Explore & Escape - Cycling Plus - March 2021 by Immediate Media Company London Ltd.

BEST BIKES FOR WINTER MUST-HAVE MILE-MUNCHERS WITH MUDGUARDS PUT THROUGH THEIR PACES P28

THE UKâ&#x20AC;&#x2122;S BEST SELLING CYCLING MAGAZINE

ISSUE 376

MARCH 2021

RIDDEN & RATED

WINNING FORMULA DOES THE BIKE THAT ALBERTO CONTADOR BUILT HIT THE MARK? P8

TRAINING

POWER PACKED LUNCHES!

ADVICE

SIMPLE TRICKS TO BOOST YOUR MOTIVATION P94

No.1 FOR NEW GEAR OV ER 4 0 PAGES OF E X PERT R E V IE WS INSIDE !

HOW TO TRAIN ON YOUR BREAK P62

UPGRADE

12 TYRES TESTED! GO-FAST RUBBER RATED P68

PLUS CRUSH THE COLD

MEET THE RIDERS WHO WAGED WAR ON WINTER AND WON! P88

FEATURED BIKE: SUPERSIX EVO NEO 1 DURA-ACE Di2

This is everything you love about road riding - amplified. cannondale.com

An e-road bike thatâ&#x20AC;&#x2122;s built to fly. Hills flatten. Headwinds vanish. Speed prevails.

SuperSix EVO Neo Neo means electric.

ISSUE 376

MARCH 2021

HIGHLIGHTS POWER HOUR 62 Transform your lunch hour from lazy to punchy

BRISTOL BIKE PROJECT 82 Inside the community bike co-op that breathes life into tired bikes

COLD RUSH 88 The stories of cyclists who waged war on winter â&#x20AC;&#x201C; and won!

RELIGHT YOUR FIRE 94 Discover new ways to motivate your riding

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Matt Ray is in the roller coaster lanes of the South Downs P122

Four ’guard-equipped bikes on test

Ortlieb Back Roller vs Vaude Aqua Back

Bont Vaypor S Hologram

HJC Valeco

GEAR & BIKE REVIEWS… NEW BIKES 8 First rides of Aurum Magma Zipp, Trek Domane+ LT 7 ebike and BMC Teammachine ALR Disc Two

MUDGUARD BIKE TEST 28 With the British weather threatening more rain than ice, being on ’guard is essential for winter riding

INSIDE EVERY MONTH…

NEW GEAR 42 Lezyne Connect Smart 1000XL light set, Fabric Line-S Pro Flat saddle, Castelli coldweather outfit

Rob Ainsley on the end of a legend 26

TYRES GROUP TEST 68 28mm tyres are the size of choice on the majority of road bikes now. We’ve got 12 to test!

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BROMPTON BIKE TEST

58 Behold, the Specialized S-Works Aethos Dura-Ace Di2, a bike that obliterates the UCI’s 6.8kg weight limit

100 Brompton’s folding ebike goes up against another from the brand that’s instead fitted with Cytronex’s conversion kit

TRAINING CAMP

20 Features editor John reacquaints himself with the joys of the winter ride, we profile three awesome routes in magnificent Worcester and consider how Aberfoyle wants to be known as the gravel capital of Scotland

109 How to... ensure you get the basics right; take on big rides, like record-breaker Mark Beaumont; avoid illness when you’re training hard; and perfect a tasty ham, spinach and mozzarella lasagne

BIKE SHED Norman Lazarus is in a spin (class) 112

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THE BIG RIDE

Ned Boulting gets lost in Coventry 130

122 Matt Ray doesn’t quite know what he’s got himself into as he heads to the lumpy lanes of Sussex for a ride with Hunt Bike Wheels’s Simon McNamara, a notoriously strong presence on the region’s racing scene

120 Senior tech editor Warren’s GT Grade gravel bike long-termer is going stronger than ever and he’s been busy recalibrating its componentry for the winter and the off-road terrain that he rides

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MARCH 2021 5

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FROM THE EDITOR... OR For me, one of the biggest casualties of the past year has been a constructive lunch break. In nine plus months of working from home, I can count on the fingers of one hand the rides, runs, or even times I’ve left my desk for more than 20 minutes, that I’ve managed in the middle of the day. So, even if nothing else changes for a while, I’m determined to make 2021 the year of an active lunchtime. Rather than sitting at my desk with a disappointing sandwich, I’ll use the ad advice on page 62 and get some som exercise!

Rob Speddi Spedding i Content Director

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HIGHLIGHTS… GUARDED RESPONSE For way too long I spent my winters getting a very wet backside as I didn’t own a bike with mudguards. Thankfully, I have seen the error of my ways and I now own a bike with ’guards. Winter rides are so much better! p28

ONLINE EXCELLENCE There’ s a chance that we might not be back to normal when you read this, so if you’re looking for a nice distraction I’d like to recommend both the BikeRadar podcast and YouTube channel. Check them out for cycling light relief!

GET IN TOUCH… If you’ve anything you want to say you can chat with us via @cyclingplus on Twitter, CyclingPlusMagazine on Facebook and cyclingplus on Instagram. And, of course, you can always email us at cyclingplus@immediate.co.uk. And don’t forget to visit cyclingplus.com!

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Contador and Bassoâ&#x20AC;&#x2122;s goal? To produce the fastest all-round road bike

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Going for gold Aurum Magma Zipp 9799 (circa £8900) Alberto Contador and Ivan Basso make their debut as bike designers lberto Contador and Ivan Basso are two former professional riders with big reputations and multiple Grand Tour wins between them. And with their collective 31 years of racing, El Pistolero and Ivan the Terrible have the experience, they believe, to launch their new bike brand, Aurum, into the very crowded and technically advanced realm of modern road (super)bikes. Aurum is Latin for gold and the name Magma is inspired by Mount Teide on the Spanish island of Tenerife where much of the developmental test riding of this bike took place. Core to the new bike’s creation, says Aurum, was input by the two owners. The goal, as you’d expect, is to produce the fastest SPECIFICATIONS all-round road bike. Weight 6.91kg So you’d anticipate a cutting(58cm) edge, aero-optimised, fully Frame Carbon integrated machine following Fork Carbon Gears SRAM the lines of the latest models Red AXS with from BMC, Specialized or power meter (48/35, 10-33) Cannondale. In fact, Aurum has Wheels Zipp delivered a much more nuanced 303 NSW design. The bike’s shape draws tubular disc (test bike – inspiration from road bikes of production the duo’s race days; the twobikes get the tubeless triangle design is reminiscent version) of Basso’s Cannondale SuperSix Brakes EVO or Contador’s pre-aero SRAM Red hydraulic disc Trek Madone. But unlike those Finishing kit round-tubed classics, the Magma Zipp SL speed carbon stem, has gained aerodynamics where Zipp SL 70 needed, according to Aurum. Ergo carbon The front end is all about bars, Zipp SL Speed 20mm aero, with the head tube and offset carbon down tube both using NACA seatpost, Prologo (US agency National Advisory Scratch M5 Committee for Aeronautics) Nack saddle, profiles. The aero profiles have Schwalbe Pro One Evo had the long extended tails 25mm tyres chopped. The kammtail has been

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Six types of carbon make up the Magma frame

Pro experience with the Quarq power meter

seen on many bikes, including past guises of the Trek Madone. These D-shaped tubes ‘cheat’ the air into acting as if the long tapered tail was in place, making for less drag. It’s also strong torsionally and light too. The back end of the bike eschews aerodynamics in favour of ride dynamics. Aurum argues that the back end of the bike has disrupted airflow from the rider so it’s better to concentrate on ride feel and responsiveness rather than ‘cheating’ the air. It claims that a standard rear triangle, where the seatstays meet the seat tube HIGHS Superbly at the junction with the top racy; fast tube, achieves this goal far more handling and readily than being dropped low, fast climbing such as the latest bikes from Specialized or Cannondale. LOWS The stealthy The head tube features finish is internal cable routing called the understated; ‘head tunnel’, which Aurum this is not a bike for more claims is a more simple and leisurelighter design than most. The orientated head tunnel is essentially a riders slot that runs down the front of the head tube housing the BUY IF... You want brake hoses internally, which a responsive channels them into the frame bike with and fork for a clean look. It also exceptional handling and means you can run a standard drivetrain headset and any bar-and-stem stiffness combination you fancy. This

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Kammtail: now a common site on aero bikes

The Prologo Scratch saddle features multi-density padding

is something Basso and Contador agreed on; throughout their careers, both wanted the freedom to choose bar-and-stem combos as they had issues with restrictive one-piece designs. The Magma comes in three pure superbike builds. There’s a Lightweight build with the German brand’s wheels, bar, stem and seatpost, plus Shimano Dura-Ace Di2; an Enve build with the Utah-based carbon expert’s suite of components plus, again, Dura-Ace Di2; and the bike tested here, on which Indianapolis’s finest, Zipp, provides the new 303 Firecrests and SL carbon components, plus SRAM Red AXS with the power meter option in place. The 805g frame is built from six different types and grades of carbon fibre and multiple resins to tune the frame’s character, adding compliance where needed (seatstays and top tube) and essential stiffness through the drivetrain. As soon as you start to spin the pedals, the Magma feels special. The lightness through the bike is admirably balanced with incredible levels of stiffness, making for a bike that effortlessly projects forward with every pedal stroke. It also

The Magma climbs with such responsiveness that we actively looked for hills when out on test rides Zipp finishing kit is of reassuringly premium quality

climbs with such responsiveness that we actively looked for hills when out on test rides. The feel as you roll across tarmac is one of firmness but, just like the stable of bikes that inspired the Magma, it isn’t harsh even on broken surfaces. Our test bike was shod with Zipp 303 tubulars rather than the production bike’s 303 Firecrest tubeless. The switch to tubeless means a rim that’s a little wider. This will shape the tyre differently and, in our experience, does add a bit more compliance, plus the frameset is capable of running up to a 30mm-wide tyre. The drivetrain is SRAM’s finest, simplecontrol wireless AXS system with a 12-speed range that’s the equivalent of a racy 52/36, 10-33. The Red group here includes the crank spiderbased Quarq power meter option. SRAM’s Red hydraulic brakes offer plenty of stopping power and, reassuringly, remained noise-free once the pads and discs had bedded in. The contact points on the Magma are all of premium quality. Up front, Zipp’s carbon SL stem is rock-solid stiff, while the accompanying SL 70 Ergo carbon bar has been designed to match the SRAM shifters perfectly. The bar’s mid-length 70mm reach and 128mm drop is ideal for this bike – not so deep that you’re overstretched. Out back, the carbon post has 20mm of offset, and the unidirectional construction offers compliance when combined with the leverage of the offset. Prologo’s classic Scratch saddle is both light in its Nack (carbon) form and comfortable

Magma’s head tunnel system runs cables into fork and frame

with it, thanks to its multi-density padding and multi-flex zones on the hull. As mentioned, the ride position is pure race heaven with that long, low but sustainable position secured via a 400mm reach and 589mm stack (on our 58cm test bike). The wheelbase is 1008mm with short-as-they-dare-on-a-discequipped-bike 410mm chainstays. The head angle is a steep 73 degrees and the fork offset a tight 44mm. We don’t need to overly concern ourselves with those numbers. Just rest assured that the Magma is as rapid-handling and nimble as modern race-orientated bikes get. The finish is understated to the point of anonymity. Available in matte black and metallic light blue, a bike that’s this unassuming is a good thing for some of us. Others, however, may want to shout about the fact that they’re riding something special. At current exchange rates, the Magma is around £8900 – a whole heap of cash to spend on an unproven brand. While Contador and Basso seem to have made the bike that they want to ride, success at this level remains tough and is in no way assured.

THE VERDICT A sparkling debut that deserves a place in the superbike market The production bike will roll on 303 Firecrest tubeless rims

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PHOTOGRAPHY RUSSELL BURTON

Rest assured that the Magma is as nimble as modern raceoriented bikes get

MARCH 2021 11

Lean, keen & supreme BMC Teammachine ALR Disc Two £1999 Mid-range rocket from Switzerland f two thousand pounds seems a lot for an aluminium-framed bicycle, just look at the similarly priced Specialized Allez Sprint and Trek Emonda ALR models. At this price point, you’re buying the best alloy around. If you opted for carbon it would be more likely to be a brand’s second- or third-tier carbon, plus it’s not all that long since alloy bikes not as advanced as the ALR were winning tours. BMC is cagey about the grade of aluminium used, simply calling it “Teammachine ALR premium alloy”. Terms such as ‘hydroforming’ and ‘hidden welds’ often seem like box-ticking, but in this case the liquid shaping of the tubes is subtly aggressive, and the welds are smoothed without removing too much material. Tube butting is size-specific, meaning that the way

Dropped seatstays allow for vertical flex

It accelerates like a performance bike without feeling twitchy, picking up speed in a consistent, assertive manner Liquid shaping of the tubes and ultra-smooth welds

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each tube is manipulated is intended to give the same rider-experience by way of comfort and performance benefits, regardless of frame size. As an early adopter of the dropped seatstay design, it’s no surprise to see BMC include it here. By joining the seat tube lower down, it offers a little rearward flex in the seat cluster for added comfort. Those seatstays are flattened in profile and have thin walls to allow vertical flex without compromising lateral rigidity. Further benefit is a stiffer rear end via shorter stays. The seat clamp is integrated, accessible only via the adjustment port on the underside of the top-tube/seat-tube junction. The seatpost itself is a proprietary D-section carbon unit, whose primary function is to add a little extra rearward flex, improving comfort still further. The all-carbon fork is similar to the pre 2021 Teammachine SLR’s front end, and the brake hose is internal but only from the crown, not all the way up through the head tube as with the current SLR. A threaded bottom bracket means increased longevity and simpler maintenance, and while internal routing is more fiddly than external, BMC has made the cable runs straightforward and used good-sized, removable exit ports. This 54cm bike comes with a 110mm stem and 420mm bar, each as neat as you’d expect.

The ALR performs well under 105 braking

D-section carbon seatpost adds comfort

SPECIFICATIONS

Fast handling and a smooth ride

LOWS Rattly brake levers are a minor irritation

BUY IF... Ride quality is more important than material choice

Shimano supplies its 105 brakes and while its RS170 wheels are listed under the 105 umbrella, they aren’t visibly marked as such. Conversely, the 172.5mm RS510 cranks and HG601 chain are ‘non-series’ offerings, not officially aligned with a groupset but pitched on a par with 105. Chainrings are 34/50, offering a huge gear range paired with the 11-32 Shimano 105 cassette.

Subtly superb Everything about the ALR’s ride is understatedly brilliant. It accelerates like a performance bike should, whether beginning training intervals halfway up climbs or racing your mates to the cafe. It does so without ever feeling twitchy, instead picking up speed in a consistent, assertive manner. Under braking, it’s amazingly unfussy, too. Whether gently scrubbing off speed or chucking out the anchors, there’s no disconcerting fork flex to destabilise the bike and jangle nerves. The only criticism is of the brake levers rather than the bike itself. We got an annoying rattle from the levers that we couldn’t fix; not something we’ve experienced before. The ALR’s handling is pleasantly predictable; it never felt out of its depth even when we were purposely trying to ride the wheels off it – which ended up being most rides. Turning is

undertaken with an element of familiarity that usually takes a few more rides. The BMC website describes its “Tuned Compliance Concept” as improving comfort and traction on all terrains. While we appreciate that doesn’t sound like much more than marketing bingo, we did consistently find ourselves taking familiar corners with a noticeable amount of vigour. It’s not as comfy and cushioned as a Specialized Roubaix or a carbon Trek Domane, but this is a two-grand bike we’re talking about. A two-grand aluminium bike. Even on 25mm tyres (it’ll take 28mm comfortably), the ALR Two is as compliant as any similarly-priced carbon bike – and noticeably more so than most. Ultimately, this is an extremely good machine. It performs above average in every metric that matters: comfort, handling and fun. If you’re after a road bike and have a couple of thousand pounds to spend, this should be on your shortlist.

