At 317g for a size large, it’s not the lightest helmet on the market, but that’s not noticeable when wearing it. Ventilation is fantastic too, making this a great helmet for those who live in hot climes, or who regularly find themselves overheating on the climbs.

It’s great to see a MIPS liner at this price point and it doesn’t hurt that it looks very smart as well. Plus, if lime green isn’t your favourite colour, there are eight alternative colour choices, so you should be able to find something that suits.

• Read our full review of the Bell Stratus MIPS

Giro Vanquish MIPS

• £240 / $275 / AU$430
• Comfortable, well ventilated and excellent claimed aerodynamics
• Great build quality

Giro’s Vanquish MIPS is a unique looking aero road helmet that features a built-in visor, which takes the place of your sunglasses.

The visor is undoubtedly divisive, but if you’re to believe Giro, the integration of this into the helmet makes for a super-aero package.

The build quality of the helmet is excellent and we found the fit to be good as well.

• Read our full review of the Giro Vanquish MIPS

Kali Therapy

• £90 / $100
• Good fit and performance
• Added safety features

Kali’s Therapy helmet offers good fit and performance for the price, as well as Kali’s own take on a MIPS-style safety liner. Like MIPS, Kali claims this system can reduce rotational impact forces, which is claimed to reduce the risk of brain injuries in the event of a crash.

All of this is very impressive in a sub-£100 helmet, so you get a lot of value for money.

• Read our full review of the Kali Therapy

Kask Valegro

• £170 / $250 / AU$299 (Gloss colours), AU$309 (Matt colours)
• Lightweight and well ventilated
• Great adjustability

Developed in cooperation with Team Sky (now Team Ineos), the Kask Valegro is supremely light (201g in a size medium) and airy, while at the same time manages to be very comfortable.

Despite the focus on cutting weight, the Valegro has an artificial leather chinstrap, and the polycarbonate shell still wraps right around under the base of the helmet to protect the foam core from knocks. The OCTO Fit adjustment system is also very good.

It’s no surprise this helmet has become so popular with Team Ineos riders on long, hot days.

• Read our full review of the Kask Valegro

Lazer Century

• £130 / €160 / $160
• Versatile and comfortable
• Integrated light

Using the same Advanced Turnfit fit system as some of its more premium siblings, the Lazer Century is a comfortable, versatile helmet for anything from general road riding to racing.

The ace up its sleeve is the removable Twistcap cover. It attaches via magnets, and can be mounted in two different orientations (or not at all) to adjust the aerodynamics/ventilation of the helmet.

It also has a rechargeable LED light integrated in to the rear of the helmet, for adding visibility in low light.

• Read our full review of the Lazer Century

MET Allroad

• £70 / €75
• Gravel-specific design
• Integrated light and sun visor

The MET Allroad is designed for gravel riders, but if you like your road or commuting lid to have a bit of mountain bike style then don’t let the marketing get in your way.

The adjustable retention system also integrates a rear light and is compatible with ponytails.

The Allroad is very comfortable and breathes well, just like a quality road helmet, even with the extra protection it offers for off-road duties.

• Read our full review of the MET Allroad 

POC Omne Air SPIN

• £140 / $160
• Great fit and safety tech
• Secure and easily adjustable

We found the POC Omne Air SPIN helmet to have a great fit and were impressed with its innovative safety features and effective ventilation.

POC’s SPIN (Shearing Pad INside) pads have a silicone gel-like membrane within them that are designed to reduce rotational forces being transferred to the brain in the event of a crash.

The rotary dial retention system acts on a band encircling the head for great security, and adjusts between four vertical positions. It’s a stylish looking lid too.

• Read our full review of the POC Omne Air SPIN

What to look for when buying a road bike helmet

Fit and retention systems

First and foremost, in the event of a crash, a helmet has to stay on your head to be effective. Just like shoes, helmets from different brands are all made to fit subtly different shaped lasts, so it’s important to try before you buy.

Most helmets use a dial based retention system (e.g. Giro’s Roc Loc 5 or Kask’s Octo Fit systems) to adjust the fit, but the vertical adjustment range (i.e. how high or low the rear adjustment supports sit on your head) will also vary between helmets, so again this is something to look out for.

Adjustable and comfortable straps are also incredibly important – you need to be able to wear them with a fairly snug fit against your chin for maximum effectiveness.

Materials

Most cycle helmets are primarily from expanded polystyrene (EPS) foam. This skeleton is then covered, to varying degrees, in a hard polycarbonate shell (and sometimes a dash of carbon fibre) to add strength and protect the EPS foam from accidental bumps and scratches.

This basic design has been in place for decades now, but other manufacturing techniques and materials are beginning to filter through, such as 3D-printed Polyamide 11 or other ‘proprietary polymer materials’.

Naturally, manufacturers claim these designs offer benefits over traditional cycle helmets, but whether those benefits are realised in real life remains to be seen.

Safety features

While we won’t comment on the overall efficacy of helmets in general, it’s worth noting that all helmets sold in the EU should conform to the EN 1078 European Standard (and therefore have a CE mark), or be CPSC-certified in the US.

Every helmet on this list does just that, if not more, and should at least offer your head some protection against bumps and scratches if you fall off your bike while out riding.

Recently, we’ve seen a substantial increase in additional safety technologies such as rotational liners (e.g. MIPS) and Bontrager’s proprietary WaveCel material. These innovations claim to offer increased protection from head and brain injuries by reducing rotational forces or simply by using materials that are better able to absorb certain shocks.

There is some independent safety testing of cycle helmets, but these things are obviously harder to test outside of the lab, where there are so many variables at play. On balance, these extra safety features are almost certainly worth having, but they tend to come on helmets with a higher price tag.

Ventilation

For fast road riding, especially in hot weather, ventilation is key. A well designed system of vents and channels in the internal structure of a helmet can help to draw air over your head and dissipate heat.

As might be obvious, putting holes in a helmet to increase ventilation is likely to lead to reduced weight and, potentially, robustness. So to make up for that, airy helmets often need more external reinforcement, or are constructed with pricier materials, to ensure they still meet safety and durability standards.

Aerodynamics

The aero brush touches everything these days, increasing costs and making all your current kit feel outdated, but with helmets it probably does make sense. The potential watt savings to be made with aero helmets shouldn’t be overlooked, if you’re concerned with riding fast.

There are compromises of course: increasing aerodynamic efficiency usually means closing off ventilation holes or putting up with funky shaped lids that, frankly, have looks that sometimes border on the ridiculous. But then again, if your main concern is simply to ride faster, perhaps looks aren’t actually that important.

Other features

Only a few brands actively promote their helmet’s ability to hold your sunglasses in the front vents, but this feature can be a real bonus.

Obviously helmet brands that also make sunglasses tend to do better in this regard, but make sure to take your sunglasses with you when you’re shopping for a new helmet so you can check the hold.

Beauty may be in the eye of the beholder, but it is worth considering what kind of riding the helmets you like the look of are designed for.

Let’s say you like classic looking helmets with lots of vent holes; if you live somewhere cold, maybe you’d be better off with a more aero-focused helmet with less ventilation and holes for water to seep through.

Likewise, the opposite could be true if you live somewhere hot; there’s no use having a helmet that’s super-fast in the wind tunnel if you don’t want to wear it because it makes your head boil.

German weight weenie specialist AX-Lightness has announced an exceptionally light new road bike from its in-house bike brand Benotti. 

With a frame made in Germany, the Vial Evo Disc is claimed to weigh just 5.4kg for a complete bike in its lightest configuration.

That’s so light that, even with pedals, bottle cages and other riding essentials, it should be comfortably under the 6.8kg UCI minimum weight for racing. 

Pricing for the ‘Climbers Limited Edition’ Vial Evo Disc with this shiny red paintjob starts at €12,299 with SRAM Red 22 HRD and tops out at €13,999 with SRAM Red eTap AXS HRD.

You can also roll your own with a €4,299 frameset and Benotti will be offering more affordable builds starting at €7,499, featuring slightly more everyman components and alternative colours.

Benotti Vial Evo Disc: seriously light, built for the everyday

AX-Lightness says the Vial Evo Disc’s frame weighs just 750g for a medium, a figure achieved by “over 30 hours of handicraft” in its German factory.

Despite the stunning headline weight, the Vial Evo Disc has a rider weight limit of 120kg and its design apparently focused on “lightness, stability and comfort… without compromising suitability for everyday use”. 

The 5.4kg figure is apparently for the Shimano Dura-Ace Di2 and SRAM Red HRD versions of the bike, while the SRAM Red eTap AXS (with power meter) model comes in at 5.6kg. 

You don’t hit numbers like this without seriously light components and finishing kit, and AX-Lightness specs the bikes with a whole suite of its own componentry as follows:

Despite the focus on weight weenieism, the Vial Evo Disc apparently has clearance for 32mm tyres, although the bike pictured here is wearing super skinny Tufo tubulars.

The “Christmas bauble” red paintjob is a €1,500 option on the Climbers Limited Edition, which is available to order now (lead time is approximately 50 days) in the following builds:

• SRAM Red 22 HRD (5.4kg): €12,299
• Shimano Dura-Ace Di2 R9170 (5.4kg): €13,199
• SRAM Red eTap AXS HRD with power meter (5.6kg): €13,999

Do you fancy an outrageously light road bike with discs? How would you spec yours?

Hunt Bike Wheels started out in 2015 selling a range of alloy road wheels designed for the rigours of UK roads. It’s since branched out into gravel and mountain bike wheelsets and has recently launched aero carbon wheelsets – with Hunt’s wind tunnel tests showing them to be as fast as or faster than other leading brands.

Headed up by aerodynamics expert Luisa Grappone, Hunt’s engineering department is responsible for research and development, including computer airflow modelling and wind tunnel testing.

All of Hunt’s clincher wheelsets are tubeless-ready, letting you fit tubeless tyres, which lowers tyre pressures and adds puncture protection. Its wheels can be used with tubes too if you prefer.

The wheels are also on-trend with wider rims. Different road models measure between 23mm and 35mm wide, which lets you fit wider tyres for a broader contact area with the road, with the potential for lower tyre pressures, more comfort and lower rolling resistance

Selling direct, Hunt offers free next-day UK shipping and ships internationally for a charge. There’s also a pre-order service to help you secure your chosen wheels for a small deposit, too.

We’re going to take you through the Hunt range, and pick out some of the highlights in the line-up.

Hunt carbon road wheel range

Hunt offers a wide selection of models in its carbon road wheel range, available in both disc brake and rim brake options.

Its flagship wheel is the 48 Limitless Aero Disc wheelset, which Hunt says is the fastest in the world for its depth class, based on computer modelling, wind tunnel and real-world testing.

There are plenty of other options in the line-up too, whether you’re looking for an aerodynamic advantage or to save weight on the climbs.

Hunt 48 Limitless Aero Disc wheelset

Hunt describes the 48 Limitless Aero Disc as “the world’s fastest disc-brake wheels up to (and including) 50mm, with the wheelset designed to “meet the needs of the modern rider”.

