d56ur edhrt by darielsoreale

Immediate Media Company Bristol Limited Eagle House, Colston Avenue, Bristol, BS1 4ST Tel: 0117 927 9009 cyclingplus@immediate.co.uk

Managing Director, Sports Andy Healy Commercial Director Alison Worthington

Editorial Managing Editor James Witts Art Director Chris Borgman Cover Photography Russell Burton

Marketing Subscription Marketing Tom Bull Trade Marketing Manager John Lawton

Welcome Gravel riding’s booming but is arguably the original form of cycling, harking back to when most of the world’s roads were dirt. Forward to the present day and gravel’s renaissance comes down to seeking adventures beyond increasingly packed and anxietyinducing roads. Instead, sanctuary, exhilaration and fitness derives from navigating trails, former railways, moorland, viaducts and country roads. The gravel genre’s about celebrating the bicycle and the independence it brings – of enjoying a day in the saddle or turning your gravel bike into your mobile home, a tent or bivvy your accommodation for a night. Or two. Or, why not, weeks at a time. Whatever your gravel goals, Gravel Cycling, brought to you by Cycling Plus magazine, will elevate your enjoyment and fitness. What follows is everything you need to become a bona-fide gravel expert, from learning handling techniques to discovering the best places to ride, all designed to inspire you to forge ever-greater adventures. It’s time to let your imagination ride free…

Production Production Director Sarah Powell Production Managers Louisa Molter/Rose Griffiths Production Coordinator Ian Wardle

Contents Image: Joseph Branston

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04 EXPLORE Inspirational images of unforgettable rides

10 GRAVEL BASICS Practical advice on becoming a gravel expert

82 GRAVEL BIKES Carbon, alu, steel and e-bikes ridden and rated

48 ADVENTURES The UK’s greatest one-day and multi-day routes

110 ESSENTIAL GEAR Bike bags, helmets, GPS bike computers and much more

ULTIMATE GUIDE TO GRAVEL RIDING

THE ROAD LESS TRAVELLED EDITED BY JAMES WITTS

YORKSHIRE DALES A mixture of dense woodland and open moorland is in store for you in Yorkshire. Two of the most popular oneday Dales adventures are the Fore Gill and Great Pinseat, 30km of tough climbs and stunning views, and the Castle Bolton Round, 35km of effort that includes the notorious ‘Height of Greets’ climb. PHOTOGRAPHY: RUSSELL BURTON

THE ROAD LESS TRAVELLED

HIGHLANDS The Scottish Highlands is a bikepacker’s dream thanks to the Land Reform Act 2003 that allows wild camping on most unenclosed land. Glen Affric is regarded as one of the most beautiful glens in Scotland. It’s also one of the most taxing for gravel riders with many a stiff climb. PHOTOGRAPHY: RUSSELL BURTON

LOCH NESS The Loch Ness 360° is a new 129km off-road trail that starts and finishes in the Highland capital of Inverness, or you can join the trail at any point of your choice. It’s common to cycle above the clouds at the trail’s summit aside Loch Tarff. With more than 3000m climbing, it’s not for the faint-hearted. PHOTOGRAPHY: ANDY MCCANDLISH

Chapter One

GRAVEL BASICS 12 ADVENTURE ADDICTS

20 ANATOMY OF A GRAVEL BIKE

22 A-Z OF ADVENTURE

Why gravel’s the fastest-growing genre of cycling

What to look for when choosing your all-rounder

Explorer Sean Conway gives his personal take on all things gravel

28 SKILLS AND THRILLS

36 INTO THE WILD

42 CHOOSE YOUR ADVENTURE

The drills and techniques to master any type of terrain

Novice Mark Bailey enjoys a gravel lesson from legend Nick Craig

Bikepacking tips from Atlas Mountain winner Jenny Tough

Adventure Addicts We look at how gravel riding became firmly established as a fixture in the cycling community, speak to the people leading the charge and show why you should give it a go... PHOTOGR APHY KRISTOF R AMON

ULTIMATE GUIDE TO GRAVEL RIDING

ADVENTURE ADDICTS

GRAVEL BASICS

What is gravel riding and where did it begin? The current boom started in the United States, where long, remote stretches of fire road offered a new middle ground between the worlds of road, mountain biking and cyclocross. With terrain that’s more technical – and often more remote – than your average stretch of tarmac, it allows riders to explore their passion for racing, exploration and adventure. It’s a change-up, for some, from the focus on speed and the science of hardcore road riding, and a respite for others who find increasing tyranny in riding on roads among speeding tons of metal. The bike industry twigged and created specific models to replace the hotchpotch of modified road, ’cross and mountain bikes that people were using for gravel riding, which has helped it gain a foothold as a new discipline around the world, including the UK. Gone were the days when if the road ended so did your ride – depending on your set-up, gravel bikes were built to withstand some ferocious terrain. “It’s about freedom – that sense of adventure that comes with being able to go anywhere,” says Max Burgess, a gravel convert who, with his clothing and travel company Podia.cc, organises ‘Gravelventures’ in his adopted home of Poland and elsewhere in eastern Europe. While there are places to enjoy a genuine gravel experience in the UK, our network of tracks isn’t as extensive as in the US, where almost a third of its 4.1-million-mile road network is unpaved. You have to dig deeper and work harder to find it, stitching together bits of road, bridleway, towpath and non-technical mountain-bike trails. But given the abject state of the UK’s potholestrewn road network, a gravel bike, with a chunky rubber set-up, might frankly be a better bet than a dedicated road bike. In truth, we’ve been enjoying gravel-riding adventures in the UK for more than a century, which makes the current trend something of a

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throwback – only now with a trendy name and state-of-the-art bikes that are up to the job.

Can’t I just dig my old hardtail or cyclocross bike out of the shed? Well, yes and no. On the one hand, gravel bikes are niche, neither as equipped for tarmac as a road-race bike nor for dirt as a suspension mountain bike. On the other hand, a gravel bike might be the only machine you ever need. If you don’t race on the road, a gravel bike, with a simple reduction in tyre width and wheel choice, will see you just fine in any sportive or road ride with your club and hold its own as a dedicated road bike – and be more comfortable to boot. Likewise, if you don’t mountain bike but would like to add a bit more adventure to your rides by heading off tarmac, adding some thicker rubber will do the job. It’s this latter point of view that Sven Thiele, founder of events company HotChillee (www. hotchillee.com), subscribes to and has seen a rise in. “What I see emerging is people getting one nice frame and two sets of wheels and tyres – a narrow, slick tyre for the road and some 38-42mm tyres for gravel,” he says. “I started as a road rider but I’d say most of my riding is now done on a gravel bike. The beauty is that you’ll be riding somewhere and think ‘let’s just see what’s down there’, and it gives you the chance to do that.”

They sound like cyclocross bikes? A quick look suggests that, yes, gravel bikes share a lot in common with ’cross bikes. But there are crucial differences. Cyclocross is a sport, so the bikes are designed for the purpose of winning races. You’ll be in a lower, more

Opposite Gravel riding is a mix of tarmac and long stretches off the beaten track

ADVENTURE ADDICTS

“If I went out on the same tracks and paths on my current mountain bike, it wouldn’t excite me like a gravel bike” racy position, with steering compatible with a cyclocross course’s sharp bends. ’Cross races run for just an hour, so such geometry is less suitable for the huge endurance tests of organised gravel races and events. ’Cross bikes’ tyre clearances aren’t as generous as a gravel bike, either, which means you can’t fit fat tyres in the 40mm+ ballpark (the UCI has a 33mm maximum rule for competition). Likewise the gearing – cyclocross racing is both fast and furious, and highly specified, so ranges could be smaller than the long-form, varied pursuit that is gravel riding. To carry on the theme, ’cross bikes don’t have the same concessions to comfort as gravel bikes, which might have more flex in the seatpost or cockpit. On a dedicated ’cross race rig, you won’t be able to mount mudguards or pannier racks. Not so on many gravel bikes, which is another reason why they’re such adaptable, versatile machines, whether you want to enter a gravel race or get away for a few days of bikepacking adventures.

Image: Mick Kirkman (bottom left)

Are you sure a mountain-bike hardtail wont be up to the task?

Opposite Gravel taps into our need for adventure, to explore areas impossible to cover on a road bike

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On many unpaved roads, a mountain bike with front suspension is going to give you more comfort. But gravel bikes are versatile. Any gravel ride in the UK is going to involve a varying proportion of paved roads, where the gravel bike will have the edge in terms of efficiency. And when you head off road, gravel enthusiasts will tell you that what you come up against, whether it be loose rocks uneven terrain or root-strewn tracks, is all part of the adventure, the uncertainty of what comes next. “I embrace that uncertainty,” says Burgess. “The difference between a hardtail and gravel

bike is the speed you can ride on paved surfaces. With a 100km gravel ride you’re going to get a mixture of gravel, tarmac and some sections where you get off and push, and I don’t think such distances are possible on a hardtail.” Everyone is always chasing progress but like the vinyl record revival in the age of Spotify, gravel bikes have, for some, reset the clock. For Deborah Goodall, one of the organisers of the Yorkshire True Grit gravel event in the North York Moors (yorkshiretruegrit.co.uk), gravel riding takes her back to the early days of riding her mountain bike. “If I went out on the same tracks and paths on my current mountain bike it wouldn’t excite me because the bikes handle it too easily,” she says. “But with a drop-bar gravel bike, you get to the bottom of a descent, look back and think, ‘I can’t believe I’ve just got down that’.” Thiele agrees, arguing that the test of skill and nerve he gets through riding his gravel bike in technical terrain is good news for his bike handling back on the roads: “I find the concentration level is higher and more intense, which makes the whole experience deeper and richer. Which means when you get back to tar, everything is easier. “A lot of the gravel riders I know are of the same frame of mind. They’ve stepped away from the glitz and glamour of road riding, which we’re a part of as well [at HotChillee]. Culturally the scene is different: it’s more ‘earthy’ and more in touch with nature, and there’s a snowboarding vibe.”

Do I need any specialist gear, aside from a bike? One of the best choices you could make is to fit tubeless tyres. You’re more likely to endure

ULTIMATE GUIDE TO GRAVEL RIDING

GRAVEL BASICS

“There’s an increasingly impressive mix of races and audax-style, time-limited endurance events, including the 200km Dirty Reiver” pinch flats off road and a tubeless tyre’s ability to self-fix most punctures is essential, particularly if you’re involved in gravel races or events where you’re chasing results or cutoffs, or just battling against fading light. Tyre choice is important in road riding but even more so on gravel. You might be on an adventure but you’ll still do well to take a deep dive into route research, to ensure your route is rideable on your gravel bike. Tyre widths go from 32mm up to mountain bike-esque 50mm with varying degrees of tread. You’d also do well to carry tools and spares such as chain tools and links – heading away from civilisation has its perks, but it can bite you on the bum if you have a mechanical and you’re ill-equipped to fix it. Burgess is a fan of Tubolito inner tubes for when his tubeless set-up fails – the bright orange tubes can save around 100g on standard tubes and take up half the space, while being stronger to boot.

How can I be confident I won’t get totally lost when riding off-road? Having a route plugged into your GPS device is the best way to avoid this. Apps such as Komoot (www.komoot.com) are helpful. It’s a dedicated service for cyclists, and relies on the experience and know-how of its users who suggest routes for the wider community, allowing you to build itineraries around the best gravel sections, climbs and coffee stops. Thiele and Burgess are both converts. “You can choose gravel-specific routes, and I like the way it breaks each route down into different surfaces so you know what you’re looking at. We use it to plan our Gravelventures,” says Burgess.If you have space, and particularly on longer trips in the wilderness, an old-fashioned paper map

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remains as useful as ever, particularly in combination with a GPS device.

How about events in the UK and abroad? There’s an increasingly impressive mix of races and audax-style, time-limited endurance events, including the 200km Dirty Reiver at Kielder Castle, Northumberland, and, as already mentioned, the multi-distance Yorkshire True Grit at Hutton-le-Hole in the North York Moors. The organisers work with landowners and gamekeepers to use private gravel tracks built for grouse shooting. They also host, for the uber-adventurous, the True Grit Dark Skies night ride in February. “The sounds in the forest at night, of owls, pheasants and deer…” says Goodall. “You hear things you just don’t hear during the day and it gives you a little shot of adrenaline.” Also take a look at Thiele’s HotChillee, which hosts gravel events in South Africa and Morocco’s Atlas Mountains, as well as monthly rides in the UK, including a London-Brighton gravel ride. If you’re after races, Gritfest is a two-day event with timed sections in the Cambrian Mountains. There’s also Grinduro Scotland, an 83.3km race on Arran. “We started Yorkshire True Grit in 2016, thinking it would be quite localised, says Goodall. “Andy [Wright, who organises the event with Deborah] has a bike shop and he thought it would help to promote the shop. We soon realised how much people were into it. The weather was apocalyptic, we had to rescue 14 people who’d taken refuge in a pub. People were still telling us we had to do it again! Gravel riding is no longer this quirky corner of the bike industry.”

Opposite Tubeless tyres are a wise addition for battling the rutted terrain

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ADVENTURE ADDICTS

ANATOMY OF A GRAVEL BIKE GRAVEL BASICS

Despite surface similarities to road machines, gravel bikes have plenty of subtle differences PHOTOGR APHY ANDY MCCANDLISH

1 Wheels

5 Drivetrain

Most gravel bikes can accept 700c wheels or a smaller 650b wheel size borrowed from mountain biking. Its advantage is that you can fit a bigger tyre into the frame for better comfort and grip, but at the expense of speed.

Gravel bikes are all about gearing choice. Some favour mountain-bikestyle 1x set-ups where you have a fairly small single chainring, usually 40 or 42-teeth, matched to a very wide-range cassette like an 11-42, which gives a low gear at a 1:1 ratio. For 2x systems, many gravel bikes use a compact 50/34 chainset with an 11-34 cassette. New ‘adventure’ drivetrains pair a smaller 46/30 chainset with a wide 11-34 cassette.

2 Head-tube angle Gravel bikes tend to have more relaxed head angles than racy road bikes, and more fork ‘rake’, too, which increases ‘trail’. Trail is the distance between the steering axis and tyre contact patch. More trail slows the steering, making for greater stability over uneven terrain.

3 Wheelbase Gravel-bike geometry means increased wheelbase (horizontal distance between the axles). This is to accommodate bigger tyres in the frame and also contributes to more stable handling.

6 Rear mech If you’re going off-road then you need a clutch-equipped rear mech. The ‘clutch’ retains the tension in the derailleur at all times, which keeps the chain tight and stops it bouncing off the chainring. Shimano have a family of clutch mechs in the GRX range and a special version of Ultegra – the RX. All SRAM’s 1x groups come with a clutch mech.

7 Handlebar 4 Fixtures and fittings Fork legs usually have triple bosses – these are for the latest ‘anything’ style cages, which can carry kit from water carriers to tents. Top tubes can have triathlonstyle bento-box mounts for a carry bag mounted just behind the stem. Mudguard mounts are standard and triple bottle-cage bosses on the downtube are also common.

ULTIMATE GUIDE TO GRAVEL RIDING

Gravel-specific drop bars are designed with a ‘flare’ to the drop – the hook and lower portion of the bar are angled outwards and sit proud of the tops. This gives greater wrist clearance, which enables you to shift your bodyweight around more – exactly what you want when navigating steep off-road slopes or off-camber tracks. The wider flare also gives you more leverage to boost your climbing prowess.

2 1

A-Z of Adventure

Endurance record breaker and author Sean Conway reveals his manifesto for adventure

PHOTOGR APHY JOSEPH BR ANSTON

GRAVEL BASICS

Below An army marches on its stomach – as do gravel adventurers

A IS FOR... ATTITUDE

D IS FOR... DOGS

Adventure isn’t all about rowing oceans or climbing mountains. Adventure is a way of thinking. And to start any adventure you need the right attitude. Remember, if there is no risk of failure or peril, then it’s not an adventure, it’s just a holiday.

As you will know, dogs find cyclists very confusing. Apparently, it’s because they think we’re animals or something. When cycling around the world, dogs were chasing me constantly and I often found their owners happily let them do it. I decided to invent a game called ‘Chasing Dogs’. The goal was to see how far I could make a dog run away from its owner. Cycle too fast and the dog gives up early, cycle too slowly and you inevitably get bitten, as happened to me in Peru. It’s a great game.

B IS FOR... BLISTERS Whether these be on your feet, hands or backside, make sure you tend to them ASAP. When I swam the length of Britain I got the smallest blister on day one and didn’t take any notice of it. Within a week it was a gaping wound that took over two months to heal. I even gave it a name: Stuart. Stuart the Scab. I still have the scar to this day.

C IS FOR... CAMPING Most of my adventures are solo where I need to camp wild, on my own. This can often be daunting but as long as you set up camp late, get up early and don’t leave a mess, you’ll soon realise that no axe-wielding psychopath is going to come and find you in the middle of the night. At worst a badger may pee in your tent.

E IS FOR... EAT. EVERYTHING Often when you do long days and feel pretty knackered at the end, you think it’s down to lack of fitness. But more often than not you’re just not eating enough. Getting food in your system fast is super-important. So much so that I once ate dog food and also asked a pub to blend my roast dinner so that I could get the calories quicker. Less digestion the better.

F IS FOR... FRAME I have tried touring on everything (almost) – aluminium, carbon and even bamboo – but I keep coming back to steel. Just writing the word ‘steel’ gives me a warm, fuzzy glow inside. I love riding steel bikes – 853 is my favourite. There is something magical about it – the comfort, the skeleton-like design and the fact that someone needed a hammer to make it. Riding a steel bike also makes me feel like my cycling hero, Tommy Godwin.

G IS FOR...GNARLY When things get tough that’s when you feel alive. They call it ‘type two’ fun. When it’s cold, wet, gnarly and miserable, you’ll hate it at the time, but years later you’ll look back and love it. That’s what you want. Make it gnarly.

H IS FOR...HEATSTROKE When I cycled across the Outback I needed to drink 15 litres of water a day, roughly a litre an

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A-Z OF ADVENTURE

Above A handlebarmounted bike bag’s a worthwhile purchase

hour. I could only carry six litres on the bike so I had a three-litre bottle I’d fill up and then wave drivers down and ask them to leave the bottle 100km ahead for me on the side of the road. (Bear in mind I was cycling 250km per day.)

I IS FOR... IMAGINATION This is something I feel will make your adventure so much better – trying to imagine what life is like for the people past and present. Your mind will swirl with ideas and questions, and this will in turn make you appreciate your adventure more and fully immerse yourself in the culture.

J IS FOR... JOURNAL Trust me. You may think you have the best memory in the world, but no matter how amazing that unique and daring experience was at the time, you will start to forget the details, so it’s important to document your journey. I do it with voice notes now. It’s great to listen back to what I was going through at the time.