THE VERDICT Solid proof that carbon doesn’t completely rule the roost

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PHOTOGRAPHY ROBERT SMITH

HIGHS

Weight 9.33kg Frame Teammachine ALR premium alloy Fork Teammachine ALR carbon Gears Shimano R7000 105, 172.5mm, 34/50 Wheels Shimano RS170 Brakes Shimano R7070 105 Finishing kit Vittoria Zaffiro Pro Slick tyres, BMC RSM 01 stem, BMC RAB 03 bars, Velo VL-1489 saddle, BMC carbon D-shape, 15mm offset seatpost, FSA integrated headset

MARCH 2021 13

Comfort and joy Trek Domane+ LT 7 £7050 Plush endurance bike with an e-kick rek’s latest e-road bike is similar to its first Bosch mid-motorequipped bike based around the Domane. Here, however, it has turned to an alternative Germanmade motor system. Out goes the heavyweight Bosch system and in comes the lightweight Fazua Evation, making this most modern of e-road bikes drop to just 13.8kg (58cm). And that’s not the full tale: the Fazua system is removable, so if you shell out for the optional down-tube cover (around £70), you’re left with a ‘standard’ bike just shy of 11kg. The Domane is the ideal choice for e-assistance as the chassis is highly versatile. Its on-road manners impress, while plush IsoSpeed front and rear design means it can handle light gravel duties, with the big-volume tubeless tyres playing their part, too. As a reminder, IsoSpeed is essentially a pivot (or ‘decoupler’, as Trek terms it) that replaces a traditional join between top and seat tubes, and provides a suspension-like softness to the bike’s rear without compromising bottom-bracket stiffness. Up front, the IsoSpeed takes a different form, where a traditional headset is replaced with a rocker cup. This design locks in the steerer tube laterally, but allows the steerer to flex fore-and-aft as you ride over bumps. The LT 7 comes with the superb Ultegra Di2, featuring a gear range of 50/34, 11-34 that’ll

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The versatile cockpit includes Blendr accessories

The control unit is neatly integrated into the top tube

suit most riders and ease you up any slope, even without the Fazua assistance. Trek’s component partner, Bontrager, provides every other element of the bike. The Aeolus Pro 3V wheels have great build quality and an excellent modern shape, with a 25.2mm internal rim width that plumps up the tubeless 32c tyres to near 35mm. Then there’s the slick cockpit that includes ‘Blendr’ accessories. We’re talking an integrated GPS/light mount with the carbon IsoCore drop bar that was designed for the Domane chassis and offers vibration-killing technology. Finally, there’s the slender but wellpadded and comfortable Arvada saddle. Comfort is what the Domane is all about in its ‘standard’ trim and Trek has mirrored it here, even accounting for the extra 2.9kg of motor system. You enjoy the same smooth ride over rougher surfaces, and same assured and swift cornering. Its rough-crushing abilities did result in this tester taking it beyond its edge, however; a 30+mph gravelly descent ended in a torn sidewall. So beware: if you take it way off the beaten track, you may want to beef up its boots. As for assistance, the Evation system delivers a maximum of 250W (unboosted). You access this power via a neat control unit that’s flush-mounted into the top tube. It has an on/off switch, +/switches and five LED coloured lights to notify you of charge level. With the Fazua software and

Even accounting for the extra 2.9kg of the motor system, it’s the same smooth ride you’d expect from the standard Domane

SPECIFICATIONS Weight 13.8kg (58cm) Frame 500 series OCLV carbon Fork Full carbon Gears Shimano Ultegra Di2 (50/34, 11-34) Brakes Shimano Ultegra hydraulic disc Wheels Bontrager Aeolus Pro 3V tubeless ready Electric system Fazua Evation 1.0 motor, 250Wh battery, Fazua touch remote Finishing kit Bontrager Arvada Elite saddle, Bontrager Pro IsoCore VR-CF OCLV carbon bar, Bontrager Pro 100mm stem, Bontrager R3 Hard Case Lite 32c tubeless tyres, Fazua Evation charger

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MARCH 2021 15

This is another brilliant e-road bike, with handling thatâ&#x20AC;&#x2122;s the epitome of endurance stability

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The Fazua system sits neatly in the down tube

app, you can switch modes between Eco, Moderate and Performance. In Moderate mode, the settings are green for low power (providing 100W and called ‘Breeze’ mode), blue puts in 210W (‘River’), and red 250W is ‘Rocket’. The Eco mode drops the power to extend the range, while Performance mode reaches a peak of 300W (Rocket/red). The Fazua is a clever system, closely matching your pedalling input so that power delivery is a gently rising, unobtrusive assist rather than a big dump of torqueHIGHS fuelled e-power. It feels almost Glorious natural. Fazua claims a classDomane comfort; leading 60Nm of torque from the unobtrusive motor. We’re sceptical about that assistance; as it doesn’t feel as powerful as a great range system like the Bosch Active Line potential Plus, which we tested recently. LOWS Then again, maybe it’s because High price; it’s so subtly delivered. doesn’t include We’re impressed with this the down-tube cover for nonsystem’s best range of 109.43km ebike use and 2205m climbing. It compares well with the range-extending BUY IF... battery equipped to the S-Works You want a Turbo Creo SL’s figures of highly capable endurance bike 172.168km and 1324m of ascent, with a clever and Cannondale’s SuperSix Evo kick in its tail Neo at 122km and 1124m.

The Trek’s 250Wh battery assists up to 25kph

IsoSpeed technology, front and rear, helps to dampen vibrations

Obviously, your riding style and speed, weight, weather conditions, topography and how you use the system all have an impact. With the Fazua, we tended to use the system almost like gears. On the flat, we had the system off (it stops assisting above 15.7mph); on climbs, we used it to get up to speed before stepping down to the most economic setting to extract the max out of the range. This Domane+ LT 7 is another brilliant e-road bike that’s up there with the Scott Addict eRIDE, Cannondale’s SuperSix EVO Neo and the Specialized S-Works Creo SL. It combines the smooth ride quality of the standard Domane with handling that’s the epitome of endurance stability and big-volume tyres that open up more than the road. This latest, updated Fazua system works well and it’s simply an impressive bike. The downside is the price. If, like most of us, it’s prohibitive, we’d suggest you take a serious look at the lower models from Trek, such as the carbon Domane LT+ with mechanical Ultegra at £4900 or the aluminium Domane+ ALR at £3500.

THE VERDICT Superb e-assist in a class-leading endurance bike Shimano’s reliable Ultegra hydraulics take care of braking

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PHOTOGRAPHY RUSSELL BURTON

The frame is constructed from 500 series OCLV carbon

MARCH 2021 17

EDITED BY JOHN WHITNEY

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THE BIG PICTURE

IMAGE ANDY MCCANDLISH

FOYLE’S TOUR It’s already home to one of the UK’s best gravel events in the Dukes Weekender, but the Scottish town of Aberfoyle is set for a more year-round influence on the gravel scene. Gravelfoyle, to be launched this spring, is the new brand name for the region, one that aims to promote the town as Scotland’s premier gravel cycling destination. Amid 200km of trails, three new waymarked routes from the town (of 10, 20 and 30km in length) will shortly be unveiled.

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MARCH 2021 19

THE SPIN

COLD FACTS John reacquaints himself with the joys of the winter ride, much to his surprise ecember saw the first-ever UCI Cycling eSports World Championships on Zwift take place, where many of the world’s top cyclists, including Anna van der Breggen, Rigoberto Urán and Tom Pidcock, competed for virtual racing’s rainbow jersey. It’s the cherry on top of the icing for Zwift in a year where it broke through into the mainstream of the cycling world, through circumstances – a global pandemic and all the stay-at-home orders it’s entailed – that nobody could have envisaged. In the spring, Zwift suddenly became the only racing, and in some countries the only riding, that anybody could do. I’ve embraced it over the last couple of seasons: riding 4621km and climbing 123,000 metres to date. This winter, however, I’ve stepped back into the real world. I’ll certainly be back on Zwift, because it’s tremendous fun, but I felt a compulsion to experience winter rides again. It’s been a number of years since I’ve been a committed participant of winter, instead heading into hibernation when the wearing of shorts got uncomfortable and emerging, squinting, at the first warm-ish sunshine of spring. But the pandemic has seen to those habits and

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JOHN WHI T NE Y FE ATURES EDITOR The longtime Cycling Plus staffer offers his take on all the comments and controversy on the frontline of the cycling scene

getting out on the road has been the only viable alternative to being stuck in my flat 24/7. And, I must say, it’s been a revelation. We recently asked readers on Twitter for advice on how people can keep cycling through winter and I thought I’d run through some of the answers as a way of explaining my rapprochement with wrap-up-warm cycling. @gazza_d perhaps summed it up best when he wrote: “The weather always looks worse through a window.” Now, I don’t have any tattoos, but if I were getting one, this little nugget might well be it, preferably emblazoned across my forehead and legible through a mirror to serve as a constant reminder to bite the bullet and head outside. From the comfort of a living room, the omnipresent leaden skies of a British winter hold little appeal, but with the right cycling clothing, there’s nothing to fear. I’ve actually found that, given my reluctance to turn on my central heating, I’m warmer out on the bike. @benwils wrote: “Get into a routine, don’t aim to do the same as you did in the summer.” For many, the pandemic’s routines – those long, repetitive days – have become, well, routine. At the start of lockdown, my routines, which involved beer by the crate from favourite local breweries, were less healthy than they are now, with extended lunchtime rides in the Bristol murk. At the beginning of winter, it’s hard to forget the joy of long days out in the warm sunshine. But, by this point on the calendar, winter rides are appreciated on their own terms. I ride neither with a computer or to time - I just ride slowly, at a constant speed. Like a shark, all I need to do is keep on moving forward. And in really bad weather, it also comes with the same dead-eyed stare. @Nigel_Craig’s suggestion was simply “Talisker”. I’m yet to have the pleasure and I get how a single malt might be close to the warming properties of a Merino wool base layer, but this, Nigel, would fall under the previously mentioned ‘bad routines’. @BahaNick16 says: “Studded winter tyre(s).” Nothing has made riding through this winter more fun than the Salsa Warbird gravel bike that I’ve been aboard throughout. I’ve not been on any actual ‘gravel’, but fortunately its 42mm tyres subsist on a diet of wet mud, of which there’s not exactly a famine in the scarred lanes of North Somerset. Rediscovering an enjoyment of winter rides was a fitting denouement to what was a very no-frills kind of year, largely confined to my immediate proximity. It’s been a time of going back to basics, of finding comfort in the uncomfortable, of fulfilment in the low octane, of a warming glow in the freezing cold.

ILLUSTRATIONS DAVID MAHONEY, MICK MARSTON

“Rediscovering an enjoyment of winter rides was a fitting denouement to a very no-frills kind of year”

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STUBBLE & CO ROLL TOP £105 Lightweight waterproof backpack K-based bag designer Stubble & Co has a new take on the classic roll-top backpack. The handmade Stubble & Co Roll Top is made differently to most. Rather than using heavyweight canvas like many of its rivals, Stubble & Co has opted for a lightweight material derived from recycled plastic. This makes for a waterproof 20-litre pack with all the features you’ll need that weighs in at just 980g. In contrast, Chrome’s highly regarded classic roll-top,

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the Barrage, tips the scales not far shy of half a kilo more at 1410g. The Stubble features two large pockets on the flanks with enough stretch to fit a large water bottle (and elasticated straps for retention). Twin compression straps enable you to stabilise the bag’s load, while inside there’s a padded sleeve (with an exterior waterproof storm zip) big enough to take a 16-inch laptop. An interior zipped pocket is lined with bold orange nylon so it’s easy to find what you’re looking for in the depths of your bag. The black exterior is complemented

with reflective piping (on the straps), inserts and print graphics. The straps are ergonomically shaped for a great fit. Meshed padding on the straps and a vented padded section that sits against your back make for a comfortable feel, even when loaded up to the 20-litre capacity. At 44cm high by 30cm wide and 15cm deep, the Stubble Roll Top is a good midsize bag that boasts enough capacity for an overnight stay, gym kit or to carry a change of clothes for your daily commute to the office.

W H Y YO U N E E D WHY YOU NEED...

FOUR ESSENTIALS 01 SQUIRE RETRAC 2 £17.99 Need to immobilise your bike when it’s in clear view, such as at cafe stops? The Retrac 2 is ideal – a threedigit combination lock with a 60cm-long wire cord.

02 TORQ EXPLORE BREAKFAST £5.99 This new cereal bar delivers

04 CASTELLI PRO THERMAL SKULLY £25 A favourite of Castelli’s pro riders for winter-training warmth, this under-helmet hat is constructed with flatlock seams and a light yet thermal fleece-lined fabric, and it won’t intrude on your helmet fit. A smaller-sized women’s version is available.

a big lump of energy thanks to 95g of carbohydrates and 25g of protein. Suitable

for vegetarians, it comes in three great flavours: enriched banana and mango, apricot and ginger, and cinnamon and raisin.

03 EFFETTO MARIPOSA CAFFÉLATEX SEALANT £12 (250ml) Unlike most tubeless tyre sealants, Caffélatex has a unique foaming action from the rotation of the wheel. It is claimed that this means faster sealing and more resistance to the sealant drying out over time.

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RIDES LOCAL KNOWLEDGE

ROYAL TUNBRIDGE WELLS A variety of rides in this most beautiful part of the country This salubrious spa town is surrounded by gently rolling countryside. While the Home Counties ain’t flat, the narrow lanes rarely challenge climb-wise – but the down hills can be delightful. Thanks to the common that adjoins the town’s shopping walkway, The Pantiles, you can be in the countryside direct from the centre.

ROUTE ONE WESTERN LOOP 63 MILES TOURER’S SHOWCASE A bit of everything: hills, heaths, ridges, reservoir, riversides, fine historic villages, and straightforward but rewarding climbs and descents mostly on quiet lanes. See AA Milne’s original Pooh Corner in Hartfield, Knole Deer Park, Penshurst Place and more. GET THE ROUTE: komoot.com/ tour/290586298

ROUTE TWO EASTERN LOOP 53 MILES GENTLE RURAL CIRCUIT NCN18 on cycle paths then narrow lanes to splendid Goudhurst. Tiny roly-poly back roads with varying views, then decentsurface tracks through Bedgebury Forest (road bikes are okay). NCN21 has more quiet lanes with gentle ups and downs. GET THE ROUTE: komoot.com/ tour/290586518

ROUTE THREE RAILTRAIL LOOP 34 MILES GRAVEL HALF-DAY Quiet woodsy lanes past High Rocks, then tiny country roads (sometimes farmmuddy) through rolling landscape to handsome East Grinstead (lunch). Forest Way’s popular rail trail back with good gravel surface and pleasant watery/rural views glimpsed through the trees. GET THE ROUTE: komoot.com/ tour/290586777

STOP FOR CAKES PRONTO BISTRO

GET SPARE TUBES WILDSIDE CYCLES

FANCY A PINT? THE MOUNT EDGCUMBE

HAVE BREAKFAST SANJAY’S CAFE

WITH FAMILY? THE COMMON

Cafe in garden/horse centre popular with local riders. Terrace tables, nice views, classy food and drinks. WHERE: Four Elms TN8 6ND

Very well stocked, friendly, big local shop for all bike types. Workshop, bike fits, parts, rides etc. Open 7/7. WHERE: Royal Tunbridge Wells TN1 2QL

‘Country pub’ in town centre thanks to superb setting atop common. Patio tables, restaurant, cask ale, own cave! WHERE: Royal Tunbridge Wells TN4 8BX

Early start? Full English breakfast (plus lighter/veg options) and coffee etc (curry takeaway too!) from 7am daily. WHERE: Royal Tunbridge Wells TN4 9QQ

Rocky outcrops to climb, picnic space aplenty, woodland paths and green space right in the centre. WHERE: Royal Tunbridge Wells TN4 8AH

24 MARCH 2021

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ILLUSTRATION TOM WOOLLEY

INSIDER TIPS

PURE CYCLING

30 Trailer mount

PRECEDE:ON THE CITY IS YOURS. Learn more about our e-bikes at canyon.com

Day returns

L I F E CYC L E

LIFE CYCLE

SLIDING DAWES So, farewell Dawes Galaxy. Is the touring bike an endangered species? Or will things go full cycle? cimitar Oryx; Candango Mouse; Aru Flying Fox; Dawes Galaxy... going, going, gone. (The first three are extinct/near-extinct mammals, not brand names. Though they do sound respectively like a gravel, folding and triathlon bike.) But yes. Dawes has discontinued the iconic tourer. No longer viable. It has gone to meet its frame maker in Taiwan. That’s sad. It was a nostalgic exemplar of the English-pattern steel touring bike, the sort you see in chirpy 1950s films: drop bars, comfy upright position, mudguards, rack, panniers. When ‘energy gel’ was the meat paste in sandwiches. But self-supported long-distance journeying, like nostalgia, isn’t what it was. Bikepackers cycle rackless now as they explore remote, unmanaged places, such as the bottom of their saddlebag as they rummage in vain for their gloves. And modern, domestic multi-day travel is often super-light. Why cart a tent when there’s a Premier Inn and Airbnb, or a boutique guest house in that former youth hostel? Why carry bags if you’re doing the End-to-End or North Coast 500 in an organised group with support van? Unencumbered, you can do a 100 miles a day, get it over with quickly, return

26 MARCH 2021

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ROB A INSLE Y WRITER & JOURNALIST Rob wrote The Bluffer’s Guide to Cycling and 50 Quirky Bike Rides, and collects international End to Ends. yorkshireridings. blogspot.com

home to watch your helmetcam video, see what it was like and decide if you enjoyed it. Tastes are changing. I recently contributed to a book on world cycle tours. Its ‘What to take?’ chapter suggested gravel, road or mountain bikes – but not tourers. I was taken aback, but the publishers presumably know their market. Ditto bike retailers, whose websites’ ‘touring’ sections are virtually all road and gravel models. I’m wary of the gravel bike thing. It makes sense in the Americas, where long-distance gravel roads form a major part of the network. Not Britain: bridleways, farm tracks and towpaths are usually MTB-bumpy, while surfaced non-tarmac such as railtrails and forest roads are too brief to warrant a specific bike. Your hybrid will do fine or a road bike at a pinch. Which would explain the flat tyres. That said, gravel bikes can make good tourers. Simply add mudguards, rear (and maybe front) rack, convert gearing to ultra-low ratios such as 24/34, raise the stem, switch from tubeless to conventional, maybe swap the frame for steel and away you go. It’s a shame touring bikes aren’t recognised as ideal allpurpose machines. They can haul a dead microwave to the dump, a child’s tagalong to school and a week’s shopping over potholed British streets. My partner’s utility bike is a Galaxy. My sister-inlaw’s is a Super Galaxy: over 15 years it’s helped her raise three kids. It’s outlasted five prime ministers and proved rather more trustworthy. But it seems the trad tourer’s near-extinct. Dead as a dodo. Or the Toolache Wallaby, Imposter Hutia and Red Gazelle (vanishing mammals again, but sound like cargo, BMX and town bikes). Or is it? The classic touring bike is even more niche than it was, but it’s still around. There’s still, just, offthe-shelf choices – Genesis, Ridgeback, Surly etc – plus choose-your-spec models from specialist supplier heroes such as Spa and SJS. I can source my all-purpose bike for a while yet. Until I go extinct myself, anyway. Besides, the Galaxy hasn’t been around forever. It started in 1971, later than I presumed. (Some of my bike tools are older than that.) So it didn’t feature in those 1950s films after all. Thinking about it, some bikepacked – saddlebags, bar-mounted luggage – then, too. Perhaps some things just go in, well, cycles. That’s the thing with Dawes: as one closes... So maybe the Galaxy will return. Rebranded as the Gravelaxy, say, in salmon pink. They could sell it minus rack and mudguards, and call it an adventure bike. And charge more. RIP Dawes Galaxy. Long live the touring bike.