The development of the Limitless wheels saw Hunt visit the GST wind tunnel in Germany, with the result a comprehensive white paper outlining both the performance of the wheels and how they compare to leading competitors.

The Hunt 48 Limitless Aero Disc wheelset is 48mm deep and super-wide at 34.5mm external, but still retains the 22.5mm internal rim width that Hunt says works best with 25mm and 28mm road tyres.

To keep the wheelset’s weight down to 1,618g, Hunt developed its Limitless Technology, a patented composite structure with a low-density, co-moulded polymer in its sidewalls.

The wheel is then finished off with top-spec and low friction CeramicSpeed bearings.

Hunt 48 Limitless Aero Disc

Aerodynamicist rim and disc brake wheelset range

Looking for a rim brake aero carbon wheelset? The Aerodynamicist range sits below the Limitless and offers 52mm, 62mm and 82mm rim brake depths.

To fit the brake calipers, it’s 27mm wide externally and 19.5mm internally, optimised for 25mm and 28mm tyres, according to Hunt. There’s a hard-wearing Griptec basalt ceramic fibre brake track for all-weather stopping.

Again, the range is wind-tunnel tested and holds its own against the competition, with Hunt claiming the 82mm depth is best in class.

Like the Limitless Aero Disc wheels, the Aerodynamicist range comes with CeramicSpeed bearings. Claimed weights are between 1,548g and 1,770g, depending on rim depth, and prices are from £1,189 and £1,329. You can order mixed depth wheelsets too. Full specs for the deepest 82mm options are below.

Hunt 82 Carbon Aerodynamicist

Rim depth: 82mm
Rim width, external: 29.5mm
Rim width, internal: 19mm
Weight: 1,770g
Price: £1,329

Swap to disc brakes and there are Aerodynamicist wheels in 44mm and 54mm depths, alongside mixed sets.

As well as the traditional steel spokes, Hunt sells wheelsets laced with unidirectional carbon spokes, saving 68g for weights of 1,398g for the 44mm depth and 1,456g for 54mm-deep wheels.

Prices start at £929 for steel spokes and head up to £1,189 with carbon spokes.

Hunt 44 UD Carbon Spoke Disc

Rim depth: 44mm
Rim width, external: 29mm
Rim width, internal: 20mm
Weight: 1,398g
Price: £1,149

Other carbon road wheelsets

Hunt sells a wide range of other carbon rim and disc brake wheelsets, with prices starting at £749 for the 1,379g Team 45 Carbon Wide tubular rim brake wheelset.

Meanwhile, the £1,089 Hill Climb SL tubulars tip the scales at just 991g. Depending on what you’re after, you’ll likely find a wheelset that works well for your riding style.

Hunt Hill Climb SL Tubular

Rim depth: 30mm
Rim width: 23mm
Weight: 911g
Price: £1,089

Aluminium road wheels

Alongside its flagship carbon wheels, Hunt also sells aluminium wheelsets for rim and disc brake bikes. They’re shallower than the carbon wheels, but still aim to offer low weights and aero optimisation, along with value for money.

Hunt takes the aerodynamics of its aluminium wheelsets very seriously and has wind tunnel tested its alloy offerings. That testing shows, for example, that Hunt’s 34 Aero Wide Disc wheelset is fastest in its category, surpassing Zipp’s carbon 202 NSW.

Meanwhile, the 4 Season alloy wheel range emphasises robustness and durability to see you through heavy-duty rides and the rigours of winter.

Aero alloy wheelsets

Hunt’s aero alloy options are the 34 Aero Wide and Aero Light disc brake wheels, and the Race Aero Wide and Race Aero rim brake wheelsets.

Prices range from £359 to £479, and they’re competitively light between 1,479g and 1,548g.

Hunt 34 Aero Wide Disc

4 Season alloy wheelsets

Adding a little weight to up durability, the 4 Season range includes the 4 Season Disc and the rim brake 4 Season Aero. Plus there are the SuperDura wheels made with extra strong aluminium and with a higher spoke count, for an even more robust build

The 4 Season wheels come with double-sealed hub bearings and other weather-resistant features. Prices range from £349 to £419.

Hunt Race Aero SuperDura

Rim depth: 31mm
Rim width, external: 24mm
Rim width, internal: 19mm
Weight: 1,595g
Price: £419

Gravel and cyclocross

If gravel riding or cyclocross are your thing, Hunt has a wheelset for you too. As you’d expect, they’re all designed for disc brakes and there are alloy or carbon rim options in 700c and 650b sizes.

The top-spec 30 Carbon Gravel Disc wheelset, priced at £799, weighs 1,479g and is 30mm deep with a 27mm external, 20mm internal rim width. It shares the durability features of the 4 Seasons range, such as double-sealed hubs.

For the same price, there’s the 35 Carbon Gravel Disc X-Wide with a 30mm external/23mm internal rim and weighing 1,548g, designed for tyres over 35mm wide. Hunt’s 650b carbon offering is priced at £799 too, with a 22mm-deep rim and weighing 1,425g.

Move to alloy and there’s a similar choice of standard or extra-wide 4 Season Gravel Disc wheelsets, priced at £319 or £349 respectively, as well as a 650b option for £339.

Or for the cyclocross racer riding tubular tyres, there’s the £699 30 Carbon CX Disc, weighing 1,432g.

Hunt 30 Carbon Gravel Disc

Hunt 30 Carbon CX Disc Tubular

Dynamo wheelsets

Hunt’s wheels have been used in extreme conditions on ultra-endurance rides, including Josh Ibbett’s 2015 Transcontinental win.

To keep electronics charged and lights burning, Hunt offers a range of wheelsets with front wheels built with high-efficiency SON hub dynamos.

That includes the £1,129 Hunt 30 Carbon Dynamo Disc wheelset, as well 700c, 650b and 29in alloy options priced at £569 or £579. There’s also the option to buy a front wheel only.

So there’s something for everyone in Hunt’s range, whether you’re focused on lightweight, aerodynamics or ultra-endurance durability.

To see the full range, go to the Hunt website.

Hunt 30 Carbon Dynamo Disc

Canyon has taken its Exceed cross-country hardtail and given it a refresh for 2021, with an updated shape, top-spec CFR frame option and a snazzy integrated bar/stem that’ll appeal to those looking for a super-flash race bike.

The addition of the CFR (Canyon Factory Racing) carbon option means there are now three levels of carbon frameset on offer: the entry level CF, the former top-level SLX and now the range-topping CFR.

All the frames share the same mold, with the differences coming from the carbon fibres and layups used for each level.

• Canyon bikes: latest news, views and reviews

As you’d expect, the CFR frame is highly competitive when it comes to weight, with a Medium frame weighing a claimed 835g (including hardware) +/- 5 per cent.

This puts it right in line with its competitors, such as the Specialized Epic HT (claimed 790g, Medium) and Orbea Alma (claimed 830g, Medium).

As we saw with the Orbea Alma (and BMC’s new Twostroke), brands still believe that there’s a strong market for the hardtail. However, it’s fair to say that a number of people we’ve spoken to from brands admit that the demand is higher in Europe than it is in the UK. This, combined with the (now cancelled) 2020 Olympic Games is the reason for the raft of new XC hardtails we’ve seen this year (more are expected, too).

Canyon says that there are still plenty of XC races that feature steep climbs and less-technical descents, where a hardtail, with its lack of weight, is still an advantage overall.

And, with the development of lightweight droppers, hardtails can still navigate down technical courses easily with the saddle dropped 60mm lower than they might have been (Canyon have been working with DT Swiss on its D232 60mm drop droppers, for example).

Finally, there’s also the value argument, with a hardtail almost always offering better spec components for the price, which will attract plenty of buyers.

As such, Canyon says that this frame is designed to be as light as possible, while still being very stiff for optimal performance on climbs, sprints and flat-out racing.

Canyon Exceed frame details

While there’s usually a little less to talk about with a hardtail versus a full suspension frame, Canyon has managed to pack a number of interesting details into its new Exceed.

Starting at the front there’s the Impact Protection Unit that prevents the bars spinning round in a crash, whereby the top tube and down tube can be damaged by the shifter and fork crown respectively. This is now internal to the head tube for a cleaner look and still features the breakaway bolt for that bit of last-gasp protection.

The head tube is also integral to the integrated cable routing. Canyon’s Acros headset allows the cables to enter into the headset’s top cap and through the inside of the head tube and then the down tube.

The top cap twists with the handlebars and, as such, the cables can take an incredibly direct route (which is lighter and sleeker) from lever to head tube. It’s the slack in the system, inside the head tube, that allows the bars to turn uninhibited.

Being located lower than a traditional band-clamp means the seatpost can flex more for improved compliance. The seat tube is dropper compatible with internal routing for a cable.

The rear triangle features a chain-suck plate as well as a chainstay protector. The rear axle has a pull-out lever, meaning no tools are needed to remove the rear wheel, while no lever itself is left exposed for a clean look.

Canyon decided that it wanted all sizes of its frames to be able to accept two bottle cages, even on the smallest size. This means the top tube doesn’t slope as much (giving room for a seat tube located cage) at the expense of standover height – something Canyon believes is a worthy compromise.

At the back, there’s room for tyres up to 60mm wide – roughly a 2.34in to 2.4in tyre on a rim with an internal width of 30mm.

2021 Canyon Exceed CFR frames

CFR stands for Canyon Factory Racing and signifies its highest standard of build quality and material. These frames sit above its SLX frames and was recently seen on the Ultimate CFR and Sender CFR.

Canyon is claiming a frame weight of 835g for a medium with hardware (including the Universal Derailleur Hanger (UDH)). This is achieved in two ways…

First is that the specific frame layup, which is very carefully planned, with minimal excess overlap of carbon fibre sheets. This means there’s less margin for error during the layup phase of the frame, adding cost, but reducing weight because there’s less material.

The material used is also different. Canyon is using Toray’s Torayca M40X fibres, something only a couple of other factories have access to, which are combined with Toray’s ‘NanoAlloy’ resin.

Apparently, this carbon fibre is both strong and stiff, which can be something other carbon fibres have to compromise between. This means that its ‘unicorn hair’ carbon fibre needs less reinforcing sheets to be used to achieve the same stiffness to weight, and strength requirements.

In fact, Canyon claims that while this CFR layup has a higher stiffness to weight ratio than the SLX layup, and the frames are so light in comparison, they’re also more compliant.

Interestingly, Canyon has given us the breakdown of where the weight is held in the 835g frames.

• Raw frame: 740g
• Artwork/finish (CFR LTD): 39g
• Chain suck plate: 6g
• Chainstay protector: 9g
• Mech hanger (SRAM UDH): 27g
• Integrated seat clamp: 6g

Canyon Exceed frame weights (claimed)

• Canyon Exceed CFR: 835g
• Canyon Exceed SLX: 1,015g
• Canyon Exceed CF: 1,312g

2021 Canyon Exceed geometry

As you’d expect, the Exceed is longer and slacker than the outgoing model, but not drastically so.