K IS FOR... KETO The nutrition debate rages war online, it seems. Keto this, paleo that, high fat, grain free,

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etcetera. My advice is to try different things. We are all different and our bodies need different things. The only dietary advice I give is to eat food that has as little human influence as possible. So if you can dig it out the ground, pick if off a tree or catch it, cook it and then eat it, that’s what I like to eat.

L IS FOR... LUXURIES I remember when I cycled from Land’s End to John O’Groats back in 2008. I took everything with me: a pair of jeans, trainers to cycle in and a separate pair for the evenings, books, prayer flags I got in Tibet, hand cream, a smart shirt and the list goes on. I had so much stuff that on one occasion when I had to lift my bike over a barrier, I had to take all the panniers off. It was too much. You definitely don’t need as much as you think. When I bikepack nowadays I can get my entire kit down to around 15kg (including bike). I even go as far as only taking one pair of socks. I wash them in a river and wrap them around my thighs overnight to dry them out.

M IS FOR... MASCOT It started out as a bit of fun when I got Little Flying Cow (I’ll agree he’s not very creatively named) back in 2008 in a charity shop for £1,

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Above Keep on track with a GPS bike computer. Just ensure it’s charged!

but in the past decade he’s travelled to over 40 countries with me. We’ve had the most incredible conversations and I’m certain we’ve discovered a solution for world peace in the process, then immediately forgot it due to extreme fatigue.

N IS FOR... NGICELA AMANZI This means ‘Water please’ in Zulu. It’s something I have written on laminated cards wherever I travel. Other useful phrases to translate onto cards are: Hotel please. Where can I get some food? Which way is Kathmandu? Where can I charge my phone?

O IS FOR... ORDER Before you depart on any adventure make sure you get your life at home in order. It’ll be the little things, like council tax bills or your car running out of MOT while you’re gone, that’ll annoy you. You don’t want these worries to get in the way of your adventure. When I ran the length of Britain, my car developed a tiny fuel leak a few days before I started. I couldn’t get it fixed in time so I had to drive the car as much as possible around my village, and eventually when the fuel light came on I drove up and down my road until it conked out. I then pushed

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the car into a parking space. I knew then that I would only leave a tiny bit of fuel on the road. I then put some cardboard under the leak and covered it with a bucket of sand. So make sure you sort life admin out in advance.

P IS FOR... PISTONS OF ENDURANCE Remember, in order to make good progress and feel on fire, make sure you concentrate on my ‘Six pistons of endurance’: planning, food, water, sleep, muscles and mindset. If all these are firing, your engine will run sweet.

Q IS FOR... QUITTING There will be times when you want to quit. In fact, if there isn’t a time when you want to quit I would argue you’re not on an adventure. Try to put as many things in place to stop you from quitting. I call them ‘dangling carrots’. These could be raising money for charity, beating a personal best or, for me, trying to impress my wife and son. The more dangling carrots you put in place, the more likely you’ll continue.

R IS FOR... RECOVERY The more exercise you do, the worse an athlete you become. It’s only in the recovery that you get better when your muscles repair. Give

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A-Z OF ADVENTURE

SEAN CONWAY

Sean is an adventurer, author and motivational speaker whose most recent adventure entailed running 15 marathons in as many days as a love letter to Britain’s National Parks. Find out more about Sean and his goings-on at www.seanconway.com

“Someone famously said, “With enough planning, you can successfully take all the adventure out of your adventure” yourself some good recovery time, eat well, hydrate and you’ll notice a huge improvement in your motivation to work harder.

S IS FOR... SPONTANEITY Someone famously said, “With enough planning, you can successfully take all the adventure out of your adventure.” I fully stand behind this. If every day, every meal stop, every night’s accommodation is planned in advance, then where is the adventure? You’ll miss out on spontaneous opportunities like playing rock, paper, scissors in a library that turns into a bar at night with a Mongolian throat singer and a Salvador Dali lookalike in Lhasa’s Old Town in Tibet. This happened to me. Don’t overplan. Be spontaneous.

T IS FOR... TROLLS What a bunch of simplistic halfwits. And that’s exactly how you need to think about them. When you have a big idea, for the most part people will be very positive and supportive. There will, however, be one or two that decide your idea is stupid. Please remember that more often than not, their negativity towards you stems from jealously. They wish they had the gumption to give it a go themselves.

U IS FOR... U-TURNS Sometimes the path or journey you’re on comes to a dead end. When I was going for the roundthe-world cycle record, my dead end was getting run over in America. I had to make a U-turn on the record and then concentrate on a new goal, which for me was getting around the world in time for the Olympics. Yes, it wasn’t

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the plan, but I had to make the most of my situation. Sometimes you will have to make a U-turn but as long as you keep pushing forward, you’re still having an adventure.

V IS FOR... VIDEOS I think having videos from your adventures will become very precious to you later in life. I wish my grandparents had videos from their adventures, of which they had many and were far more perilous than anything I have done.

W IS FOR... WIND Of all the terrible days I’ve had out on the bike, I’d say eight of the top 10 involved wind. Whether it be tornadoes in America, being sandblasted from the side in the Atacama or the constant barrage of vortex wind created by huge road-trains in Australia, wind can really affect your adventure. Take time to research wind roses, times of year and overall direction of travel – and don’t cycle around the world in a westwards direction, like I did. Go east!

X IS FOR... X MARKS THE SPOT Use a proper paper map and put various Xs on them while writing a bit about what you saw or did there, along with the line of the route you took. It’s great to look back on in years to come. Who knows, it may one day be framed and put up in the Royal Geographical Society.

Y IS FOR... YOGA Stretch, stretch and stretch again. As I approach 40 I feel the benefits of this even more. Stretching falls under the ‘muscles’ piston too. Keep your muscles in good order and you’ll feel much better, go further and faster.

Z IS FOR... ZOMBIES This happens every time you return from a big adventure. It seems the rest of the world are like zombies, walking down the street, heads down, staring into their phones. You’ve just had the adventure of a lifetime where you engaged with people, eye to eye, and now you want to come back and share your stories but everyone seems caught up in their own little bubble and no one seems to care. This is normal. Don’t let it depress you. To relive the stories, I often turn my journal into a novel. I like the format of a novel, but you may prefer a blog or an editorial.

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GRAVEL BASICS

Skills and Thrills

Sharpen your gravel dexterity with a masterclass from former British cyclocross champion Nick Craig. Learn the essential techniques and strategies for a smooth transition from tarmac to trails...

PHOTOGR APHY MICHAEL KIRKMAN

GRAVEL BASICS

ESSENTIAL GRAVEL SKILLS

act: many of the road skills that have been drilled into you and become ingrained need to be unlearned – or at least tailored – for gravel. That’s where Nick Craig comes in. Craig’s a former British cyclocross champion who’s been tearing up the trails above his Peak District home of Hayfield for years. So who better to teach gravel novice Mark Bailey on conquering the gnarly terrain…

Smooth operator With sharp turns on loose stone, your road technique – go in wide, clip the apex and exit wide – won’t always work, as the outer edges can be the roughest bits. “It’s better to choose the smoothest line and keep a nice flowing motion around the bend,” says Craig. Trim your

“Separating your body from your bike allows you to move a little to the side during the bend, which will help your balance” speed before you reach the corner and try standing up. “Separating your body from your bike allows you to move a little to the side during the bend, which will help your balance.” Load up your outer pedal by driving your heel and foot downward to secure more grip from the tyre, but don’t try to lean the bike like a Moto GP rider on such an unstable surface. “Stay relaxed,” he adds. “A tight grip makes you fight the turn and you want to let the bike move in a smooth arc. And remember that gravel bikes come fitted with extra weapons, so make the most of them: my bike has wide handlebars, which flare out at 12°, giving me extra control when I’m gripping the drops on corners.”

All the gear Opposite A wide range of gears and MTB shoes are both desirable

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Once you’ve taken the plunge and bought your gravel bike, there are a few key gear tweaks. One key upgrade is a pair of mountain-bike

shoes with SPD cleats and pedals. Although stiff carbon road shoes – commonly paired with Shimano SPD-SL or Look cleats – offer excellent power transfer, if you put your foot down on muddy trails the exposed cleats get caked in dirt, making it harder to clip in and out. This was my first-ever gravel ride and I had to excavate dirt from my road cleats with twigs. “Unlike road shoes, which use bigger threebolt (SPD-SL) cleats, mountain-bike shoes use smaller two-bolt (SPD) cleats that are hidden in the sole of the shoe so mud isn’t a problem,” explains Craig. “You’ll also find it easier to clip in as the recessed gap guides your cleats into the pedals.” Being able to walk around hazardous sections of trail is helpful on gravel adventures, but road shoes will leave you waddling like a penguin. “With their flat soles, mountain-bike shoes allow you to walk normally,” says Craig. You’ll need SPD pedals to match, but these also pack extra benefits: “Road pedals are single-sided but SPD pedals are double-sided, which makes it easier to clip in.” The next day I try a pair of Scott MTB Comp Lace shoes and when I walk, clip in or try a standing hill start, everything feels easier – as does strolling over to the bar in the hilltop pub.

One-to-one On gravel rides, gears become even more crucial than they are on both the road and in cyclocross races. “Gravel gearing is much higher than on a cyclocross bike because the fastest you might race around a cross track is 25mph, whereas you want to race your gravel bike on tarmac, too,” explains Craig. “But the gears are also a bit lower than on a road bike: some pros push a big 53T chainring but you don’t really need that absolute top limit when you’re spending more time on mixed surfaces.” The Scott Addict Gravel 30 that I rode in the Peak District has a 50/34T chainring and an 11-34 cassette, while Craig’s Addict Gravel

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GRAVEL BASICS

ULTIMATE GUIDE TO GRAVEL RIDING

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ESSENTIAL GRAVEL SKILLS

Opposite Slightly knobbly tyres increases off-road grip while retaining enough speed for the road Above Regularly easing out of the saddle can help you to stay in control

10 has a single-ring 40T with 10-42 at the back. Such a spread of gears is “ideal”, says Craig, “because you can go fast on the roads but you also have a 1:1 gear ratio for when you need it.” A 1:1 gear ratio means that for every one revolution of your cranks, your back wheel will fully rotate once. “With a 34 front chainring and a 34 rear cassette you have that perfect 1:1 ratio to keep you nice and balanced and in control when you have to slow down on steep slopes and unstable terrain.” Armed with the right ratio, it’s then all about choosing the right gear and cadence. Craig recommends 70-100rpm, depending on the terrain. “On gravel and stone trails, aim for a big gear and a slightly lower cadence that’ll give you momentum and control,” he suggests. “On slippery trails, sand or muddy climbs, you want a lower gear and a higher cadence.”

Tyre tread is also worth thinking about: a smooth tyre will roll well on tarmac but lose grip on gravel, whereas a chunky tread will power along trails but slow you down on the road. Your most effective upgrade, however, is to switch from inner tubes to a more punctureresistant tubeless set-up. With tubeless tyres, there’s less chance of enduring a pinch flat because there’s no inner tube to bite against the rim of the wheel. And you can add liquid sealant into the tyre that’ll plug cuts from thorns and stones. “Tubeless tyres also offer better grip,” says Craig. A standard gravel tyre typically runs at 45- 70psi – still much lower than the 90-120psi of road tyres – but a tubeless tyre can go as low as 30psi so it really hugs the ground.”

Analyse this Pump up the volume There’s one other kit issue to get right: your tyre set-up. “Gravel bikes tend to run tyres from 32mm to 48mm in width so you have more traction,” explains Craig. The Scott Addict Gravel 30 comes with 35mm tyres, which work well for wet-behind-the-ears gravel riders.

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Road cyclists moving onto trails for the first time should focus on analysing the path ahead, and years spent looking out for potholes will help you here. But off-road it’s more about tracing your ideal line rather than simply spotting what is just in front of your wheel. “Lift your head up, identify which lines appear

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GRAVEL BASICS

“As you climb, keep your bodyweight and hips over the back of the bike to stop your back wheel slipping.” Below Practise the techniques in this feature and you’ll soon tame any kind of terrain

safest and follow the line you’ve drawn in your mind,” says Craig. The faster you’re moving, the further ahead you need to look. “Find the right speed for you. Go too slow – common for first-time gravel riders - and you’ll be picking your way around stones that your new knobbly tyres can easily ride over, so you’re not making the most of your bike. Go too quickly and you’ll lose control. So find a healthy speed where you can look ahead while maintaining your control.” Write ‘Head up’ on a sticker and tape it to your stem as a reminder.

Power up The big new challenge for roadies is dealing with the instability of loose stones. “Your instinct is to slow down, but your momentum is what will keep the bike driving forwards and prevent your tyres slipping,” says Craig. “Think like the legendary Ian Stannard at ParisRoubaix [who finished third in 2016], riding at speed in a big gear and powering over the

surface. Keep the pedals turning and try not to get bogged down. “You want a firm but loose grip on the top of the handlebars. Hold tight but allow enough flexibility so your hands go with the terrain and don’t try to fight it.” This will help prevent a “death grip”, which will strain your hands and shoulders and leave you feeling fatigued. “Centre your body over the bike and keep your arms and elbows flexed so you flow over the terrain and use your body as your natural suspension system.” Road riders will find disc brakes more responsive than callipers and they also work better in the dirt. “On gravel, always brake really slowly - gently pulling your front brake, then feathering your back brake - to avoid wheel slips.” And remember to bed in your disc brakes before you hit the trails. To do this, find a descent where you can hit around 10-20mph and pull hard on the brakes, without fully locking the wheels. Doing this a few times will help to ‘marry’ the brake pads to the rotors so the grooves make a better connection and work more effectively.

Hips don’t lie Sharp climbs – whether on slippery canal paths or unstable gravel tracks – can be daunting but there are a few tricks to get you up there. “Build good momentum so you carry that into the climb,” advises Craig. “As you climb, keep your bodyweight and hips over the back of the bike to stop your back wheel slipping.” On one steep climb, when I lean forwards my back wheel slides as if on oil. “This doesn’t feel natural for road cyclists, but sitting down on the climb will help you maintain traction – and that’s where your new 1:1 gear ratio will really help. If you can stay seated and still pedal smoothly, you’re in the right gear.”

Stand-up guy Descending on gravel or steep slopes requires many of the same skills as on tarmac but there are subtle differences between the two

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ESSENTIAL GRAVEL SKILLS

Above The ‘step-up’ skill requires a leap of faith from road cyclists. But persist as it’s a worthwhile skill to boost your gravel enjoyment

disciplines. Getting out of the saddle can help you stay in control on gravel. “You want to keep further back on the bike to maintain stability, not lean too far forwards, but standing up allows you to make lots of tiny shifts in balance to stay in control,” says Craig. Keep your knees and arms bent and your upper body and hips square for balance. Your front brake should do the majority of the work but feather the back brake to stop your wheels sliding. “Keep your pedals level to avoid them scraping the ground and lift your head up to see what’s coming next,” adds Craig.

Balancing act Road cyclists are accustomed to sweeping bends and open roads but on narrow forest trails you need some slick bike-handling skills. If you have to weave left and right in quick succession, focus on your body position. “This is when road cyclists will benefit from getting out of the saddle,” advises Craig. “Standing up helps you to distribute your weight so you can move around the bike and get better balance.” For a series of tight turns, drop your heel on your outer leg and commit your weight onto your outer foot, so the pedal is slightly

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tilted to the ground. “That helps to expand your tyre slightly for extra grip and lets you lean into the turn,” says Craig. “On tight turns it is about using your body for balance. Move around the bike to counteract the changes of direction.”

Up in the air When you’ve perfected your new gravel skills, it’s time to progress onto a step-up, which will allow you to lift your bike over rocks and gullies. This skill involves a mental leap, as well as a physical one, because road cyclists don’t like to leave planet Earth – even momentarily – but it’s a useful technique. “The trick is to hover above or just behind your saddle, then, as you apply power to the pedals, lean your weight back and gently pull up with your arms to perform a small wheelie and lift your front wheel onto the rock,” says Craig. “From there, just transfer your weight forwards and gently lift the rear wheel using your hips to allow the back wheel to follow.” Armed with this skill, you’ll be less afraid of rocks - and you might even earn a nod of respect from mountain bikers. Now get out there and get gravelling…

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GRAVEL BASICS

Into The Wild

Once again, we hook up with former British cyclocross champion Nick Craig in his Peak District playground to discover everything a roadie should know for their first gravel adventure

PHOTOGR APHY MICHAEL KIRKMAN

YOUR FIRST ADVENTURE

Above Canal towpaths are one of the tamer strands to gravel riding in the UK

umans are creatures of habit, but can also thrive when things are shaken up. With that in mind, I’m back in the Peak District for my first bona-fide gravel ride, a trip designed to help me escape my usual road-riding routine and explore narrow towpaths, bumpy bridleways, muddy climbs and stony descents in pursuit of a wilder off-road experience. But like all the best bike journeys, this one begins in a cosy kitchen with an Ordnance Survey map spread across the table, a militarystyle debate over kit and the buzz of a new adventure. The kitchen belongs to Nick Craig, a former professional cyclist who lives in the old mill town of Hayfield, which sits just beneath the iconic gritstone cliffs of Kinder Scout. Having won three national cyclocross titles and four national mountain-bike titles, he’s the perfect guide to gravel riding. “Road cyclists will find gravel riding a lot of fun because gravel bikes open up a whole new world of interesting places to ride,” says Craig. To fuse adrenaline with adventure – blasting along a road at 40km/hr then darting off-road to explore some trails – sounds like something that I could quickly embrace. However, I have no idea how to plan a gravel adventure, which is

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why Craig and his OS map are here to help. “As well as normal roads, you can ride on gravel trails, bridleways, mountain bike trails, disused railway lines and towpaths,” explains Craig, tracing our planned route with his finger. “You just connect them up to make your own route.” Whereas road cyclists are limited to riding the pink and orange road lines on an OS map, gravel bikes enable you to explore the dotted green and orange bridleways, footpaths and byways, as well as any trails running through the green and brown smudges of moorland, forests and mountains. You can also explore unsurfaced roads, Forestry Commission tracks, and easier mountain bike trails. New gravel riders can use route-planning tech such as Strava and Garmin Connect, which list many off-road trails, as well as the OS Maps app which includes aerial 3D imagery. The popular Komoot app harnesses the input of local riders to provide a detailed analysis of routes, elevations and profiles. “Komoot is great for off-road routes because it shows all the local trails which make gravel riding so much fun,” says Craig. “But I find it best to combine maps and websites to work out the best routes.” Before we head out, Craig talks me through the kit required for gravel riding. Road cyclists

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YOUR FIRST ADVENTURE

can wear all their usual clobber: with the thicker tyres, you don’t need extra padding in your bib-shorts, and you won’t ride anywhere which requires knee pads or a full-face helmet. You have to carry the usual back-up kit of tyre levers, inner tubes, tyre plugs, a multi-tool, and some food and drink. In more remote terrain it’s best to also pack a compact chain tool, spare link (Shimano Speed Quick Link and SRAM Power Link both offer tool-free assembly) and repair patches. Mountain-bike shoes and pedals, and a tubeless tyre set-up, are the two major kit upgrades you can make and there’ll be more about this in the next issue.