ILLUSTRATION DAVID MAHONEY, JOE WALDRON

“The Dawes Galaxy tourer has outlasted five prime ministers and proved rather more trustworthy”

What possibilities does the road hold for your next ride? Find out with komoot! Discover great cycling routes in just a few clicks with .+*-/ .+ $ -*0/$)" .0-! ) ' 1 /$*) +-* ' . ) $"#'$"#/. - *(( ) 4 '* ' 4 '$./. '$) ) 1$" /$*) ) /# $'$/4 /* .4) 4*0- -*0/ 2$/# 4*0Garmin or Wahoo means youâ&#x20AC;&#x2122;ll never miss a turn. Explore more possibilities for adventure with komoot.

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With the UK’s winters delivering much more rain than ice, we’ve selected four bikes for every budget to keep you riding outdoors through the dampest days PHOTOGR APHY ROBERT SMITH

28 MARCH 2021

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BIKE TEST

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do-it-all gravel-cum-road machine designed in partnership with the much-missed ultra-endurance rider Mike Hall, who died in a cycling accident in 2017. So it’s a gravel bike equipped for big winter miles that combines huge all-road tyres and even bigger Fend-Off ’guards. Third on the agenda is another classic-inspired mudguard machine – the latest incarnation of Condor’s long-running endurance bike, the Fratello, which is disc-brake equipped. Like Tifosi there’s a strong Italian connection as Condor’s frames are built in Italy using Columbus tubes, and it’s finished with Campagnolo Centaur. Its rain-shedding prowess comes from (German) SKS Bluemells ’guards. Finally, we have Ribble’s titanium Endurance Ti disc. This all-new frame uses butted tubes and is built with attention to detail and matched to a full carbon fork. Ribble’s

Cyclists! Be on ’guard this winter and keep riding through the rain

legendary value for money shines through thanks to a full Ultegra disc group, quality finishing kit and a set of ’guards designed by Ribble, all for a price that some titanium rivals would charge for a frameset.

YOUR TESTER

udguard-equipped bikes have been a staple of road cycling for decades, with winter club rides likely to insist on covered tyres as there’s little worse than sitting in a chaingang with a constant spray of muck being delivered into your face. Like all chaingangs, my quartet of bikes on test covers the fiscal range, from just over a grand to top-level titanium at three times that price. The first comes by way of Italianinfused Tifosi via Leighton Buzzard, home of the UK’s oldest cycle distribution company, Chicken Cycles. The Tifosi CK7 is the brand’s closest thing to a classic British winter trainer. It’s a racy frameset built to take ’guards and running Campagnolo’s Centaur group. Next up, it’s a thoroughly modern take on the winter bike from Kinesis. The Tripster AT is its

WARREN ROSSIT ER SENIOR TECHNICAL EDITOR In the past, Warren’s been sceptical of mudguards, preferring to get wet rather than ride along with rattling, tyrerubbing fenders. With a raft of new mudguard-ready rides, however, he thought it time to revisit some classic accessory-equipped rides.

BIKE TEST

THE BIKES ON TEST... TIFOSI CK7 CENTAUR £1138.99 (£1099 £39.99) This new build for 2021 uses the classic CK7 alloy frameset and carbon fork combined with a Campagnolo Centaur drivetrain and Campagnolo wheels. The CK7 has been a huge seller for Tifosi in the past. Can this classic rim-braked bike still keep up with the fierce competition? The full-length Flinger Guards are a £39.99 option, which still adds up to a potentially great bargain winter ride.

KINESIS TRIPSTER AT £1910 (£1850 £60) The AT is a bike with practicality and comfort at its core. Kinesis thinks this winter build will see you through the dark, damp months and during your greatest adventures for years to come. For me, it’s a first to see bigvolume gravel tyres covered with equally big fenders. The price comprises the Kinesis AT frameset (£750), Upgrade Apex Hydraulic Build Kit (£1100) and Kinesis Fend-Off wide alloy ’guards (£60).

CONDOR FRATELLO DISC £2499.99

THE RATINGS EXPLAINED +++++ EXCEPTIONAL

A GENUINE CLASS LEADER ++++ VERY GOOD

ONE OF THE BEST YOU CAN BUY +++

London’s Condor has been building bikes, such as the Fratello, for longer than most of us have been around. After more than 70 years of experience designing bikes to cope with inclement weather, this company knows a thing or two about wet winter riding. The steel Fratello mixes classic material with up-todate specs, such as disc brakes and thru-axles. It keeps you dry thanks to SKS Bluemels ’guards.

RIBBLE ENDURANCE TI £3324 (£3299 £25)

GOOD

IT’LL DO THE JOB VERY WELL ++ BELOW AVERAGE

FLAWED IN SOME WAY + POOR

SIMPLY PUT, DON’T BOTHER

Ribble’s Endurance follows the design lead of its latest road machines with its dropped stays and sporty lines, though it’s built from top-grade seamless-butted titanium, rather than carbon. Ribble hasn’t forgotten about the British weather, though, with discreet mudguard fittings and specially in-house designed full-coverage ’guards an option with its clever online bike builder.

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02 01

WE SAY...

TIFOSI CK7 CENTAUR

The CK7 has been around for years but this 2021 model has some wellspecified updates

£1138.99 (£1099 + £39.99 for ’guards) Here comes the rain again ifosi’s long-standing CK7 model is one that we first tested back in 2010, and this iteration is a modern take on the British winter trainer/fast Audax bike (Audax is a non-competitive event where you ride long distances within a pre-defined time). The 1.95kg aluminium frame features a huge tapered head tube and a triangulated oversized down tube (1), leading into chunky chainstays and substantial seatstays. The classic diamond frame is matched to a uni-directional carbon fork and creates a rock solid platform; in fact, compared to the steel and titanium rivals here, the CK7 has noticeably more rigidity laterally when you’re putting the power down. The build is new for 2021 and is an all-Italian number featuring Campagnolo’s Centaur 11-speed groupset and Calima wheels, alongside components from Deda, Selle Italia and FSA. Centaur shifts with certainty both up and down the cassette, while front shifts across the FSA chainset are equally positive. We like

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TOP Riding comfort with Selle Italia Boost short saddle ABOVE The FSA chainset front shifts with certainty and positivity

that Centaur offers trim positions on the front mech, which means you can move it in small increments to stop chain chatter when in a crossed-chain gear. SPECIFICATIONS The 50/34 and 11-32 gearing is Weight 11kg (L) perfect high-mileage stuff and Frame 6061 great for the hills. aluminium The Calimas are Campagnolo’s Fork Carbon with alloy steerer budget rim-brake training Gears wheels. Although cheap they’re Campagnolo strong, thanks to sharp-looking Centaur (50/34, 11-32) radial spokes upfront (2) and Brakes Tektro Campagnolo’s unique G3 spokes R559 long reach out rear, where they’re grouped Wheels Campagnolo in threes. They weigh in at 1826g Calima C17 a pair and are shod with Impac Finishing kit Racepac 28c tyres. We found that Deda Zero bar and stem, they rolled well with plenty of Impac Racepac cornering grip in the dry. In the 28c tyres, Selle wet, as a couple of leaf-strewn Italia Boost saddle, Flinger road slips testify, they don’t F25 Deluxe match the Continentals on the mudguards Ribble and Condor for control.

BIKE TEST The frame is rigid and responds to effort, while the steering response has a nice snap to it – fast enough to be exciting but not twitchy

ABOVE Campagnolo levers offer good progression through power LEFT Long-reach Tektro R559 brakes provide ample mudguard clearance BELOW The heart of the TK7 is a tidily-welded 6061 aluminium frame

Speedy, sporty geometry; good value

clear the mudguards) Tektro R559s are okay. The feel at the Campagnolo lever is good with LOWS a nice progression through the The ride is firm available power, but the pads are with a position on the firm side and can scrape that’s more somewhat when the roads are sport than sportive gritty. In the wet, a brake pad on a machined aluminium rim is BUY IF... as good as you’ll get from rimYou want a brake technology, but they’re no-nonsense found wanting compared to the road machine that’s fun in the cable discs on the Condor. And wet or dry in the wet, both the SRAM and Ultegra hydraulic discs on the Kinesis and Ribble feel worlds apart. It left me riding more cautiously on the CK7 than its rivals. On the plus side, rim brakes are easy to maintain. Overall, this a good-value winter bike. It’s well-appointed with great kit – I particularly like the short Selle Italia Boost saddle – and if it’s a fast, relatively affordable bike you’re after for the wetter months, the CK7 is a fine offering.

THE VERDICT Classic British frameset at a good price

ALSO CONSIDER...

HIGHS Road spray is deflected by a set of Flinger F25 Deluxe ’guards (3). These full-length units have a safety mount on the front, so in the event of something lodging between tyre and guard it will release and you won’t be ejected over the bar. Unlike other CK7 builds in the range, this model doesn’t come with ’guards as standard but as a £39.99 extra. They are worth the outlay, though, as they do a great job of protecting you from road spray. Both front and rear come with semi-rigid flaps, the rear protecting followers from getting sprayed. We’d prefer the front guard to be set lower because, while it stopped our shins getting splattered, the spray still wet the toes of our overshoes on really soggy rides. The CK7 has a firm ride, reminiscent of an alloy bike from the 2000s. The frame is rigid and responds to effort, while the steering response has a nice snap to it – fast enough to be exciting, not so responsive to be twitchy. The ride position is sporty with this large frame having a low front thanks to a stack of 552mm (stack is the distance from the centre of bottom bracket to midpoint at the head tube) and a long reach (the horizontal distance between the same points) at 402mm. The seat angle is steep at 74 degrees but the head angle is 71.5 degrees, which brings a nice balance to the handling. The rim brakes also bring back memories of the 2000s. These long-reach (required to

A LITTLE LESS

TIFOSI CK7 TIAGRA £999.99 The CK7’s light 6061 T6-butted aluminium frame remains the same as the Campagnolo model, but Tifosi switch in Shimano’s excellent take on a budgetconscious groupset with 10-speed Shimano Tiagra.

A LITTLE LESS AGAIN

TIFOSI CK7 FLAT BAR TIAGRA £949 The same classic CK7 frameset but with a commuter-friendly flat-bar setup that combines with Shimano Tiagra, mountainbike-style flat-bar shifters and an FSA chainset. Comes with full-length mudguards.

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02 03 01

WE SAY...

This alloy number has taken its lead from its acclaimed titanium big brother

KINESIS TRIPSTER AT £1910 (£1850 + £60 for ’guards) Gravel gets set for winter he AT stands for all-terrain and stems from Kinesis’s original titanium ATR (all-terrain race), the company’s first foray into versatile all-roaders. Kinesis has forged a reputation for offering great-value and quality alloy bikes using its own Kinesium tubing, so it’s only natural that the titanium superbike has received an alloy reimagining for a wider audience. The frame bears the name of Mike Hall, the ultra-riding legend who was tragically killed while competing in the 2017 Indian Pacific race. Mike had input into the design, including the two-position down-tube bottle mounts (1), so you can lower the bottle to more easily fit a frame bag; the underside of the top tube, which is flattened to make said bag more secure; and a third cage mount under the down tube for extra water capacity. The versatile nature of the chassis heavily derives from its generous frame clearances (2); it will fit up to huge 52mm-wide tyres (in 650b)

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TOP The shiny surface of the Selle Italia X3 is not rain compatible ABOVE SRAM Apex 1 drivetrain: aimed at the adventure rider

and 45mm rubber in 700c. Aside from choosing wheel and tyre size, you can also play with the steering geometry, thanks to the Futura Cross carbon fork (3) SPECIFICATIONS that comes with a tool and two Weight 11kg (L) 5mm spacers. With a degree of Frame 7046 tool dexterity, you can switch Kinesium alloy Fork Columbus between endurance/gravelFutura Cross friendly steering or a racier carbon alternative. It’s a nice option if Gears SRAM you intend to run slimmer road Apex (40, 11-42) tyres rather than the 38c gravel Brakes SRAM ones fitted. Apex 1 The £750 frame weighs 1.91kg hydraulic disc Wheels Alex (57cm). Add a 436g fork and you GD26 rims on can see it’s built tough rather Novatec hubs than light – not surprising as part Finishing kit Schwalbe of its remit is to carry luggage. G-One All-road Mind you, at 11kg with 38c tyres RG 38c clincher and the Apex build kit (£1100), tyres, Selle Italia X3 saddle, it’s not that bad and, more Fend-Off Wide importantly, whatever surface mudguards you ride on, it doesn’t feel like an

BIKE TEST The Fend-Off mudguards’ full length is complemented by flaps front and rear that extend within a couple of centimetres of the road

ABOVE Satisfying stops with SRAM Apex 1 hydraulic disc brakes LEFT Dynamic duo: Alex GC26 rim/ Novatec hub tubeless-ready wheelset BELOW Kinesis has gained a good reputation for its Kinesium tubing

Wonderfully thought-out frame design; great handling; good ’guards; big fun

Typically Selle Italia, it’s well shaped and comfortable, but the glossy surface isn’t compatible with wet weather and wearing Lycra. Too many times I ended up sliding around, longing for LOWS some texture to grip the seat of Occasional gear change my bibs. The Selle Italias on the hiccup; Condor and Tifosi do a better job. slippery saddle If the AT sounds like a sensible bike with lots of reliable BUY IF... fittings and components, well You want a bike to see out it is. But – and this is a major the winter and ‘but’ – it’s definitely not boring. take you The handling is sorted and anywhere come the confidence-inspiring, while better weather the chassis responds with racebike vigour to sprints. The big textured tyres mean you can take this machine anywhere and, thanks to the brilliant Fend-Off ’guards, it keeps you as dry as possible. Frankly, I’m pretty much smitten with its charms and hugely impressed with its performance.

THE VERDICT A superbly versatile bike that’s as fun as it is practical

ALSO CONSIDER...

HIGHS 11kg bike. That’s because the frame’s stiffness delivers an incredibly responsive feel, while the Alex GD26 rim/Novatec hub tubeless-ready wheelset and excellent Schwalbe G-Ones (non-tubeless) tyres ensure a comfortable yet lively ride. The Apex 1 drivetrain is very much aimed at ‘adventure’ riders with a 40t chainring and 11-42 cassette. The 40/42 bottom gear means you can climb most inclines – on or off-road. At the other end of the scale, you can easily maintain good high speeds, whether you’re eating up gravel or flying along on tarmac. The Fend-Off Wide mudguards are designed specifically for big tyres. Their full length is complemented by large flaps front and rear that extend to within a couple of centimetres of the road. I came away astonished by just how clean I remained. More impressed were the riders behind me! These are well worth the £60 top-up, though we’d like to see safety fittings on the front guard like its rivals on other bikes in this test. The AT’s build is all solid stuff. The alloy bar has just enough flare, is comfortably oversized on the tops and comes clad with quality tape. The brakes are power-laden and easy to control. SRAM’s Apex 1 shifts well, with just the occasional hiccup stepping up the block when it’s muddy and the chain’s not quite sitting in the teeth. My only other niggle is the X3 saddle.

A LITTLE LESS

KINESIS TRIPSTER AT FRAMESET £750 Like the idea of the versatile Tripster but want to put together your own version? Then you can always opt for the frame kit that comes with the Futura fork at £750 and decide on your own dream spec.

A LOT MORE

KINESIS TRIPSTER ATR V3 £3300 This uses the same build kit as our test bike but switches up the frameset to Kinesis’s brilliant third-generation version of the legendary Titanium Tripster chassis that scored an impressive 4.5 out of 5 in our recent test.

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WE SAY...

CONDOR FRATELLO DISC

You can see why the Fratello’s been a firm favourite with cyclists for many years now

£2499.99 British steel for home-grown weather ondor’s shop has served London for 70 years, embracing plenty of changes: aluminium, carbon, gear expansion… The constant is steel frames. It’s why Condor’s growth from ‘local’ shop into a global brand is based not only on carbon, but also a wide range of steel from simple tubes to swanky stainless. The popular Fratello is at the upper middle of the range with high-grade Columbus Spirit tubing (all Condor frames are UK designed and Italian made) (1). The tubes are custom-shaped to Condor’s design input and triple-butted (butted means a constant outside diameter but changeable internally where it’s thicker at the ends and thinner towards the centre; triple butted means three wall thicknesses in the length). This saves weight, adds a bit of ‘life’ yet keeps strength where it’s needed. This latest Fratello brings the classic up-todate with minimal flat-mount discs, 12mm thru-axle compatibility (2), internal routing for the rear brake and Di2, plus removable mounts

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TOP A superb modern take on the legend that is the Flite saddle ABOVE The Fratello’s frameset is handmade and finished in Italy

for traditional mechanical cables. It comes with mudguard and rack mounts. The frame weighs 2.1kg with a 580g carbon fork that has ’guard/rack mounts and internal routing (3) on the left SPECIFICATIONS for a brake and (internal) routing Weight 10.1kg on the right for a dynamo, should (L) Frame you want to power your own Columbus Spirit steel lights. Condor’s online bike Fork Carbon builder has a multitude of options; Gears I opted for Campagnolo Centaur Campagnolo Centaur 52/36, and Zonda wheels, but I went for 11-32 Brakes TRP’s clever-cable Spyre disc TRP Spyre brakes. Spyres differ from most cable disc cable discs in that both pads are Wheels Campagnolo sprung and actuated by the lever Zonda disc (cable discs usually have one Finishing kit fixed pad and a moving pad). Continental Grand Prix GT On the road, the Fratello is a 28mm tyres, joy; its svelte tubes and slender SKS Bluemels fork provide a lively steel feel that mudguards, Selle Italia Flite flows over rougher surfaces. The saddle Fratello is from the endurance

BIKE TEST On the road, the Fratello’s a joy; its svelte tubes and slender fork provide a lively feel that flows nicely over rougher surfaces

ABOVE Condor’s love affair with Italy includes Deda finishing kit LEFT TRP’s Spyre brakes: easy to live with but lack the power of disc brakes BELOW SKS’s Bluemels ’guards are among the very best on the market

Glorious steel chassis; great handling; lovely ride

flaps front and back. They work well. Similar to the Flinger F25 Deluxe on the Tifosi, they’re designed to pop open under LOWS load and prevent ejection over Not the best the bar thanks to safety fittings value for that bracket-bolt to the frame. money; average cable discs It’s a neat idea but some bolts loosened during testing so I’d BUY IF... recommend a little thread-lock. Your idea of The Selle Italia Flite saddle the perfect allis superb and the prominent weather road bike is a slice of texturing on the cover means classic British plenty of grip when wet. The road machine bar has Deda’s RHM (rapid hand made from quality steel movement) drop. The semishallow drop works well with Campagnolo, though I’d like a wider bar than the 42cm (outside to outside) one. I prefer a 44cm bar – a change Condor will make when asked. Overall, the Fratello looks superb and rides beautifully. The downside is that value for money isn’t great. At £2500, I’d expect hydraulic brakes.