Reaches have grown by around 10mm, while the chainstays have shrunk by just 2mm. Head angles are half a degree slacker. Canyon says that this helps the bike become faster over a whole range of XC courses, rather than just focusing on the steepest.

Bikes will be available in XS to XL sizes.

The integrated handlebar and stem come with a 740mm width and 80mm length as standard, though other stem lengths and stem angles should be available aftermarket.

Large Canyon Exceed geometry

• Reach: 455mm
• Chainstay: 425mm
• Seat tube length: 495mm
• Head angle: 69 degrees
• Seat tube angle: 75 degrees
• Fork offset: 44mm
• Wheelbase: 1,154mm
• BB height: 309mm

2021 Canyon Exceed models

Canyon will be offering nine models of the Exceed, including two women-specific models.

Canyon Exceed CF 5 / Canyon Exceed CF WMN 5

• RockShox Recon Silver RL 100mm
• SRAM NX Eagle
• SRAM Level T brakes
• RaceFace AR25 wheels, Schwalbe Rocket Ron tyres
• €1,699

Canyon Exceed CF 6

• Fox 32 Rhythm 100mm
• Shimano SLX/XT
• Shimano SLX brakes
• DT Swiss XR1700 wheels, Schwalbe Rocket Ron tyres
• €2,199

Canyon Exceed CF 7 / Canyon Exceed CF WMN 7

• RockShox SID SL Select 100mm
• SRAM GX Eagle
• SRAM Level TL brakes
• Reynolds TR309/289c carbon wheels, Maxxis Ikon/Maxxis Aspen tyres
• €2,699

Canyon Exceed CF SLX 8

• Fox 32 SC Performance Elite 100mm
• SRAM X01
• SRAM Level TLM brakes
• DT Swiss XRC1700 wheels, Maxxis Ikon/Maxxis Aspen tyres
• €3,699

Canyon Exceed CF SLX 9

• RockShox SID SL Select+ 100mm
• SRAM X01 AXS
• SRAM Level TLM brakes
• DT Swiss XRC1501 wheels, Maxxis Ikon/Maxxis Aspen tyres
• €4,699

Canyon Exceed CFR Team

• Fox 32 SC Factory 100mm
• Shimano XTR
• Shimano XTR brakes
• DT Swiss XRC1200 wheels, Maxxis Ikon/Maxxis Aspen tyres
• €5,699

Canyon Exceed CFR LTD

• RockShox SID SL Ultimate
• SRAM XX1 AXS
• SRAM Level Ultimate
• Reynolds Black Label wheels, Maxxis Ikon/Maxxis Aspen tyres
• €6,499

Garmin is arguably the front-runner when it comes to cycling computers and smartwatches

Its multi-sport gadgets are consistently well-reviewed on BikeRadar as reliable, robust and prolific, with their ability to track health data and ride metrics adding new insight to familiar rides. 

Whether you’re looking for a device to provide simple GPS tracking for your rides or a deep-dive into performance metrics, we’ve rounded up the best Garmin deals for August. 

For all the latest news and reviews of Garmin products, including GPS-equipped bike computers, smartwatches and more, visit our Garmin reviews page.

Garmin Forerunner 45 GPS smartwatch: £148.05  £169

• Buy now from Amazon

Don’t let the name of this Garmin watch put you off, its tracking capabilities extend across a range of sports including swimming and cycling. 

It has an in-built heart rate monitor and will also track your pace, intervals and distance ridden. When connected to your smartphone, the watch can live-track your rides, detect incidents and also allows you to control your playlists. 

Free guidance from expert coaches and training plans are also available through Garmin Coach. 

Garmin Forerunner 735XT GPS smartwatch: £185 £299

• Buy now from Amazon

A step-up from the Forerunner 45, this Garmin smartwatch tracks more complex training indicators to help with fitness gains, including estimations of VO2 max (a popular measure of aerobic fitness), lactate threshold and advice on how much recovery you’ll need. Smart notifications are also available on texts, emails and calls. 

If social media alerts are your thing, there’s also the option to link your channels up. 

Garmin Forerunner 35 GPS smartwatch: £106.14 £129.99

• Buy now from Amazon

The basic ride-tracking functions in this GPS Garmin watch could make it a practical cycling companion. Like others, it has a wrist-based heart monitor.

Its square watch-face makes it a nice alternative design if Garmin’s round watches don’t float your boat. The watch is also available in blue, limelight green and white. 

Garmin Edge 530: £229.99 £259

Pre-loaded with the Garmin Cycle Map, the Edge 530 can provide you with turn-by-turn directions along with navigation alerts to help you on unfamiliar routes. 

A separate Grit and Flow function is available to rate the difficulty of your mountain bike rides as well as provide feedback on how smoothly you ride. Garmin’s ClimbPro feature also automatically shows you the remaining ascent on a climb to help you pace yourself.

The Edge 530 has 20-hour battery life and is rated waterproof to IPX7 standards, so should be able to withstand rides through even the worst conditions. 

Garmin Edge 130: £99 £169.99

• Buy now from Halfords

Rated 4/5 stars when tested by the BikeRadar team, this lightweight Garmin gadget is well worth considering. 

GPS and altimeter info are all shown on a 1.8in display that’s designed to be easy to see in both sunlight and dark conditions. Simply download your ride route.

Garmin vivomoveHR Hybrid smartwatch: £143.84 £169.99

• Buy now from Amazon

The vivomove has a sleek, contemporary design and would be a good option if you’re looking for a hybrid watch to wear everyday. 

It tracks health data for both resting and fitness periods, including 24/7 heart rate monitoring and stress levels throughout the day. For rides, the watch offers estimations on VO2 max and fitness age. 

Garmin fenix 5 Plus Multi-Sport smartwatch: £357.66 £599

• Buy now from Amazon

The fenix 5 is Garmin’s premium multi-sport GPS watch range and was rated 4.5/5 stars by the BikeRadar testing team. 

This watch supports almost every ANT+ accessory under the sun, from the simple to the obscure, including muscle oxygenation sensors. It’s also Bluetooth friendly, so plays nice with power, speed and cadence sensors.    

Garmin vivoactive 4S GPS smartwatch: £259 £259.99

• Buy now from Amazon

If vibes are a must for your rides, the vivoactive 4S provides the option to download songs and playlists direct from Spotify and Deezer, if you have a premium subscription with the music provider. 

It’s a smaller-sized and more discrete smartwatch compared to other Garmin models but still offers 24/7 health tracking, phone connectivity and more than 20 preloaded GPS and indoor sports apps. 

The watch’s battery lasts up to five hours in GPS mode, but if you’re also planning to wear it when not riding the battery will last up to seven days when running in basic smartwatch mode. 

Garmin vivofit 4 activity tracker: £49.99 £69.99

• Buy now from Currys

 If you’re looking for a simple piece of tech for tracking your activity on and off the bike, the vivofit 4 will capture simple ride data such as distance cycled and calories burned, alongside generic steps and sleep tracking. 

Its battery is non-rechargeable but has a one-year battery life and is replaceable at the end, making for a convenient charger-free bit of kit that’s conveniently swim friendly too. 

Garmin Edge 520 Plus GPS Cycle Computer Bundle: £219.99  £289.99

• Buy now from Wiggle

Like the 530, the Garmin 520 Plus also offers turn-by-turn navigation, as well as off-route redirection and back to start routing functionality and was rated 4.5 stars by the BikeRadar team. 

Claimed to be suitable for both on and off-road cycling, this Garmin should be an ideal all-rounder and this particular package comes with a premium heart rate monitor and cadence and speed sensors. 

Though the eponymous race remains wonderfully anachronistic to this day, Specialized’s Roubaix can perhaps count itself among the most technologically advanced road bikes on the market in 2020, especially in this premium build.

Purists may scoff at the modern conveniences, such as suspension, wireless derailleurs, hydraulic disc brakes, aerodynamically optimised tube shaping and carbon wheels with fast, chunky tyres, but, like Specialized, we’re convinced most of these things are genuine advances.

Okay, so they won’t turn us in to Peter Sagan, but even our most discerning writers have been converted to the ‘smoother is faster’ mantra recently.

• Specialized Roubaix Expert long-term review

The geometry of this non-S-Works version is taller and shorter than that of the Tarmac, Specialized’s all-round road bike, but it’s no dutch-style town bike either. It’s plenty racy enough for the unmalleable majority of us who spend most of our days hunched over at a desk rather than honing our flexibility in the gym.

Shocking looks

The Future Shock suspension system is one feature that divides opinion.

Those that haven’t used it tend to decry its somewhat ungainly appearance. A #slamthatstem bike this will never be.

But those that have used it tend to almost universally praise the system for its effectiveness at reducing the kind vibrations that cause morale-sapping hand and shoulder fatigue, especially over the course of long rides on rubbish roads.

New age gearing

On the face of it, a road bike with racy aspirations that comes with 46/33-tooth chainrings seems something of an oxymoron. These were the kind of ratios traditionally reserved for cyclocross.

• The best cyclocross bikes | Rated and reviewed by BikeRadar’s experts

However, the addition of a 10-tooth cog to the cassette has enabled SRAM to be more progressive with its drivetrain offerings, and it’s hard to deny that most people likely stand to benefit from it.

After all, as noted when we reviewed SRAM Force AXS, the 46×10 top gear is slightly bigger than the 50×11 you’d get with a standard compact chainset, but you also get an easier gear at the other end and a smaller jump in teeth between the two chainrings.

Whatever you think about the implications for drivetrain friction, it’s hard to deny that the benefits of the increased range probably outweigh the negatives for most riders.

• SRAM Force eTap AXS vs. Shimano Ultegra Di2

Premium build, premium price

So, the price. At £6,400 / $7,000 / AU$10,000, it’s not cheap. But, it does come with a selection of high quality parts, including Roval CL 32 Disc carbon wheels, Specialized’s own Turbo Pro 28mm clincher tyres and its ever popular Power saddle.

There’s not much you could wish to upgrade.

• Best road bike saddles

What’s more, the gloss teal, charcoal and blue paint job is very elegant. Kudos to Specialized for offering more choice than simply black on carbon on its recently released bikes.

Yes, it adds a little weight (because paint weighs more than a simple clear coat), but when you spend this much money on a bike you should expect it to look as good as it rides.

Women’s-specific cycling brand Liv has released a new off-road bike aimed at entry-level riders, first-time mountain bikers, all-round leisure riders and adventurers.

The Liv Tempt is a hardtail mountain bike with 100mm of travel through the suspension fork, 27.5in or 29in wheel size options, mounts for fitting mudguards and luggage racks, and all for under the magic £1,000/€1,000 mark.

Liv bicycles are designed and engineered specifically for female riders using body dimension data, and the brand says this means most women will find a better fit ‘out of the box’ than with ‘unisex’ bikes.

• 5 approaches to women’s specific bike design

Aluminium frame, smart looks and two wheel sizes

The Tempt is based around a 6061 aluminium frame with Suntour or Giant suspension forks providing 100mm of travel, or 80mm of travel in the XS size.