Hay-field while the sun shines

Below Gravel riding can offer up a fresh perspective on road obstacles

When we start riding through the sundrenched lanes of Hayfield, I immediately forget I’m riding a gravel bike. The geometry is almost identical to my road bike and the 35mm tyres, which feature tiny dimples, purr smoothly on the road. The bike feels racy and

“I’d assumed we’d be out in the hills all day but Craig says for the best gravel experience it’s better to aim for variety”

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agile, just like a road bike. “I ride the same setup on the road and on trails,” says Craig. “But a newcomer might want to drop the saddle 5mm to feel more comfortable on the terrain.” Without much warning, we suddenly veer off the road and onto the Sett Valley Trail. The scenic track follows a disused railway line and forms part of the Pennine Bridleway National Trail. The road cycling devil on my shoulder starts worrying about falls and punctures, while the gravel cycling angel on my other shoulder reminds me that my bike’s chunky tyres can handle it. “It can take a while for road cyclists to adapt their mindset,” says Craig. To prove the point, he darts off the track. Just when I think he’s about to plough into a tree trunk, he disappears onto a hidden trail and emerges back onto the main path a few seconds later. “When you get used to them, gravel bikes change your whole perspective,” he says. On a normal road ride, I stay alert for potholes and wet leaves but on a gravel bike I’m soon ploughing through puddles and bumping over stones. We soon reach the old cotton-spinning town of New Mills. One of the old mills now houses a factory of Swizzels Matlow – creator of Love Harts, Drumstick lollies and other sweet treats from my childhood. I’d assumed we’d be out in the hills all day but Craig says for the best gravel experience it’s better to aim for variety. “It’s usually good to find places on the edges of towns and cities because that’s where you get all the interesting canal paths, bridleways and old railways, as well as the typical trails mountain bikers would follow. That’s when you’ll get the most out of a gravel bike and really see what it can do.” We take a sharp turn and emerge on a muddy uphill trail. I’m in too big a gear, which leaves my back wheel slipping. “Reading the route up ahead is important so you can prepare for what’s next,” advises Craig, who reminds me to stay seated on steep climbs to weigh down the back wheel. Then, the first major obstacle of the day looms into view: a steep-sided canal bridge. I’d never dream of attempting to cross this on a road bike but as Nick dashes up it I am encouraged to give it a try. I power up the slope and the bike easily gobbles up the gradients. The thought of bombing down the other side, however, leaves me terrified. “Standing up over the saddle will allow you to use your

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GRAVEL BASICS

ULTIMATE GUIDE TO GRAVEL RIDING

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YOUR FIRST ADVENTURE

Opposite Keep an eye on your map’s contours, otherwise this might happen...

body to counter the terrain,” advises Craig. It’s against all my road-cycling instincts to stand up on a descent, but those chunkier tyres make it possible. I keep my weight towards the back of the bike and feel much more agile and in control. “Think about how a cat walks gently on a roof, carefully adjusting its weight and balance,” says Nick. “Those subtle shifts are what you are aiming for.” Having survived the steep ramp, I’m annoyed when a few moments later I tumble sideways on an innocuous muddy slope in a park. “A smooth and steady cadence is always best on unstable terrain so you don’t create excessive torque and cause wheel spin,” says Nick.

Roll with it A key lesson I’ve learnt from watching Craig all day is the importance of momentum. As a road cyclist, I instinctively get nervous at the sight of any hazard up ahead and I’m quick to brake or swerve. “On gravel, speed is usually your

saddle bag that screws directly into the saddle, which both serve to keep you light and well balanced on the trails. From the top of Mount Famine we enjoy sweeping views of the moorland terrain, which is neatly carved up by stone walls into a vast patchwork quilt of browns and greens. I realise once again how thick the silence is up here, far removed from the traffic down below. A few mountain bikers pass by and say there are some crazy descents we could try nearby. But it’s important to know your limits. Unlike them, I’m not on a chunky downhill bike with full suspension. “When you’re planning your route, keep an eye on the contour lines to make sure it’s not too steep,” advises Craig. “There are usually different ways to get down a mountain. But you can always get off and walk.” I knew the long and bumpy descent into Hayfield would be the hardest part of the day and it doesn’t disappoint. As a road cyclist, the sight of small rocks and loose stones has all my

“A smooth and steady cadence is always best on unstable terrain so you don’t create excessive torque and cause wheel spin” friend,” says Craig. “When your wheels are rolling you have better traction and grip.” When we encounter our first gravel section, I toy with different speeds: as soon as I slow down I start sinking into the stones, whereas at speed the bike dances over the gravel. We emerge onto a main road and I realise how peaceful our ride has been so far. After the tranquillity of the trails and canal paths, riding next to cars feels strange, although it’s nice to see how easily these versatile bikes switch from gravel to tarmac. We swing onto a stony path to climb Mount Famine. I watch, fascinated, as Craig makes countless micro-adjustments as he rides up the trail, picking his way around boulders to find the smoothest path. The wider handlebars of a gravel bike make this much easier, but a few planks and sit-ups at home would really help because your core muscles get taxed much more out on the trails than on the road. As my saddle bag bounces around chaotically, Craig points out some of his own Syncros gadgets: a bottle cage with an integrated multi-tool slot and a

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synapses blinking on red alert. Craig gives me a few pointers: keep your head up to help identify the smoothest route down, and try not to go so slow that you lose your balance. I successfully trundle down the stony path but when I reach a section of thick mud I unclip and walk. Gravel biking is about testing – but also recognising – your limits. And being able to connect different trails by walking a few segments is what liberates you to reach places you wouldn’t otherwise visit. When we arrive back in Hayfield for some toasted teacakes at Millie’s Tea Rooms, I am amazed to hear that we’ve only cycled around 25km, despite being out on the trails for hours. But in that short loop we’ve enjoyed a kaleidoscope of rugged peaks, dazzling green valleys, peaceful canal paths, adrenalinesoaked gravel dashes and lots of spontaneous debates over which path to take next. Planning your route is crucial, but making impromptu decisions along the way is all part of the fun. Gravel cycling is one activity where to say “get lost” is an invitation, not an insult.

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Choose Your Own Adventure Adventurer and author Jenny Tough shows you how to make your first long-distance cycle trip PHOTOGR APHY LIAN SALTL AKE

here is perhaps no sense of freedom comparable to adventuring by bicycle. With everything you need loaded onto the frame of your steed, you can go virtually anywhere your legs will take you. It expands your world of options in riding. One thing I love about adventure cycling is that anyone can do it, no matter their level of skill – you simply adjust the plan to suit your own abilities. And, encouragingly, your fitness improves as you ride – and the adventures expand alongside your cycling capabilities. ‘Adventure cycling’ is less of a defined set of parameters and more a state of mind. I started adventure cycling 10 years ago, following the traditional bike-touring model of four heavy panniers on a classic steel frame, which I pedalled all the way from my home town of

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Calgary up to the beautiful north in the Yukon. I slept in my not-quite-waterproof tent, ate peanut butter on everything, and followed the only road north, undulating through endless pine forests and Rocky Mountain passes. I had no prior cycling experience (unless spin class counts, which I felt it did!) and it was absolutely the hardest thing I had ever attempted. A month later, I rolled into Dawson City, almost incapable of believing what I’d achieved. I’ve been hooked ever since, following the natural evolution to bikepacking and, ultimately, racing. I’ve enjoyed cycling adventures in over 40 countries and on a range of bike set-ups, including road, mountain and gravel. In 2018, I won the women’s category of the inaugural Silk Road Mountain Race, surely one of the toughest tests of bikepacking going, and in 2020 I did the same in the Atlas Mountain Race.

Getting Started Planning an adventure can be a daunting prospect, but it doesn’t have to be complicated. For your first-time journey it’s a good idea to try a local, well-known route for an overnight trip to test your kit and learn about life on the road, micro-adventure style. Pack your bike up with everything you need to take on your adventure, ride towards the nearest hills, camp out and then pedal back in the morning. With at

CHOOSE YOUR OWN ADVENTURE

Factors to consider will be time of year, affordability, regulations and level of difficulty in the terrain and culture

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JENNY TOUGH... Jenny Tough is a writer and adventurer. She’s competed in many long-distance bikepacking races, and is the first woman to finish the inaugural Silk Road Mountain Race as well as the Atlas Mountain Race – two of the toughest off-road bike races. Originally from Canada, she now calls Scotland home and between mega adventures can be found exploring the Scottish hills and trails.

Top left Smile through the pain: Jenny wins the 2020 Atlas Mountain Race… Left …which takes place in the stunning North African country of Morocco Above Its unsupported nature means cafe stops were the order of the day

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least one night out under your belt, you’ll be more confident planning that trip of a lifetime.

Where to go This is the fun part and, for many, the desire to ride a certain route is probably the motivation behind starting adventure cycling. Personally, I lose many hours of my life looking at maps and daydreaming of places to go. If you don’t already have a destination in mind, factors to consider will be time of year, affordability, regulations and level of difficulty in the terrain and culture. Route planning can take a lot of time, or none at all, depending on your goals. If you have a tight time limit, I would recommend focussing on your route, but if it’s more of an open-ended journey, I might not spend any time at all and just let the wind take me. Getting lost in new places has led to me discovering some of my favourite rides. In planning your route, you’ll need to consider the practicalities of your daily life on the road (or trail). Where you will sleep and buy food are essentially your main focus of each day on a bike tour. You may want to plan these in

advance, or at least know how far the distances between facilities are. Of course, finding the best roads to ride is probably central to your mission. Looking at where others have ridden really helps in the process of trying to design a good route. Community-based route apps like Komoot are incredibly useful for searching highlights that other riders have already discovered, and are usually accompanied by photos and tips that’ll help you decide if the route appeals to you. It’s easy enough to plot a start and end point, then simply look for exciting places on the map in between them and come up with a route linking those highlighted destinations.

What to take The best bike to take is the bike that you already have. With the evolution of bikepacking luggage, the notion that you need a ‘proper touring bike’ is no longer the case and truly any bike that you want to ride will be acceptable. Comfort is probably the most important factor, but of course for an avid cyclist there will be a lot of personal choice within that. The style of bike may or may not dictate the style of

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GRAVEL BASICS

Below However long your bikepacking adventure, there’ll be highs and lows Opposite The terrain may dictate that you’ll have to go full cyclocross

riding, depending on your abilities and goals. Gravel riding is gaining a lot of popularity in the adventure cycling world due to the remarkable versatility of a bike that can be enjoyed both on- and off-road. As for your actual kit, it’s remarkable how little you need to not only survive comfortably, but truly enjoy yourself, and the less weight you carry the more enjoyable the riding. Select your gear based on the likely weather and, of course, the essentials. Your packing list will fall into these categories: • Clothing Natural fabrics will be much more comfortable than synthetic. Always have a decent waterproof and consider visibility. And two pairs of bib shorts, so you can wear clean ones every day and wash yesterday’s.

Your sleep set-up might include a tent or bivvy, a sleeping bag and mat warm enough for the weather

• Camping Your sleep set-up might include a tent or bivvy, a sleeping bag and mat warm enough for the weather, and maybe a stove. • Bike essentials Basic maintenance tools and spares for difficult-to-find items if you’re going abroad. • Technology GPS, lights, phone and some way to charge all these, ie a power bank.

Adapting your road bike You don’t necessarily have to make any changes to your rig. Depending on the clearance in your frame, the widest tyres you can fit will truly improve the comfort of long hours in the saddle. A good gear range is also invaluable if riding many days in a row because access to an easy ‘spinning gear’ will improve the longevity of your legs. Bikepacking bags mean that any bike can be used for luggage, although I’d recommend putting some frame tape on first if you love your paint. Long-distance road tourers are often seen with aerobars, which aren’t truly for the aero – they’re more comfortable for giving your hands a rest plus provide more space to strap sandwiches to.

Preparing yourself You don’t necessarily need to train for a bike adventure, but that depends on your goals. When I did my first bike tour I was generally fit but had never cycled for more than two hours at a time. I left home with the idea that I would get fit as I went along, which really did work, but made for a slow first week and a fair amount of discomfort getting used to sitting on a saddle for so long. If you’re going on a shorter journey or have gnarly goals – like my most recent bikepacking trip to the Himalayas, which even on a short day required pretty decent climbing legs – then a little bit of pre-trip fitness would be a wise plan. Probably more important than actual strength and stamina, it comes back to your comfort on the bike – long hours in the same riding position can be the hardest part, so I would recommend getting in a few longer rides regardless of your plans in order to maximise enjoyment and minimise saddle issues.

Overnight rides Camping, glamping or ‘credit card touring’ – where and how you sleep is a personal choice. I

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ADVENTURE GUIDE 11

love sleeping in a bivvy (basically a sleeping bag with a waterproof outer) because it offers the ultimate freedom in being able to pitch camp anywhere, and I fall asleep feeling very much at one with nature, looking up at (hopefully) a starry sky. The option for accommodation if the weather turns bad is something you should always budget for, though. Finding a suitable place to camp can be a big anxiety in a bike adventure. In some parts of the world wild camping is illegal and you will need to search in advance for sites to sleep. In other places, like Scotland, wild camping is permitted and abundant. It’s always a good idea to plan your day ahead so you have some idea of where you’ll lay your head at night.

The road is yours If you’re an avid roadie, you don’t need to set any limits when you take on adventure cycling. In fact, the opposite is usually true. Carrying all your essentials on your favourite road bike is the ultimate opportunity to put in some of the biggest rides of your life. Revel in the simplicity: pack up your campsite at dawn then ride as far as you can before the sun sets again, letting your wheels eat up the miles.

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FAVOURITE BRITISH ADVENTURES There’s no need to pack up your bike and go through the trouble of flying – the UK has some of the best adventure cycling routes in the world. Here are some of my favourites: The Pennine Cycleway This was one of the first rides I ever did in England, and it’s definitely one for the road bike with a good gear range. The climbs are punchy, but the route takes you through really lovely villages with pubs and cafes. There is plenty of nature and fantastic views to keep you motivated while you grind up some of the hardest climbs in the land. tinyurl.com/penninecycleway The Coast to Coast (C2C) This ride is an absolute classic of British longdistance cycling. At only 265km (assuming you don’t

do the return route back!), this is a great beginner route. tinyurl.com/C2CCycle The Hebridean Way (with Skye for a bonus) This is one for the bucket list. The magical Outer Hebrides are like stepping into a completely new world. Ferries between islands, camping on white sandy beaches, meeting the friendliest locals, and spotting spectacular marine wildlife. Just mind that the winds can get pretty intense. tinyurl.com/hebrideanway Land’s End to John O’Groats LEJOG or JOGLE, it’s up to you. For a British rider, this is almost a rite of passage. There are many options for taking on the entire country, from using support vehicles to traditional bikepacking. The adventure of a lifetime! tinyurl. com/landsend2johnogroats

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Chapter Two

GRAVEL ADVENTURES 50 WILDERNESS WEEKEND

Fun and fatigue in the Cambrian Mountains 58 HIGH ROLLERS

Wild camping and whisky in the Scottish Highlands 66 WILD, WILD WORLD

Our gravel newcomer battles the Dirty Reiver 72 GREAT OUTDOORS

The best gravel rides from around the UK

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Wilderness

Heading off the beaten track for two days is the perfect head-cleanser. And there’s no more invigorating breath of fresh air than in Wales’ Cambrian Mountains WORDS ADRIAN MILES PHOTOGR APHY JOSEPH BR ANSTON

CAMBRIAN MOUNTAINS

There was only one thing for it. The shoes were coming off. I’d been heaving my bike on foot as long as it takes to do an FTP test on my road bike, and at least twice as demoralising. The day had been a long one and stiff-soled cycling shoes were about as useful as a 10kg weight strapped around my waist.

Opposite Gravel requires leaving your ego at home. If you’re a roadie, you must adjust to the slower speeds

Earlier that day, there had been promise aplenty. We were in mid-Wales, amid weather that wasn’t quite the mini-heatwave beating down on other parts of the country. And that was just fine by us. The route we had planned was a challenge enough without onerous heat to handle, so were grateful for the hand we were dealt. Our mission? To tame (part of) the TransCambrian Way. Snaking across mid-Wales from the English border to the coast in a most indirect 175 kilometres, the route is, nominally, one made for mountain bikes, but on a gravel bike you’ll still feel, if not quite at home, then certainly in a neat, well-provisioned Airbnb. To do the whole Trans-Cambrian route would have been stretching the concept of gravel riding, so for our two-day loop we’d make it an integral feature, while also including part of the largely tarmac National Cycle Network Route 8, which runs from top to bottom through Wales, from Anglesey to Cardiff.

*** To include both we’d start and finish in the market town of Rhayader, close to the Elan Valley’s collection of humongous reservoirs and dams, which supply Birmingham with its water. It’s amazing how something with such an industrial function can also double up as stunning scenery. I was joined by Komoot’s Rob Marshall and Joe Branston, intrepid photographer, who would attempt to ride the entire 154km route with a posturecompromising camera bag on his back. I can only conclude that he has a spine made of steel. After a coffee in the Caban-coch reservoir’s visitor centre we were, in short order, catapulted from all vestiges of civilisation into Welsh wilderness, with very few villages left on the route until we returned the following

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evening. We were carrying everything we’d need, though a further coffee or two further down the track wouldn’t have gone amiss. That said, there’d be no wild camping; instead, we’d booked in to a warm, dry pub. It would prove a sage decision. Progress was achingly slow but always varied, with regular river crossings and hike-abike sections keeping us honest. If I was here to seek out my limits, I had failed, for at times I was well beyond them. I’d say I was a fish out of water, but for it being a phrase that struck too close to home, given all the rivers we’d had to wade through. Rocks of all sizes were strewn across the trail, killing any speed we’d built up. It was no hassle for Rob, who brought with him a background in mountain-bike racing. Joe and I on the other hand… Rob managed to not put a foot down, whereas we must have looked, to any passers by, as though we were out taking our bikes for a walk. But watching him seemed to rub off on us, and over the following hours of day one, our confidence showed signs of green shoots, our boundaries and knowledge for this type of riding felt like it was expanding.

*** It doesn’t take too long before you start to realise what you can cross on your bike – and what you can’t. Small streams can be tackled with a decent amount of speed, providing you stick to your line, but faster-flowing rivers demand further inspection before you commit to anything rash. I’ve fallen foul of ford crossings on my road bike before, so needless to say that walking is now my first option, even if theoretically my gravel bike would make light work of it. Rob would almost always try to pedal across a river, but having watched even

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GRAVEL ADVENTURES

Top This area’s bursting with magnificent engineering feats including the dams and reservoirs that supply Birmingham Above The Trans-Cambrian Way snakes its way from the English border to the Welsh coast Opposite Gravel riding is all about maintaining momentum

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CAMBRIAN MOUNTAINS

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GRAVEL ADVENTURES

someone like him, with bags of experience, slip and slide over treacherous rocks, then walking, despite all the obvious downsides, was still my preferred option. We survived some of the hardest riding of my limited gravel adventures and were rewarded with some friendlier sections that made the novel choice of travelling around several stretches of water. Away from villages and other people, we felt true isolation in the best possible sense and could palpably feel our confidence soaring.