THE VERDICT An accomplished all-weather ride where the frameset is the star

ALSO CONSIDER...

HIGHS range so has a 588mm stack and 381mm reach paired with steep 73.5-degree head/seat angles. The ride position is back-friendly yet the handling is quick. It’s just so well balanced. The drivetrain uses a pro-compact 52/36 chainset and hill-friendly 11-32 cassette, giving you top end for pushing the pace and a low end to grind up ascents. Campagnolo’s shifting is great. Compared to Shimano or SRAM, it has a much more positive (and vocal) click to the shift button; the positive sweep of the lever moving up a single cog or multi-shifting has a lovely tactile appeal. The TRP Spyres work well, though they don’t match the progressive feel you get from SRAM hydraulics (as on the Kinesis) or Shimano Ultegra discs (Ribble). They do feel close to the rim brakes on the Tifosi in the dry, but the Spyres work better in adverse conditions. Campagnolo Zonda wheels are a cut above average mid-range disc wheels. The 1675g weight is good for the price and they roll superbly on ultra-smooth hubs. The Continental GT tyres are produced in the Far East rather than in Germany like the high-end offerings, but the rubber recipe is similar and they perform brilliantly – supple, compliant, fast yet steadfast on wet roads. SKS’s Bluemels ’guards are constructed with a thin aluminium core reinforcing a full plastic fender. Here, it’s the longboard version with a protective tip on the front and rigid rubberised

A LITTLE LESS

CONDOR FRATELLO £1608.94 Using the rim-brake version of the Fratello frame and the Condor bike builder’s off-the-peg Shimano Sora build with Mavic wheels, you can get the Anglo-Italian Fratello for close to £1000 cheaper.

A LITTLE LESS AGAIN

CONDOR ITALIA £1508.94 Make the change to an aluminium frame and rim brakes and this Italian-built Italia frameset with Shimano Sora, Mavic wheels and Condor components is only £1500. Just add ’guards and you’re good to go.

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WE SAY...

RIBBLE ENDURANCE TI DISC

It’s the most expensive bike on test but you can appreciate where that money has been spent

£3324 (£3299 + £25 for ’guards) Titanium for every day of the year he Endurance Ti Disc is available in three models: the ‘Pro’ with Shimano Ultegra Di2 and carbon wheels at £4299; a 105 ‘Sport’ version at £2299 with alloy wheels; and this £3299 ‘Enthusiast’ model that comes with full mechanical Ultegra with hydraulic disc brakes and Level’s 35 wheels (plus £25 for the mudguard upgrade). At over three grand it’s the most expensive bike on test, but you get a well-finished titanium frame that closely follows Ribble’s road-line design, with dropped seatstays and geometry that’s on the sporty side of sportive. The finish is outstanding (1) and under the skin it’s doublebutted tubing. It’s rare to find such a high-grade set of pipes when most of its rivals at this price use standard unbutted tubes. The chassis uses flat-mounts for the disc brakes and the minimal rear dropouts look premium. Ribble has tidily integrated mudguard mounts onto the slender, kinked rear seatstays and retained a proper bridge to provide a secure

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TOP Fizik’s Aliante: adds comfort to the Ti Disc’s endurance feel ABOVE The Titanium is finished to a very high standard on the Ribble

mount for the ’guards (2). The brake hose is internally routed through the straight-legged fork, in keeping with the full internal routing on the frame that results in a cleanlooking bike, even with ’guards. SPECIFICATIONS The ride position is sporty Weight 9.53kg but not slammed – something I (L) Frame approve of – with the large frame Titanium Fork Carbon measuring up with a 562mm Gears Shimano stack and 396mm reach. It comes Ultegra 50/34, up a little longer than the average 11-32 Brakes Shimano endurance-shaped bike and a Ultegra little lower, too. Personally, I Wheels Level think Ribble has got the position 35 alloy disc right and it feels totally dialled Finishing kit Level 2 alloy when you combine the geometry stem and bar, with superlative contact points. Level 2 carbon The in-house brand Level post, Fizik Aliante R5 handlebar (3) has a slight K:ium saddle, backsweep, so when you put Continental your hands up on the tops to Grand Prix GT 28mm tyres, take a short breather, the reach Ribble ’guards is shortened a little. It makes

BIKE TEST If you want a bike that’s built to last and incredible come rain or shine, then I’d thoroughly recommend the Endurance

ABOVE Ribble hasn’t cut any corners when it comes to components LEFT Finishing kit and wheels courtesy of Ribble’s in-house brand BELOW Shimano Ultegra: accurate, smooth and slick shifting

A mile-eating road machine with looks to match and great equipment, too

of these factors add up to a bike that simply shines on the road. The way in which the Endurance glides over poor surfaces, allowing you to keep your pace up, is on a par with LOWS some of the best titanium bikes The full-length ’guards don’t I’ve ridden. The only real moot quite shield point is the full-length Ribble you from ’guards. I like the safety fixings everything but both front and rear lack flaps for the final few inches. BUY IF... You want a That didn’t cause a problem for bike to ride 365 following riders but, for me, days a year, for it meant my shoes came back years to come much more muck-spattered than from the other bikes on test here. The Ribble is much more than a winter road bike. It looks stunning and is every inch a premium machine. The ride is superb and the (relative) value for money impresses. If you want a bike that’s built to last and rideable come rain or shine, then I’d fully recommend the Endurance.

THE VERDICT A beautifully appointed bike that’s a joy to ride fast or slow

ALSO CONSIDER...

HIGHS things more relaxed and I found it a comfortable handhold for long, steady climbs. The bar is wrapped in Level-branded PU tape with a great all-weather texture. At the back, the slender (27.2mm) carbon seatpost is topped with a Fizik Aliante. For me, it’s one of the best long-distance saddle shapes ever. The Endurance rolls on UK-built Level 35 wheels with a 35mm-deep aero profile rim that’s held together with aero-bladed spokes laced onto straight-pull hubs (straight pull is when the spokes route straight through the hub flange, rather than in a traditional ‘J’ bend, and it’s claimed to be lighter, stronger and less prone to long-term fatigue). The wheels rolled smoothly while the rims mean the 28mm tyres blow up closer to 30mm. The tyres are the same quality Continentals as seen on the Condor. I’ve said plenty about Shimano’s latest Ultegra since it launched in 2017. Suffice to say, it’s the best pound-for-pound mechanical groupset you can buy. You could go fancier with Dura-Ace or Campagnolo Record, but for accurate smooth shifting, awesome braking and reliability, I certainly wouldn’t spend more. The smoothness of the tyres, the compliance of the carbon post along with the great contact points combine with a frameset that’s comfortable yet lively enough in the handling stakes to satisfy the most combative rider. All

A LITTLE LESS

RIBBLE ENDURANCE 725 DISC (GREEN) £1899 Reynold’s 725 tubes are steel instead of titanium, but are based around the same frame design, which means a bargain price tag for this Ultegra-equipped skinnytubed beauty. (Add £25 for a mudguard upgrade.)

A LITTLE MORE

RIBBLE ENDURANCE TI DISC PRO £4299 If you can find more in your budget then why not step up to the Pro model? It’ll bag you Ultegra Di2 and Level’s tubeless-ready carbon DB 40 wheelset. Again, remember to add the £25 mudguard upgrade.

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Addiing a huge slab of fun Adding iinto nto the mix and making iitt available avai ilable for under £2000 iis s a hell of an achievement

AND THE WINNER IS...

KINESIS TRIPSTER AT This is a bike that will excel in all four seasons ach of our four bikes will serve you well throughout the wettest seasons. Tifosi’s new Campagnolo build of its evergreen CK7 is a great slice of old-school aluminium that personifies the fast winter trainer. It’s well priced and equipped; that said, I’d step up to Tifosi’s soon-to-arrive disc version of the CK7, but if you’re a rim-brake fan, then this CK7 is a fine option. It’s easy to understand why the Fratello is Condor’s most popular bike. The slender steel tubing is quality stuff and gives it a good dose of classic cool, yet it has modern geometry and all mod-cons when it comes to fixtures and fittings. With a bit more value in the package, it’d be a surefire winner. Next is Ribble’s gloriously smooth yet fast titanium Endurance. The usual Ribble value-

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for-money traits are here, and all that great kit adorns a lovely frame in both appearance and experience. This certainly isn’t ‘just’ a winter ride – this is a true year-round companion of the highest order. Our winner by the smallest of margins, however, is the Kinesis Tripster AT. It’s a bike that’s well priced and incredibly versatile. The AT works brilliantly as a road bike with spoton handling, but it could be anything from a sportive steed to a long-distance commuter, or a world-beating Transcontinental race machine. Head off the tarmac and it’s a capable gravel companion or adventurous bike-packing machine. Building in all the versatility is one thing, but adding a huge slab of fun into the mix and still making it available as a £750 frameset or sub-£2000 bike is one hell of an achievement. Congratulations to Kinesis.

THANKS TO OUR SPONSORS...

BIKE TEST TIFOSI CK7 CENTAUR £11138.99

KINESIS TRIPSTER AT £1910

CONDOR FRATELLO DISC £2499.99

RIBBLE ENDURANCE TI £3324

SIZE TESTED

L (57cm)

55cm (L)

SIZES AVAILABLE

S/M/L/XL

46/49/52/55/58/61/64

XS/S/M/L/XL

WEIGHT

11.0kg

10.01kg

9.53kg

FRAME

6061 aluminium

7046 Kinesium alloy

Columbus Spirit steel

3AL/2.5v Titanium, doublebutted, seamless welded

FORK

UD carbon with alloy steerer

Columbus Futura Cross carbon

Condor Pioggia Disc carbon

Full carbon

FRAME ALIGNMENT

Perfect

CHAINSET

FSA Omega 50/34

SRAM Apex 1 Xsync 40t

Campagnolo Centaur 52/36

Shimano Ultegra 50/34

BOTTOM BRACKET

Campagnolo threaded BSA

Shimano threaded BSA

Campagnolo threaded BSA

Shimano BBR60 68mm

CASSETTE

Campagnolo 11-32

SRAM PG-1130 Powerglide 11-42

Campagnolo Centaur 11-32

Shimano Ultegra 11-32

CHAIN

KMC

SRAM PC-1110 with powerlock

Campagnolo

Shimano HG701

DERAILLEURS

Campagnolo Centaur front & rear

SRAM Apex 1 long cage

Campagnolo Centaur front & rear

Shimano Ultegra front & rear

GEAR LEVERS

Campagnolo Centaur

SRAM Apex 1

Campagnolo Centaur

Shimano Ultegra

FRONT AND REAR

Campagnolo Calima C17

Alex GD26 tubeless rims on Novatec sealed-cartridge hubs

Campagnolo Zonda disc

Level 35 alloy disc

TYRES

Impac RacePac 28c

Schwalbe G-One All-road RG 38c clincher

Continental Grand Prix GT 28c

WHEEL WEIGHT

1.5 (f); 2.06 (r)

1.64 (f); 2.3 (r)

1.37 (f); 1.83 (r)

1.35 (f); 1.77 (r)

STEM

Deda Zero 100mm

Alloy 6061 90mm

Deda Zero 1

Level 2 6061 alloy 100mm

HANDLEBAR

Deda Zero 44cm

Alloy 6061 44cm

Deda Zero 2

Level 2 alloy 44cm

HEADSET

Columbus

Kinesis with ACB bearings

Condor

Level 44

SADDLE

Selle Italia Boost

Selle Italia X3

Selle Italia Flite Manganese

Fizik Aliante R5 K:ium rail

SEATPOST

Tifosi alloy 27.2mm

6061 alloy 27.2mm

Condor alloy 27.2mm

Level 2 carbon

BRAKES

Tektro R559 long-reach rim calliper

SRAM Apex hydraulic disc, 160mm rotors

TRP Spyre cable disc

Shimano Ultegra hydraulic disc, 160mm IceTech rotors

MUDGUARDS

Flinger F25 Deluxe

Fend-Off Wide

SKS Bluemels Longboard

Ribble

TRANSMISSION

WHEELS

COMPONENTS

SPECIFICATIONS & MEASUREMENTS

57.8cm

Tifosi CK7 Centaur Cockpit 68.5cm

Standover 78.5cm BB height 28.3cm Fork offset 49mm Trail 57mm

41.5cm

102.4cm

55cm

Standover 78.5cm BB height 28.3cm Fork offset 44.5mm Trail 61mm

42.5cm

99.6cm

70.5˚

44cm

105.4m

NEXT ISSUE

Ribble Endurance Ti Cockpit 67.7cm

74˚ cm 48.5

Standover 80.5cm BB height 26.5cm Fork offset 44.5mm Trail 55mm

73˚

56cm 73.5˚

73.5˚ 51cm

Condor Fratello Disc Cockpit 68.3cm

71.5˚

74˚

cm 52.5

Standover 81cm BB height 28.4cm Fork offset 41mm Trail 72mm

cm 50.2

Geometry is probably the most important factor when buying a bike but, as you can see from these tables, even bikes nominally the same size can vary considerably. All reputable bike retailers – high street and online – should ensure the bike fits you.

57cm

Kinesis Tripster AT Cockpit 66.8cm

41.5cm

99.7cm

72.5˚

SUB £1500 GRAVEL BIKES You don’t need to spend a fortune to get your gravel kicks. We’re looking at the latest raft of sub-£1500 gravel machines that are built to take the knocks, with new machines from BiViBIKES, Genesis, Ragley and Felt.

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MARCH 2021 41

MOST WANTED

BONT VAYPOR S HOLOGRAM £324.99

For lovers of a bold shoe

ont offers its flagship lightweight shoe in numerous versions, from the original Vaypor to a sportiveorientated, kangaroo-leather Vaypor+ with more in-between. Now we have the lightest model to date, the Vaypor S, with one of the options featuring this extrovert hologram PU upper. What stays consistent throughout the range is Bont’s standout bathtub-shaped sole. This provides incredible foot support from not only the shape, but also its ultra-thin, uni-directional carbon construction. It gives you a very low stack height, meaning a great feeling of connection between rider and pedals. To preserve the sole, there’s a large replaceable heel bumper and a large TPU toe protector (with mesh vents built in). To aid cleat fitting, Bont employs a user-friendly grid design printed on the cleat plate, so aligning your cleats is now a much easier process. The bathtub shaping is nicely complemented by Bont’s major trick – the heat-mouldable upper. To shape, place the shoes in a pre-heated oven at 70°C/160°F for 20 mins. Leave them to cool until they’re comfortable to the touch, then place your feet in the shoes (with cycling socks on) and tighten the BOAs. HIGHS As they cool, they’ll set Ultra-light and ultra-stiff around your foot, creating a close, comfortable fit. If you LOWS have any lumps or bunions, Ultra-expensive you can use the round end of a with it screwdriver handle or similar to

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press out any rub points. Don’t worry, it’s not a one-time deal; if you don’t get it right, you can reheat and remould as many times as you like. All of this isn’t required if they fit perfectly out of the box but, in our experience, comfort is maximised via the oven. On the bike, there’s nothing to touch the Vaypor S for foot retention and stability. Every pedal stroke feels like you’ve secured the perfect bond with your bike; the stiffness of the shoe and connection with the pedal elicits a beautiful feeling of power transfer. Sprinkle in a weight of just 484.6g for the pair (size 45) and this shoe is pretty much the perfect combination of stiffness and low weight. The hologram upper certainly makes a statement and isn’t one for introverts. But it’s more than just looks as its reflective qualities help you to be seen in low-light conditions. Comfort is fine, too, with the bathtub shape encompassing the sole and a good chunk of the upper. It rises from an inch at the midfoot to almost the full height of the shoe at the heel. The upper then flows into a wide forefoot that’s also fairly shallow compared to the likes of Shimano, Sidi and Specialized. The rear of the shoe tapers and the arch is fairly tall. For this tester, they were a good, natural fit and we’d highly recommend them. But at just shy of £325, that’s quite a gamble, so we’d suggest you try a pair before you buy. Yes, you won’t be able to mould them perfectly via the oven, but you’ll have enough of an idea as whether to splash your cash, or not.

WE SAY...

The Vaypor S’s bold looks are matched by superb performance on the bike

ALSO CONSIDER...

SOLE MATE

GIANT SURGE PRO £274.99 The Exobeam sole is the USP here, with the carbon forefoot plates more rounded than most. It then slims and thickens vertically, creating a spine between forefoot and heel. It supports your foot nicely and the broader wrap of the upper feels freer yet has great stability.

HARD WEARER

STRONG AND STABLE Bont’s signature bathtub-shaped carbon sole/chassis is at the heart of the incredible foot stability and stiffness.