Cables are routed internally for a clean look and, while the bikes don’t come specced with dropper seatposts, the 30.9mm diameter seat tube can take the majority of droppers on the market (and there are plenty of affordable options out there).

For example, you could fit a Brand-X Ascend II for about £140, which is a worthwhile upgrade for riders wanting to tackle their local mountain bike trails.

The frame has all the lugs and attachment points you might need for bottle cages, mudguards and luggage racks, so the Tempt could also be a good choice if you want something that’s versatile enough to use as a commuting bike (particularly if your route takes you over rough ground) or for longer leisure outings.

Each model of the Tempt comes in two wheel-size options and a range of sizes. The 27.5in wheel version comes in sizes extra-small, small and medium, while the 29in version comes in sizes small, medium and large. Size-specific components such as cranks and handlebars are designed to give a better fit.

The range-topping Tempt 0 and Tempt 1 both come with 1x groupsets, while the Temp 2, 3 and 4 have 2x setups (with two chainrings instead of one). However, all frames are compatible with front derailleurs.

The frame has enough clearance to take up to 2.4in tyres, so you can run some pretty chunky tyres for off-road riding in the wet, or switch to something slicker for commuting.

Again, the more off-road ready Tempt 0, 1 and 2 have cross-country mountain bike-focussed Maxxis Rekon tyres, while the 3 and 4 have faster-rolling Ikon tyres for more relaxed riding.

All models come with disc brakes for reliable wet-weather stopping power, with hydraulic disc brakes on all models bar the entry-level Liv Tempt 4.

Liv Tempt geometry

The Tempt geometry sits between a versatile, hybrid bike and a cross-country mountain bike.

A steep seat-tube angle of 74 degrees places the rider over the bottom bracket on climbs, which should make pedalling uphill easier and more efficient.

The head-tube angle of 68 degrees is steep for a mountain bike (the Liv Pique cross-country focused bike has a head angle of 66.5 for comparison), which will make for more responsive steering but won’t feel as confident on descents.

Standover has been specifically designed to be low, so hopping on and off the bike or straddling the frame should be a doddle.

In comparison to the Liv Pique, the Tempt has a shorter reach and wheelbase which makes it well suited to a combination of on- and off-road riding.

The Liv Tempt range, prices and availability

There are five models in the Liv Tempt range, all based around the same aluminium frame, and offering a variety of build options.

Stock should be landing in shops at the end of August or early September 2020, and Liv recommends contacting your local Liv/Giant retailer if you are interested in purchasing a Liv Tempt.

As we’ve already mentioned, all models are available with either 27.5in wheels (sizes XS to M) or 29er wheels (S to L).

Liv Tempt 0

• Frame: ALUXX-grade aluminium
• Fork: Giant SXC32-2 RL, air spring, 100mm travel (80mm on XS 27.5), QR, alloy steerer, rebound adjust
• Drivetrain: Shimano Deore 1×12
• Brakes: Tektro TKD143 hydraulic disc
• Wheels: Giant GX03V alloy double wall, 21mm inner width, Shimano sealed bearing hubs
• Tyres: Maxxis Rekon 27.5/29 x 2.4 wire bead
• Price: £849 / €999 / $TBC / AU$TBC

Liv Tempt 1

• Frame: ALUXX-grade aluminium
• Fork: Giant SXC32-2 RL, air spring, 100mm travel (80mm on XS 27.5), QR, alloy steerer, rebound adjust
• Drivetrain: Shimano Deore 1×10
• Brakes: Tektro TKD 149 hydraulic disc
• Wheels: Giant GX03V alloy double wall, 21mm inner width, Shimano sealed bearing hubs
• Tyres: Maxxis Rekon 27.5/29 x 2.4 wire bead
• Price: £649 / €749 / $TBC / AU$TBC

Liv Tempt 2

• Frame: ALUXX-grade aluminium
• Fork: SR Suntour XCT30 HLO, coil spring, 100mm travel (80mm on XS 27.5), lockout
• Drivetrain: Shimano Altus 2×8
• Brakes: Tektro TKD 149 hydraulic disc
• Wheels: Giant GX03V alloy double wall, 21mm inner width, Giant Tracker Sport QR hubs
• Tyres: Maxxis Rekon 27.5/29 x 2.4 wire bead
• Price: £529 / €619 / $TBC / AU$TBC

Liv Tempt 3

• Frame: ALUXX-grade aluminium
• Fork: SR Suntour XCE Coil Spring 100mm travel (80mm on XS 27.5in)
• Drivetrain: Shimano Altus 2×7
• Brakes: Tektro TKD 149 hydraulic disc
• Wheels: Giant GX03V alloy, double wall, 21mm inner rim width with Giant Tracker Sport QR hubs
• Tyres: Maxxis Ikon 27.5/29 x 2.2 wire bead
• Price: £449 / €519 / $TBC / AU$TBC

Liv Tempt 4

• Frame: ALUXX-grade aluminium
• Fork: SR Suntour XCE Coil Spring 100mm travel (80mm on XS 27.5in)
• Drivetrain: Shimano Altus 2×7
• Brakes: Tektro TKD 172 mechanical disc
• Wheels: Giant GX03V alloy, double wall, 21mm inner rim width with Giant Tracker Sport QR hubs
• Tyres: Maxxis Ikon 27.5/29 x 2.2 wire bead
• Price: £399 / €459 / $TBC / AU$TBC

A new Factor aero road bike was recently spotted outside the Israel Start-Up Nation team bus by fans at the 2020 Criterium du Dauphine.

The bike appears to be a mashup of the brand’s One aero road bike and O2 VAM lightweight climbing bike. An as-of-yet unreleased model called the Ostro popped up on the UCI’s approved list of frames and forks earlier this month – could this be it? Will the Factor Ostro be Chris Froome’s new road bike?

The four-time Tour de France champion recently announced he would be leaving Team Ineos, where he has spent the majority of his career and taken all of his major victories, for the Israeli team (which is sponsored by Factor bikes) at the end of the 2020 season.

Lightweight and aero?

Outwardly, the new bike looks quite similar to a number of other current aero road bikes, such as the Merida Reacto and BMC Timemachine, but the VAM designation on the top tube – which stands for ‘velocità ascensionale media’ (‘average ascent speed’), and has traditionally been reserved for Factor’s lightweight bikes – would seem to indicate it has aspirations as something of a climbing bike too.

Though weight can be saved through the strategic use of higher modulus carbon fibre, in this instance it appears weight savings have been made in other ways, too.

The seatstays, for example, have been dramatically thinned down. The seat tube and seatpost also appear to have lost some surface area and mass.

Unlike the One, this new bike also has a more traditional fork and head tube arrangement, and though we can’t be totally sure from this single image, it appears the One’s trademark split down-tube arrangement doesn’t feature on this new bike.

These changes also likely translate into weight savings because the more simplistic design likely requires less material to manufacturer, and, all other things being equal, less material ought to mean less mass.

The handlebar looks very similar to the Black Inc integrated handlebar from the O2 VAM. However, this new model is clearly designed to offer fully internal cable management for at least electronic drivetrains and hydraulic braking hoses.

Elsewhere, the bike is built up with stock parts currently used by the WorldTour team, including Black Inc tubular wheels, Dura-Ace R9150 Di2 and a Ceramicspeed OSP system.

• 2020 WorldTour team bikes | Trends, new sponsors and who’s riding what

As aero road bikes have become lighter in recent years, the convergence of lightweight and aero design is a route we’ve seen a few brands starting to explore recently.

Specialized, for example, recently caused a stir by consigning its dedicated aero road bike, the Venge, to the annals of history with the release of the Tarmac SL7.

It boldly claimed the new bike was almost as aero as the Venge, but can still hit the UCI’s 6.8kg weight limit, making the heavier aero platform obsolete (in its view).

When can I buy one?

Currently, Factor remains tight-lipped about this new model, but as mentioned at the start of this piece, a new bike called the ‘Ostro’ was recently added to the UCI’s list of approved frames and forks.

Whether or not this is the Ostro, we suspect we could see a formal announcement around the upcoming Tour de France, given it’s the sport’s most important shop window.

As always, if we can tease out any more details or pictures from Factor we’ll be sure to update you.

Mondraker is well known for long frames, short stems and drool-worthy bikes, and its latest offering, the 2021 Podium Carbon, is aimed squarely at the cut-and-thrust world of cross-country and marathon racing.

It’s claimed to offer the lightest production mountain bike frame available at just 775g in a size medium.

Weighing up the claims

Weight is clearly still a huge deal in the eyes of XC racers and the 775g figure is the lowest number we’ve seen officially claimed for a production frame.

Specialized quotes a ‘positively porky’ 790g for its S-Works Epic hardtail – the lowest claim we’ve seen up until now – though the Californian company also hinted the true figure could fall between 760g to 790g due to manufacturing variance.

It’s important to take claimed frame weights with a serious pinch of salt. Quoted frame size, manufacturing variation and what’s included in the claimed weight (paint, axles and bottle cage bolts are often omitted for the sake of quoting a better number) can make two numbers incomparable.

Apparently, in Mondraker’s case, the 775g figure includes paint but no other components such as the axle or seat clamp.

Few racers will soberly pick one bike over another for the sake of 15g, and even fewer will strip their bike to check the frame weight for themselves, but having “the lightest production frameset” will no doubt hold a psychological appeal for some.

In terms of full-builds, the lightest Podium offered (the RR SL) has a claimed weight of 7.8kg, which matches Specialized’s S-Works Epic exactly. Again, this is based purely on each manufacturer’s claims.

Mondraker Podium geometry

Obviously weight is far from everything, even for an XC bike. Geometry is a bigger concern than ever with cross-country courses getting more technical in recent years.

Those who are familiar with Mondraker’s Forward Geometry trail/enduro bikes may be expecting something revolutionary from the Podium’s geometry, but while the numbers are bang-on-trend, they’re still very much in the XC-race-bike realm.

The head angle is pretty slack for a race bike at 68.5 degrees, and bikes are equipped with (now common) short-offset forks, which are intended to calm the steering feel even further while keeping the wheelbase short.

• For more on the effects of fork offset, click here.

The effective seat angle sits at 74.5 degrees, which again is very modern and upright for a cross-country hardtail. It’s still significantly more laid-back than the 76-degree angle on Yeti’s new Arc hardtail. Although the Arc isn’t a true race bike, that doesn’t seem to bother Jared Graves.

Mondraker designed the bike around what it calls XC Forward Geometry. The Forward Geometry concept involves a very long reach and correspondingly short stem for stability and predictable handling. But, while the reach numbers on the 2021 Podium are long by traditional XC standards, they’re similar to the Specialized Epic mentioned above, along with a few other cutting-edge XC bikes.

The stems measure 60mm in the small and medium bikes, 70mm on the large and 80mm in XL. Again, these numbers are short compared to cross-country bikes of old, which should help to keep the handling responsive and predictable, but similar to a few other recently released XC bikes.