*** Speed is a two-headed beast. Sometimes it’s exhilarating but, when you reach what you believe to be your limit, your brain changes tack, flipping from terrific to terrifying. If only you could switch off that side of your brain, training yourself to relish the higher speeds and crave the danger. Speed is one thing on the road, but at least you can have confidence in the surface. Speed off-road heightens the issues – touching the brakes doesn’t always mean a regaining of control. Quite the opposite. But as the day wore on I better understood my bike, and speed and enjoyment increased the deeper we went into rural Wales. For Joe, however, it was hard to make that same assessment, particularly with the extra weight he was carrying on his back, which by this point was taking its toll. I’m sure he won’t mind me sharing his time-out at the top of one climb, where he, how can I best put this... untethered himself from his digesting lunch. Given the tough, varied terrain, there was much chat all day about what gravel riding in Britain actually is. The thrust of Rob’s point is that any off-road ride here means there will be sections where you must jump off and push, and that if you set out with that mindset then you will have a much better time of it. I’d come to accept this way of thinking. Having come from the road, and having very much a performance-related outlook on the sport, you really do need to park it at the door on your way out when it comes to gravel. It took me some time to adjust to this slower pace and new style, and though I’m by no means there yet, I am learning to adapt.

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Such open-mindedness evaporated, however, on the final climb of day one. My computer initially told me we had a 10 per cent climb to negotiate over 3km. Demanding enough, but it then increased to 15 per cent over 2km, then 20 per cent over 1km. We were back on the TransCambrian Way, with our route pointing us straight up and over a mountain. Not a switchback to be found here. The weather was closing in, misty and murky as the three of us trudged up an unerring hill, with the gradient going all the way to 30 per cent – not the numbers you want to see after eight hours in (and often out) of the saddle. The higher we got the steeper it felt as grass turned into rock, which gave way underfoot. Fortunately, the descent was smooth and winding, a delicious dessert after a rotten main. On reaching our lodgings, we’d wash it all down with several hard-won pints.

Right Be prepared for long stretches of speed punctuated by moments where you might have to get off and walk

*** Day two saw us setting off in dirty and slightly damp kit, but no matter – we were well into the groove of the ride by now. We opened on NCN 8, which made for much faster progress, trundling over hills and through valleys. We even found a shop to refill our depleted food reserves. Although there is no shame in choosing a pub for our overnight stay, I had unfinished business with wild camping. We decided our next ride would be unsupported and selfsufficient, maybe knocking back the extreme terrain but ramping up the wilderness. We decided on the Scottish Highlands and began plotting our route (see page 58 for more). As we continued the final leg back to the Elan Valley it felt like we were riding back towards civilisation, encountering more cyclists enjoying the sunshine. Traditional cycle tourers, mountain bikers, ebiking groups, all appreciating the tranquil surroundings that Wales has in spades and showcasing just how diverse this incredible sport truly is.

Download this route Scan the QR code on the left for day one’s route; scan the QR code on the right for day two’s.

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GRAVEL ADVENTURES

SCOTTISH HIGHLANDS

High Rollers After his exploits in Wales’ Cambrian Mountains, roadrider-cum-gravel convert Adrian Miles reaches off-road nirvana deep in the Scottish Highlands

WORDS ADRIAN MILES PHOTOGR APHY JOSEPH BR ANSTON

GRAVEL ADVENTURES

So what would it be? Haggis and cheese toastie? Haggis and bacon? Given where we found ourselves, our last chance for sustenance in the next 75 kilometres of Highland gravel was always going to be haggis with something or another. We’d just sampled some top-notch Scotch at the Dalwhinnie Distillery, in the eponymous village on the western flank of the Cairngorms, and now I was about to eat Scotland’s favourite delicacy for the first time…

Komoot’s Rob Marshall, photographer Joe Branston and myself had dried ourselves off from our Welsh adventure (see page 50) and were now ready to lose ourselves in the remote landscapes of northern Scotland, splitting our two days of riding with some wild camping. Our Bombtrack bikes were fully laden with all the food and equipment that we’d need over the next two days, giving them the handling and turning circle of an oil tanker. It took some adjusting to, but did fade, assisted in no small part by the distraction of the stunning scenery and the seemingly endless trail that stretched out before us. Momentum was slow early on, as we frequently paused to allow the eye-popping vistas to wash over us. We were also climbing a steep hill out of our base, the sleepy village of Kinloch Rannoch. This may also have had an impact on our progress.

*** To fill in the considerable holes in our knowledge of the region, we had recruited the planning expertise of Komoot ‘Pioneer’ and local rider Neil Henderson. The path to Pioneer level involves having ridden a lot in a particular area and knowing every nook and cranny. Henderson had several suggestions for our route, which included sections from a couple of gravel routes whose popularity is surging: the Badger Divide and the Highland Trail 550. To this were added a couple of other local highlights and we had a largely off-road 140km loop, which promised nothing short of the best gravel trails Scotland has to offer. “These trails run from super-smooth to boggy and everything in between,” says

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Henderson. “The route takes in stunning scenery Scotland and links together seven beautiful lochs, including Loch Ericht, Loch Ossian and Loch Rannoch. It’s remote, though, with the only resupply being Corrour Station – an absolute must on any ride in these parts.” Last time out, during our tough beginnings on the Trans-Cambrian Way, we had been dropped into the deep end, but there was less trepidation and more calmness here in the Highlands. The route appeared to be more rideable, with better trails and less climbing, even if the weather was more unpredictable this far north. Still, there were hills to be conquered and on the climb out of Kinloch Rannoch, we were out of the saddle, heaving our bikes from side to side. The first 35km would take us to Dalwhinnie Distillery and the promise of sampling the local produce. We’d also siphon off a bottle for later on around the campfire, which would likely offer a deeper and more satisfying warming effect than any of the clothing we’d packed. After negotiating foul-smelling bogs, we were soon back on proper tracks, only now carrying more of a pong. Fortunately, there wasn’t a soul around with the bad luck of being downwind of us. We skirted a loch that had its glass topped up by a series of small waterfalls, audible amid the silence. Our only sentient company to date had been a handful of Highland cows. With just 35km on the computer, we might otherwise have felt threatened by the perilous dark skies circling above our heads, but we departed Dalwhinnie as bon vivants, with whisky and the world’s heaviest toasties

Opposite If there’s a more beautiful, more romantic place to gravel ride in the UK, we’ve yet to find it

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GRAVEL ADVENTURES

“The three of us would have only ourselves for company for the next 24 hours as we continued on our path to our overnight spot, which was perhaps for the best given the intense odour we were still emitting” sloshing around in our stomachs. The three of us would have only ourselves for company for the next 24 hours as we continued on our path to our overnight spot, which was perhaps for the best given the intense odour we were emitting from those bogs. Our bikes all had a tubeless set-up, which had proved reliable through the gravel summer so far, without a single puncture, but given our passage into wilderness, I couldn’t help but interpret every creak and groan as a tyrepressure problem.

*** Our camping location was set to be beside Loch Ossian and while we didn’t have a specific spot in mind, Henderson had told us there were plenty of options to wild camp in the tree-lined

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banks next to the water. To get there, we would pick up the Badger Divide after a brief section on the Highland 550. The former is a 320km bikepacking route that traverses the Highlands, linking the cities of Inverness and Glasgow. It was drawn by off-road enthusiast Stu Allan, and follows heritage paths, long-distance trails and a mix of estate and forestry gravel roads, with paved roads kept to a minimum. Before we sampled it, we locked horns with a small section of the Highland 550. This is a 550-mile self-supported mountain-bike route inspired by the Tour Divide in the USA. Our section would be a reasonably friendly portion of a tough route that can turn fiendish. For us it was friendly, at least, had it not been for the intense period of wet weather, which reintroduced bog to all our lives. Once we joined up with the Badger Divide, we were deposited in gravel heaven, with long and winding gravel tracks and fire roads gently undulating through an ever-varying canvas between lochs Laggan and Ossian. Finally, I’d found the perfect terrain for my gravel bike, the sweet spot between tarmac and singletrack. Up ahead we could spy heavy rainfall, but the

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sun stayed with us as time began to run out on day one. As did a rotten headwind. When arranging our Ortlieb bike bags for the trip, Marshall had opted for two front panniers and it now came to haunt him as the wind buffeted him backwards. It brought an early end to proceedings and we decided to set up camp. I was a bit apprehensive about camping, mainly because of the cold. However, beside a roaring campfire, scoffing a reheated chilli con carne and making light work of our Dalwhinnie 15, it became a night to remember. Out of the wind and with moonlight bouncing off the loch, we felt very satisfied with our day. Hanging around isn’t the done thing after a wild camp and we couldn’t wait to get pedalling, especially with the promise of a hot breakfast at Corrour station, a 30-minute ride away and the sole staging post for miles in all directions. It’s the highest mainline station in the UK and best known for its appearance in 1990s classic Trainspotting. We only spotted one - the Caledonian Sleeper train, which travels between London and Fort William. Discussion over breakfast was all about the scenery and how Scotland might just be the

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holy grail for the off-road cyclist. The varied terrain brought to mind faraway places, such as New Zealand, Canada and Norway. If you have a gravel bike, plan a trip here. If you don’t, fix yourself up with one, then plan a trip. The best of the gravel sections were still ahead of us. We climbed away from Corrour on a sandy, smooth track, punctuated by small mountain streams. The views were breath-taking, accentuated by the rain moving in along the valleys. We braced ourselves to be hit by it at the summit, passing a bikepacker who’d yet to emerge from his bivvy cocoon. Descending, we barrelled down a deliciously bendy descent, splashing through streams and swerving threatening rocks. It was a joyous ride, all the way back to our base at Kinloch Rannoch – a ride that was the perfect culmination of gravel rides that challenged us, almost broke me at times, but, ultimately, saw me end up as the newest convert to the church of gravel.

Above Gravel’s about taking time to enjoy your stunning surroundings Left The evergreens infuse the air with a freshness that’s better than any medicine

Download this route Scan the QR code on the left for day one’s route; scan the QR code on the right for day two’s.

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GRAVEL ADVENTURES

Wild Wild World Confirmed roadie Sam Dansie heads onto the gravel for the first time. The fact that it’s at the country’s toughest gravel event, the Dirty Reiver, complicates matters…

WORDS SAM DANSIE PHOTOGR APHY MICK KIRKMAN

GRAVEL ADVENTURES

It was hard to know what hurt more. The palms of my filthy hands, which had been pummelled pink and raw, my cramp-infested calf muscles or my back, which ached at the bottom and was excruciating at the top. Eight-andthree-quarter hours into the Dirty Reiver and I finally made it to the crest of what felt like the hundredth hill… I’d seen a lot of single-digit speed while climbing during the day, but the stubborn 7km/ hr I’d seen for the previous 15mins was an assault all of its own. Over the crest and a chance to sit cockeyed on my saddle. Let’s just say 182km on gravel does unspeakable things to a bottom. Now I had a view of the descent. The dark stones seemed almost set, like a five-star section of Paris-Roubaix, and the road coiled around the next hill. I didn’t think things could get worse, but then I hadn’t come across a descent like this yet. It was too bumpy to sit and too fast to stand and halfway down, my saddlebag sheared off and bounced into the verge. I thought about leaving the bag where it fell. With slightly more than 10km to ride, 60 more metres felt like too high a price to pay for a multi-tool, a spare inner and a repair kit. But there was a gel in it and I did want that. I needed that. I dropped the bike, trudged back up the hill and sat beside the track and had my gel. God, I was fed up.

Prior to all this, it had been a lawless borderland infested with eponymous Reivers – the raiding parties who used the porous England-Scotland border to rustle livestock. Today, among Kielder’s numerous claims to fame are that the Water is the biggest by volume manmade reservoir in northern Europe and that the night sky above it is so pristine and free of light pollution, the region has been designated a Dark Sky Park. It’s the biggest sky park of its kind in Europe. The Dirty Reiver takes a fraction of the open access trails used by the logging works and turns them into a well-marked 200km course. It’s very hard and very long, and why, with less than 15km to go, I got out my phone to navigate a shortcut back to the castle.

Below Covid put paid to the 2020 edition, but this year’s event takes place in September

*** Kielder. Big forest. Lots of hills. Miles and miles of gravel roads. No wonder the Dirty Reiver is ground zero for gravel grinding in the UK. This sizeable pocket of the country is a remote forested wilderness with a big reservoir at its green heart. The event’s HQ is Kielder Castle at the northern end of Kielder Water. The castle’s not a castle, but a former hunting lodge built in the 1770s for the Dukes of Northumberland. It harks back to a time when the area was just heather, bracken and wind. In the 1920s, the Forestry Commission began planting the forest and in the 1970s the dam was built to provide water for the north east industries. It’s an entirely manmade landscape.

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Above Spruces accompany you for most of the Dirty Reiver ride

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Anyway, all that came later. At 7am, an hour before the start, the car thermometer registered -4°C. Hardy souls who camped in the teepee village put on to increase accommodation in this wilderness surely made early use of the top item on the Dirty Reiver’s essential kit list: a survival blanket. Other requisites included an emergency whistle and a first aid kit. The list also specified a good front light. Given that dusk fell at 8:10pm, just how long was this thing going to take? At the start, I was taken by the high number of gravel bikes. Bryan Singleton, the director of Focal Events, which puts on the Reiver, reports that when it was first run in 2016, cyclo-cross bikes were the preferred choice among the 600 debutantes. Now, the vast majority of the 1000plus field were on dedicated adventure machines. The Reiver also has a sizeable gravel bike expo to peruse before or after the previous evening’s pasta party. The Dirty Reiver is not a race, but it is timed. Fast people do it in around seven-and-a-half hours; slow people do it in around 11. The 2020 route was substantially different to previous years. On a map, routes of times gone by have

been flatter along an east-west axis; this one was longer on the north-south axis. In fact, it went so far south it technically entered another forest – Wark Forest. Talking afterwards, Singleton insisted the gravel in Wark was “very, very fast”. I sensed Brian was a gravel connoisseur, someone who can discern notes of vermiculite among the fine gravel and knows about road metal – the hard-packed graded surface beneath the gravel. It was all just rocks to me. About the most sensible thing I did all day was take it easy at the start. Although it was cold and the legs were willing I resisted the temptation to tag onto the back of some rocket in the first two hours. This gave me time to be at one with the bike and come to terms with the fact I would either be cycling very slowly uphill and freewheeling at terrifying speed down the other side for the rest of the day. This slow start gave time for faster riders to lay down a fine white line in the road metal, which was free of loose aggregate and to which I adhered for the rest of the day. Kielder Forest is open to the public and technically anyone could ride a Dirty

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Above It’s not solely about gravel bikes – some brave souls use mountain bikes

Reiver-like route any time they wished. But the benefit of doing it on Reiver day is that the route avoids those parts of the forest where tree harvesters and hauliers are working. I saw one moving vehicle on the roads all day. My sedate pace allowed me to look around. Being a forest there are a lot of trees and lots of one species in particular: Picea sitchensis – sitka spruce. It’s the lumberjack’s preferred conifer. It is fast-growing and extremely tall when it thrives in wet, upland areas, which is what Kielder is. A sitka plantation is eerie. Light can’t penetrate, so at eye level it’s dark and still and very quiet. But a light wind – or even a stiff one, like the frigid easterly on Reiver day – moans through the trees’ upper reaches. A plantation seems dead and alive at the same time. The other thing about a sitka plantation is that when you’ve seen one, you really have seem them all: perfectly spaced trunks, dark green fronds, the rusty red bed of needles are invariable. And then you come across an area that’s been harvested. What a scar. Sheared off trunks, the caterpillar tracks of the machinery that have bitten hard into the ground and the

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bleached dead remains of the branches and stumps that are slowly being encroached on by weeds. They say people would eat less meat if they understood intensive livestock production. I was left thinking people might go easier on loo paper if they knew what logging entailed, too. Still, the endless fields of saplings –three-and-a-half million new trees are planted each year – showed that while it had its ugly moments, at least it’s sustainable.

*** The best landscapes came early. The views just before dropping down to the first feed station looked east over the majesty of Northumberland National Park. The roof of the route at Kielderhead, at 465m, afforded sumptuous views north west towards the wild Southern Uplands in Scotland. A curious sensation of the route is that it rolls on over hill and dale. Singleton said the organisation had been at pains to avoid doing tight little loops. “One thing we try to do with the Reiver is get it to feel like a constant flowing journey. We want people to go out there and feel like they’ve had an adventure; like every turn is a different

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DIRT Y REIVER

“The cold tickle that precedes cramp ran up and down my legs. My back ached and my heart rate had all the revs of a clappedout tractor. Each climb was a new torment” vista and you don’t feel like you’re repeating the same old thing again.” They have made the most of their luxury of a large canvass. In the spirit of adventure, Reiver riders must be self-sufficient. The concession though were three generous feed stations. Participants were advised to make up a food parcel that would be transported to the second feed station just after 110km. I did, and voila, there it was: some squashed fruit cake and an energy drink. The organisation in general was super. If I made a good decision to start too slowly, it led to a questionable one 2km after the second feed station. Here, the 130km and 200km routes diverged. I should have opted for the former, but I was well sugared up and some light peer pressure from a friendly marshal - “Ha’way man, do the 200, there’s a good lad” – forced me to go right. Fifteen minutes later, grovelling up some interminable climb while I digested an illadvised number of free jelly babies, the agonies began. The cold tickle that precedes cramp ran up and down my legs. My back ached and my heart rate had all the revs of a clapped-out tractor. Each climb was a new torment. I cursed every chip that deflected the bike off the white line. The transformation into a stayer I had banked on never happened. Deep into the ride, when I looked forward or back in spots with a long view there was no one else. Kielder’s vastness had swallowed me up and the survival blanket was scant comfort. I enjoyed a brief second wind in the 40mins prior to the final feed station, where indeed the gravel did feel fast. I told myself not to ruin my revival by eating too much, but there were delicious buttery new potatoes and sugary tea on offer and so, of course, I ruined it. So began the worst three-and-a-half hours to the finish. I

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was too hot, then too cold. But mostly I was just creeping forward in pain. An addition this year was the Lauf timed stage, which came after 180km of riding. The fastest man and woman through the section would be rewarded with a pair of the sponsoring company’s suspension forks plus tickets and entry to more misery at The Rift, a big gravel ride in Iceland. The section was up a big hill on terrible gravel and down the other side. On the climb I had ample time to make up weak puns as I crawled upwards: ‘You must be having a Lauf,’ I thought; ‘If you don’t Lauf you’ll cry.’ I wish I remembered that one when my saddlebag sheared off. As I sucked up my gel I got out my phone to find a shortcut home through the spruces. Nothing – not honour or a lost sense of achievement – was going to keep me going any longer than absolutely necessary. But then this was Kielder, home to England’s remotest point, and of course I had no signal.