DUAL POWER Twin BOA IP1 dials handle the tensioning through both the midfoot and forefoot of the lightweight PU upper.

LESS THAN 500G The combination of lightweight uni-directional carbon for the sole and this featherweight PU upper makes for one of the lightest shoes you’ll find.

SIDI SIXTY LIMITED EDITION £330 To celebrate its 60th anniversary, Sidi has launched a series of limited-edition shoes based around its flagship road model. It may not be the lightest shoe (617g a pair at size 45), but you’ll be hard pushed to find one that feels as good when worn day in, day out, and on long arduous rides. A shoe that should last and last.

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WE SAY...

The slightly more expensive Ortlieb shades it, for its usability and classic design

HEAD TO HEAD

ORTLIEB BACK ROLLER VAUDE AQUABACK £130 (pair) Bag to basics Ortlieb’s Back-Roller Classic is a 20-litre, waterproof polyester rear-mount pannier that boasts something of a classic design. These shiny, colourful German-made bags have become ubiquitous among cycle tourists and commuters alike.

Roll with it

£120 (pair) 2.1 system is simple to use: lift the pannier by the handle attached to the hooks and they open; drop them over your rack and they close. (You get three inserts for different-sized rack tubing.) You can adjust the width of the hooks by lifting a plastic clip and sliding left and right. A lower rack hook is also adjustable. Lift the handle and the panniers are released.

As the name suggests, the Back-Roller Classic uses a kayaking-style drybag closure system. Fill your pannier, Fully loaded then roll the top over three to Each Back-Roller four times (a hard strip of weighs 950g and is rated to plastic at the top of the rear take a 9kg payload. An panel helps with roll internal pocket will take a integrity.) A strap with a clip laptop and also has a little is then pulled tight over the zipped mesh pocket for the top of the roll. You can secure small stuff you need quickly. further by attaching the The rear of the pannier is shoulder strap to a clip protected by a thin plastic on the front or, if you’re card. Crucially, the not using the shoulder hardwearing strap, by locking the polyurethane HIGHS Waterproof; two clips atop the bag. material with welded easy to mount seams, combined Fixtures with the roll closure, LOWS and fittings means these panniers Price Ortlieb’s QuickLock are waterproof.

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Bag to basics The 24-litre-capacity Vaude Aquaback panniers are ‘carbon-neutrally’ manufactured in Germany from a PVC-free tarpaulin material. The bags use welded seams, so there are no holes left by stitching to let water in.

Roll with it You’ll achieve closure by rolling the top of the bag over a few times. If the pannier isn’t full, it’s worth giving a little squeeze to get excess air out. Once rolled – towards the back – pass the adjustable strap over and pull tight. For a belt-and-braces approach, the buckles on the side for the shoulder strap will take the clips at the top of the bag. We did this as the shoulder strap is best removed and stowed when on the move.

Fixtures and fittings Vaude’s QMR 2.0 locking mounting system works well. Lift

by the rear handle and the hooks open, place over your rack and then to lock simply press the clips to close. Lifting up releases the locking mechanism automatically. You can also lock the bags to your bike by threading a suitable lock through holes in the mechanism. Both top and bottom hooks are easily adjustable – knurled plastic dials loosen and move them. We did find these needed occasional tightening.

Fully loaded

A single Aquaback weighs in at 970g and can be stuffed with up to 12.5kg of underpants, laptops and camping equipment. The laptop slips into an internal pocket, which also has a mesh pocket for keys, passports and the like. The closure HIGHS system and the tough Big capacity; waterproof material with welded seams meant our LOWS belongings stayed Fixings can completely dry in become loose big downpours.

Freedom is... “expressing my style... through my cycling kit” stolengoat.com

WE SAY...

A touch of luxury from these comfy shoes that come with plenty of winter-proofing features

NORTHWAVE CELSIUS R ARCTIC GTX £209.99

Boots designed for grotty weather

ffering both warmth and waterproofing, Northwave’s Arctic boot range has been a staple of the Cycling Plus team’s winter wardrobe for a number of years. Like previous models, the latest Arctic to roll into the stable isn’t cheap, but if it does what it’s supposed to, then the Celsius R Arctic GTX might work out as a wise long-term investment. From a winter-proofing point of view, the obvious starting point is the fact that the Arctic boasts Gore-Tex protection. Two types: an elastic HIGHS membrane, Rattler, within the Comfortable; neoprene cuff, and the warmer waterproof uppers; membrane Koala in the uppers. reflective The overlapping tongue ensures no extra openings or LOWS holes for water ingress and is Awkward to secured over the foot using put on; water SLW2 dials. These, plus the can get inside via collar; overlap, let you cinch up a pricey secure fit with no undue

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pressure points. They’re micro-adjustable, thanks to a metal release on top of the dial – one pull and they loosen by a notch at a time– but this is small and awkward to use with thick winter gloves. The uppers are adorned with 360-degree reflective detailing, which is excellent for visibility in low light. The Celsius Rs are fleece-lined with insulated insoles, meaning, says Northwave, they’re good to -10 C. We’ve not tested this, but even with thinner socks on chilly days, we had happy feet. That neoprene collar might contain a GoreTex membrane, but if you’re not wearing waterproof trousers or tights that you can pull over those cuffs, water does make its way inside (which is common with Gore-Tex shoes). These boots are very comfortable and supportive. We went up a size, as they seem to come up small, and the collar makes them a bit of an effort to pull on. At 365g for a UK size 11 (EU 45), the Arctics are reasonably un-clumpy while the carbon-reinforced sole – which takes threebolt cleats – is stiff enough for everyday use.

ALSO CONSIDER...

UPGR ADE

Fizik Artica R5 £189 The Artica is based on Fizik’s excellent R5 shoe (£139.99): the sole shares the same carbon/nylon construction, but the Artica sole fills in the R5’s vents. The upper bonds a waterproof cover over the base. The shoe tensions with a lace and the waterproof outer has a toe-to-shin length storm zip. It is fully protected by a waterproof membrane and the footbed is fleece-topped and aluminium foilbottomed. Fizik also offers the Artica with a mountain bike sole, the Artica X5.

STURDY FIT

LOW WEIGHT

EASY CHARGE

Integral bracket with durable, easy-to-use stretch band that’ll fit a wide range of bar/post sizes.

Lightweight aluminium body designed to dissipate heat, and with an IPX7 waterproof rating.

I N S I D E I N F O R M AT I O N

WE SAY...

Be visible and see clearly this winter with these easy-to-use, rechargeable lights

Charging is cable-free via an integral USB stick that’s housed in the base of the light.

CUTTING EDGE

High-tech set of bike lights

£100

he Lezyne Smart Connect Pair includes a front and rear light that can be interconnected using the LED Ally phone app. The front boasts eight different modes with a three-hour run time in Blast (500 lumens), which extends to five-and-half hours if dialled back to 250 lumens in Enduro mode. Other modes include daylight flashing, the battery-saving Femto and a powerful Overdrive that delivers 1000 lumens of light. The front light’s beam quality is excellent; it has a good reach and the spread is even, with no HIGHS obvious ‘stepping’ on the Great build and beam periphery. Blast mode is quality: sufficiently bright for most intuitive app everyday (or rather, everynight) riding, although you have the LOWS reassurance of Overdrive mode Mounting strap is a little should you need it. A slim cuttricky to use out in the housing gives when new visibility from the side.

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The rear light has five modes, comprising Blast, three flashing and economy. Compact and lightweight, it provides plenty of visibility for its size, including from the side thanks to its curved profile. Both lights employ a rugged stretch-band fitting that works for most bar sizes and setups. The brackets are clamped to the body, resulting in easy-to-fit lights. The overall build quality is very good and the lights have a robust waterproof rating of IPX7, meaning they’ll withstand being submerged in water to one metre for up to 30 minutes. The rear light can be turned on independently but, once both lights have been paired via the app, switching on the front light also turns on the rear. The different modes can easily be cycled through by toggling the on/off button that’s located on the top of the front light. Via the phone app, you can pre-program the modes that are appropriate for your own riding. The front light is charged using a micro-USB cable while the rear has an inbuilt USB stick that plugs directly into a USB port.

Each of these lights is great but the reason to buy the pair is the connectivity. Bluetooth allows them to be programmed using the LED Ally app. It comes with four preset modes, but these can be changed so that you can choose which mix of the different front/ rear modes you want to work together. Once programmed, you don’t need to open the app – just switch the front light on and you’re all set.

ALSO CONSIDER...

LEZYNE CONNECT SMART 1000XL/ KTV PRO SMART PAIR LIGHTS

CONNECTIVITY

LEZYNE MEGA DRIVE 1800i £150 Serious about night riding? Look at the Lezyne Mega Drive 1800i for £150. It has a maximum output of 1800 lumens and an additional pack is available to extend battery life. Using the same Smart connectivity, it can be paired with the KTV Pro Smart Rear (available separately, £35).

TACX® NEO 2T SMART

VARIA™ UT800 VECTOR™ 3

VARIA™ RTL515 EDGE® 1030 PLUS

WE SAY...

A light and slendershaped helmet with a top-grade finish but no MIPS

HJC VALECO HELMET Aero-optimised lightweight lid

£125

he arrival of HJC to the bicycle helmet market (the company has been making motorcycle helmets for 50 years) has brought a focus on aerodynamics, with every helmet in its range –from the WorldTour team Lotto-Soudal-worn Ibex 2.0 down to the £90 Atara – developed with wind-tunnel time. The Valeco sits one up from the Atara and two below the flagship Ibex, and is pretty light for an aero lid at 272.5g for a size large. Its slender shaping makes for a good-looking helmet, while the finish is top grade, thanks to a clean integration of the hardshell into the EPS core with no uneven joins. The shell HIGHS wraps under the brim of the Lightweight; very well helmet, protecting it from made; aero accidental damage. design Internally, the Valeco comprises a skeleton that LOWS reinforces the foam core, Gets a little warm around which HJC claims adds further the nape of protection for you in the event your neck of a crash. It also allows the

50 MARCH 2021

BENCHMARK

UPGR ADE

BIKERADAR.COM

company to use multiple densities of EPS foam, enabling extra protection in high-stress areas and lower density foam in less important areas to keep weight to a minimum. The seven forward- and seven rearwardfacing vents make for an airy fit, with further heat regulation from the inside channels in the EPS moving air across your head. The rear of the EPS core, however, is solid, so on warmer, hotter rides, the back of the helmet can become sweaty around the nape of your neck. The slimline rear occipital cradle offers a generous 4cm of vertical adjustment and plenty of manoeuvrability horizontally via the microadjusting dial. The webbing straps have easy-toadjust splitters, while the ends of the strap are finished with caps – a quality touch. The X-Static pads are minimal, but the helmet’s ovalised shape fits well, the pads are washable, and you receive a second set of pads and a protective bag for your helmet, too. We’d like to have seen MIPS (Multi-directional Impact Protection System) or a similar anti-rotation system, as much of the competition around this price point will include that feature.

ABUS GAMECHANGER £179.99 Developed over two years with input from the Abus-sponsored Movistar team, the Gamechanger at 282g for a size large is one of the lighter aero road lids around. The overall shape is very minimal compared to the competition and Abus has paid particular attention to give it a much smaller frontal area than most. Venting is decent, it’s a comfortable shape and fits well but the slightly coarse straps don’t feel quite as premium as they should.

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SIX OF THE BEST...

MINI PUMPS £20 20 – £30 Frame-mounted tyre inflators 02

02 PARK TOOL PMP 4.2 £19.99 WEIGHT (INC BRACKET): 145g LENGTH (STOWED): 265mm STROKE: 132mm

The PMP 4.2 laid down a stunning performance, hitting 70psi in just 138 strokes, but it got very hot doing so. It ramped up in resistance drastically over 60psi, and became unstable above 40psi because the lockring holding it all together came loose, raising durability questions. It’s the widest on test with a folding handle. The mounting is small but secure, and the lock onto the valve is positive.

WE SAY...

01 TOPEAK POCKET ROCKET £19.99 99

Not the lightest, thinnest or fastest but uuser-friendly features and price make this a winner

03 BLACKBURN AIRSTIK ANYVALVE £24.99

WEIGHT (INC BRACKET): KET): 119g LENGTH (STOWED): 225mm STROKE: 148mm

A solid-feeling pump that took 257 strokes to get to 70psii despite being the thinnest body on test. est. This pump isn’t the lightest, or the fastest to hit the target pressure, but it’s well ell designed and it didn’t increase in resistance, or get hot. Both Presta and Schrader valves can be used by reversing the head. It comes with an unobtrusive mount and the locking grip stops the handle rattling when stowed. As joint cheapest here, this is our winner.

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WEIGHT (INC BRACKET): 168g LENGTH (STOWED): 284mm STROKE: 124mm

Despite being the longest pump on test – and inflating on both compression and extension – the AirStik took a disappointing 568 strokes to achieve 70psi. Increasing pressure makes it difficult to fully extend the large folding handle, although the grip helps. The Anyvalve head accepts both Schrader and Presta fittings, but we found it didn’t fit Presta securely. Also, the direct-mount design means that the valve moves in the head during inflation.

S I X O F T H E B E S T. . .

05 BIRZMAN SCOPE APOGEE £27

WEIGHT (INC BRACKET): 118g LENGTH (STOWED): 219mm STROKE: 153mm

An intriguing attachment with no locking system gives a surprisingly efficient performance. The ‘Unlocked’ head fits any style of valve using a simple press-fit system, which is more secure than it initially seems but never feels completely engaged. The Birzman achieved 70psi in just 240 strokes, there was a gradual increase in resistance from 35psi, but no obvious increase in heat. The mounting bracket has extra grips to hold the various parts of the pump.

04 BONTRAGER AIR SUPPORT HP PRO £24.99 06 LEZYNE LITE DRIVE £29.99

WEIGHT (INC BRACKET): 121g LENGTH (STOWED): 191mm STROKE: 110mm

The Air Support reached 70psi in 352 strokes. Well-built and solid feeling, the HP Pro only has a Presta valve, but this shouldn’t be an issue for road or gravel riders. The small but solid mounting bracket will fit any bottle-cage eyelets. We like the retractable hose design, separating the pump action from the wheel valve and maintaining a secure connection. Being small, it has the shortest stroke, heat built up quickly, and resistance gradually increased over 50psi.

WEIGHT (INC BRACKET): 88g LENGTH (STOWED): 198mm STROKE: 122mm

06 The Lite Drive has Presta and Schrader heads either end of a hose and a bleed valve built in. The hose threads into the aluminium body with reassuring ease and the pump reached 70psi in 269 strokes with no apparent increase in resistance, although the body did begin building heat above 55psi. Lezyne has fixed a previous issue of the hose unwinding the valve core on removal.

All pumps were tested to 70psi using a 700x28mm tyre. Pressure was checked via a Topeak in-line gauge

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MARCH 2021 53

ALSO CONSIDER... FOAM U LIKE

Specialized Power Pro Elaston £190

WE SAY...

A superb broad-nosed saddle that gets its strength and light weight from carbon

UPGR ADE

FABRIC LINE S PRO FLAT £149.99

Fabric’s shorty goes carbon

hort saddles came about when time-trial and triathlon riders experimented with modified standard saddles (by chopping the nose down) to boost comfort in an aggressive aero position. The first available was ISM’s radical twin-bodied noseless shape. In 2015, Specialized launched a road-specific design, the Power. Initially, the brief was for a women’s pro-level saddle but, after testing by both sexes, Specialized says the the benefits could be felt irrespective of gender. Since then, pretty much every brand has followed. Now, here’s Fabric’s take. In the past, we’ve tested the entry-level CroMo Line-S and were hugely impressed. So we were keen to find out what the Somerset-based brand could do when it comes to a premium HIGHS model. Described as a ‘Flat’ Wonderful saddle, it enables you to ride in comfort; great shape and the most aggressive of positions finish – down in the drops – without putting undue pressure where LOWS you don’t need it. However, the Correct profile’s far from completely position on fitting is critical flat and has a slight depression

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Specialized’s original Power saddle brought about a revolution in seat design, and with the Pro Elaston it’s evolved into one of the most comfortable places to perch that’s ever graced a road bike. The shape is frankly superb and the inclusion of a band of Elaston material makes for a saddle that’s like a memory-foam mattress for your posterior, so comfort levels are high. In short, it’s genius.

through the centre, resulting in an upwards kick at the rear. This ensures you remain firmly in place and don’t slide around. But not so planted that you can’t shift your weight about if needed. The saddle is broad-nosed and the transition to the rear comes in sooner than most; it’s optimised when you set the saddle by measuring from the rear of your current saddle to the centre of the post clamp. That way there’s no interference from the nose, giving you a wonderful friction-free pedalling action yet enjoying the comfort of the well-chosen, medium-density padding and a generous relieving channel that’s 15mm at the nose and 45mm at the rear. Fabric offers the saddle in two widths – 142mm and 155mm – so it’s well worth having your sit bones measured before you buy. Weight-wise, the Line-S Pro is good at 187g for the 155mm and 181g for the 142mm, the carbon 9x7mm rails contributing to the low weight. All in all, the Line-S shaping works superbly, be it for riding hard or cruising. This carbon version brings luxury and light weight to the party. But, in all honesty, the value chromolyrailed Elite (230g, £54.99) offers 99 per cent of the performance for less and only a few grams more.

SHORT STORY

Syncros Tofino 1.0 Regular £142.99 Syncros’s take on the shorty saddle is a little longer than the Fabric Line-S at 248mm and narrower at 135mm (there’s a 145mm option, too). It’s comfortable yet minimal with its carbon hull and rails making for a 185g weight. Syncros cleverly offers a range of directmount accessories, such as a saddle pack and mudguard for the Tofino to help keep things minimal.