As an aside, I’ve never understood why taller riders on larger frame sizes are given longer stems. In fact, I’d argue that with a higher centre of mass a larger stem exaggerates handling problems.

Mondraker Podium frame details

The Podium is, as you might have guessed, designed around 29in wheels and, for now at least, the frame is full-carbon only.

It uses a high-modulus carbon fibre weave and a new layup, which Mondraker calls Stealth Air Layup. It’s single-ring only, uses a 148 x 12mm Boost rear axle and has space for two water bottles.

The internal cable routing features a hidden cable housing guide which should make it easier to replace cables. Handily, it uses a BSA threaded bottom bracket and SRAM’s new “universal” derailleur hanger, which should also make finding a replacement easier when needed.

• Learn more about SRAM’s $15 Universal Derailleur Hanger here

The 27.2mm seatpost diameter will fit the new breed of XC/gravel-specific short-drop dropper posts.

2021 Mondraker Podium models

Four full build options are available, all of which use the exact same carbon frame and 27.2mm fixed seatposts with Maxxis Ikon 29 x 2.2in tyres.

Currently, we only have pricing for the UK market.

Mondraker Podium Carbon RR SL

• Fork: RockShox SID SL Ultimate RL 29, 100mm
• Drivetrain: SRAM AXS XX1 Eagle, 12s
• Wheelset: Mavic Crossmax SL Ultimate Carbon, 25mm internal width
• Claimed weight: 7.8kg
• Price: £7,899

Mondraker Podium Carbon RR

• Fork: RockShox SID SL Ultimate RL 29, 100mm
• Drivetrain: SRAM GX / X01 Eagle, 12s
• Wheelset: Mavic Crossmax SLR Carbon 29, 26mm internal width
• Claimed weight: 8.4kg
• Price: £5,899

Mondraker Podium Carbon R

• Fork: Fox 32 29 Float FIT4 EVOL Step Cast Factory Kashima, 100mm
• Drivetrain: Shimano Deore/XT M8100 12s
• Wheelset: DT Swiss XR1700 Spline 29, 25mm internal width
• Claimed weight: 8.9kg
• Price:£4,799

Mondraker Podium Carbon

• Fork: RockShox SID SL Select RL 29, 100mm
• Drivetrain: SRAM NX/GX Eagle 12s
• Wheelset: DT Swiss X1900 Spline 29, 25mm internal width
• Claimed weight: 9.3kg
• Price: £3,799

With the cycling world gearing up for the Tour de France, Oakley has launched its special-edition glasses and helmets to mark the race.

There are limited editions of the Sutro, Flight Jacket and EV Zero Blade glasses, and ARO 3 and ARO 5 helmets.

Oakley Tour de France 2020 sunglasses

Oakley’s oversized Sutro glasses featured prominently at last year’s Tour de France, where they were the preferred eyewear of race winner Egan Bernal, among others. Although launched by Oakley as an urban style, the Sutros have been taken up enthusiastically in the pro peloton.

For the 2020 Tour, the Sutros come with a frame that is predominantly gold on the bottom and black on top, with a fade between the colours and silver accents.

Oakley says the colour scheme has been picked because it apparently “symbolises the power, prestige, and perseverance that drives these world class athletes through the 21 gruelling stages”.

As you’d expect, the Tour de France glasses get Oakley’s Prizm lens tech, with the Prizm Black lenses providing 11 per cent light transmission for riding in bright conditions.

Getting the same colour treatment as the Sutros, the Flight Jacket Tour de France Collection sunnies fade from black at the nosepiece through to gold at the sides, and back to black at the ends of the side arms, with silver highlights in the transitions.

There’s the same Prizm Black lens as the others, and the absence of the top rim is designed to help you see where you’re going when in the drops.

Finally in the glasses department is the EVZero Blades Tour de France Collection model. With a minimalist, frameless design, the gold-silver-black colour scheme is limited to the side arms.

Oakley Sutro Tour de France glasses

Lens: Prizm Black
Light transmission: 11%
Price: £155

Oakley Flight Jacket Tour de France glasses

Lens: Prizm Black
Light transmission: 11%
Price: £207

Oakley EVZero Blades Tour de France glasses

Lens: Prizm Black
Light transmission: 11%
Price: £163

Oakley Tour de France 2020 helmets

Oakley also has Tour de France 2020 versions of its top-end ARO 5 road helmet and less expensive ARO 3 lid.

The aero helmet designs come in black with a gold O on each side and are tightened via a Boa dial and lace system.

Both helmets include MIPS slip-plane technology for increased crash protection and come with a travel bag and odour-zapping X-Static brow pad.

The ARO 5 has an extra-large option as well as the usual S, M and L.

Oakley ARO 5 Tour de France 2020 helmet

Sizes: S, M, L, XL
Price: £199

Oakley ARO 3 Tour de France 2020 helmet

Sizes: S, M, L
Price: £159

All the Tour de France kit is available via Oakley’s website.

A bike works more smoothly, lasts longer and looks better when it’s clean. That will make riding it more enjoyable and save you money long term. 

While it may be tempting to just pop it in the shed until your next ride, even a few minutes spent at regular intervals will improve your riding experience and the longevity of your bike.

Regardless of what shape your bars are or how many suspension parts your bike has, any build-up of dirt will wear through moving parts if left to do so. As important as it is to clean your bike after a filthy wet ride, it remains key after dry, dusty ones too. 

Here’s how to clean your bike in seven simple steps.

More on bike cleaning & maintenance

• How to clean your bike chain
• Don’t make these common bike maintenance mistakes
• Make sure your bike is safe to ride with the M check

Bike wash essentials

• Water source: a bucket or garden hose. A jet wash/pressure washer can be used, and while the jury is out on whether it does force dirt past seals and reduce bearing or bushing life, it’s definitely best not to point it directly at bearing or suspension seals
• Workstand (optional, but undoubtedly helpful)
• Brushes. Several brands offer a ‘bike wash brush kit’ with brushes for the various applications, but if you don’t have those, a couple of toothbrushes and an old dustpan brush will do
• Chain cleaning device or a specific stiff-bristled toothbrush if you don’t have one
• Degreaser
• Bike wash fluid (preferably environmentally sound)
• Chain lube
• Paper towel
• Chamois leather

What you need to get started

How to clean a bike in 7 simple steps

Step 1: Clean the drivetrain

If you have a chain cleaning device use it to clean the chain, but, if not, you’ll simply have to apply the degreaser and use a brush. You’ll need the brush for the cassette and derailleur(s) in any case. 

If you want to know everything there is to know about cleaning a bike chain (and likely more), check out our ultra in-depth standalone guide.

Make sure you have a specific brush for your drivetrain, and don’t use it on any other part of the bike, particularly the brakes – contaminating your braking surface with chain filth will ruin performance and may force you to replace your brake pads.

You may need to use something to dislodge stubborn grime from places such as jockey wheels, and some brushes have a hooked handle for exactly this. A flat-headed screwdriver can help here. 

Step 2: Wipe the discs or braking surface down

At this point, it’s wise to wipe your discs or rim brake surface down.

However careful you are cleaning the chain, there’s always a chance muck can find its way onto your rotors. It can also cause issues on rim brakes.

Spray some degreaser into a clean paper towel and wipe around the rotors.

Step 3: Rinse and apply detergent

Use your hose, or bucket and sponge, to wet the bike and remove the majority of the mud and grime that has built up.

If you’re using a jet wash, stand well back or turn the intensity down.

Spray detergent along the main tubes and the areas most affected by dirt.

• How to jet wash a bike

Step 4: Brush clean

Use a soft brush to clean the whole bike down. 

After a few cleans you’ll develop your own routine – front to back or top to bottom. Pay attention to moving parts and use a smaller brush to get into narrower spaces. 

The brushes combined with the detergent will loosen most of the remaining dirt from the bike. Remember the undersides and awkward bits that also need attention.

Step 5: Rinse

Use fresh water to rinse off the bike. Spin each wheel to rinse all the detergent out of the tread. Check all the dirt has been lifted off and revisit with the brush if any remains, then rinse again.

Step 6: Dry

If you have a workstand, now is a good time to move the bike into it. Use an old dishcloth or chamois leather if you have one to dry the bike.

Then, fastidiously avoiding braking surfaces, give it a polish with PTFE or silicone spray. Rub it in with a paper towel or soft cloth. Not only will this make your bike shine, it’ll also reduce the amount of muck that will stick to it on the next outing.

Step 7: Lube

Apply lube to the chain while turning the pedals. Pay attention to manufacturer recommendations because it’s very easy to overdo it with lube.

If the bike is not in a workstand, you’ll need to turn the pedals backwards. Use a moisture dispersant lube on your derailleur pivots, taking extreme care to avoid your braking surfaces.

Training indoors used to have a fearsome reputation for being excruciatingly boring. The idea of spending time on a turbo trainer, self-flagellating yourself to heavy music while you stared numbingly at a wall, all in pursuit of some intangible fitness gains over the winter, seemed like a kind of madness.

However, thanks to the advent of smart turbo trainers and third-party interactive apps, training indoors has never been easier or, crucially, more fun.

If you’re looking to invest in an indoor training setup, then you’re in the right place. We’ve put the latest smart trainers through their paces to find out what’s really worth spending your money on.

What is a smart trainer?

Smart trainers are interactive turbo trainers that connect with apps such as Zwift, TrainerRoad, The Sufferfest and RGT Cycling to control the trainer’s resistance and replicate the hills, headwinds and drafting effects inside virtual worlds.

These apps can also guide your through power-based interval workouts with the resistance automatically adjusting to keep you at the required power (known as ERG mode).

Today’s smart turbo trainers work by communicating with third-party apps on smartphones, tablets and computers using wireless ANT+ frequencies or Bluetooth.

It sounds complicated, but most of these trainers and apps will automatically search for and connect to each other, so in practice it’s usually very simple.

Wheel-on or direct drive?

There are two main types of smart trainer: wheel-on and direct drive.

Wheel-on smart trainers function like classic, ‘dumb’ trainers – you clamp the rear axle into a support while your rear wheel rests on a roller drum. This drum is connected to a resistance unit that communicates with your chosen hardware and app to control the resistance you feel through the wheel.

These are typically the cheapest and lightest types of smart trainers, but they can cause wear on your tyres (though specific trainer tyres are available to mitigate this issue), their power measurement is generally less accurate, and the ride feel often isn’t as good as direct-drive trainers.

Direct drive trainers require you to remove the rear wheel and connect your bike to the trainer via a standard cassette. These are heavier and more expensive than wheel-on trainers, but prices are getting more competitive and they have a number of advantages.

Outside of the obvious one, a lack of wear on your lovely rear tyre, they also tend to be quieter and offer a more realistic, road-like ride feel. They are also usually much more feature-rich and accurate, in terms of power measurement, than wheel-on trainers.

Of course, price is always going to be a major consideration. We’ve tested a range of options to suit as many budgets as possible, but there’s no denying these trainers aren’t cheap. However, compared to a groupset upgrade or even a new winter bike, they can offer good value if you want to be able to consistently and enjoyably train indoors.