*** Though the final few kilometres were on Kielder’s smooth cinder bike paths around the reservoir, I stopped three or four times to give my wracked body a break. Eventually I made it over the finish line seriously wondering if I now had PTSD. Michael, the photographer tasked with capturing mine and the Scott’s triumphal arrival nine hours and 33mins after I had first left the place, was nowhere to be seen – he’d gone for a pee. The ignominy. He found me pushing into the queue for a beer and wrap and asked if I would mind re-staging the shot. I did mind, but assented on the bike’s behalf. Bar the saddlebag incident, it had been a flawless and sympathetic companion. If anything, I had let it down. The refreshments were a salve of sorts, as was the next morning’s massive, delicious, fit-for-aReiver breakfast at the guest house where I fell asleep in dusty, sweaty kit. But it would be a full four weeks before the thought hit me. Actually, I’d like to do that again.

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UK GRAVEL RIDES

Great Outdoors The United Kingdom is blessed with numerous gravel playgrounds for you to try out your new found off-road skills… COMPILED BY JAMES WITTS

UK GRAVEL RIDES

SVEN THIELE’S

London to Brighton A memorable ride. But will you have the energy to ride back?

I first rode this whole route in October 2017 but it came together bit by bit over the previous year, just exploring trails, using maps and routing tools like Komoot, realising there are paths here and bridleways there and connecting it all together. The final half of the route, the Downs Link, is well documented, but the challenging bit was connecting that with our start at Hampton Court and it took some trial-and-error to hook it up. The route is almost entirely flat along tow paths, old railway line, a bit of single track and gravel roads. There’s a section around Guildford through farmlands that gets very squishy in the wet and you need the most grippy tyres you can find. When it’s wet, bumps are shaped and when they dry out they’re like skiing moguls. Given the nature of the ride you don’t see much in the way of cafes or pubs along the route, so take the opportunity to refuel at Stan’s

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Bike Shack in Horsham. It’s a point-to-point route, so unless your legs are feeling good and you fancy a ride back to London from Brighton, you’ll need to get the train. It’s a very popular service for cyclists needing to get back to London, so there’s no problem getting the bikes on the train (at non-peak times). I’ve often considered riding home but once you sit down on the sea front and enjoy a few beers the urge to ride back subsides exponentially! It’s just over 100km from Hampton Court, which I think equates to 160km on the road. It’s a different way of riding, and as well as the pain you get in your arms and neck, the concentration that riding on these trails demands takes it out of you. But one day I will ride home! I love the route. It’s one I constantly come back to and it’s a great showcase for what we have in the British countryside.

Pictured This largely flat route is one of the UK’s most popular. Ride along tow paths, old railway lines and gravel roads

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ANDY MCCANDLISH’S

Trossachs A mainly off-road Scottish adventure

Left A picturesque route takes you past several lochs.

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With endless miles of forest and estate tracks threading their way through hills and glens, the Trossachs are a gravel paradise. It’s so good that the locals here built a gravel extravaganza around it, the Duke’s Weekender. Named after the formidable Duke’s Pass that rises high above the town, this gravel enduro has a meagre 2km of road across its entire 70km route. There’s much more besides too, so you’re spoilt for choice when it comes to a gravel deep dive. This ride is based in Aberfoyle, 32km north of Glasgow in the Loch Lomond and Trossachs National Park. With cafes, shops, a great pub (Forth Inn) and plenty of parking, it’s a perfect starting point to kick-start your adventure. Take note of the facilities, as this figure-of-eight ride passes back through the town at the halfway mark, allowing you to stock up on supplies before you embark on round two. The first half makes use of National Cycle Route 7 north as it winds up through magnificent, towering mature woodland on forest tracks, topping out after a stiff 250m climb at the summit of Duke’s Pass. Staying on forest tracks and keeping your eyes glued to the wonderful views over the Trossachs ahead, you drop past Loch Drunkie to Loch Venechar for more speedy gravel trails along the waterfront. The only short section appears as part of the climb back over the Duke’s to Aberfoyle, and even that is a beautiful and scenic road in its own right. It’s here that you also pick up the trickiest section of single track in the route – a challenging trail from the old slate quarry back towards town. Narrow and occasionally rocky, it demands attention. After a quick feed in Aberfoyle, you take to the open tracks again heading south for the second half. Highlights include the ‘Alp Duchray’ switchback climb up to meet Glasgow’s water supply flowing through a picturesque viaduct and a punchy section of single track by Rob Roy’s Cave.

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UK GRAVEL RIDES

DEBORAH GOODALL’S

North York Moors A day’s gravel in God’s own country

Pictured This is a route that takes in a magnificent moor panorama

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I’ve been mountain biking in north Yorkshire for over 20 years and the arrival of gravel bikes has taken me back to those early days. It’s good to have to use your skills again, because modern mountain bikes are skill compensators. It’s about exploration, too, just going anywhere, and that exploration has led to us setting up our own gravel event, Yorkshire True Grit. We want to show off how great the gravel riding is here. I think it’s the sheer variety as to why it’s so special. One minute you’re in forests, the next onto the moors and back again – you can be looking at a panorama stretching 96km or at the tree in front of your face. The route I’ve shared below has elements of the Yorkshire True Grit course, but we can’t share the whole route as it’s pieced together with bits of private road that aren’t

open at any other time of year. Land access in Yorkshire generally isn’t that good and we work really hard to convince landowners that we’re not going to cause any damage or that there’ll be issues with grousing birds. We’ve moved our event this year to Huttonle-Hole so that we can show off the Eastern side of the Moors, but our original plan A route got a big fat, ‘No!’ from landowners. So we cooked up plan B, which I’m actually happier with now. We’ll take riders up Newtondale and Cropton Forests, which are unique due to being on hillsides, so you have these amazing vistas. It’s amazing gravel country, with fun, fast descents and grind-it-out hills. There’s no single tough section; its difficulty is with the cumulative effect of all the climbing. We save some of the punchiest stuff for the end because we want to make it a real test – for you to show your true grit!

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JOHN WHITNEY’S

Ridgeway A ride upon England’s oldest road

Above The ever-changing terrain of the ridgeway. Navigating it will keep you on your toes!

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In Britain the road network has lapsed into a pothole-strewn wreck, so picture what state the country’s oldest road is in. Circa 5000 years old, the Ridgeway’s at least got an excuse. The road predates the stone circles of Avebury, Wiltshire, which is its starting point in the west; in total, the Ridgeway stretches 140km, all the way to Ivinghoe Beacon in the Chilterns. It’s now a National Trail, open to cyclists all the way up to the river Thames – beyond that, there are fewer opportunities for two wheels, so our route ends in Goringon-Thames. The Ridgeway is more popular with walkers than cyclists, and you’re still more likely to see mountain bikers than gravel-bike converts. Without suspension and with narrower tyres, it’s always a thorough examination of gravel skills, and the ever-changing terrain will keep you on your toes.

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Unless you’re one of those oddities who embraces wet weather, it’s best to ride the Ridgeway on a dry, bright day as the chunks of actual gravel are sparing and, on soggy days, it’s infamous for turning into a hellish quagmire of Glastonbury-on-a-wet-year proportions. If you’re interested in the ancient stones of Avebury, there’s plenty else along the trail for history buffs, including Iron Age forts of Barbury Castle (where the National Trail and original Ridgeway diverge for a period) and Liddington Castle. Wayland’s Smithy burial tomb, just off the main track just beyond Ashbury, has 1000 years even on Avebury’s stone circles, built in around 3590 BC. Avebury has a National Trust car park, costing £7 all day; we’d recommend being self-sufficient as places to eat are few and far between along the route, unless you dip into nearby towns and villages.

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NICK CRAIG’S

Peak District Good gearing and sheep avoidance are key on this ride

Above Hone your gravel skills on the Peak’s magnificent heather moorland

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This route starts off nice and gently on the Pennine Bridleway, on a section of the path that’s a disused railway line that once connected Hayfield and Manchester. There are a couple of sections early on that you shouldn’t cycle on and my advice, generally, is that if you’re in doubt, get off and walk. After a ride on a canal towpath, we turn off and begin climbing into the high peaks, joining back onto the Pennine Bridleway. It slowly morphs from gentle gravel riding that anyone could do to a point where you really need to think about your bike and equipment – it’s wide, tubeless tyre and mountain-bike shoe terrain. I don’t think it’s that challenging but, hey, I’ve been riding it for 30 years. I’d do it on my cyclocross bike before even mountain bikes existed, and we’d jump off and carry our bikes over any bits that they couldn’t handle. For a newcomer, though, it will be undoubtedly

tough. Gravel bikes have made the job much easier though, the control you get with disc brakes and what bike gurus can do with modern carbon fibre works like magic. During the easier early sections, it’s best to get into the flow of gravel riding. Once the terrain gets trickier, it requires more mountainbiking techniques: standing up on the pedals with knees and arms slightly bent, letting your bike move around. You need that to get back down to the Pennine Bridleway into Hayfield. Once there, you’re not quite done, as you turn off up a cobbled climb towards Kinder Reservoir. It’s really quite steep at its lower part: 1:1 gearing is essential, so a 34t chainset with a 34t big rear cog. Once you’re over that you’re into typical Peak District heather moorland. On the way back down, try to avoid the sheep. There are lots of them and hitting one is to hit a brick wall.

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Chapter Three

BIKES 84 CARBON CRUSADERS

94 METAL MILITIA

104 HIGH-VOLTAGE VELOCITY

Four lightweight, durable steeds for every budget

A quartet of bulletproof bikes forged from steel and aluminium

Ride further down the road less travelled on an e-gravel bike

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CARBON GRAVEL BIKES

CARBON CRUSADERS

Interest in gravel bikes has intensified further since Covid struck as home-based adventures soared. Here are four do-it-all contenders to satisfy your off-roading, road riding and bikepacking dreams PHOTOGRAPHY RUSSELL BURTON

he gravel genre has captured the imagination of the adventurous cyclist. What started out as a niche has become a genuine trend and a platform for freedom, allowing you to step out of your front door and straight into an adventure, regardless of terrain. Of the many gravel bikes that have been put through their paces by the publication behind this gravel special, Cycling Plus, the four on test here represent the whole spectrum. The Boardman ADV 9.0 comes with a lean carbon

frame and relatively affordable price tag, while the stylish and sleek Cinelli King Zydeco is pitched at speed. Taking things up a notch in both price and spec is the Pearson Off Grid from the British brand, which again has a roadinfluenced design aimed at two-wheel speed. Completing the quartet is the Cannondale Topstone Lefty with its unique fork design and gravel suspension: a do-it-all contender unlike anything else. But which will deliver the most enjoyable ride? Time to hit the grit and gravel of Salisbury Plain to find out…

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oardman was an early adopter of the gravel genre. The original ADV was an alu machine with mountain bikederived 650b wheels and an attitude that was all about getting rough in the dirt. This new ADV 9.0 (£1800) is a rather more refined affair that is, we’re happy to report, still very much up for getting down and dirty. The jewel in the crown is the premium C10 carbon frame, tipping the scales at 990g, and the light 420g gravel fork. That’s light for gravel; in fact, it’s a weight that’s respectable for a road bike and makes the Boardman the second lightest on test here (the Pearson is 70g leaner) despite the cheapest price tag. The frameset’s 71.5-degree head angle slackens the steering for off-road stability but doesn’t feel lazy on tarmac, while the 73-degree seat angle puts you in the power position directly over the cranks

Off road, this Boardman rides with a thrilling urgency: responsive and rapid yet handles bumps with stability for swift acceleration both on road and off. With 38c tyres fitted, the 50mm fork offset gives a relaxed trail figure of 65mm. The gearing is a clever mix of Shimano’s gravel-based GRX components. The 2x double chainring at the front won’t please hardcore gravelistas, but for real-world usability 22-speed is still the best (and that’s speaking as a 1x gravel devotee). The bike has Shimano’s top mechanical gravel GRX810 mechs front and rear, with GRX600 shifters. The ‘adventure’ gearing of a 46/30-tooth chaining combination might see die-hard roadies scoff at being under geared for the asphalt, but I never found myself wanting more. The 30/32 front chainring combo will keep the pedals turning on the most severe slopes when others would be reduced to

Left The ADV 9.0’s carbon tubing is sleek and lightweight Opposite Boardman has form in gravel and this shines through with a bike that smacks of real-world usability

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BOARDMAN ADV 9.0 £1800.00 Weight 9.35kg (L) Frame C10 carbon Fork C10 carbon Gears Shimano GRX810/600 (46-30, 11-32) Brakes Shimano GRX400 Wheels Boardman ADV tubeless-ready Finishing kit Panaracer Gravel King SK 38mm tubeless ready tyres, Boardman alloy stem, Boardman alloy 6 flare bar, Prologo Akero AGX saddle, Boardman 27.2 alloy seatpost

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walking. Shifting is crisp and stopping duties – handled by GRX400 brakes – are smooth and powerful, with the basic RT30 disc rotors staying free of screeches, even in the mud. The ADV’s 590mm stack and 392mm reach is sporty without being stretched and makes for a good place to spend time in the saddle. Off road, this Boardman rides with a thrilling urgency – it’s responsive and rapid yet handles bumps with a stability that keeps you tracking true. The ADV 9.0 is largely finished with ownbrand components. The simple alloy stem is stiff and well finished, though I did occasionally catch a knee on the stem’s sharp rear and pronounced bolt fixtures. The flared alloy bar makes for assured handling when descending off road, and the hoods don’t sit at a funny angle when riding on tarmac. The Prologo Akero AGX saddle has generous enough padding. The ADV’s charms far outweigh the relatively modest price. The chassis is tightly stiff and highly responsive, and the 38c Panaracer GravelKing SK tyres are impressive: compliant and grippy off road, fast-rolling (for gravel treads) on tarmac and also tubeless ready (the wheels are tubeless compatible, too).

Though the bike doesn’t come tubeless ready, this is the next best thing. Just add sealant and fit the valves and you’ll get more tyre pressure adjustment and the elimination of pinchpunctures, while there are a couple of spare tubes in the mix. According to Boardman, the ADV’s wheelset was built to be tough and the 1950g overall weight certainly bears that out.

The bold and beautiful Iconic Italian outfit Cinelli was founded in 1947 by pro rider Cino Cinelli. The brand made its name producing stems, handlebars and saddles, and it has long blended performance pedigree with beautiful graphic design. The King Zydeco (£2849) holds true to Cinelli’s rep with a finish that’s bold compared to its rivals. The frame has plenty going on. There’s a muscular head tube, a boxy down tube, oversized bottom bracket and curved dropped chainstays, which produce a generous tyre clearance of 47c in 700c or a massive 2.1-inch in 650b. In contrast to the down tube, the top tube is slender, the idea being that if you drew a diagonal line from the top of the head tube down to the rear-wheel axle, everything below that line is designed to be torsionally rigid to

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GRAVEL BIKES

The ‘adventure’ gearing of a 46/30t chain might see die-hard roadies scoff at being under geared, but I never wanted more

CINELLO KING ZYDECO GRX £2849.00 Weight 10.1kg (L) Frame Carbon Fork Carbon Gears Shimano GRX600/810 (40, 11-42) Brakes Shimano GRX400 Wheels Miche Graff SP Finishing kit Tifosi alloy gravel bar, Tifosi alloy stem, Tifosi alloy seatpost, Selle Italia Novus Boost saddle, Impac CrossPac 700 x 38c tyres

maximise power transfer and handling. Likewise, everything above the line is designed to offer compliance and to dampen vibrations. The Columbus Futura fork, like Rondo’s historic ground-breaking flipped fork, offers a switchable dropout. With a bit of wrangling, you can alter between endurance and gravelfriendly steering or a racier alternative by changing the fork offset from 47mm to 52mm. The 47mm offset combined with the 72.5-degree head angle and 38c tyres creates an endurance bike-esque 62mm of trail. Flip to the 52mm and you get a 57mm trail that’s much more akin to a race bike. In either guise, the King Zydeco is a gravel bike coming from the road-bike space. Its head and seat angles (also 72.5-degrees), combined with a relatively low 576mm stack and long 389mm reach, make it an aggressive machine; it’s a bike that’s just as happy thrashing along on tarmac as it is on hardpacked gravel roads, and it wouldn’t be out of place in cyclocross, either. The Zydeco handles responsively due to the mid-range Tifosi stem and flared bar, with the subtle 5-degree flare on the bar feeling great off road and not overly wide on tarmac. The mixand-match approach to Shimano’s GRX is in full effect, with lower-end 400 for the brakes, and a mix of 600 and top-end 800 for the drivetrain. The 1x set-up matches a 40-tooth chainring with a huge-range 11-42 cassette, and works efficiently both up and down the block. The ride quality is firm yet forgiving thanks to the quality bar tape and Selle Italia’s Novus Boost saddle – one of the best short perches

around. The Zydeco runs on Miche’s Graff SP wheelset and Impac CrossPac 38c tyres. The wheels are well put together, and at 1685g a pair they’re pretty decent for a sub-£500 wheelset. They’re tubeless ready but the 19mm inner width, while spot-on for a wide road tyre, doesn’t do a great job in shaping the Impac’s 38c CrossPac tyre and it splays out from the narrow rim in lightbulb fashion. The tread works well enough in a straight line, but get to a corner and the squared shoulders squirm, leading to a feeling of the rear tyre washing out and the front end being plagued with understeer. Reducing the tyre pressure helps, but as the bike doesn’t come set up tubeless there’s a limit to how much pressure you can release without enticing pinch-punctures.