07599 719179 flora@sportactive.net sportactive.net

Mallorca The

Possibilities are Endless

Recycle your magazine and seven days later it could come back as your newspaper

www.recyclenow.com

Cycle with Sean Kelly in Mallorca. Make new friends; improve your skills… with SportActive, the experts in cycling holidays. Prestige SportActive Cycling Centre, located in Hotel Zafiro Tropic & Spa**** in Puerto Alcùdia (300 metres to white sandy beach). Guided rides for different levels; small groups. Professional coaches, bike hire, private bike garage and mechanic. Join the Experts. 26th March to 15th May and Sept–Oct 2021

UPGR ADE

CASTELLI CUBI JERSEY; SORPASSO ROS BIB TIGHTS HTS £100 £165 Pro-level cold-weather kit he Cubi is Castelli’s take on the winter long-sleeve jersey. The ‘Warmer’ fabric is a modern incarnation of the classic Roubaix, being a tightly woven outer-layered polyester with a brushed-fleece lining. It’s the ideal fabric worn alone or beneath a shell, depending on temperature. The main torso’s fabric is thick, while the flanks use twin panels of a lighter-fleece, high-stretch material. This makes for a great fit; that said, this being Castelli’s pro cut, we’d suggest you size up from your usual. The fabric is superb at wicking sweat from you, albeit it’s absorbent when caught in a stiff shower. It has three rear pockets and the YKK zipper is weatherproof, but it lacks a wind flap on the back, or a garage at the collar. Our green colourway version also lacks reflectivity, though there is a hi-vis fluro alternative. Overall, the Cubi jersey’s a solid option. The Sorpasso tights have become one of this tester’s favourites for changeable conditions. They utilise Castelli’s third-generation Nano Flex fabric, which does an excellent job of beading road spray and rain. You’ll remain comfortably dry for a few hours as breathability is better than hardcore waterproof tights. The rear uses the X-Dry version of Nano Flex. Its coarser surface helps grip the saddle and it’s much more abrasion resistant and so avoids premature wear or bobbling. The Progetto-X pad is comfortable but not bulky. The shaping of the legs by using multipanels front and back adds freedom. And keeping seams away from areas of potential chafing – behind the knee, for example – is a neat touch. The full bib and legs are fleece-lined to beat the chills and we’re also fans of the high waist for protecting your midriff, while the broad braces and mesh panel keep things HIGHS Comfortable firmly in place. The 19cm jersey and zippers on the ankle have a 3cm tights wide reflective strip for visibility. Like the Cubi jersey, LOWS A little more size up one from normal. All in reflectivity all, it delivers everything we’d welcome ask from winter tights.

WE SAY...

Quality pair of garments from the Italian apparel brand but the tights stand out

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PERFECT PARTNER

Castelli Pioggia 3 shoe covers £41.25 Rubberised outers for complete water resistance and fleecelined for warmth, these booties will keep your feet dry. Long stormzips make getting them on and off a breeze, and the elasticated cuff with Velcro adjust ensures a tight seal.

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VERY IMPORTANT BIKE

Specialized S-Works Aethos Dura-Ace Di2 £11,750 The lightest disc road frame ever pecialized proclaimed “one bike to rule them all” at the launch of the Venge-killing S-Works Tarmac SL7 (VIB, issue 374). If you’re a pro racer, that is. The arrival of Peter Sagan’s latest Tour de France bike was swiftly followed by the launch of this: the S-Works Aethos. Whereas the SL7 focuses on a race-winning combination of aerodynamics and low weight, the Aethos obliterates the UCI’s 6.8kg weight limit. At the heart of the S-Works Aethos is an astonishingly light 585g frame, while this DuraAce Di2 build weighs a scant 6kg. The Aethos is not intended to be a racer, and Specialized claims we won’t be seeing Sagan and co riding the bike. Instead, it says it’s been designed simply “for the love of riding” – a bike that ignores watts and wind-tunnel wizardry, and hones in on how it feels beneath you on the open road. With its low weight combined with high stiffness and all-day comfort, it’s certainly a bike that promises excitement. The Aethos has none of the aero features we typically see on modern road bikes, instead sporting round tubes and a remarkably traditional-looking semi-compact profile.

The fork is composed of Specialized S-Works FACT carbon and features a thru-axle

58 MARCH 2021

There are no dropped seatstays, nor an integrated cockpit to be seen. The Aethos rolls back the years with its sleek silhouette and understated aesthetic, while still taking advantage of Specialized’s most cutting-edge manufacturing techniques. No surprise, then, that the engineering lead on the Aethos was Peter Denk, the man behind legendary bikes, such as the first two generations of the Cannondale SuperSix EVO. The Aethos may nominally share the same FACT 12r carbon as the Tarmac SL7, but Specialized says it has used an entirely new way to lay-up the frame, with every fibre focussed on improving performance. As a result, Specialized claims the Aethos beats all the competition in the stiffness-to-weight stakes. This eye-watering £11,750 build also features Roval’s flyweight Alpinist finishing kit, a dualsided power meter and Roval Alpinist CLX wheels, while the SRAM Red eTap AXS spec is more expensive still at £12,000. Specialized has launched a range of more affordable Expert and Pro-level bikes made from FACT 10r carbon and with a claimed frame weight of 699g. Starting at £5500, they’re still not cheap.

BIKERADAR.COM

Specialized’s dual-sided power meter will help you measure and monitor your training

The traditional-looking semicompact profile and round tubes help this frame come in at 585g

S P E C I A L I Z E D S W O R K S A E T H O S D U R A A C E D I 2 VIB

SPECIFICATIONS Weight 6kg (54cm) Frame S-Works Aethos FACT 12r carbon Fork S-Works FACT carbon Gears Shimano Dura-Ace Di2 (52/36, 11-28) Brakes Shimano Dura-Ace hydraulic disc Wheels Roval Alpinist CLX Finishing kit Specialized Turbo Cotton 320 TPI 26mm tyres, S-Works Short & Shallow handlebar, S-Works SL alloy stem, Roval Alpinist Carbon seatpost, Body Geometry S-Works Power saddle, Specialized dual-sided power meter

The Aethos rolls back the years with its sleek aesthetic, while still taking advantage of cutting-edge technology

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MARCH 2021 59

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Your daily lunchtime break is the perfect window for boosting your fitness, strength, flexibility and diet. We reveal how to transform a lunch from lazy to punchy WORDS MARK BAILEY

FTP EXPLAINED Â To find out your FTP (functional threshold power), which will provide the basis for the training zones in this article and is the maximum average power you can sustain for an hour, you can either ride for an hour and use the average power, or ride for 20 minutes and calculate 95 per cent of the figure. These are the six zones in which weâ&#x20AC;&#x2122;ll be working... Zone

% FTP (power)

Characteristic

1 Active recovery

Below 55% FTP

Easy spinning

2 Endurance

56-75%

All-day pace

3 Tempo

76-90%

Difficult to maintain conversation

4 Lactate threshold

91-105%

Possible in bursts of 10-30 mins

5 VO2 max

106-120%

Heavy breathing, 3-8 min bursts

6 Anaerobic

121% and above

Severe breathing. Up to 3 min bursts

Source: Dr Andrew Coggan/TrainingPeaks.com

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Power hour

YOUR NEW LUNCH HOUR COACHES

Adam Daniel Master trainer at Wattbike wattbike.com

Connor Murphy Sports scientist at TrainSharp Cycle Coaching trainsharpcycle coaching.co.uk

Hollie Maskell Physio and fitness expert at Meglio mymeglio.com

Phil Paterson Cycling and triathlon coach at Athlete Lab athletelablondon.com

Will Girling Sports nutritionist for EF Pro Cycling willgirling.com

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MARCH 2021 63

Power hour

OUTSIDE BETS Upgrade your lunchtime ride outdoors to enjoy maximum gains in minimum time

PHOTOGRAPHY ROBERT SMITH

Even if you only have 45 minutes for an outdoor ride, you can still make top-end cardio gains. “The aim of this session is to work into high anaerobic or VO2 max power zones [the maximum rate at which your body can utilise oxygen], which will help you on steep climbs and in breaks and sprints,” explains coach Phil Paterson. After a 10 min warm-up, do 4x1 min hard efforts at 115-125% FTP with a 2 min recovery after each effort. Then take an extra 6 min recovery in zone 1 (below 55% FTP), and do another 12 min block of efforts, followed by a 5 min easy warm-down. “For consistency, complete the efforts with minimal fluctuation,” says Paterson. You’ll enjoy a serious spike in power and fitness in less time than it takes to do your weekly food shop.

1-hour threshold session The humble lunch hour is the perfect time for a targeted ‘threshold’ session. That’s because a threshold effort involves riding at the maximum power you can sustain for 60 minutes – the typical length of a UK lunch break. “Lactate

An hour-long lunch break is perfect for a maximumpower threshold session

‘threshold’ is the percentage of VO2 max that you can sustain for this given period without fatiguing,” explains coach Connor Murphy. Start at a power you know you can maintain and nudge it up as the weeks go by. “The higher your threshold grows, the more power you’ll be able to produce – whether that’s on a long climb, in a time trial or just dropping a fellow commuter on the way to work.”

Lunchtime workouts don’t have to involve getting on your gear and getting out on the bike

2-hour lowcadence efforts Make the most of a longer lunch so you don’t have to overload on training at weekends. “The advantage is that you can fit quality training in during the daylight hours,” says Murphy. “A really good session is 3x20 min zone 3 [76-90% FTP] low-cadence efforts.” Low-cadence efforts (a big gear at 70rpm) will boost your stamina, strength endurance and climbing performance. After a 20 min warm-up, perform 3x20 min low-cadence efforts in zone 3, with a 10 min recovery between efforts, then finish with a 10 min cool-down. “This will bank lots of time in zone 3 so it is a super-efficient use of your lunch break.”

WELCOME IN THE NEW Sampling new sports will refresh your mind and enhance your on-bike performance Your lunchtime workout doesn’t have to involve two wheels and a saddle. Crosstraining with other sports will unlock a host of bonus benefits when you get back on your bike. “Crosstraining is any form of exercise that differs from just increasing the mileage on the bike,” explains physio Hollie Maskell. “For cyclists, this could be running, swimming, walking or strength circuits. They are all beneficial for fitness and for building strength in the quadriceps, hamstrings

“Doing bodyweight circuits can be as simple as putting on Joe Wicks” 64 MARCH 2021

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and glutes, but they will also help you avoid injuries.” A lunchtime run will enhance your bone health to prevent osteoporosis; a swim will improve your cardiovascular health without taxing your joints; and a hill walk will develop your core and leg strength while refreshing your mind ready for an afternoon of work. And don’t be afraid to try something new. “Doing bodyweight circuits can be as simple as putting on a Joe Wicks YouTube workout,” says Maskell. “They will build strength in the legs, glutes and hamstrings, helping you to increase muscular endurance for optimal performance.”

PHOTOGRAPHY ADAM GASSON

45-min power efforts

Power hour

LUNCH WITH A PUNCH Get savvy in the kitchen to both save time and boost your energy before a lunchtime workout Eating lunch too early can leave you low on energy for your workout, but devouring a heavy meal 10 minutes before you train is guaranteed to make you feel sick. Nutritionist Will Girling recommends a two-pronged approach. “Have a breakfast of oats with honey, or chopped banana on toast, about four hours before your session. These are low-GI carbs [which cause a slow rise/fall in blood sugar] to prepare for your lunchtime workout. Then between 5 and 30 minutes before your workout, eat something low in fibre – which is easy to digest – but high GI to give you energy, like fruit, bread and jam or medjool dates.”

Don’t worry if you don’t feel like eating straight after your workout. “A lot of people rush to eat something after a workout, but unless you’re planning to train again later that day, you needn’t panic. We only need protein every three to four hours so there is no hurry. When you’re ready to eat, you can have a smoothie with frozen fruit, whey protein and oats, a pint of milk, or a high-protein yoghurt.” For a more substantial post-ride lunch, plan ahead with some smart time-saving options. “I am big on cooking extra for dinner and having leftovers for lunch,” says Girling. “You can blend leftover Sunday veg into a soup and take it into work in

a flask. Or you can turn a 500g pack of turkey mince into five healthy 100g burger patties. Or you can cook a frittata for breakfast and save half of it for lunch. Tinned tuna, prawns, or pan-fried sea bass with microwavable rice and frozen broccoli are also quick and healthy lunch break options.”

Fruit is the ideal pre-workout food – high GI but low in fibre

“A lot of people rush to eat something after a workout, but unless you’re planning to train again later that day, you needn’t panic”

GET A LEG UP Enhance your leg strength and protect your muscles from injury by doing 3 sets of 8-12 reps of these easy bodyweight exercises at lunchtime Double leg Romanian deadlift HOW? Stand feet shoulderwidth apart, with knees slightly bent. Hinge forward at the hips, stick out your bottom, arms in front of your legs, keeping your back straight, until you feel a stretch behind your legs. WHY? “This targets the gluteal muscles, hamstrings, quadriceps and lower back to build extra strength,” says Hollie Maskell.

Lunges

Squats

HOW? Take a big step forward with one leg. Bend both knees at the same time until your back knee is nearly touching the floor. Then return to standing. WHY? “This isolates the quadriceps and gluteal muscles, which support the knee and hip joint,” says Maskell. “It will improve your balance, muscle power and coordination.”

HOW? Stand with your feet shoulder-width apart. Stick your bottom out and keep your back straight. Gently bend your knees and squat to 90 degrees and return to a standing position and repeat. WHY? “This works your quadriceps and gluteal muscles, which are really important for strong knees,” explains Maskell.

“Quads and glutes are really important for strong knees when cycling”

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MARCH 2021 65

Power hour

ZWIFT PROGRESS If the weather is grim, or you don’t have long for lunch, training indoors will enable you to work at highly specific intensities SESSION 1 Aerobic blast “Improvements in aerobic endurance and efficiency are the aim here, as you’ll be working at moderate intensities below lactate threshold,” explains Adam Daniel of Wattbike. “By maintaining this effort for a long time, but with minimal recovery, your body will improve its aerobic capabilities to enhance your power output at low to moderate levels of exertion.” Total session time 56 mins Warm-up 10 mins ramp @ 85-95rpm 2 mins @ 50% of FTP 2 mins @ 60% of FTP 2 mins @ 70% of FTP 2 mins @ 80% of FTP 2 mins @ 50% of FTP

Main session 2x18 min blocks @ 85-95rpm, with a 4 min rest in between each set at 50-60% FTP.

your fitness. “In this session you will complete two drills – cadence builds and cadence holds – which will improve your overall muscle recruitment and firing patterns,” explains Daniel. “It will develop your muscle coordination at higher cadences, deliver a neuromuscular and cardiovascular response, and help to develop a smooth pedal stroke.” Total session time 40 mins Warm-up 5 mins @ 90-95 rpm, 50% of FTP

Main session Block 1: cadence builds Perform a 30 sec cadence build. Using a small gear or low resistance, start your cadence @ 90rpm and steadily increase your cadence until at max cadence for the last 5 secs. Allow 2.5 mins rest in between each effort @ 40% FTP. Repeat this sequence 4 times.

SESSION 2 Ultimate technique booster

Block 2: cadence holds Perform a 1 min cadence hold, maintaining the highest cadence you can for the full minute without bouncing in the saddle. The key is to settle into your peak sustainable cadence. But the goal here is high cadence, not high power, so keep the gear small and the resistance low. Allow 2 mins rest in between each effort @ 40% FTP. Repeat this sequence 6 times.

A lunchtime indoor workout is a good opportunity to refine your technique as well as

Cool-down 5 mins @ 8085rpm and 5 mins @ 50% FTP

Block 1 5 mins @ 75% FTP, followed by 1 min @ 80% FTP. Repeat for 3 sets. Block 2 5 mins @ 75% FTP, followed by 1 min @ 80% FTP. Repeat for 3 sets. Cool-down 5 mins @ 8085rpm and 5 mins @ 50% FTP

“By maintaining this effort for a long time, but with minimal recovery, your body will improve its aerobic capabilities” 66 MARCH 2021

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Power hour

STOMACH FOR THE FIGHT These simple pre-lunch core exercises will boost your performance the next time you ride Side planks with leg raises HOW? Lie on your side using your forearm for support. Hold this for 30 secs, then raise your top leg and hold for another 30 secs. Aim for 3x60 sec holds each side. WHY? “Lateral stability is important in cycling,” explains coach Phil Paterson. “When we’re trying to put all our force into rotating the cranks, any wasted movement from swaying knees, a rocking torso or a bobbing head costs energy. Side planks will help to prevent your hips and core from moving around. And the extra leg raise works the gluteus medius (outer pelvis muscle) with the opposing obliques (side muscles) to really increase this stabilising effect.”

the ball requires a strong core – and all those microadjustments replicate what we need to do to stay upright on our bikes when we deal with bumps or crosswinds,” says Paterson. “Strong shoulders and arms are also important when out of the saddle. And strengthening your hip flexors from a stretched position will really help if you have a seated atted job and spend many hours rs a day with your hips flexed, which can exacerbate strength imbalances.”

Swiss ball jack knives

Dead bugs HOW? Lie on your back with arms and legs outstretched in the air, knees at 90 degrees. Engage your core, keep your right arm and left leg still and move your left arm and right leg to the floor, in opposite directions, keeping your back firm on the floor. Do 3x10 reps on each side. WHY? The ability to remain stable while working opposing body sides is a crucial skill for cyclists. “Try to sprint on the turbo without holding the bars and see how much less force you produce,” says Paterson. “This drill helps you to maintain a stable spine and torso while your limbs move, in just the same functional way as when you’re walking or cycling.”

Dead bugs are an excellent way to develop a strong core for cycling

PHOTOGRAPHY ADAM GASSON

HOW? Adopt a press-up position with your legs on a Swiss ball. While maintaining your balance and a neutral spine [where the spine is under the least amount of stress], bend from your hips and your knees to tuck the ball underneath you. Aim for 3x10-15 reps. WHY? “Maintaining a neutral spine while balancing on

HEAD IN THE GAME

Peace and tranquillity can be found at the touch of a button

A well-earned mental break at lunchtime can be just as healthy as a blast of exercise

lunch break can have significant mental benefits too,” insists coach Connor Murphy. “Spending an hour riding easy is going to be great for your mind and your body.”