Why should I train indoors rather than just ride outside?

This is a fair question, and one that really has a very personal answer.

However, most of us will probably admit that we don’t enjoy getting wet, cold and dirty. Furthermore, if you live in a particularly busy part of the world, training indoors can be much safer – if you’re doing hard intervals to exhaustion or training in a time-trial position out on the open roads, you really need to be careful of traffic.

Training indoors can save you from all of that, and in a more positive light, training indoors can be extremely time efficient. Virtual worlds such as Zwift are also so popular now that there are organised online group rides and races – there are even national championships and the UCI is organising an esports world championships for 2020 – so you can indulge your competitive urges to make it more fun.

Elite Suito

• Type: Direct drive
• Maximum power: 1,900 watts
• Maximum simulated gradient: 15%
• Weight: 14.5kg
• Flywheel: 3.5kg
• Cassette included: Yes
• Noise: 73dB
• RRP: £649.99 / $799 / €669 / AU$999

The Suito is Elite’s new, more competitively priced direct-drive smart trainer. It comes ready to use straight out of the box, so there’s minimal fuss involved in setting it up and getting riding. It’s a great plug-and-play solution.

It comes with an 11-speed Shimano 105 cassette installed, and there are adaptors for 142mm thru-axles and a front wheel riser block included in the box, all of which is especially noteworthy at this price point.

Ride quality is very good, especially considering it doesn’t have the largest flywheel out there, and we were impressed by its stability when really cranking things up.

It can simulate gradients of up to 15 per cent and has a maximum power of 1,900 watts, so really strong riders might find this unit a little under-specced, but for most people this will be more than they’ll ever need.

• Read our full review of the Elite Suito
• Available on Amazon here

Saris H3

• Type: Direct drive
• Maximum power: 2,000 watts
• Maximum simulated gradient: 20%
• Weight: 21.3kg
• Flywheel: 9kg
• Cassette included: No
• Noise: 61dB
• RRP: £849.99 / $999.99

The H3 sits at the top of Saris’s smart trainer range and builds on the popular H2. Reducing the noise levels was one of Saris’s top priorities and it’s certainly achieved good things with the H3 – at just 61dB at 20mph (measured on an iPhone app), it’s very quiet indeed.

Ride feel is good, with the stout 9kg flywheel contributing to a very realistic experience. At 21.3kg, it’s also a very solid platform, and while this does make it quite hard to move around, Saris has at least included a handle in the design, which makes things considerably easier.

The H3 is capable of 2,000 watts of power and 20 per cent gradients. Power figures were within the claimed +/- 2 per cent accuracy, which should be more than enough for most riders. At £849.99 it’s also competitively priced, so there’s a lot to like.

• Read our full review of the Saris H3

Tacx Neo 2T

• Type: Direct drive
• Maximum power: 2,200 watts
• Maximum simulated gradient: 25%
• Weight: 21.5kg
• Flywheel weight: Virtual
• Cassette included: No
• Noise: 61dB
• RRP: £1,199.99 / $1,399.99 / AU$1,899.99

The Neo 2T is Tacx’s top of the range smart trainer, and it’s priced accordingly. It looks like a spaceship and its spec and performance are pretty futuristic.

The Neo 2T uses an arrangement of magnets to create a virtual flywheel, and this offers fantastic ride feel, along with the ability to change the level of inertia depending on the virtual terrain. Tacx also claims the Neo 2T power measurement is accurate to +/- 1 per cent, which is up there with the best.

At this price, it’s a little disappointing that a cassette isn’t included, but that’s only a minor nitpick. Overall, the Neo 2T is about as good as it gets in terms of performance.

When you consider that it can be used without a power source (making it useful for pre-race warm ups), and that it’s also one of the quietest trainers available, you have a very compelling package. The only real problem is whether you can afford it or not.

• Read our full review of the Tacx Neo 2T

Wahoo Kickr Smart (2020)

• Type: Direct drive
• Maximum power: 2,200 watts
• Maximum simulated gradient: 20%
• Weight: 21.5kg
• Flywheel: 7.25kg
• Cassette included: Yes
• Noise: 61dB
• RRP: £999.99 / $1,199.99 / €1,199.99 / AU$1,699.99

The Kickr is Wahoo’s top of the range model. It offers fantastic ride feel, thanks to its relatively large 7.25kg flywheel, and it’s also wonderfully quiet.

Setting the unit up is very easy, with Wahoo including a cassette and a generously sized power cable, so you shouldn’t need extension leads. Once the bike’s installed, it offers a very solid platform for sprints up to 2,200 watts and gradients up to 20 per cent – these aren’t the highest maximums, but they should be plenty for most of us.

Power accuracy has increased over the 2019 version, up from +/- 2 per cent for the previous model to just +/- 1 per cent, and the trainer is now able to automatically calibrate itself without a traditional spin down.

Wahoo also amended the trainer’s supporting feet over the previous design too, to allow for five degrees of lateral tilt and help give a more realistic ride feel.

The Kickr doesn’t have any absurd headline features or specs, and it doesn’t come cheap, but it does everything brilliantly and without fuss. Our tester called it “the gold standard of smart trainers”.

• Read our full review of the Wahoo Kickr Smart (2020) V5

Wahoo Kickr Core

• Type: Direct drive
• Maximum power: 1,800 watts
• Maximum simulated gradient: 16%
• Weight: 18kg
• Flywheel: 5.4kg
• Cassette included: No
• Noise: 70dB
• RRP: £699.99 / $899.99 / €799.99 / AU$1,199.99

Though it sits in the middle of Wahoo’s Kickr range, the Kickr Core is its cheapest direct-drive trainer.

Claimed power accuracy is +/- 2 per cent, which is as good as Wahoo’s higher-end Kickr model, and our tester was very impressed by its ride feel, despite its smaller flywheel.

Setup is also easy, with the unit’s legs simply needing to be bolted on. There’s no cassette included though, so you’ll have to remember to factor that in.

If you’re happy with the maximum power and gradient figures of 1,800 watts and 16 per cent, then the Kickr Core is a great option at a competitive price.

• Read our full review of the Wahoo Kickr Core
• Available on Amazon here

BKool Smart Air Lite

• Type: Direct drive
• Maximum power: 2,000 watts
• Maximum simulated gradient: 20%
• Weight: 23kg
• Flywheel: 4.5kg
• Cassette included: No
• Noise: 75dB
• RRP: £749.99

With maximum power and gradient figures of 2,000 watts and 20 per cent, the BKool Smart Air Lite offers a top-end spec, despite being the more affordable trainer in BKool’s Smart Air range.

The design is unusual – it’s meant to look like half a wheel once your bike is installed – and at 23kg and 56cm tall, with no handle, it’s quite awkward to move around. It does fold up narrowly though, so storing it away is easier.

Set up is pain-free. You’ll have to source your own cassette, but once that’s installed it’s essentially a plug-and-play unit.

The design also lends a degree of natural movement from the trainer, especially when riding out of the saddle – this divided opinion among our testers, with some finding it a bit disconcerting and others praising it for lending a more realistic feel.

• Read our full review of the Bkool Smart Air Lite

Elite Drivo II

• Type: Direct drive
• Maximum power: 3,600 watts
• Maximum simulated gradient: 24%
• Weight: 19kg
• Flywheel: 6kg
• Cassette included: No
• Noise: 65dB
• RRP: £999.99 / $1,199 / €1,099 / AU$1,599.99

The headline specs of the Elite Drivo II, Elite’s top of the range smart trainer, make for some interesting reading. Not only is it capable of simulating gradients up to 24 per cent, but it can handle a staggering 3,600 watts maximum power at 60kph at a claimed accuracy of +/- 0.5 percent!

Fortunately, it’s a bukly, stable platform, so if you’re the type of rider that can get anywhere near those numbers, you won’t have any issues, but we do have to question if any such riders actually exist in the real world.

In use, the Drivo II is great. The ride feel is impressive and it reacts very quickly to changes in incline, thanks to an electromagnet on the 6kg flywheel.

Though its bulk comes in useful when laying down the power, it’s a bit of a hindrance when it comes to storing the unit. Furthermore, it faces stiff competition in this price bracket and though it’s able to offer accuracy and maximum power figures wildly beyond anything else, it’s not clear exactly who would benefit from that extra headroom.

• Read our full review of the Elite Drivo II

Kurt Kinetic R1

• Type: Direct drive
• Maximum power: 2,000
• Maximum simulated gradient: 20%
• Weight: 21.5kg
• Flywheel: 6.3kg
• Cassette included: No
• Noise: 75dB
• RRP: £769 / $949 / €899 / AU$1,699.99

The Kurt Kinetic R1’s unique selling point is the ‘rock and roll’ design, which allows a significant range of side-to-side motion. At first, the range of movement can be disconcerting, especially if you’re used to a rock solid trainer such as the Wahoo Kickr, but once you get used to it it feels more natural.

Beyond that headline feature, the Kinetic R1 has great ride feel thanks to its 6.3kg flywheel and wide-legged stance. The resistance changes smoothly to match changes in the virtual terrain, and with a 2,000 watts and 20 per cent gradient ceiling it ought to satisfy most people’s requirements.

It’s not the quietest trainer at 75dB, but it’s not noticeably loud either. Ultimately, whether this is the right trainer for you will depend on how you feel about the rock and roll design – if you want that unique ride feel, the Kinetic R1 is a great unit.

• Read our full review of the Kurt Kinetic R1

Saris M2

• Type: Wheel-on
• Maximum power: 1,500 watts
• Maximum simulated gradient: 15%
• Weight: 9kg
• Flywheel: 1.2kg
• Cassette included: Not needed
• Noise: 75dB
• RRP: £425 / $500

The Saris M2 is a relatively affordable, wheel-on smart turbo trainer. Using a classic A-frame design, it only weighs 9kg, making it easy to move around, and it folds up neatly for easy storage.

For a wheel-on trainer, the Saris M2 is noticeably quiet. It can’t quite compete with the better direct-drive trainers, but it’s not far off (tyre choice will affect this however).

Ride feel is good, if not spectacular – largely due to the fact that it only has a 1.2kg flywheel, meaning it struggles to compete against more expensive units – and we also found the power accuracy to be better than the claimed +/- 5 per cent, once properly calibrated.

• Read our full review of the Saris M2

Tacx Flux S

• Type: Direct drive
• Maximum power: 1,500 watts
• Maximum simulated gradient: 10%
• Weight: 23.6kg
• Flywheel: 7kg
• Cassette included: No
• Noise: 60dB
• RRP: £549 / $749 / €599 / AU$1,000

If you’re looking for a direct-drive smart trainer, but can’t quite stomach the prices of some of the high-end models, the Tacx Flux S might be the one you’ve been looking for.

It’s easy enough to set up, simply requiring you to attach the legs to the resistance unit with the supplied Allen key. There’s no cassette in the box though, so you’ll have to get one of those before you can start riding.