Going off grid Founded in 1860, London’s Pearson Cycles holds the prestigious title of the world’s oldest bike shop. The Pearson family still runs things, and this is the company’s first foray into carbonfibre gravel. With a steep 73-degree seat angle and 72-degree head angle, the Off Grid (£4000) is at the competitive end of the gravel endurance genre. It’s a bike that’s easy to ride rapidly and has no slack, mountain bikeinfluenced, front-end geometry. The frame feels taut and stiff in the right places, and the response to powerful pedalling is instant. It’s up there with high-performance go-anywhere bikes, such as Cervélo’s Aspero or 3T’s Exploro RaceMax. Pearson hasn’t skimped on the fixtures, however, and the Off Grid

Opposite clockwise from top The Zydeco’s a solid offering but not without flaws; Off-road performance is solid; The Zydeco doesn’t come set up tubeless, as we discovered; The oversized bottom bracket delivers proficient power transfer; The Zydeco handles responsively

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CARBON GRAVEL BIKES

PEARSON OFF GRID £4000.00 Weight 9.28kg (XL) Frame Carbon Fork Carbon Gears Shimano GRX800 (40, 11-42) Brakes Shimano GRX800 Wheels Pearson Hoopdriver Bump and Grind carbon Finishing kit Pearson To The Bar alloy stem, Deda Zero alloy bar, Raceby carbon seatpost, Fizik Terra Argo saddle, Arisun Gravel Plus 38c C2 TLR tyres

boasts mudguard eyelets, a bento-box mount, triple bottle bosses and rear rack mounts, so it can easily handle bikepacking. My XL comes with a 609mm stack height and 383mm reach, which mirrors a fast road endurance bike. The 50mm fork offset combined with the head angle and 38c tyres creates a 62mm trail figure, again a number embedded in endurance road-bike design. This means the bike responds quickly to steering inputs, making it a handling joy on- and offroad, providing you don’t venture into technical singletrack MTB territory. It’s absolutely at home on hard-packed fire roads, bike paths and byways, and can be ridden at some seriously impressive velocities off road. The surefooted stiffness in the chassis meant that I relied on both the contact points and the tyres to increase the comfort levels on rough surfaces. At the rear, Fizik’s gravel-specific and short Argo saddle is a triumph in off-road shock absorption. Up front, I would’ve preferred a gravel-specific bar over the narrow Deda Zero 100 alloy unit, which is fine for road but

something with flare at the drops is preferable. The Arisun tyres are new to me. The 38c Gravel Plus design comes up broader than 38mm on the smart Pearson carbon wheelset, closer to 41mm when measured. The V-shaped studded tread works well on the road and hard-packed gravel, and is compliant enough. The stiff sidewalls of these tubeless-specific tyres didn’t really agree with any tyre-pressure adjustment, though, and on a rocky section of gravel at 33 PSI they unseated themselves and burped out most of their pressure and sealant. The Hoopdriver Bump and Grind wheelset from Pearson impresses. The wheels feel tight and stiff – much like the Off Grid’s chassis – and they’re light for a set of tough carbon gravel wheels at just 1410g a pair. The bike’s overall weight of 9.28kg establishes the Off Grid as slick on the road and when ascending on both asphalt and trails. If more rocky and extreme terrain is your bag, then the Off Grid can be run with 650b wheels and tyres up to 55mm wide, which would certainly provide more tyre compliance over the rough stuff.

The bike’s overall weight of 9.28kg establishes this bike as both slick on the road and when ascending on both asphalt and trails

Opposite Pearson’s Off-Grid (right) is a bike that responds well to steering inputs, making it a joy on- and off-road Above from left Internal cable routing provides a neat and aerodynamic finish; The Off Grid can be run with 650b wheels; Shimano GRX800 discs ably handle stopping duties

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CANNONDALE TOPSTONE LEFTY 1 £7500.00 Weight 9.98kg (L) Frame Carbon Fork Lefty Oliver carbon Wheels Cannondale HollowGram 23 Superlight Hi-Impact Carbon (23mm internal) tubeless Gears SRAM Force AXS shifters, Eagle X01 rear mech and cassette (40, 10-50) Brakes SRAM Force Finishing kit WTB Venture TCS Light (front), WTB Byway TCS Light (rear). Fabric Scoop Shallow Race saddle, Cannondale wheel sensor

Cannondale’s awesome ground-breaking Topstone Lefty is a phenomenal companion for tough terrain The drivetrain and braking all come from Shimano’s top-end gravel-specific GRX800 line. It’s available in a multitude of builds, but I opted for a GRX800 1x setup that mixes a 40t chainring with a huge 11-42 rear cassette. The matching 810 hydraulic braking is superb, leaving very little to fault here.

Return of the kingpin Cannondale brought lightweight bike suspension to the world of gravel in 2019 with its innovative, rear suspension ‘Kingpin’ system on its all-carbon Topstone. The Kingpin design uses a pivot at the top of the seatstays, which runs on a maintenance-free bearing and uses the flex in the carbon stays and a seat tube engineered to act like a leaf spring to provide 30mm of suspension travel at the saddle. Cannondale’s innovative Lefty fork design has appeared on a drop-bar bike before with the ground-breaking Slate. Cannondale had a major redesign of the mountain-bike Lefty in

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2018 and this fork is paired down for gravel (the weight is 1340g for the carbon version compared to the MTB’s 1446g). This reshape allows for 47mm tyres in 650b and 45mm in 700c with a rear matching 30mm of (suspension) travel. Another advantage of the Lefty is that you don’t have to remove the front wheel to fix a puncture. What this Topstone (£7500) gives you is so much more control. The fork has fast, reactive travel and if you factor in the huge 47c tyres, then the off-road capability is magnified. The tyres, like most mountain bikes, have differential treads – the front Venture tyre has block edges, which bite in the corners to provide grip, while the rear has a much slicker tread pattern that’s great for helping transfer your pedal power into forward motion efficiently. It’s the same with cyclocross and it’s strange that it’s taken so long for road and gravel bikes to catch on to this way of thinking. All in all, Cannondale deserves credit for such a well thought-out spec.

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METAL MILITIA

Gravel bikes aren’t solely molded from layers of carbon. Cue a quartet of versatile and durable bikes that are forged from steel and aluminium PHOTOGRAPHY RUSSELL BURTON

f you’re looking for gravel adventure and have a two-grand budget, we’d suggest searching beyond carbon and aim for some of the toughest rides around made from metal. Carbon fibre may well be the ultimate material when it comes to lightweight road riding, but there’s a lot to be said for quality steel and aluminium when building a bike that’s designed to take a few knocks. For this test, I’ve looked to brands that may not be on the mass radar and ones that possess a unique difference – none more so than BiviBIKES. This Liverpudlian micro-brand designed the Graveller with two frame options, the Bunker and Bunker+, the difference being the plus gets a spar-tube from top to down tube. This affords additional fittings and is compatible with the brand’s luggage range. The standard Bunker frame uses Japanese Sanko

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tubing with mountain-bike style reinforcing gussets; the dropouts are cnc’d (more expensive than plate steel); and attention to detail on the frame is impressive for this price. Ragley is a British brand that built its name in steel mountain bikes and the Trig wears its influences well with a radically sloped frame, huge tyre clearances and massive mud-ready tyres as standard. Then we have Vitus. The brand may have a Gallic history but Vitus is now very much a British entity as part of the CRC/Wiggle empire. The Substance SRS 1 uses a British-steel Reynolds 725 frame and, like its carbon cousin, is based around 650b wheels and plus-sized tyres. Our most expensive bike on test is Felt’s new Breed 20, which is based around a lightweight alloy frame and premium parts, such as SRAM’s Force groupset. Right, let’s get riding…

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BIVIBIKES GRAVELLER

Off-road prowess make this a great gravel option bivibikes.com

he Graveller is the vision of BiviBIKES founder Fraser Barsby’s perfect adventure bike. To make his dreams become reality, Barsby’s taken a high-quality but littleknown tube maker in Japan’s Sanko, selected its skinny steel pipes and smartly welded a frame replete with strengthening gussets on the ringreinforced head tube. Versatile dropouts offer multiple fixings for bikepacking sojourns, while a 73mm mountain-bike spec bottom-bracket shell is threaded to appeal to home mechanics. The frameset has all the fixtures and fittings you’ll ever need. There are triple ‘anything’ mounts on the steel fork, plus ’guard eyes; on the frame there are mudguard eyes, routing for two cables, triple bottle bosses, rack mounts and brake-hose fittings.

The radical geometry makes this the best bike here for traversing off-road at speed The Graveller does, however, only come in one size, which is effectively a 55cm. Bivi says that’s good for riders from 5’5” (165cm) to 6’1” (185cm). That’s a helluva range to cover. This tester stands at 6’2”, and while I would have preferred a bigger bike the Graveller didn’t feel horribly small or short and that’s all down to its radical geometry. The head angle is a slack 71-degrees and the seat angle a road-like 73-degrees. The stack of 558mm is low, but the reach is exceptionally long at 409mm. Throw in a fork offset of 51mm that, with the 45c/700c wheel and tyre combo, gives a trail of 77mm.

What does all this mean? In short, its handling and steering responses are the epitome of stability. That ease of control also stems from the short Deda stem and the alloy Pro Discover bar and its subtly flared drops. Ovalized tops also offer a comfortable hand hold. The seatpost is Cinelli’s Vai topped with mountain-bike favourite: DMR’s 25th-anniversary saddle. It’s comfy while its texture means that you don’t slip in the wet. The wheels are Merlin’s GDA-1 gravel-specific with a 32mm-deep alloy rim and a generous 25mm internal width that’s perfectly suited to the 45c Schwalbe G-One tyres. The rims are built onto dependable Shimano RS470 hubs with easy-toservice cup-and-cone bearings.

*** The gearing combines a GRX rear cassette with an 11-42 range and a 38t mountain-bike chainring. That gives a lower range than you’ll find on the 650b-equipped rivals here, but the 700c wheels counter any gearing shortcomings. The Graveller is the quickest on tarmac, thanks to its larger-diameter wheels and the Schwalbe G-Ones and their less aggressive tread. On the road, the bike’s long-low position means you can consume the tarmac bits between trails quickly, while the low gearing with a 38/42 bottom gear guarantees ascending ease. The G-Ones are superb on hard-packed dirt but in muddy conditions they are no match for slimy grime. Overall, the Graveller is a superb all-road machine. Its handling is wonderful and the frameset screams quality. The chink in its armour is the one-size-fitsall approach. Bivi will tune each part of the finishing kit to suit you, but I’d have preferred a gravel bike that little bit bigger.

£1,499.00 Weight 11.9kg (one size) Frame Sanko-butted steel Fork Steel Gears Shimano GRX 600 Brakes Shimano RX400 Wheels Merlin GDA-1 Finishing kit Cinelli Vai seatpost, DMR 25 saddle, Pro Discover gravel bar, Deda Zero 1 90mm stem, Schwalbe G-One 700 x 45c tyres

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RAGLEY TRIG

An exciting blend of mountain-bike design and road-bike speed ragleybikes.com

agley’s Trig takes its cues from mountain biking with its slack 70-degree head angle and steep 74-degree seat angle. This aids control when riding over rough terrain. The Trig comes with mountain-bike style 650b wheels, while the huge 47c tyres take every advantage of the 2.1-inch tyre clearance on the frame. You can run the Trig 700c with a reduced clearance of 40c, too. Ragley has put together a good-value package with the complete Trig (if you’d prefer your own build, you can get the frameset for £599.99). At its heart is Shimano’s gravel-specific GRX, here in a mixed build of 400- and 600-level equipment. The gearing of a 40-tooth chainset and broad 11-42t cassette brings a broad enough range for serious off-road duties. Praise also to Ragley’s tyre choice of WTB’s Senderos. These wide-spaced block-patterned tyres are among the best I’ve tried when it comes to gravel tyres in wet, muddy conditions, while the tubeless set-up means you can run lower pressures for more bite. The trade-off is that on tarmac the Senderos squirm a little on road corners. The central strip of the tyre, however, is firm enough to allow you to hold onto good speeds

supple tyres ease jars and knocks, so little of your energy is wasted reacting to the surface’s variance. The long, low position combined with a wide bar that has plenty of flare allows you to get down in the drops and push the pace. The bladed carbon fork has excellent torsional stiffness so it tracks straight and true even when the surface you’re riding on isn’t. Compared to the svelte steel frame it’s a little harder riding, but the great tyres and bar help to even out vibrations. The WTB rims built up onto Nukeproof hubs are tubeless ready and smooth-rolling. Scrubbing speed comes courtesy of Shimano’s GRX 400 hydraulic disc brakes. The lever shape is perfect for modulating your braking and the feel is excellent, though I was cursed with squeaky rotors when they got either wet or warm – so that’s pretty much all of the time. The rotors are Shimano’s basic units, rather than the much less vocal IceTechs as found on the more expensive 600 and 800 variants of GRX, and that’s the one area where I’d look to change this Trig’s build. It comes with a full complement of fittings to find favour from the most adventurous bike packer, with multi-bottle mounts, triple mounts on the fork, rear-rack provision and even mudguard mounts. The final area of note is the use of 650b wheels. These are great when your gravel riding drifts more towards mountain-bike-style technical trails and singletrack. The wheels are easy to manoeuvre and the larger tyres add grip. But if you ride less technical stuff, you’re going to struggle to keep up with the higher speeds of those riding with bigger hoops.

Riders looking for adventure will appreciate the mountain-bike qualities of the Trig

*** The ride of the Trig is full of life. The double-butted chromoly frame may not have a branded tubeset like the Bivi’s Sanko or Vitus’s Reynolds but it does have a springy character that gives the Trig plenty of pep. It accelerates with ease across rough surfaces; the

£1699.99 Weight 10.8kg (XL) Frame 4130 cromo Fork Carbon Gears Shimano GRX 400 Brakes Shimano GRX 400 hydraulic disc Wheels WTB STI25 650b on Nukeproof Neutron hubs Finishing kit WTB Sendero 47 650b tyres, Vitus Cr/Ti rail saddle, Vitus alloy stem and bar

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VITUS SUBSTANCE SRS 1

An excellent package where the quality frame is the star vitusbikes.com

he Substance SRS 1 combines modern allroad geometry with classic, skinny Reynolds 725 steel tubing to create a bike that majors on versatility without compromising off-road performance. The Vitus boasts handling that’s more relaxed than a road bike, making for great off-road stability, though it’s not as relaxed as either the Bivi or the Ragley with their more overt mountain-bike influences. This makes the SRS a truly excellent all-rounder. On dirt it inspires confidence with handling that’s nicely balanced between stability and swift reactions, and it feels particularly at home when

Vitus ticks all the right boxes for a versatile, comfortable gravel bike with good handling traversing technical singletrack. It comes with an off-road-ready 1x SRAM Apex groupset, combining a 40-tooth chainring with an 11-42 cassette. The super-low gear makes off-road uphill traverses a breeze. Braking comes from SRAM’s Apex. With bags of power and plenty of feel, they’re less vocal than Shimano’s hydraulics but did become a little screechy when wet and mud-caked. Vitus has stepped away from the full SRAM group by using a SunRace RX8 cassette. This looks swish but looks out-do the performance as it has a little too much chain chatter and vibration.

*** The finishing kit all comes from the Vitus stable with the cockpit a particular high point. The gravel bar

combines 16-degree flare with a flattened, almost aero-shaped top section that makes for a great hold when you’re grinding along on the flat at speed. The ride position, with its low 577mm stack and mid-length reach of 391mm, makes for a ride that feels rapid off road and is no slouch on it. The Prime Kanza wheels are stiff laterally; the WTB Venture tyres have a low textured grip through the central section and prominent knobs on the shoulder. This makes for a fast-rolling tyre (for its size) on tarmac and one that offers plenty of cornering grip on dirt. That said, while the lessprominent tread’s excellent in the dry, it struggles in wet mud compared to the Senderos on the Ragley. Like the Ragley and Felt, the 650b wheel choice has its benefits when it comes to off-road cushioning and traction. Sadly, it shares the self-same downsides when it comes to matching the speed of a 700c set-up on mixed-surface rides. Ride comfort is seriously impressive with the Substance; the skinny-tubed Reynolds steel frame offers the lively spring indicative of quality steel pipes and the full carbon fork, with its generous rake, nulls vibrations. It’s all wrapped up with the suspension-like cushioning offered by the huge tyres. The Vitus saddle is the only chink in the SRS’s formidable armour. The flat shape is okay, but the hull feels overly stiff and that’s only compounded by the minimal padding. Overall, the Vitus is a superb modern gravel machine. It hits all the high points – handling chops; versatile with fixtures and fittings for racks and mudguards; 1x and 2x drivetrain options; 650b and 700c compatibility – though the carbon fork lacks mounts for the fully-loaded bike-packing brigade. It’s well-priced with it and the ride will impress, too.

£1599.99 Weight 10.8kg (XL) Frame Reynolds 725 Fork UD carbon Gears SRAM Apex 1 (40 x 11-42) Brakes SRAM Apex Wheels Prime Kanza Finishing kit Vitus 6061 alloy post, Vitus saddle, Vitus 6061 stem, Vitus gravel bar, WTB Venture 650 x 47 TCS road plus tyres

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GRAVEL BIKES

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METAL-FRAME GRAVEL BIKES

FELT BREED 20

Nimble yet stable-handing, smartly designed gravel machine eu.feltbicycles.com

he Felt is a ‘breed’ apart here, using lightweight aluminium instead of heavier but more compliant steel. It results in a bike that’s nearly a kilo-and-a-half lighter than the Vitus and Ragley, and two-and-a-half kilos less than the all-steel BiviBIKE. While it’s significantly more expensive it’d be hard to find a bike for this kind of money equipped with a full carbon fork, carbon seatpost, titanium-railed saddle, carbon cranks, tubeless-ready wheels and quality tubeless tyres. That’s before we mention the SRAM Force drivetrain and brakes. On the road and dirt, it’s easy to manoeuvre and effortlessly copes with rough and random surfaces. The 1035mm wheelbase cranks up stability while the cleverly kinked seat tube means the bike’s rear end delivers a nimble edge. The Breed has plenty of tyre clearance, taking up to 45mm-wide tyres in 700c and huge 2.1-inch tyres in 650b. The frame’s well-appointed with fixtures and fittings for three cages, internal routing for 1x and 2x drivetrains, a mount on the top tube for a bag, rack mounts and proper mudguard mounts.

road tyre. They’ve just enough shoulder tread to bite on dirt corners but, as these are the ‘dry’ version of the tyre, they don’t fair so well when the gravel’s wet and mud-laden. The gearing’s classic 1x gravel stuff thanks to its 40-tooth chainring and 11-42 cassette, shifted using SRAM’s premium Force mech. Felt’s choice of using a Praxis 1x specific carbon chainset is a good one, while SRAM’s Force brakes offer plenty of tactile feel that’s backed up with heaps of power. The Breed’s finishing kit is from in-house brand Devox and it’s good. The Devox stem has weight-saving cut-outs at the clamp and it holds the brilliantly shaped Devox bar. With its compact drop, subtle flare and back-sweep, it’s superbly ergonomic and is comfortable down in the drops and on the hoods. Alexrims wheels feature a 21mm internal rim that’s built for tubeless tyres. The hubs spin smoothly on cartridge bearings, though took about 10 hours to bed in properly. The Breed’s running gear didn’t settle down quite as swiftly. The tubeless valves didn’t fit the rims as they should. Akin to the hubs, they soon settled down, but then both front and rear developed significant leaks, losing pressure as I rode. I switched the valve retaining nuts for ones with better rubber seals. It cured the problem and I’d like to see Felt do the same. The Breed’s a superb bike – it’s great value, has wonderful on- and off-road manners and it has real spark when it comes to both acceleration and handling. If Felt can cure the pressure problems with the wheel set-up, I’d love its charms even more.