Taking time out of your busy work day to relax by using a meditation app, going for a scenic walk or reading a book will refresh your mind, restore some perspective and reduce stress levels ready for when you next get on your

bike. And remember that not every bike ride has to be about performance gains: a gentle lunchtime spin to the shops or a ride along country lanes will calm your mind ready for when you return to your desk. “Exercise in your

“Remember that not every bike ride has to be about performance gains”

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12 OF THE BEST… 28MM TYRES SIX THINGS TO CONSIDER 01

WIDER FASTER

TUBELESS

PUNCTURES

PRESSURE

RIM WIDTH

AERODYNAMICS

Studies show that wider tyres provide lower rolling resistance. A smaller contact patch results in less energy lost through friction; reduced sidewall flex diminishes energy lost through heat.

Tubeless tyres help to maximise comfort and are claimed by some to be faster than tube-type tyres. Compatibility and installation is improving at a rapid rate with the latest tyres a breeze to set-up.

A larger volume of air between the rim and road reduces the risk of pinch flats and increases rider comfort. Most tyres here have a form of punctureresistance material under the tread.

As tyre width increases, drop the pressure to enjoy the benefits. A 28mm tyre at 80psi provides similar rolling speed to a 23mm tyre at 120psi, but with vastly increased comfort.

The width of a tyre is linked to the internal rim width. Most brands follow the European Tyre and Rim Technical Organisation guidelines and design around a 19mm internal width rim.

Narrow tyres present less frontal surface area than wider tyres but many modern rims are being designed for wide tyres, which largely offsets the aerodynamic penalty.

12 OF THE BEST...

28MM TYRES hen it comes to tyres, it seems bigger is better. Wider tyres have never been more fashionable than right now, fuelled by modern road bikes accommodating wider tyres and reflecting the way many people ride bikes – over long distances with more comfort and a small side order of dirt. The days of the 23mm are truly numbered. The sweet spot of rolling speed, comfort and weight is a 28mm tyre, which offers wide compatibility with most road bikes, so I’ve gathered together 12 tyres to see which you should spend your money on. I’ve picked a mix of tubed and tubeless clincher tyres, but nearly all these tyres are offered in both versions, so you

can choose the system that matches your preference. Wider tyres are an easy and obvious way to increase the comfort of your bike. With a greater volume of air between you and rough roads, you’ll feel more comfortable and less fatigued from being bounced around as the tyre provides suspension benefits. Wider tyres also offer lower rolling resistance due to the smaller, rounder contact patch, which results in less energy lost through friction as well as less sidewall deformation. Bigger tyres also provide more traction in a wide range of situations and fend off flats better. Wider tyres are heavier and less aero but the positives outweigh the negatives, especially for long-distance cyclists who demand comfort.

The days of the 23mm are truly numbered. The sweet spot of rolling speed, comfort and weight is a 28mm tyre, which offers wide compatibility with most road bikes

YOUR TESTERS

Wider tyres are taking over and you can see why with this lively dozen

DAVID ART HUR TECH WRITER David enjoys cycling in all its many forms from BMX, road racing, Audax and cyclocross to gravel. He loves riding bikes. And he also loves testing tyres, from the latest road slicks to tubeless mountain bike rubber.

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WE SAY...

An easy tyre to fit but pay attention to the pressure as it doesn’t like to go too low

HUTCHINSON FUSION 5 PERFORMANCE 11STORM £40.49

A good price for a tyre that’ll see you through the winter

WEIGHT 292g per tyre

Many moons ago Hutchinson, along with Shimano, pioneered tubeless road tyres and this legacy shows in the latest Fusion 5 Performance 11Storm. It’s an extremely good tubeless tyre with easy installation and grippy behaviour. The tyres feature a 127 TPI casing design (TPI means threads per inch. The higher the count the more supple the casing; a low thread count will lack grip and comfort) and an 11Storm rubber Easy to fit; compound claimed by comfortable; independent tests to be good grip; price superior to the company’s previous offering with They don’t like a softer compound low pressures than previous models.

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The tyres are easy to fit with no tyre levers needed to ease them onto the test wheels. A slurp of sealant and a burst of track pump resulted in swift inflation. Air retention is good. They’re not as tolerant of lower pressures as some, though, and I found it wise to stay above the 74psi minimum pressure that is stipulated by Hutchinson. Despite running higher than the 60-65psi of other tyres in this test, the overwhelming sensation on my local

Durability is an impressive trait and they didn’t shy away from some dirty roads

roads was one of a tyre able to deform over imperfections and deliver a silky smoothness. They don’t feel as fast as some but the clock suggested no loss of time over familiar routes. Comfort and traction define the performance of the tyre. These stick to the road in the wet, affording confident cornering speeds. Durability is an impressive trait and they coped well with some dirty roads. When tyres can cost a fortune, the Fusion 5s are refreshingly affordable too.

VERDICT Sensitive to pressure but good performance and fine value for money

12 OF THE BEST… 28MM TYRES

WE SAY...

A well-priced tyre that offers good grip and speed but it does comes up wider than advertised

SPECIALIZED S WORKS TURBO £37.50

A solid performer for under £40

WEIGHT 240g per tyre

Specialized has grown into a big player in the tyre market. The S-Works Turbo is a high-performance offering that provides very good road handling and speed – a good choice even if your frame doesn’t say Specialized on the down tube. It’s a keenly priced tyre available in three widths – 24mm, 26mm and 28mm – and it also comes in a tubeless version. The company’s own Gripton tread pattern Comfortable; is shared across its grip; speed; entire tyre range and low price delivers a nice blend of fast-rolling speed, Wider than reliable grip and advertised durability. The wear

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rate is a little on the high side compared to some other tyres in this category but that’s partly offset by the relatively inexpensive price, which is half that of some tyres. A BlackBelt layer inside the 120 TPI casing helps to prevent punctures, and while the tread does cut a little easier than some tyres here, penetration to the inner tube never occurred during a long testing period. It is one of the lightest weight tyres in this test, though.

They deliver good levels of comfort when the road surface is poorly maintained

The 28mm tyre measured wider than expected on a 19mm internal rim width, ballooning to almost 30mm, so that’s something to be aware of if tyre clearance is limited on your frame. That extra volume results in the S-Works Turbo delivering good levels of comfort when the road surface is poorly maintained, though, and at lower pressures the ride quality is generally very plush. However, they’re not quite as supple-feeling as some.

VERDICT Silky-smooth ride quality but comes up wider, and wear rate is high

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WE SAY...

Good all-rounder with plenty of speed and grip. Also available in tubeless for the first time

MICHELIN POWER ROAD CLINCHER £42.99

Another fine tyre from the French manufacturer

WEIGHT 238g per tyre

Michelin has updated its top-tier road bike range with the new Power Road, a clincher or tubeless tyre designed for racing, training and all-round use. It’s a very fast-rolling tyre that grips well in the dry and wet, has good durability and puncture protection is up there with the best. It maintains the good track record the French company has for performance tyres. The Power clincher Performance; is constructed using a easy fitting; triple 120 TPI layer casing tough; topped with an Aramid lightweight Protek+ punctureprotection strip and a Not the outright high-density cross-laid fastest material, and covered

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with an X-Race rubber compound. Like many tyres, there are shallow grooves along the shoulder to improve grip and Specialized has beefed up the sidewalls for added durability. Initial installation was a little tricky as they’re a tight fit. Once on, they provide a tangible sense of low rolling resistance, zipping along at a nice speed. The tyres really deliver on the claims to be a good competition and training tyre. Through the corners and along damp roads, they enjoy high levels

They provide a tangible sense of low rolling resistance, zipping along at a nice speed

of traction and the casing has a supportive feel that keeps the tyre stable through corners. Casing and sidewall suppleness is a notch below the best but these are tough tyres – they coped with potholes and even gravel deviations. If you treat your rubber mean, these will cope adequately. With good speed and composure on rough roads and impressive puncture protection, these are good fit-and-forget tyres that work for racing to steady riding – and for a competitive price, too.

VERDICT A fast and grippy tyre that’s perfect for those who like to ride hard

12 OF THE BEST… 28MM TYRES

WE SAY...

A durable and reliable tyre for rough roads and dirt or light gravel but tricky to fit

BONTRAGER R3 HARD CASE LITE TLR 28MM £49.99

A mixed bag from Trek’s component arm

WEIGHT 310g per tyre

The Bontrager R3 Hard Case Lite TLR tyres offer good puncture resistance and durability with enough comfort for smoothing poorly maintained roads. The R3 sits near the top of the pile in the Bontrager range, one peg below the pro-ready R4 series, and above the more affordable R1 and R2 lines. Installing the tyres wasn’t the breeze that some tubeless tyres can be and a tubeless inflator was needed to boost the tyre beads into place. Once Durable; tough; fitted with sealant, they grippy; light initially wouldn’t stay inflated for long but after Tricky to fit; a short ride they settled narrow down and air retention

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was okay, though they needed topping up more often than others. They also measure narrower than other tyres, coming in at 27.3mm in a 19mm internal rim width. It made me feel a bit short-changed. The TR-Speed rubber compound provides low rolling resistance and offers high levels of cornering grip. Rows of dimples on the shoulder are claimed to increase traction and confidence in the corners, and while the R3s perform well in the bends, it’s difficult to attribute to the

These tyres are tough and proved to be adequately durable on very broken roads

tread pattern. Whatever the reason, these tyres are tough and proved adequately durable on some very broken roads. The sidewalls lend good support to the carcass, enabling low pressures to be enjoyed without the tyre deforming undesirably. They don’t feel as supple as others but lower pressures increase comfort. A ‘Nylon 105’ breaker belt prevents foreign objects from cutting through the rubber, and they don’t feel as delicate as others on test here.

VERDICT A tough, durable tyre but needed constant inflating between rides

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WE SAY...

Tricky to fit but speedy and grippy tyres ideal for fast rides on poor road surfaces – and cobbles!

CHALLENGE PARIS ROUBAIX TLR VULCANIZED 27MM £50

Could they stand up to the Hell of the North?

WEIGHT 295g per tyre

Challenge is best known for its handmade clincher and tubular tyres but, as most things handmade, they command a premium. That said, they also use the more common vulcanized manufacturing process (heat is used to cure the various elements of the tyre together) with a 120 TPI casing and Aramid bead, which makes these tyres more affordable and better in-line with the other tyres in this test. Light; fast; Installation requires a grippy; good rim with a hooked bead, sidewalls as specified on the tyre sidewall. They presented Tricky to fit; only more of a challenge than hooked rims other tyres to fit but,

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once inflated using a tubeless track pump, the tyres suffered minimal air loss. Challenge advises a low tyre pressure range, which is welcome, and they performed well at 60-75psi. The tyres coped well with broken roads, delivering a smooth feel. They will handle dirt and some gravel, too, with ample durability. They’re not the most supple compared to the company’s handmade open tubulars or other tubeless tyres, such as the Vittoria, but the low pressures help

Tubeless sealant backs up the punctureresistant layer beneath the centre of the tread

in this department. You enjoy the same distinctive herringbone tread pattern as the top-end tyres, aimed at increasing traction on challenging surfaces. These TLRs have a good turn of pace that will appeal to cyclists looking for a speedy wide tyre that’s good enough for racing as well as relaxed long-distance rides. Puncture resistance is improved with the use of tubeless sealant backing up the puncture-resistance layer beneath the centre of the tread.

VERDICT Good performance for those prepared to persevere with finicky fitting

12 OF THE BEST… 28MM TYRES

WE SAY...

Impressive performance in both clincher and tubeless with speed, control and comfort in equal measure

GOODYEAR EAGLE F1 TUBELESS £50

A seamless transition from motor sport to... proper sport!

WEIGHT 310g per tyre

A familiar name for producing car tyres but making big inroads into the cycling market, Goodyear’s Eagle F1 is a high-performance tyre with huge intent. The F1 utilises advanced technologies, such as graphene to produce a tyre that’s made an impressive debut in the high-end tyre market thanks to stunning speed and grip. Graphene is incredibly light and tough and adds elasticity to Fast; traction; tyre compounds. durable; easy Inside the tyre is a tubeless 120 TPI casing with the company’s own R:Amor Nitpicking but an puncture-resistant belt. ounce more grip Wrapped over this is a in wet weather Dynamic:GSR rubber

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compound infused with graphene and the latest silica developments to create a fastrolling tyre with exceptional grip levels in the dry and only the smallest step down in the wettest conditions. The tyres are quick in a straight line, while in the corners the rubber sticks to the road with a steadfast refusal to slip, even at extreme lean angles. This continues when the roads are wet with reassuring traction on slick tarmac. They also exhibit a supreme suppleness that

The performance of both the tubeless and clincher models is extremely impressive

calms rough roads, and lends additional smoothness to the bike beyond the benefits of big volumes and low pressures. The Eagle F1 is available in clincher and tubeless. I’ve tested both and the performance of each is impressive and on a par with other high-end tyres. The tubeless installation was among the easiest on test, thanks to a proprietary dual-angle bead design that helps to capture the air before the tyre is seated. No tyre levers or tubeless inflators needed.

VERDICT Highly impressive tyre that is faultless to install and feels very quick

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WE SAY...

The GP5000 easily matches and surpasses the level of the GP4000, with some noticeable improvements

CONTINENTAL GRAND PRIX 5000 CLINCHER £59.99

Worthy successor to the lauded GP4000

WEIGHT 241g per tyre

The wait was worth it for the new Grand Prix 5000 from Continental, the replacement for the venerable GP4000. Following on from such a popular tyre was never going to be an easy task, but Continental has wisely built on existing technology while throwing some of its latest advances at it, too. The result is a superb-riding tyre with a fast feel, ample grip for predictability in all situations, and good wear rate and Superb puncture protection. ride quality; Continental has predictable grip; durable evolved its Black Chilli rubber compound to reduce rolling resistance Pricey by a claimed 12 per cent

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compared to the previous tyre, and while it’s hard to accurately feel this in testing, it’s clear this is a faster tyre in all conditions – dry and wet. The grip has been improved and boosted by Lazer Grip patterns on the shoulders, and the lean angles available in fast corners is impressive. I felt able to carve quicker lines through descents, which is down to the tacky feel the tyre has, without denting its speed. Ride quality is excellent with a supple feel over irregular road surfaces at a

Conti has evolved its Black Chili compound to reduce rolling resistance by 12%

range of pressures. That’s thanks to a new casing that’s lighter and thinner. It’s called Active Comfort, and is a layer of elastomer material embedded in the rubber compound. Warding off punctures is a Vectran puncture-resistant layer that lives up to its claim, and no flats were recorded during the duration of testing even when light gravel and foliage debris were encountered. All these improvements and it’s lighter than its predecessor, too, plus it’s available in tubeless.

VERDICT The benchmark tyre just got even better with all-round improved performance

12 OF THE BEST… 28MM TYRES

WE SAY...

Fast-rolling and easy to install with recommended tyre pressures and dimensions

PIRELLI P ZERO RACE TLR 28MM £59.99

Adopting WAM and RAM standards equals a great ride

WEIGHT 299g per tyre

Pirelli’s brand-new P Zero Race TLR is designed around the latest tubeless standards to ensure easier fitting and compatibility. Available in four widths from 24mm to 30mm, this is an all-round tyre that features plenty of new technology in the pursuit of top-level performance. An all-new 120 TPI TechWALL+ casing has been developed to boost puncture resistance and durability, while the SmartEVO rubber compound is Low rolling said to offer big traction resistance; light; and rolling resistance easy installation; WAM and RAM benefits over Pirelli’s previous tyres. The tyres are manufactured Tubeless only to the latest ETRTO

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tyre standards and are safe to use with hookless rims at pressures up to 73psi. Fitting the tyres to various wheels with both hooked and hookless rims was easy; in most cases, a regular track pump was sufficient to inflate the tyres at the first time of asking. With sealant added, air retention was remarkably good and akin to an inner tube setup. On the road, the tyres continue to impress. They feel noticeably faster than Pirelli’s previous Cinturato tyres and are easily on a par with the best

With sealant added, air retention was good and akin to that of an inner tube setup

tyres in the rolling-resistance stakes. The new rubber compound delivers reassuring grip when pushing the tyres hard into the corners, and puncture resistance is good. Pirelli has adopted the WAM (width as measured) and RAM (radius as measured) standard introduced by 3T’s Head of Design Gerard Vroomen. A list of actual tyre dimensions when fitted to different inner width rims gives a realworld width of the tyre. Pirelli also offers recommended pressures.

VERDICT F1 performance in a bicycle tyre with a fast, grippy ride and easy tubeless set-up

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WE SAY...

A quality tyre that’s a worthy alternative to more established names in this category

CADEX RACE £64.99

Fine offering from Giant’s premium component brand

WEIGHT 331g per tyre

Cadex is the in-house name for Giant’s top-tier component brand. The Cadex Race has been several years in development and is a tubeless-only tyre designed, Cadex claims, for pure racing performance with uncompromised speed. This tyre boasts a single-layer SRC 170 TPI casing that is claimed to provide superior rolling speed and the allimportant supple ride quality. An RR-S rubber compound, Cadex says, offers a blend of speed and grip, while Race Shield puncture Easy tubeless; grippy; quick protection wards off flats without compromising ride feel. A lot to live Not the lightest up to then, but the ride

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impressions are extremely positive with a lovely feeling of free speed on the majority of road surfaces. Onto rough roads and the suppleness of the casing becomes apparent as, even at higher pressures, the tyres feel delightfully smooth, imbuing fine comfort and road feel while squeezing as much speed through a corner as possible. Tubeless installation proved faultless, with one tyre lever and a regular floor pump adequate for popping the beads

Race Shield puncture protection wards off flats without compromising feel

into place, with minimal air loss over the course of a week. The tyres offer good support at low pressures, and through corners they provide predictable handling, meeting our expectations for a race tyre that’s going to be ridden hard in all situations. At more relaxed speeds, the tyre rolls quickly and offers reassuring grip, with a shallow herringbone pattern that’s reminiscent of the old Vittoria Open Pave tyre, seemingly boosting grip on gritty roads.