With its 6.7kg flywheel it has good ride feel, but there is a ceiling of 1,500 watts power and just 10 per cent simulated gradients, which might occasionally be limiting for stronger riders in comparison to other trainers.

The only other niggle is that the trainer doesn’t fold up for easy storage – the legs are simply fixed in place with bolts. This won’t be a problem if you have a dedicated pain cave, but if you need to be able to easily stow it away, this might be a dealbreaker.

• Read our full review of the Tacx Flux S

What to look for when buying a smart trainer

How did we test?

When testing these units, we first considered the price of each trainer and what is included in the box — adding on things such as cassettes, spacers or adaptors can add a premium and are worth factoring in.

We then considered how easy it was to set-up the trainer, and how easily it paired with Zwift.

Next, we tested the ride quality on Zwift to see what the trainer felt like at a constant power, as well as when accelerating, climbing and sprinting out of the saddle. This looked at both the physical stability and how the trainer reacted to Zwift, including changes in terrain and changes in power. These power results were compared with Garmin Vectors.

Flywheel

A flywheel helps to create a road-like feel due to the kinetic energy they’re able to store, and the resultant inertia they give – essentially, when you stop pedalling it should feel like you are coasting on a real road.

It’s generally considered that the heavier the flywheel, the better the ride feel ought to be, but this isn’t always the case. Construction, materials and design all play a role, and some brands are in fact now using virtual flywheels with magnets.

Though more expensive, virtual flywheels have the advantage of being able to change the level of inertia depending on the virtual terrain – so climbing should feel different to riding on the flat, just like in the real world.

Weight and packability

Trainers come in a wide variety of shapes, sizes and weights. Wheel-on trainers are, more often than not, the lightest and most packable kind of trainer. Direct drive trainers tend to be much, much bulkier. Though size and shape can vary wildly – with some models folding up to a very slim form – they tend to all be pretty heavy regardless.

If you’ve got a dedicated pain cave, it may not matter at all how big and heavy your trainer is. But if you have to set it up and then pack it down before and after every session, then you’ll need to take this into consideration, especially if you have cyclists’ arms.

Power and gradient

Trainers have different maximum power figures that correspond to the amount of resistance they’re able to generate. They range from 1,500 watts to over 3,500 watts, but 1,500 watts should be plenty for most people, and 2,000 watt models ought to be enough for practically everyone except professional sprinters.

The gradient figures relate to the maximum incline a trainer can simulate – given in per cent, like on the road. Again, a lower figure isn’t going to hinder your training, it simply means those trainers won’t be able to simulate the virtual world perfectly whenever the gradients go beyond what the trainer is capable of.

Noise

Trainers used to be notoriously noisy, but there have been vast improvements made over the past few years. On-wheel trainers are still typically louder than direct-drive trainers, but the gap has narrowed considerably.

The quietest trainers are direct-drive though, with some models being so quiet that the sound from your drivetrain becomes the main source of noise.

If you want to be able to train inside your house or flat early in the morning, perhaps before your partner/family/housemates wake up, or after work when they’re trying to watch their favourite series in the next room, a quiet trainer is a must.

Useful accessories

First of all, most smart trainers need to be plugged in to the mains electricity supply in order to function properly. A good quality extension lead might therefore be necessary, depending on where you’re going to set up the trainer because the supplied plugs don’t always have super-long wires.

We recommend using Bluetooth to connect all of your hardware together, but if you have ANT+ accessories (such as an older power meter or a heart rate monitor) that you also want to connect, then you’ll need an ANT+ dongle for your laptop or tablet.

You might need a riser block for your front wheel. Whether you do or not depends on each model of trainer, but it’s worth checking because those that need one to level you out don’t always come with one included.

They’re not essential, and you could theoretically use a yellow pages (if those still exist) or a bit of 2×4 to level things out, but a dedicated riser block will work better and they’re not that expensive (unless you want it to be, in which case Wahoo will sell you its Kickr Climb gradient simulator).

A trainer mat of some sort – preferably one that’s rubberised – will help catch your sweat and will also help dampen vibrations and keep noise levels down, especially if you’re using your trainer on a wooden floor (which tends to amplify the sounds).

Sweat nets that cover your top tube, steerer tube and stem might also be a good investment to protect them from sweat and corrosion, but what you really want is a big, powerful fan. Something around 20 inches will do, or if you’re really flash you can get a ‘smart’ fan such as the Wahoo Kickr Headwind.

If you’re using a laptop or a tablet then a specific stand to hold it in front of you is very useful as well, or if you want to use a TV, then the Apple TV box is able to use the Zwift app.

Another week, another grain of sand buried in the merciless hourglass of mortality. It’s First Look Friday!

This week we’ve gawped at a Specialized Roubaix Pro with a choice SRAM Force eTap AXS build and covered a new addition to the ever-growing range of tubeless road tyres on the market. 

We published our review of the latest Canyon Endurace WMN CF SL Disc 8.0 Di2 and, in case you missed it at the end of last week, Ridley blew our minds with the extraordinary Kanzo Fast gravel bike that combines a rear hub gear with a 1× drivetrain to give you 22 gears with no front derailleur.

Meanwhile, Strava updated its Goals feature, Canyon refreshed the Exceed hardtail range and we took a look at a 5.4kg disc road bike from AX-Lightness that’s designed to be suitable for everyday riding. 

Shimano flat-mount XT and XTR MTB brakes

Flat-mount brakes first appeared on the scene six years ago as a new standard aimed specifically at disc road bikes. 

They promised a cleaner, more compact design than post or IS mounts along with hidden mounting hardware (well, sort of…) and, in some cases, easier access to the bolts.

Within a short space of time they took over as the dominant standard, with post mounts virtually disappearing from the road altogether. 

Fast forward a few years and flat-mount calipers started appearing in the rear triangles of XC mountain bikes including the likes of the Canyon Lux launched in 2018 and the recently updated Orbea Oiz. 

Until recently, Shimano didn’t actually include dedicated flat-mount mountain bike brakes in its range, but that changed a few months ago with the launch of calipers at XTR, XT and SLX levels. 

The XTR (BR-M9110) version is designed for 140mm and 160mm rotors and weighs 103g with pads on our scales. The XT (BR-M8110) model accepts 140mm, 160mm and 180mm rotors and comes in at 120g. 

Both calipers came supplied with resin, non-finned brake pads, and the XTR version is titanium-backed for maximum bling (or minimum weight, more likely). 

Unless you’re building up a bike from a frameset, these calipers probably won’t seem that significant, but the fact that Shimano has produced groupset-matching options at multiple levels suggests flat-mount MTB brakes are only going to become more common. 

• Pricing: TBC
• Find out more at Shimano: XTR / XT

Fizik Antares Versus Evo R1 Adaptive 3D printed saddle

Fizik first showed off a 3D-printed saddle last year, naming the curious honeycomb-like construction of the upper ‘Adaptive’. 

Where previously saddles targeted support and squish using strategically-placed foams of different densities, 3D-printing promises total control of the design, giving the designers endless latitude in tweaking fit and comfort. 

Following the original white proof-of-concept saddle, Fizik now has two black production models, the Antares Versus Evo R1 Adaptive with carbon rails and the R3 with ‘Kium’ metal rails. 

We’ve got the former here, and it looks pretty extraordinary, with a totally open upper construction that trypophobics may find upsetting and which Fizik describes as “offering seamlessly engineered zonal cushioning”.

You can actually feel the variation in squish by compressing the upper with your thumb at different points. The area where you’d expect your sit bones to rest is quite firm, for example, while the rearmost part of the upper is much softer.

The Antares’s shell is carbon-reinforced nylon and, as you’d hope, the whole thing is pretty light – 171g on our scales for a 139mm wide saddle. Fizik also offers a wider 149mm option. 

Fizik isn’t the only saddle brand doing 3D-printing, Specialized recently got in the game too.

At the moment, both brands are using the technology as part of conventional mass manufacturing, but it’s not hard to imagine a future where 3D-printing might be employed to produce truly bespoke saddles based on individual riders’ physiology. How cool would that be?

• Antares Versus Evo R1 Adaptive: £299.99 / $299.99 / €299
• Antares Versus Evo R3 Adaptive: £249.99 / $249.99 / €249
• Buy now from Fizik

Silca Mattone seat pack

Once derided as not being “pro”, it’s never been more fashionable to attach luggage to bikes. 

The Mattone (that’s “brick” in Italian) is a compact seat pack designed to hold your essentials.

Measuring roughly 12.5 × 9 × 5cm and weighing 85g on our scales, it has a nominal capacity of 0.61l and is sized to hold an inner tube, a CO2 inflater and a tyre lever. 

There’s also a handy internal flap to take your ID, credit card or cash, while water-resistant construction (including the zipper) will hopefully keep everything dry.

A wide Hypalon (synthetic rubber) strap wraps around your saddle rails and, as on Silca’s Seat Roll Premio and Seat Capsule Premio, it’s cinched down using a Boa adjuster of the kind more commonly found on cycling shoes. 

That means no Velcro to snag on clothing, and quick adjustments to ensure it’s sitting just so. 

• £45 / $46 / €55

ShadowStand portable bike stand

Do you live for the perfect Instagram photo of your bike? Are you frustrated by your inability to capture both the view and your beloved bicycle in a harmonious composition that juxtaposes the beauty of cycling with the mechanical splendour of humankind’s greatest invention? Do you really, really hate sticks?

If you answered “yes” to any of those question, the ShadowStand might be for you. 

Consisting of a simple triangle of recycled acrylic with some strategic cut-outs, the ShadowStand is a highly portable bike posing device that fits in your jersey pocket. 

It weighs just 16g on our scales and, with careful positioning of your crank arm, it holds your bike up for photos, with the pedal axle (or body) resting in the apex of the triangle. 

Initial experiments suggest this works pretty well, although not on every bike – this Merida, for example, sits ever so slightly too high on its chunky tyres to feel secure. 

Incidentally, the instructions supplied with the ShadowStand do caution against using it when it’s windy, and it’s not hard to see why. 

The risk of blowing over aside, there is one obvious downside to the concept, you can’t position your cranks in the more conventional photo orientations, i.e. either horizontal or inline with the chainstays. 

Nevertheless, it’s gratifying the way it virtually disappears in photos. 

At the time of writing, ShadowStand doesn’t have an official website, but it can be purchased by contacting its maker Péter Bodola via the dedicated Instagram and Facebook pages. 

• £15 including tracked delivery

It’s that time of year again when the best pro cyclists get ready for the Grand Départ of the Tour de France. Here’s our guide to some of the history, winners, stages, teams and more.

What is the Tour de France?

The Tour de France is an annual multiple-stage race held primarily in France every summer, though occasionally venturing into surrounding countries – the 2019 edition, for example, started in Belgium.

It comprises 21 stages that take place over 23 days, with a mix of flat, hilly and mountainous terrain, as well as individual and sometimes team time-trials.