Lightweight bike that’s nimble offroad and speedy on tarmac but will cost you more

*** The Breed excels on fast hard-packed surfaces, and it’s the best bike here when it comes to tarmac between trail sections. Some of that’s down to the geometry and the use of 700c wheels; some of it’s down to the excellent graphene-infused Vittoria Terrano tyres. Their textured centre strip rolls fast on the hard stuff with its straight-line speed not far off a

£2159.00 Weight 9.39kg (L/56) Frame Superlight aluminium Fork Carbon Gears SRAM Force 1 (40/11-42) Brakes SRAM Force Hydraulic disc with 160mm rotors Wheels Devox RDS A.0 Finishing kit Devox R.A.1 stem, Devox C2 carbon post, Devox DBar A1 bar

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RIDDEN & RATED

HIGH-VOLTAGE VELOCITY

Electric gravel bikes are proving increasingly popular, helping you to expand your riding horizons, but should Cairn or Cannondale be on your riding wish list? Let’s find out…

PHOTOGR APHY RUSSELL BURTON

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RIDDEN & RATED

CANNONDALE TOPSTONE NEO CARBON LEFTY 1 Big power; big range; big fun cannondale.com

annondale’s electric Topstone Neo Carbon 1 Lefty has a hefty price, but it does come with enough technology to justify at least some of that. It boasts SRAM’s wireless AXS shifting and hydraulic disc brakes, both the Topstone frame and Cannondale’s single-bladed Lefty fork have 30mm of suspension, plus it has a bottom bracket-mounted 250W Bosch motor powered by a powerful 500Wh battery. The Bosch motor assist provides a massive boost when you need it, plus it’s easy to control via the barmounted switch. The motor has four modes: Eco, Tour, Sport and Turbo. Eco provides around 40Nm of torque and a huge potential range of around 141km (87.6 miles). Tour offers 50Nm and Sport 75Nm. Fire up the Turbo and you’ll get 85Nm of torque – 340 per cent of nominal power, or a Chris Hoy-like 850W. It is, of course, still governed by the 25kph/15.5mph limit, so you’ll only get this in short ‘turbo’ bursts. With road ebikes, the electric motor only engages when you pedal and it’ll stop assisting once you reach 25kph (15.5mph). Cannondale has specced reasonably slim 42c 650b tyres that’ll reduce rolling resistance compared with wider tyres, which means you’ll be able to ride at, or conceivably above, the speed limit on tarmac. But gravel is where we feel that electrical assistance makes the most sense, keeping you in the saddle when you might otherwise be walking. The power and torque provided by the Cannondale’s Bosch unit means you can attack any slope, even on the poorest surfaces. Slam the system

into Turbo, select the right gear, sit in on the bike to ensure rear-wheel grip and scramble motocrossstyle to the top of the hill.

*** This Topstone Neo also absorbs ruts and bumps with ease thanks to the 30mm of soft-tail suspension from the Kingpin frame and the Lefty Oliver fork. I should say, though, that the alloy bar – a lower spec than we’d expect on a £9000 bike – does transmit more road and trail noise than a carbon bar. And combined with slimmer tyres and the extra weight acting on the suspension, the Neo can’t quite match the standard Topstone in smoothing out the trail. The Topstone Neo’s carbon frame follows the same design as the standard Topstone. The Kingpin suspension sits at the rear where the seatstays are attached to the seat tube by a pinned joint, which sits on bearings. The chainstays are designed to flex when you hit a bump or dive into a pothole, allowing the whole pivoted rear end to move. The Topstone Neo has the same SRAM wireless AXS Force drivetrain as the non-electric Topstones. The 42t 1x chainset and super-wide 10-50 cassette deliver a top gear equivalent to 50/12 and a 34/32 bottom. Who needs a second chainring? Or a right fork leg? And though the Topstone Neo comes with 650b wheels, it’s built for 700c wheels as well. On the trail, the Topstone feels very nimble and more akin to a cross-country racing mountain bike than a road bike adapted for dirt.

£9,000.00 Weight 17.8kg (L) Frame BallisTec carbon with Kingpin suspension, 12 x 148 thru-axle Fork Lefty Oliver carbon 30mm travel Gears SRAM Force AXS shifters with SRAM XO1 Eagle rear mech (42, 10-50) Brakes SRAM Force, 160mm rotors Wheels WTB ST i25 TCS rims on Formula hubs Emotor Me-assist Bosch Performance Line CX 250W motor with Bosch PowerTube 500Wh battery and Bosch Kiox display Finishing kit WTB Resolute 650b x 42c tyres, Praxis alloy eCrank for Bosch, Promax SP-9032 carbon seatpost, Cannondale wheel sensor, Cannondale 3 butted 6061 alloy bar, Cannondale 6061 alloy stem, Supernova integrated rear light

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ELECTRIC GRAVEL BIKES

CAIRN E-ADVENTURE 1.0 A comfortable, effortless gravel ride cairncycles.com

lectric bike builder Cairn is part of The Rider Firm, the British upstart company that includes wheel maker Hunt, Privateer mountain bikes and Dissent 133 gloves. The collective’s team designs and refines all its products, and the second version of Cairn’s E-Adventure 1.0 has also been revised after considering feedback from purchasers of the original 2018 model. The new E-Adventure’s aluminium frame has shorter seatstays that allow more of the carbon seatpost to be exposed, ensuring increased flex and greater comfort, plus more slope has been added to the top tube. The resulting increased standover height allows you to easily shift your weight around and manoeuvre the 1.0 through technical trails. The final key upgrade comes in the form of the Fazua Evation drive system. Earlier versions used a bulky bar-mounted control, but this new model neatly integrates the controller into the top tube. Evation offers three assistance levels: Breeze provides 100W, River offers 210W and Rocket 250W. An Eco mode drops the power to 70W, 140W or 200W to extend the range, while a Performance mode increases the levels to 120W, 260W or a short 300W boost. Charge levels are indicated by LEDs. The Fazua system neatly matches your own efforts. In Breeze it’s so unobtrusive we barely noticed its effect until the road started to rise, and its lack of drag meant we ended up riding quite a lot with the system off. Fazua claims a class-leading 60Nm of power, but for us it doesn’t have the same oomph as Cannondale’s Topstone Neo, or Specialized’s Turbo Creo. This isn’t a criticism of the Evation power as it’s a more subtle form of e-assistance than other midmounted motor systems. As for the range, it’s a case

of weighing up variables, such as rider weight, weather and terrain. Cairn claims around 80km (49.7 miles) on a charge, but we achieved 107.4km (66.7 miles) with 1050m (3444 feet) of climbing.

*** The E-Adventure 1.0 comes in this 700c-equipped model as well as an off-road-biased version with 650b wheels and a dropper seatpost. Tyre clearance is generous on both, up to a 45mm in 700c and 57mm for the 650b. The geometry is well thought out, too. The relaxed 71-degree head angle isn’t so slack as to make the bike feel lazy on tarmac sections, while the road-bike-steep 73-degree seat angle gives a natural pedalling position that allows you to put down the power on fast, flat sections. Its handling is impressive, too. The relaxed head angle and 48mm fork offset give the bike a 63.5mm trail figure, which results in extremely stable handling. What’s most apparent with this bike, though, is just how well it handles off-road, feeling both assuredly stable at speed and nimble enough to cut its way through technical singletrack. The Shimano GRX shifting is superb and the 1x gearing (42, 11-42) offers plenty of range. The clutch-equipped rear mech, combined with the tooth pattern on the Praxis chainring, kept the chain in check, even on the roughest terrain. The Hunt X Cairn aluminium wheelset impresses with the wide rims shaping the tyres well, and the tubeless set-up maintaining. Our only criticism is with the Vittoria Terreno tyres. The Terreno tyres are superb and their graphene-infused compound supple, but in this Dry spec they’re hopeless when the ground is less than optimum.

£2,989.00 Weight 16kg (L) Frame 6061-T6 aluminium Fork Carbon Gears Shimano GRX RX600 shifters, RX812 rear mech (42, 11-42) Brakes Shimano GRX RX400 hydraulic disc Wheels Hunt 4 Season Gravel X-wide 700c rims Emotor Fazua Evation 250W Finishing kit Ritchey 4-Axis alloy stem, Ritchey Butano Comp S alloy bar, Vittoria Terreno Dry G2.0 38c tyres, Uno Advanced Project carbon seatpost, Fabric Scoop Elite saddle

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Chapter Four

GEAR 112 HELMETS

114 SHOES

116 DROPPER POSTS

Protective and well-vented lids that cradle your cranium

Maximise power transfer in a lightweight, breathable package

It’s not just mountain biking that benefits from adjustability

118 WHEELS

120 TYRES

122 GPS BIKE COMPUTERS

Carbon hoops that are built for business

Beat punctures, heighten grip, and ride faster and longer

Navigational nirvana with this trio of training tools

124 BAGS

130 COAST TO COAST

This is the place to find your perfect storage solutions

Our man’s essential gear that took him from Ilfracombe to Plymouth

GRAVEL GEAR

1 New MIPS design MIPS is built into the structure of helmet. The outer liner is anchored to the inner, allowing free movement in all directions.

2 Ventilation Helios has no fewer than 28 channels cut into the EPS foam core to allow air to flow freely across your head as you ride.

3 Cradle Giro’s Roc Loc 5 Air retention system gives a secure, comfortable fit that’s adjustable vertically and at the circumference.

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HELMETS

£229.00

GIRO HELIOS SPHERICAL Premium helmet for gravel riding giro.co.uk

emphasis on gravel riding. This means less focus on he new Helios Spherical is the aerodynamics and cooling and no bold ‘pro’ latest helmet from Giro to include colourways, instead opting for a different design and MIPS (Multi-directional Impact more muted colours. Protection System), a slip-plane The Helios is a compact helmet with a slimmer that vastly reduces rotational profile and a latticework of vents throughout the forces that can cause serious brain shell. Some 15 of the 28 vents are forward, which is injury in the event of a crash. This thin liner usually more than most modern designs. It also means the sits between the helmet and the pads, which in our vents aren’t so big as to leave you exposed should you experience can decrease the volume of a helmet, crash on rough, rocky gravel. altering the fit or impeding venting. With The brow pad has a clever tab section at the Spherical, however, Giro uses two EPS HIGHS the centre that draws moisture away (expanded polystyrene) foam liners held Fit; looks; when you’re working hard, so you don’t together by elastomer ‘anchors’ with a ball performance have perspiration dripping down onto and socket. This design allows the two LOWS your glasses; the pads are removable and liners to slide independently of each other. Expensive washable too. Ideally, we’d like the straps Giro says the Helios is a premium design to be removable for the same reason. (with a price to suit) but one that’s not Giro’s Roc Loc 5 Air retention system offers 3.5cm of aimed at the professional rider ranks. Unlike Giro’s vertical adjustment, while the micro-adjust dial other premium helmets – the aerodynamically takes care of horizontal fit around the cradle. optimised Synthe and the maximum-cooling Aether The minimal padding offers ample cushioning – the idea of the Helios is that it has 90 per cent of while the inside channelling keeps air flowing across those characteristics but in a package with an your head when you’re exerting yourself. The EPS foam core is well protected by the hardshell A supremely comfortable extending past the edges, leaving no exposed areas and well-vented lid with clever that could be damaged by an accidental drop. And at 303g (size large), the Helios is plenty light enough. MIPS protection

ALSO CONSIDER...

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ABUS GAMECHANGER £129.99

SPECIALIZED PROPERO III ANGI £110.00

At 282g for a large, the Gamechanger is one of the lightest lids, and Abus has given it a smaller frontal area than most. Venting is decent, it’s comfortable and fits well. The only downside is that the coarse straps don’t feel as good as they should.

The 305g Propero takes its cues from Specialized’s flagship models, featuring MIPs plus an ANGI sensor that will notify your emergency contact should you crash and send out a GPS beacon. A comfortable, highperforming helmet at a great price.

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GRAVEL GEAR

£219.99

SHIMANO RX8 SHOES Stripped-down shoes for gravel riders wiggle.com

and around the cleat plate. Instead of the usual p until now, Shimano’s offerings stud mounts up on the toe, the RX8s have a for the off-road roadie have come substantial rubber bumper around the toe, with direct from its cross-country a thicker centre section designed to enable you mountain-bike stable, topped to put your toe down at traffic lights without by the brilliant but expensive scuffing the front of your shoes. S-Phyre XC-9 (£319.99). Those On the bike the RX8s are quite simply superb. are light at 754g (size 45) but the RX8s better that The lightness makes them feel like a road shoe, by some margin at 628g (size 45). Just how has and the sole is stiff without being unforgiving. Shimano shaved over 100g from its premium offFor the sections where you may have to walk or road shoe and given it a price of £100 less? run, the flex in the sole is forward of the cleat plate First, it has stripped down the elements of an (just behind your toes) so even running in the RX8s off-road shoe and combined it with the lightweight feels more natural than a standard MTB XC shoe. PU upper of a road shoe. The upper is constructed in The upper is close-fitting and breathable one piece, perforated for breathability and the amount of adjustment afforded and finished in a multi-coloured silver HIGHS by the BOA is spot-on. The toe strap is camo finish with reflectivity built in for Lightweight, well placed and doesn’t create a crease the multi-day adventure rider. The supreme comfort, with this tester’s feet, though it might closure is from a single BOA IP1 dial and a great design if you have a narrower foot shape. short Velcro strap across the forefoot. The LOWS The bonded rubber grips on the outsole fit is road-shoe close, and the Silvardur Rubber tread work well and provide purchase, insole is anti-bacterially treated and wear even in the mud. The downside is that comes with standard and high instep the soft durometer of the rubber that inserts to tune the fit. makes it so grippy shows signs of wear after a few The sole is where most of the weight has been hundred miles. As these are non-replaceable, that’s trimmed. The carbon sole is rated 10 out of 12 a concern. Overall, though, a recommended pair (compared to 12 on S-Phyres) for a little more give. of gravel shoes. The sole has TPU rubber grip sections on the heel

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MAVIC ALLROAD PRO £225.00

SIDI EAGLE 7 SHADOW £175.00

The carbon sole has a bonded rubber tread that provides grip and protects the carbon. The Matryx material upper is incredibly thin with Kevlar interwoven for strength and protection. If you want a pair of light (622g a pair) gravel shoes that are road-shoe stiff, then look no further.

If the fit’s not quite right, Sidi offers a mega-fit option for larger-volume feet where the upper is 4mm wider across the board. All of the grip pieces on the Nylon SR17 sole are bolted in place and you can get spares for the strap and buckle. The 7s are comfortable and they’ll last a long time.

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GRAVEL SHOES

1 2

1 clamping mechanism The BOA system keeps your feet securely – and comfortably – in place. It’s engineered to perform in all weather conditions.

2 power transfer The stiffness of the carbon outsole maximises the wattage you generate. Rubber grip sections aid comfort when walking.

3 toe protection The substantial rubber bumper around the toe area’s designed to prevent scuffing when putting your feet down.

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GRAVEL GEAR

1 Flexible lever A remote lever has adjustable tension and can be positioned to be accessible from riding on the drops or the brake hoods.

2 EASY FIT Separate saddle rail clamps and seat-angle adjustment mean simple fitting; it’s quick and easy to get the right position.

3 CHECK SIZES The FSA Flowtron 27.2 AGX requires 164mm from seatpost clamp to saddle rail to work on your bike.

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DROPPER POST

£269.95

FSA FLOWTRON AGX

Adjustable seatpost for gravel and beyond fullspeedahead.com

bracket to get the cable from down tube to seat tube. irst, a full disclosure: this tester If you’re unsure about how to do this, we recommend hasn’t ridden on a mountain getting your local bike shop to fit it for you. bike without a dropper for about It’s possible to adjust the tension on the lever to 10 years. But an adjustable seatpost firmer/softer, but a word of caution: the adjustment on a gravel bike? The advantages is made at the base of the post so don’t complete your on more technical terrain are set-up, cut the cable and re-tape your bars before obvious. Dropping the saddle gives increases deciding you want to change it. Likewise with the confidence to your handling, enabling you to lever, as it can take a few tweaks before you align it move your weight around much more, avoiding just right for accessibility from both the restrictions you experience when the dropped and hood riding positions. It’s saddle is at full height. It’s away from that HIGHS vital not to cut anything until this is done. terrain that the advantages of a dropper Ergonomic The rate of the spring is fixed and in dry seatpost on a gravel bike are a surprise. thumb lever with weather that hasn’t proven to be an issue, For example, lowering the saddle on road custom tension the response has been immediate with no descents changes the balance and makes LOWS break in ride flow. However, in wet or you faster and more stable. It’s great for Return spring muddy conditions, dirt or grit can slow easy dismounting at gates, too. isn’t adjustable the response. The saddle becomes The FSA Flowtron AGX has a 27.2mm unwilling to return and the spring isn’t diameter (making it compatible with most strong enough to overcome it. Adding a saddle bag gravel bikes), 100mm of travel and a remote lever that causes the same problem. Are these niggles deal works with drop bars. Out of the box, you need to be breakers? Certainly not. In a relatively short time we aware that you’ll need at least 164mm of exposed have assimilated the dropper seatpost into our gravel seatpost for this to fit your bike. Also, be conscious rides easily and we don’t want to go back, thank you that the internal cable routing takes time and care to very much. Personal choice will dictate whether it’s set up. You’ll need to remove the bar tape to put the for you or not, but our advice is not to assume that lever clamp in place and, depending on your bike, droppers only have a place on more technical terrain. you may need to remove the chainset and bottom

ALSO CONSIDER... PRO DISCOVER DROPPER POST AND DROPBAR LEVER £199.00 This 27.2 diameter post comes with a rocker-switch lever that’s designed to work from both the drops and hoods. Push the lever to drop the post low and pull to rise up. We’ve been running it for more than a year and it’s been flawless.

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CRANK BROTHERS HIGHLINE XC/GRAVEL DROPPER + DROPPER LEVER £180 + £52 The Highline post will fit most gravel and cross-country trail mountain bikes and is available in five sizes for more versatile fitting options. All the sizes use the same drop-bar remote, which is sold separately.

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GRAVEL GEAR

1 PICK YOUR SIZE The 21mm internal width works with a range of tyres from a road-oriented 25mm to a gravel-specific 50mm; a sealed channel makes tubeless set-up easy.

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2 DIFFERENT SPOKES

3 NEW DEPTHS

The differentiated G3 spoke pattern has been designed to balance braking and power, making for a safer, more confident ride – and it looks great.

Different rim depths (40mm at the rear, 35mm at the front) give a combination of stiffer, more responsive power transfer and extended ride comfort.

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WHEELSET

£1160.00

CAMPAGNOLO SHAMAL C21 DB 2WF XDR CARBON Gravel-specific wheels built for business campagnolo.com

of the bearings. Incredibly smooth, they generate his is Campagnolo’s first carbon momentum fast and maintain rolling speed supergravel-specific model, brought out efficiently; it is an advantage that’s apparent not just in conjunction with their 13-speed over standard wheels but other carbon wheels. gravel groupset, Ekar. The 21mm The spoke construction and the difference in rim internal rim width will work with depths underline the attention to detail that has been road tyres or chunkier sizes up to paid to ensuring a fast, balanced performance. The 50mm and a sealed channel makes them tubeless front wheel is stiff enough that the compatible. These 1585g-a-pair wheels steering is precise and immediately have an easily serviceable cup-and-cone HIGHS responsive, something that’s particularly bearing system and, interestingly, a Class-leading noticeable at speed or cornering. It means differentiated 40mm rim depth on the comfort; easy you feel connected to what’s under the rear wheel and 35mm on the front. In tubeless fit wheel but it’s comfortable enough that it theory, this gives more responsiveness LOWS knocks out road chatter through your where you need it at the back combined No 650b hands. The stiffer rear is obvious – there is with a more forgiving feel under the bars. no delay to any increase in power and In short, it should be all power at the back when moving out of the saddle the bike instantly and comfort at the front. surges with no obvious deflection. Throughout the test we ran 40mm tyres and a We have had the privilege of riding on many SRAM 12-speed gearset. The tubeless set-up was different types of expensive carbon wheels and simple and with no liner, no joins and no potential these, at half the price of most, would give many of for leakage, it was incredibly easy to fit the tyres. them a run for their money. If you’re obsessive about We took a ride on both teeth-juddering hardpacked weight you may want to pay significantly more to flinty tracks and the special suck of waterlogged clay, shave off 100 grams a wheel, but in the real world clocking up 1000 miles on the C21s, and what really most of us can shed that by minimising our snacks. stood out – in all conditions – was the high quality

ALSO CONSIDER... VISION SC55 £1150.00 Available in rim and disc versions, this aero wheelset comes with 55mm deep rims and a 19mm internal width. At 1566g a pair they are a decent weight, and the price includes rim tape, valves and wheel bags for disc wheelsets. For rim-brake wheels you get skewers, pads, tape and bags.

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HUNT 30 CARBON AERO DISC £799.00 These 30mm-deep carbon wheels weigh just 1340g, while their 27mm external width and 21mm internal width offer an aero benefit across various yaw angles while allowing wider tyres. Hunt offers them pre-fitted with either Hutchinson or Schwalbe tyres.

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GRAVEL GEAR

£59.95

CONTINENTAL TERRA SPEED/TRAIL TR Continental makes a foray into gravel continental-tires.com

all over for hardpack and mixed surfaces. The ombining technology from more aggressive 435g Trail is Conti’s grippiest Continental’s existing road and gravel tyre aimed at mixed or wet conditions. mountain-bike tyres, the new Both come in 35mm or 40mm widths for 700c Terra Speed and Terra Trail or 650b wheels. tyres share a 3-ply 180 TPI With dry trails a distant memory, we fitted ProTection casing and Black the grippier Trail on the front and smoother Chili Compound rubber. Speed on the rear. Starting out at 44psi, the ride ProTection technology is an extra casing layer was quick on the road, but once on a that reduces the risk of pinch flats firm, stone-strewn track, impacts felt at lower pressure. Continental’s HIGHS a little hard. Lowering pressures by recommended inflation range for our Confident fit; around 5-10psi at the rear and a little 40mm tyres is between 44 and 73psi, supple, protective more up front improved grip. which alone makes pinch flats unlikely. casing The taller tread blocks and extra We fitted our test Contis on to some LOWS shoulder grip of the Trail manage soft, Mavic Allroad Pro Carbon wheels, High minimum wet ground far better than the Speed, which conform exactly to the 40mm recommended which spins on anything less grippy recommended internal rim width of pressure than wet grass. With suitable pressure, 23mm. They were reassuringly tough to both tyres deliver fine feel and a wrestle on to the rims. The Trail seated good grip. immediately with a track pump, while the Speed The Terra Speed is almost road-tyre quick, until needed a blast from a charger pump; both remained things get too soft, but if it’s all-round, all-terrain perfectly placed while sealant was added. confidence you want in typical British conditions, The Speed and Trail mostly differ by tread the Continental Trail Speed makes the most sense. depth, the 426g Speed has very shallow tread blocks

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PIRELLI CINTURATO GRAVEL H £55.00 (each)

ZIPP TANGENTE COURSE G40 GRAVEL £64.00 (each)

Built with a low-profile triple-ply tread with strategically placed reinforcement and an anti-puncture wrap, it’s designed to withstand any amount of punishment from hardpacked gravel riding. A tyre for classic gravel terrain with some trail benefits.

Designed to provide more grip and control on gravel surfaces, as well as deal with rocky and muddy terrain as a result of a mixed soft-compound tread pattern. It is also built for durability with an anti-puncture Aramid beadto-bead protective strip.

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PERFORMANCE TYRES

1 1 tread carefully The knobbly pattern adds grip when taming gravel but still performs admirably on tarmac thanks to low rolling resistance.

2 robust edges An extra layer on the sidewalls better seals the tyre and protects against sharp debris.

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GRAVEL GEAR

£519.99

GARMIN EDGE 1030 PLUS Can Garmin improve on its iconic 1030? garmin.com

would be nice to be able to configure the data screen he Garmin Edge 1030 Plus replaces on a smartphone app, as seen with Wahoo. the original 1030 as the brand’s Nearly everything on the Edge 1030 Plus is top-end computer. It’s an almost controlled via the touchscreen. This is claimed to be overwhelmingly feature-rich GPS twice as sensitive as the outgoing model, and we device that can provide you with found that even with sopping wet hands or with more training, performance and gloves on, it works well. navigation metrics than you’ll ever really know what The computer now comes preloaded with two to do with. It’s also fearsomely expensive, but for bundled map regions. Route creation has over half a grand you get the largest screen improved but searching for addresses on and greatest functionality of any bicycle HIGHS the non-QWERTY keyboard is still computer on the market. Battery life is Touchscreen; cumbersome. The responsiveness of the also massively improved – you get a long battery life; unit and the map load times are definitely claimed 24 hours of battery life in regular comprehensive quicker on the newer Edge 1030 Plus but, mode, which we’ve no reason to doubt mapping in side-by-side testing, there was no judging by the outgoing Edge 1030’s LOWS consistency when comparing the load battery life. In terms of core functionality Edge 830 nearly as good for less times for route calculations. though, the original Edge 1030 and Edge A very welcome feature of the new Edge 1030 Plus are almost identical – it really is 1030 Plus is that it allows you to pause more of an evolution than a revolution. navigation to stop relentless U-turn notifications if If you already have a Garmin from the last six you make a quick detour to a shop, for instance. You years, the Garmin Connect app will automatically can then rejoin the course where you left, skip ahead port across your device configuration, including or rejoin further along the route. Garmin has connected sensors and activity profiles. Customising introduced automated personalised training plans data screens is very easy – you can set up new screens with this latest device, although to make the most of via the profile editor or you can change it on the fly. these you would also require both a heart rate However, certain metrics and settings aren’t filed monitor and a power meter. All in all, impressive. under what feels like the most logical place, and it

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WAHOO ELEMNT BOLT £199.99

SIGMA ROX 12.0 £349.00

The Bolt has it all when it comes to user-interface with all of the set-up done via a smart app and it syncs seamlessly with most third-party apps. If you’re looking for a GPS to track your performance plus impressive (15hour) battery life, all in a minimal package, then the Bolt is for you.

The hi-res touchscreen is clear, and it’s fully compatible with TrainingPeaks, Strava and Komoot, though Sigma’s own app’s a touch rudimentary. Navigation’s excellent with a good search engine and we particularly liked the gradient graphs and maps. Main moot point is battery life, which was just shy of seven hours.

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GPS NAVIGATION

1 big and beefy At 58x114x19mm, and 124g, it does look like you’ve stuck a small mobile phone on the front of your bike.

2 multi mounts In the box you get both an extended out-front mount (for 25.4-31.8mm bars) and a stem mount for the Edge 1030 Plus.

3 touchy feely The 1030 Plus’ touchscreen is far more sensitive than the 1030’s and works when wet, plus the display is clear and bright.

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BIKE-PACKING SYSTEMS

FULLY LOADED

Bikepacking? Cycle-touring? If you’re carrying kit on your bike there’s more than one way to do it... WORDS SIMON WITHERS PHOTOGR APHY RUSSELL BURTON

o take advantage of today’s gravel bikes, you can fit bags on to and within the frame and handlebar, using only simple fabric secured by Velcro, buckles or both. This does away with the need for fitted racks and frame mounts, so such packs will fit virtually any bike, dropbarred or flat. It also makes maximum use of every cubic inch of space available. On test we’ve got a classic pannier and handlebar bag pairing from Ortlieb and a similar, slightly less expensive set-up from Vaude. You can add front panniers, but many will stay in a hotel or inn so might not be needed. For bikepacking we’re pitting Apidura’s high-end Expedition top-tube bag, handlebar pack, compact frame pack and saddle pack against the more value-orientated range from Topeak. We discovered that you can use both systems over every terrain possible, from tarmac to gravel track and even riding rough-rutted fields with three-feet-high grass. While we always recommend travelling with as little kit as you can, if you want, or need, to carry volume and weight, panniers are the best choice. Once you’ve attached the rack and bar-bag fittings, removing them is pretty much instantaneous.

*** If you’re overnighting, because your kit will be spread out among several bags, you may need to

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remove them all at each stop and get very good at repacking and reattaching them. No matter how fast you get at threading straps around a frame or handlebar, it’ll never be as quick as slotting panniers in place. Just remember that the greater width and weight of a pannier-based set-up will have more of an effect on your bike’s handling, and if travelling loaded to the gunnels, we’d suggest splitting your load over front and rear panniers for better balance, rather than overfilling rear panniers. And while you can leave the tarmac at times, a heavily laden tourer is most at home on the road. Both the Ortlieb and Vaude systems proved easy to use, fit with just about any rear rack, are easy to adjust and very well made. Waterproofing is exemplary in both cases and both companies have high standards when it comes to the environment. The Ortliebs just about justify their higher price, and we preferred Ortlieb’s waterproof bar bag to Vaude’s water-resistant with separate rain cover version. Bikepacking requires a different mindset. It’s not exactly cycle-touring and stopping for pictures, as in that sense, kit is less accessible, but many more destinations are accessible. Of the two bikepacking set-ups, the Topeak is essentially half the price of the Apidura, but at least two thirds as good for most people. But if you’re going off into the wilds and wanted to protect kit, you might still be very tempted to spend the extra. Read on for the reviews…

BIKE-PACKING SYSTEMS

GRAVEL GEAR

£102.73

ORTLIEB ROLLER PRO CLASSIC PANNIERS PLUS ULTIMATE 6 S BAR BAG Bulletproof equipment from German legends ortlieb.com

ermany’s Ortlieb is probably the go-to company when it comes to cycletouring kit, its panniers having taken generations of tourists on adventures. Our set-up consists of high-volume 70-litre panniers and a five-litre bar bag; there are also front panniers if you’re loading the kitchen sink. While our pannier and bar bag aren’t colour co-ordinated, you could go red for both. Ortlieb’s large, tough bonded bags are made from waterproof polyester tarpaulin . Classic by name, classic by design, they’re easy to adjust, using small inserts to fit most rack diameters, all without tools. The lower hook clips the bag to the rack’s vertical struts and offers a range of fitting positions. The hooks are replaceable, but our experience of Ortlieb

suggests they’ll survive loads of abuse. At 1164g each they’re heavier than the Vaudes, also reviewed. They can be fitted to either side, and carrying straps and large reflective patches add to a fine allround package with impressive levels of waterproofing. Just roll the top down tightly and secure the buckles to keep your kit dry. It takes a few minutes to mount the rack for the Ultimate bar bag, using Ortlieb’s own bracket – though it also works with Rixen and Kaul’s KlickFix. The maximum load is 5kg and the volume is five litres. You can lock the bag to the mount, but if you’ve got your camera, bag or passport in it we’d suggest taking it with you. It’s waterproof, the top securing with powerful magnets, making it handy for maps, smartphones and GPS devices.

BIKE-PACKING SYSTEMS

£344.00

APIDURA TOP TUBE BAG, FRAME PACK, HANDLEBAR PACK AND SEAT PACK Impressive system at a solid price apidura.com

hile one litre doesn’t sound like much for a top-tube bag, we found this £42 one ideal for phone, snacks, multitool and money. The top waterproof zip is fast to access, two Velcro straps mount to the top-tube and seatpost or stem, and there’s a baffled cable port for device charging. The £96 nine-litre handlebar pack is a long tube with roll-up wrap-around ends secured by buckles, fitting snugly between drop bars. It attaches securely using three fabric straps, with an external bungee tie-down for stowage. It has the option of a 4.5-litre Accessory Pocket and also comes in a 14-litre size. The straps can be a little tricky to fit, and you need to remove it to pack and unpack it properly. The 4.5-litre, £88 frame pack is ideal for storing heavier items within the frame’s main triangle, so as

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not to affect handling. Full-length, waterproof zips on each side give access to a main compartment with internal zipped pocket, and narrower compartment for smaller items. A Velcro tab-covered port allows for hydration hose or charging cable. It’s ideal for spares, and its numerous tube straps keep it stable. The 14-litre £118 seatpack – also available in nineand 17-litre sizes – is useful. Two lengthy, grippy straps secure it to the seatpost, with two buckled straps for the saddle rails. Its roll-up opening allows for extension and compression, for more or less luggage, and it swallows heaps of clothing and sleeping kit. The High Density Polyethylene (HDPE) structure ensures it keeps its shape. Though exposed to road-borne spray, we found it reliably waterproof. In spite of its size we didn’t find it a hindrance, even when crammed full.

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GRAVEL GEAR

£205.00

VAUDE AQUABACK PANNIERS AND ROAD II BAR BAG Eco-friendly bikepacking set-up vaude.com

aude’s 48-litre symmetrical rear panniers are manufactured in Germany from PVC-free polyester tarpaulin. The welded waterproof panniers lived up to the claims, as when sealed down tightly these proved impervious to even a direct garden hose. In a further example of Vaude’s thinking, even the waterproofing has been achieved in an ‘environmentally-friendly way without fluorocarbons’. At 987g each they’re a little lighter than the Ortlieb equivalents. The Aquabacks are easy to use. The top clips are adjustable across a wide horizontal range, using small plastic inserts to adjust to different rack diameters. The lower fitting, which secures the bag to the rack’s vertical straps, is adjustable through 360 degrees and has a wide range of vertical and

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horizontal adjustment. There’s an inner mesh pocket, and if you want more storage Vaude also makes the 51-litre Aquaback Plus. The Vaude panniers (£130 for the pair) are tough, have all the features you need, carrying straps, reflectives on three sides and their capacity is adequate for the majority of your touring needs. It takes five to 10 minutes to fit the KlickFix mount for the bar bag (£75). Once sorted the bag clicks securely into place. It has a top and front pocket, and while it is water resistant, there’s a separate rain cover for heavy rain. It weighs 825g with fittings, has an eight-litre volume and can carry 7kg, which is more than enough for camera, phone, waterproof and other small riding essentials. It also proved secure and stable, though it’s best when packed out to stop stuff rattling around over rougher surfaces.

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BIKE-PACKING SYSTEMS

£189.98

TOPEAK SEAT PACK, TOP-TUBE PACK, FRAME BAG AND FRONTLOADER Versatile bags for the gravel adventurer topeak.com

opeak’s seat pack, available in three sizes, fits with a seatpost strap plus buckled straps over the saddle rails. We tested the 10-litre £52.99 option. A waterproof inner bag is supplied, and the roll-top closure prevents spray ingress. A reflective bungee tie-down and light mounts help visibility. With an outer that can get soaked, the waterproof inner is welcome, easy to fit and its less rigid exterior allows for unusually shaped loads. The generous top-tube-mounted bag (£24.00, 0.75 litres) is handy for frequently needed items. The yellow interior has a movable divider for customising space, and there’s a rain cover. There are two toptube straps and a strap for the head-tube or seatpost. Its sides are slightly more rigid than the Apidura version, which makes access a little fiddlier, and

doing so with the rain cover fitted takes longer still, but it is stable and well appointed. Topeak’s 4.5-litre frame bag (£48.00) has a reinforced base and hangs from two generous Velcro straps. Two more for the seat-tube and down-tube keep it in check, and a full-length waterproof zip on each side permits equal access to the storage space. The eight-litre, £64.99 Frontloader consists of a waterproof carry bag with roll closures at each end, an air- release valve to compress the volume and a semi-rigid stabiliser harness. Once the harness is attached, it’s useful and easy to use. Additional straps further stabilise the load, and allow extra gear to be strapped on. This is possibly Topeak’s best pack, the two-part design has great practical benefits, and if you’re making multiple stops, you might appreciate the reduced need for fitting and removing its straps.

EXPERIENCE

COAST TO COAST

Devon’s stunning and best travelled by bike. Writer James Witts hits the gravel, reporting back on the highlights and low points from a wet weekend Above A good chunk of the route takes in the impressive Tarka Trail; the bulletproof Genesis Datum

This was our – my mate Kempo and I – first bikepacking adventure, cycling from Ilfracombe to Plymouth. Total distance came in at around 110km, including around 1800m climbing. That’s why we pencilled in an overnight pit-stop at Hatherleigh in Mid-Devon. I rode the Datum Disc Gravel from Genesis. Its carbon frame and fork kept weight under 10kg, which proved fruitful over the undulating terrain – especially so as it had to lug my 14-stone frame around plus my bounty of bags. Key to my bikepacking efforts came in the form of an Ortlieb seatpack. This is my new best friend, sitting pretty off the back of my saddle and cradling my clothes with love and stability. I love connecting with Mother Nature and camping beneath the stars. I also love staying in cosy hotels that are warm enough to dry out sodden bike shoes. That’s why we dispensed with ideas of wild camping and instead used up my mate’s hotel points on Friday- to Sundaynight accommodation. A good move. The two days were equally split, so around 55km each. Terrain varied between country roads, former railway lines and the occasional

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full-on gnarly section. The first of these arrived on day one leaving Woolacombe. This opening off-road foray was greeted by a downpour of Biblical proportions. Remember: invest in a good waterproof. I hadn’t. Fremington Quay Café aside the Tarka Trail proved friend and foe. Our refuelling stop included the most succulent crab I’ve ever tasted. It was truly delicious and I feared they made a fiscal loss on my gluttony. Chapeau to the chef. Sadly, the redistribution of bloodflow from limbs to stomach slowed the pace somewhat during part two of day one. I’d also recommend flicking the beer offswitch. Our overnighter in Hatherleigh coincided with England’s quarter-final against the Ukraine. The jubilation of concluding day one married with football (for the time being) coming home proved too much for our fading willpower. Day two started beneath climatic and alcoholic grey clouds. I don’t think I spoke for the first hour of a torrential day two. I awoke from my malaise when a roadie waved us down after puncturing. “This is bad enough but repairing a deflated tyre in this rain takes it to another level,” I pondered. A degree of schadenfreude lifted the spirits. (And I gave the punctured party my mini pump to assuage my guilty thoughts.) We finished at the Barbican in Plymouth. I was proud of myself but prouder of my mate, who’d rarely ridden outside and coped admirably with the parcours and pond-like roads. Oh, and the moorland section that saw me tumble like a felled tree. Roll onto our next (hotel-based!) bikepacking adventure.

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