• Tour de France 2020 route: gravel, 29 categorised climbs, six mountain finishes
  
• Tour de France 2020: eight epic ascents to watch or ride

Starting in 1903, the Tour de France was born out of a rivalry between two French sports newspapers: Le Vélo and L’Auto. The multi-stage race was proposed by a L’Auto journalist as a way to sell more copies.

It began as a six-stage event over 18 days, starting and ending in Paris, and stopping at Lyon, Marseille, Toulouse, Bordeaux and Nantes en route. It was won by Frenchman Maurice Garin and today is still the biggest race on the cycling calendar.

Who has the most Tour de France wins?

The Tour de France, now in its 107th edition, has seen some incredible feats over the years, with many of cycling’s greatest names on the honours board.

The following riders have won the Tour de France five times:

• Jacques Anquetil (1957, 1961, 1962, 1963, 1964)
• Eddy Merckx (1969, 1970, 1971, 1972, 1974)
• Bernard Hinault (1978, 1979, 1981, 1982, 1985)
• Miguel Indurain (1991, 1992, 1993, 1994, 1995)

In his first appearance in the race, Merckx, considered the greatest cyclist of all time, won the 1969 combination classification, combativity award, points competition and the Tour overall, as well as the King of the Mountains jersey.

Jean Robic won the Tour in 1947 despite never wearing the yellow jersey, having attacked on the final stage.

Maurice Garin won the first ever race, topping the general classification (GC) on the first stage and holding the lead all the way to Paris. Garin also secured victory the following year (though the results were later nullified due to widespread cheating).

The start-to-finish GC sweep was also achieved by Ottavio Bottechia in 1924, Nicolas Frantz in 1928 and Romain Maes in 1935.

In terms of individual stage wins, the five highest ranking riders are:

• Eddy Merckx (34 stage wins)
• Mark Cavendish (30 stage wins)
• Bernard Hinault (28 stage wins)
• André Leducq (25 stage wins)
• André Darrigade (22 stage wins)

When does the 2020 Tour de France start?

The 2020 Tour de France, originally scheduled for a slightly earlier start in June, will now roll out in Nice on Saturday August 29. The change of dates, as a result of the coronavirus pandemic, has not led to any changes to the 2020 route, however. The race will still culminate on the Champs-Elysees, Paris – as it has every year since 1975 – on Sunday September 20.

What is the Tour de France route for 2020?

The Tour de France takes place over 21 gruelling stages, complete with flat sprints, mountainous climbs and, in 2020, a mountain time trial on the penultimate stage.

Here’s a breakdown of each stage, but if you’re hungry for more details, check out our in-depth route and stage analysis.

• Saturday August 29 – stage one: Nice to Nice (156km)
• Sunday August 30 – stage two: Nice to Nice (187km)
• Monday August 31 – stage three: Nice to Sisteron (198km)
• Tuesday September 1 – stage four: Sisteron to Orcieres-Merlette 1,850 (157km, summit finish)
• Wednesday September 2 – stage five: Gap to Privas (183km)
• Thursday September 3 – stage six: Le Teil to Mont Aigoual (191km, summit finish)
• Friday September 4 – stage seven: Millau to Lavaur (168km)
• Saturday September 5 – stage eight: Cazeres to Loudenvielle (140km)
• Sunday September 6 – stage nine: Pau to Laruns (154km)
• Monday September 7 – rest day one
• Tuesday September 8 – stage ten: Il d’Oleron to Ile de Re (170km)
• Wednesday September 9 – stage 11: Chatelaillon-Plage to Poitiers (167km)
• Thursday September 10 – stage 12: Chavigny to Sarran (218km)
• Friday September 11 – stage 13: Chatel-Guyon to Puy Mary (191km, summit finish)
• Saturday September 12 – stage 14: Clermont-Ferrand to Lyon (197km)
• Sunday September 13 – stage 15: Lyon to Grand Colombier (175km, summit finish)
• Monday September 14 – rest day two
• Tuesday September 15 – stage 16: Tour du Pin to Villard-de-Lans (164km, summit finish)
• Wednesday September 16 – stage 17: Grenoble to Meribel (168km, summit finish)
• Thursday September 17 – stage 18: Meribel to La Roche-sur-Foron (168km)
• Friday September 18 – stage 19: Bourg-en-Bresse to Champagnole (160km)
• Saturday September 19 – stage 20: Lure to La Planche des Belles Filles (individual time trial, 36km)
• Sunday September 20 – stage 21: to Mantes-la-Jolie to Paris (122km)

How do you win the Tour de France?

Winning the Tour de France isn’t as simple as being the first rider to cross the finish line on the final stage in Paris. Instead, there are several classifications based on a range of criteria.

The most prestigious is the general classification (GC), which ranks riders according to their overall time. The leader of the general classification wears the yellow jersey and the rider with the fastest overall time at the end of the race is the winner of the Tour de France.

Meanwhile, the mountains classification is based on points accumulated on the Tour’s classified ascents. Points are awarded to the first riders over each summit and the leader of the classification wears the polka-dot jersey.

The points classification is for sprinters and is based on points awarded for the top finishers on each stage, as well as at intermediate sprints along the way.

Finally, the young rider classification follows the same format as the general classification (best overall time) but is for riders born on or after January 1, 1995.

Tour de France 2019 recap

The 106th edition of the Tour de France rolled out from Brussels in Belgium on July 6, 2019 and covered 3,365.8km in total, concluding three weeks later on the Champs-Elysees.

Team Ineos’ Colombian star Egan Arley Bernal won the yellow jersey for the first time, becoming the youngest Tour de France champion in 110 years and the first Latin American winner.

Team-mate and defending champion Geraint Thomas finished second overall, while Dutchman Steven Kruijswijk (Team Jumbo-Visma) was third. Frenchman Julian Alaphilippe had led the Tour for much of the race, but lost time on a rain-battered, and eventually shortened, 19th stage.

Bernal also topped the young rider classification – becoming only the fifth rider to top both classifications since the latter was introduced in 1975.

Peter Sagan topped the points classification, meanwhile, for a record-breaking seventh time, and Frenchman Romain Bardet was crowned King of the Mountains.

Movistar topped the team classification for the fourth time in five years, while Alaphilippe’s efforts did not go totally unrewarded, as he was handed the combativity award.

Tour de France 2020 start list and favourites

The teams taking part in the Tour this year are:

• AG2R La Mondiale
• Arkea-Samsic
• Astana Pro Team
• Bahrain-Merida
• Bora-Hansgrohe
• B&B Hotels-Vital Concept
• CCC Team
• Cofidis
• Deceuninck–Quick-Step
• EF Pro Cycling
• Groupama-FDJ
• Israel Start-Up Nation
• Lotto Soudal
• Mitchelton-Scott
• Movistar Team
• NTT Pro Cycling
• Team Ineos
• Team Jumbo-Visma
• Team Sunweb
• Total Direct Energie
• Trek-Segafredo
• UAE Team Emirates

Tour de France 2020 coverage

If you’re here it’s most likely because, like us, you love seeing the latest machines being raced by the pros.

That’s why every year we bring you all the latest bikes, kit and tech from the front line of the race.

For tech galleries, close up looks of the bikes being raced, and more, keep an eye on our Tour de France coverage.

Does your bike need a tune-up? We’ve teamed up with Shimano and Freewheel to give you the chance to win £250 worth of Shimano Original Parts and a free bike service at your local Shimano Service Centre.

If you want to ensure your bike is in top condition, or treat your ride to a few upgrades, this is your chance.

Freewheel is your local bike shop online, stocking a range of brands including Shimano, Genesis, DT Swiss, 100%, Park Tool and many more.

Shop online at Freewheel.co.uk and your order will be delivered directly to your door, or choose to collect from your nearest independent store – each purchase supports a local bike shop via a commission programme.

Freewheel offers the convenience of shopping online backed by the expertise and support of your local stores.

Entering is easy, simply submit your details below to be included in the prize draw. Good luck!

This competition is open to UK residents only, including the Channel Islands, aged 18 years or older. Entries close on Thursday 17 September.

Choosing the best riding jersey for mountain biking can be simple if you’re clued up.

But if you base your choice purely on it being blue or that it feels like that old T-shirt you love, you’re probably missing some tricks that could keep you more comfortable on the bike.

Here’s how to find the right riding jersey for you, plus top-rated recommendations from our test team.

What to look for in a mountain bike jersey

Materials

Everyone knows sweat-wicking fabrics are good, but how fast a fabric dries after moving the moisture away from your skin is important too. Anything that stays soggy for too long will give you the chills once you start to cool down.

Antibacterial treatments are also a useful feature. Unfortunately, fabrics designed for excellence in transporting sweat can eventually start to smell. We’ve all been halfway into a ride and been overtaken by our own armpits – but it doesn’t have to be that way.

You might also want to think about the weight of the material. Heavier fabrics give more protection but can be warm in the summer months. Lightweight, more open mesh is lighter and cooler but less durable.

Some jerseys combine several fabrics to bring together the benefits of each – a regular solid knit through the body, for example, with mesh inserts under the arms or down the sides, and more durable panels on the shoulders and sleeves to protect against pack rub.

Cut and seams

The cut may not seem as important on tops as on shorts because they tend to be more simply styled. But designs with shaped panels that follow the articulation of your arms and body tend to feel right as soon as you put them on and prove more comfortable on the bike too.

More basic styles often rely on stretchy fabric and a baggier cut to provide movement and more flexibility between sizes.

Once you’ve determined that the fit is right for you, get on a bike. Some jerseys feel terrible initially, but once you’re in the saddle they magically morph into the perfect shape and feel barely there.

Likewise, we’ve tried a few that look cool when standing in front of the mirror but come up short at the back, hang down in swathes at the front or are just generally uncomfortable once you start riding in them.

Finally, always look at the seams. If you’re going to wear a pack then flatlock seams are your best bet to avoid irritation and chafing because there’s nothing to rub or dig in. Raglan sleeves are also good because they’re cut in one piece with the shoulder, so there aren’t any seams at the point of pressure.

Got all that? You’re good to go…

100% Ridecamp Jersey

• Sizes: S, M, L, XL
• Weight: 138g (M)
• Fabric: 100% polyester mesh fabric
• Colours: Black, Fatigue, Slate Blue, Charcoal/Black, Stone/Brick, Terracotta/Black, Light Slate/Navy
• Price: £35 / $39

The polyester mesh fabric used on the Ridecamp feels light and airy, and we found it to be one of the coolest jerseys here on hot, sunny days, even when exposed to direct sunlight.

It coped well with sweat build-up, with a constant flow of fresh air across our skin succeeding in drying out excess moisture. Even once it was fully saturated, it remained lighter than jerseys with a higher thread-per-inch count.

While the sleeves are quite short, we didn’t experience any problems with them climbing our arms when riding over bumpy terrain. We found that occasional readjustments of the jersey were needed after particularly rowdy descents, though.

The simple, minimal and very clean design should appeal to plenty of people and we appreciated the inbuilt goggle wipe, too.

• Read the full 100% Ridecamp Jersey review

Nukeproof Blackline Short-Sleeve Jersey