VERDICT A lot to like with easy setup and a supple and smooth ride quality

12 OF THE BEST… 28MM TYRES

WE SAY...

Good road feel and very grippy, but we did discover some compatibility issues

CONTINENTAL GRAND PRIX 5000 TL 28MM £65.99

The German tyre specialist joins the tubeless party

WEIGHT 325g per tyre

It’s notable that while the tubeless road market was expanding fast, Continental steadfastly refused to join the party, but that has all changed with the introduction of the Grand Prix 5000. Now available with a tubeless option for the first time, the wait was very much worth it. This is a tyre that offers near identical performance to the clincher but with tubeless benefits, such as reduced puncture risk. Installation of the Fast; ride quality; GP5000 tyres is a grippy; easy to fit painless affair, although Continental forbids the use of hookless rims, Compatibility; no hookless rim which rules out some support; pricey modern wheels from

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Hunt, Enve and Zipp, to name a few. Compatibility issues aside, once fitted they retain air pressure nicely. The construction is a little different to the clincher version. The casing is made from three layers of 60 TPI compared to the 110 TPI of the clincher tyres. An airtight liner is added and the bead is modified for easier fitting and better air retention. There’s the same Active Comfort – a vibration-damping technology embedded into the tyre – and a Vectran strip for

In the wet, they still find excellent grip, allowing you to ride with confidence

added puncture protection. As with the clincher version, the Black Chili compounds give astounding levels of traction. They feel quick in the dry with no hint they’re holding you back. Onto damp roads and they continue to find excellent grip, allowing you to ride with confidence in tricky conditions. Descending ability is similarly impressive. Durability and puncture protection is excellent, too, making these fantastic year-round, fit-and-forget tyres.

VERDICT A worthwhile update with improved ride performance and easy fitting

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WE SAY...

A fast and grippy tyre with easy tubeless tyre installation but not as bombproof as some tyres

SCHWALBE PRO ONE TLE £68.49

The best tubeless tyre Schwalbe has ever made

WEIGHT 267g per tyre

Schwalbe has been a leading light in the road tubeless market for several years. The latest-generation Pro One TLE builds on solid foundations and is easily the best it’s made yet. Installation is as easy as it gets, mounting onto the rim without tyre levers and inflating with a floor-stand pump. The tyres are compatible with hookless rims but the German company advises against inflation above 80psi. The Pro One is pro by name and pro by Easy to fit; nature. This is a highfast; fits hookless rims performance tyre for racing and fast road riding. From smooth Durability; price to rough roads, it feels

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supple, fast and reassuring when pushing on in the corners, encouraging aggressive lean angles. The Addix Race compound hits a sweet spot of low rolling resistance and reliable grip in a range of conditions, with performance in the wet proving to be very impressive. The Pro Ones measure 28mm wide on both 19mm and 23mm internal width rims, so no clearance surprises on wider rims. They support a wide range of pressures and cope at lower extremes

From smooth to rough roads, it feels supple, fast and reassuring through corners

with good sidewall support to prevent rolling over through corners, allowing you to maximise comfort for long rides. I was able to run them at 55-60psi with no issues at all. A 14mm puncture belt across the tyre works well to resist most sharp objects threatening to ruin your ride, but it isn’t impenetrable. I punched a hole through the tread on another pair but a tubeless plug kit saved the day. To be fair, this could strike down any tubeless tyre.

VERDICT Super-easy tubeless installation and pro-level performance

12 OF THE BEST… 28MM TYRES

WE SAY...

Supreme performance with low rolling resistance and good ride feel, but it’ll cost you!

VITTORIA CORSA TLR G2.0 £69.99

A graphene-infused quality tyre built for speed

WEIGHT 315g per tyre

Vittoria’s embrace of graphene and tubeless technology has produced one of the fastest-feeling tyres available right now, with the second-generation Corsa providing low-rolling resistance and easy tubeless setup. The graphene-infused tread pattern with four compounds delivers a wonderful sense of uninhibited speed. The tyres clearly yield low rolling resistance even on the coarsest road surfaces, and grip is phenomenal in the dry, Weight; rolling though marginally less resistance; grip; easy fitting tactile in the pouring rain. They have a wide usable inflation range and work Price; durability wonderfully at 60psi, with

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impressive speed allied to silky-smooth comfort and steadfast cornering traction. Comfort on longer, slower rides is good, but their high wear rate means they’re best saved for summer rides rather than being a fit-and-forget option. These tyres do have a puncture belt and burlier construction than their tubed counterparts, but the tread does mark and cut more easily than other tyres in this test. One of the claimed benefits of graphene is increased durability, but I didn’t find the wear rate

The graphene-infused tread pattern with four compounds delivers a great sense of speed

or puncture resistance to be noticeably improved over the previous version or over other tyres in this test. The Corsas are among the easiest tyres here to fit and inflate, and measure up true to size. For fast riding, the low weight and low rolling resistance are appealing factors. The high price is a downside and while the shorter lifespan and race-focus dent their broader appeal, if you’re happy to regularly replace your tyres, then please look no further.

VERDICT Performance we’ve come to expect from Vittoria, now with easy tubeless setup

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COMMUNITY CO OPS

Second acts A boom in bike buying in 2020 has made new ones hard to come by, but the alternative – buying second-hand – is fraught with complications. Fortunately, there are community co-ops like the Bristol Bike Project taking the hassle out of the process… WORDS

IMAGES

Mildred Locke

Joseph Branston

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WHY CYCLINGCOMATTERS COMMUNITY OPS

irst, it was hand sanitiser, toilet paper and pasta. Next came flour, and then it was the turn of bikes, all to end up in short supply. Throughout last year’s lockdown, cycling boomed. Fewer cars on the road saw more people taking to two wheels to commute to work, to buy food and simply to exercise. Bike shops were deemed essential and spent the summer helping to keep key workers mobile. According to the Department for Transport, cycling doubled on average throughout the week and tripled at the weekends. It helped that the government announced a £2bn active travel investment, alongside free bike servicing vouchers. City centres gained temporary cycling infrastructure and wider pavements for pedestrians to maintain social distancing. Inevitably, there came a bike shortage. Large retailers sold all their stock and, as this issue goes to print, across the country people are collecting bikes they purchased six months ago. The second-hand market also saw a boom, with average prices on eBay soaring and Gumtree bikes selling as soon as they were published. But with the influx of new customers taking to online retailers and national chains, it’s easy

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to forget the independent bike shops and bike co-ops that work to keep their communities rolling and their local economy thriving.

Second chance While it’s tempting to buy new, there’s certainly a lesser-tapped market for second-hand road bikes that have been fully serviced and revitalised with new parts. Throughout the UK, bike co-ops refurbish old donated bikes and redistribute them back into the local community. The donation-based notfor-profit model can keep the overall cost of sale bikes down, and pretty much guarantees that you’re not in danger of buying a stolen bike. The Bristol Bike Project (BBP) is a memberled co-op that does just this. Adam Dolling is a professional mechanic there and, despite being a self-professed bike nerd with an appreciation for modern high-end bikes, he stresses the importance of keeping the second-hand bike market alive, as well as getting old bikes serviced to make them roadworthy. For one thing, it’s affordable. “If you buy second-hand from a reputable bike shop,” he says, “you could get a fully refurbished bike with a lot of new parts, for around half or threequarters of its new value.” Take, for example, the 2010 Boardman Team Carbon road bike that was donated to BBP last year and sold for £500. “After assessing the condition of the carbon frameset and

WHYCOMMUNITY CYCLING MATTERS CO OPS

LEFT James Lucas and Colin Fan founded the Bristol Bike Project in 2008. It’s still going strong

RIGHT BBP mechanic Adam Dolling gives donated bikes major overhauls

components, we stripped and deep-cleaned it while checking for damage and wear,” Adam explains. “It wasn’t donated to us looking as good as it does now!” “We replaced a lot of parts, swapping the original fork for a quality new-old-stock carbon fork, and the unbranded wheels for second-hand Mavic Aksiums with 25c Specialized Turbo tyres. We also upgraded the tired old Tektro calipers to Shimano 105 5800, which matched the rest of the groupset nicely.” “After servicing or replacing all the bearings systems - hubs, headset and bottom bracket - we rebuilt it with new cables, brake pads, chain, cassette, bar tape and a brand-new 105 rear derailleur to keep the shifting nice and precise. We also fitted some basic, but good-quality M:Part alloy platform pedals, which are much better than plastic while you’re deciding if you want to clip in or not.” For the same £500, you can now buy a Boardman SLR 8.6 brand new. This has an aluminium frame with carbon fork, Shimano Claris gearing, Tektro R315 brake calipers, and Boardman alloy wheels and finishing kit. In terms of value, the two just don’t compare. As well as being affordable, there are many other reasons you may choose a second-hand bike instead of buying new. “Bikes may be a green and sustainable form of transportation, but the industry itself creates a huge amount of waste,” explains Krysia Williams, Community Coordinator at BBP. “Most industries focused on buying new leads to a throwaway culture, which we try to counteract, using what’s already available. We take perfectly decent bike frames and parts, give them some love and put them back out into the world.” It’s also a great way to support local business, explains Jo Hellier, BBP’s Project Coordinator. “When you spend money at a community project, you invest directly back into that community.” Unlike buying new at a national or international chain, money spent at an independent business or community project stays within a small, local economy. It pays the staff, creates a space for volunteers and provides a service that gives back to the community.

Parts of the deal It can be daunting to buy a second-hand bike, especially if you don’t know how to tell what

“Beware anyone who sells second-hand bikes with rusty cables and cracked tyres, and says they’re fully serviced” ADAM DOLLING sort of state it’s in. Jo recalls how frequently people arrive with a sub-£100 bike they bought from Gumtree or eBay. “They may have not paid much for it, but then it often turns out that the bike’s in really poor condition, with all its parts worn and it ends up costing a lot more to make it road-worthy,” she says. The best advice is to buy a second-hand bike from a reputable dealer, ideally an independent bike shop or community co-op. Adam says to check whether the bike’s been fully serviced, the cables, chain and other wearable parts have been replaced, and whether or not it comes with any warranty. “Beware anyone who sells second-hand bikes with rusty cables and cracked tyres, and says they’re fully serviced,” he warns. “If you’re in a good shop where they want to get you set up with a decent second-hand bike, they should ask you as many questions as you ask them,” Krysia says. “Think about what you plan to use the bike for, whether it’s commuting, leisurely weekends or fitness, for example. Other considerations include: do you need something speedy? Do you need to carry it up flights of stairs? “The shop staff should be able to help you find a bike that’s suitable for your needs.” Jo also stresses the importance of getting the right size and fit. “Take it for a test ride,” she says. “Test the brakes and gears, climb a hill and check that everything is working as seamlessly as it should be.”

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WHY CYCLINGCOMATTERS COMMUNITY OPS

LEFT Jo Hellier says spending at the shop is an investment in the local community

“When we first found out about the lockdown, we got together and made some quick decisions about how to respond” JO H E LLIE R

Bikes without barriers Being a non-profit organisation, all money made from repairs and sales are reinvested into BBP’s community work, which includes Social Cycle - providing a welcoming space for sociallyisolated adults - and After-School Bikes, where youngsters can work with a volunteer mechanic to fix their bikes. The main part of BBP’s community work, though, is its Earn-a-Bike programme. Partnering with local organisations, they provide bikes to anyone with a barrier to employment, including refugees, asylum seekers, adults recovering from addiction and ex-offenders, to help them access work opportunities and (re)integrate into society. Bristol’s asylum seekers make up a large proportion of BBP’s beneficiaries, since access to affordable transport can be a huge obstacle for them in the UK. They’re not allowed to work, are only entitled to £37 a week to cover living costs and many have to attend regular appointments at a reporting office eight miles from the city centre. Failing to make this appointment can threaten their asylum claim, but at £20 per week, a bus pass is out of the question. The Bristol Bike Project came into being 12 years ago primarily to help asylum seekers to overcome this issue. Lianet and Yagne, a couple seeking asylum in Bristol, approached BBP for support last year.

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They needed a way to get around, which was becoming increasingly urgent as they were soon to be moved to the outskirts of the city. Both are members of Borderlands - a Bristolbased charity that supports asylum seekers, refugees and other migrants - and they volunteer there to support others in the same position. Having bicycles has enabled them to do this. “I am really thankful for my bike,” says Lianet. “I use it almost every day. In my economic situation I feel it gives me freedom and helps me feel relaxed. Just going out for a ride is all I need.” Community projects often rely on volunteers to keep their services running, so not surprisingly, 2020 was a huge challenge. Jo explains how BBP faced the uncertainty, “When we first found out [about the upcoming UK lockdown], we got together and made some quick decisions about how to respond.” “Because we’re a member-led co-op,” she continues, “it’s the people on the ground who get to make the decisions. Those directly affected by how Covid-19 impacted the workplace, they got to decide how we responded as a business, rather than someone in an office somewhere. It makes us really resilient.” “We’re well-versed in making collaborative decisions and working in solidarity with one another,” agrees Krysia. Thankfully, despite the challenges, the boom in cycling led to an influx of new customers, and while volunteering went on hold, behind the scenes the shop staff continued preparing Earn-a-Bikes, alongside their usual day job.

No let up “The shop’s been hugely popular,” says Krysia. “We’re happy to be getting people out and about safely, helping them to avoid public transport, and providing a form of exercise that benefits their physical and mental health.” Adam elaborates, “The main challenge has been keeping up with demand. There’s been an increasing need for servicing, with people digging out old, unused bikes, as well as second-hand bike sales. This was in addition to our usual busy summer of work. It didn’t slow down as we went into the second lockdown in November, and it doesn’t show any signs of letting up just yet. We’ve mainly coped by relying on the shop team to work overtime and,

WHY CYCLING MATTERS

BELOW There are perks for becoming a co-op member including a fetching free t-shirt

RIGHT The staff and volunteers help to give refugees mobility and independence

recently, by hiring another awesome mechanic. Welcome to the team, Tania!” With a focus on community work and refurbishing donated bicycles, BBP is much more than simply a bike shop. Adam started volunteering five years ago, and honed his mechanical skills before switching careers and eventually becoming a Level 2 Cytech-qualified mechanic. But it’s not just his place of work. “I met almost all of my Bristol friends through BBP,” he says, “and I think that myself and a lot of other people would be a lot worse off without it.” Krysia describes BBP as “an independent and autonomous community space, where the people who come to the Project have the greatest impact on the direction it takes”. She explains the culture as DIT (do-ittogether), with an emphasis on teaching and skill sharing. “We build connections by inviting people into the space, teaching them mechanical skills, and providing the tools they need to gain a long-term sense of independence and empowerment.” For Jo, it’s “a space owned by the community, where people can come without requiring a financial exchange.” She continues: “Before the pandemic, you could come in, socialise, get advice, have a cup of tea, and feel welcomed. It’s been really sad having to restrict people from coming in this year, and hopefully we can welcome everyone back soon.”

Other community bike projects in the UK If you’re feeling inspired to get involved with a community space like the Bristol Bike Project, there are lots of similar places dotted around the UK, so depending on where in the country you’re based, it’s likely that you have a similar place somewhere within reach. Since they’re not affiliated with each other, all community bike projects will have their own way of doing things and their own governance models. Some are more structured with paid staff, while others are completely volunteer-run. Some are incorporated as

social enterprises or community interest companies (CIC), while others are much less formalised. Most are member-led, which means decisions are made collaboratively, and aim to provide a safe and welcoming environment for anyone who wants to learn new skills and enthuse about cycling together. Some focus predominantly on skill sharing, while others are all about encouraging cycling within their communities. There are hundreds around the country and far too many to name here, but some other well-known establishments include the Broken Spoke in Oxford, The Bike Project in London and The Bike Station in Edinburgh, Perth and Glasgow. To find out more about these types of places, and to find one near you, visit bikecollectives.org.

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COLD RUSH

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COLD RUSH

While fair-weather cyclists retreat into hibernation during the winter, the battle-hardened relish the exhilaration of riding outside. We speak to a few of the UKâ&#x20AC;&#x2122;s hardiest riders to discover how they keep riding in all conditions Words Mark Bailey Images Various

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“When I head out in horrible conditions, the sense of achievement is much higher than on a summer’s day. That feeling will last the rest of the day and boost my whole outlook on life” Angus Young , ultra cyclist

The ultra cyclist

Angus Young Lives Dorset Age 24 here is nothing quite like a cold, clear frosty morning to get me going. But for the most part, winter cycling comes down to a sense of escapism: riding in the cold and the dark is such a stark contrast to your day-to-day warm lifestyle,

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so that sense of doing something di�erent is amplified. When I head out in horrible conditions, the sense of achievement is much higher than on a summer’s day. That feeling will last the rest of the day and boost my whole outlook on life. My primary focus is ultradistance riding, so long, fourhour-plus rides are essential all year round. If I wasn’t able to get out in the cold and put away steady base miles, I would struggle in the summer. I also love that feeling of knowing that most of your competition won’t be out riding in this weather. During the o�-season, I find it important to mix up my training. So, for the last few years, I’ve travelled to Europe for a few weeks to train and race crosscountry skiing and winter triathlon - a niche sport that involves running, cross-country mountain biking and crosscountry skiing, all on snow. So in a way, my yearly training plan is flipped, with more short-intensity

Winter tip! Cross-country skiing isn’t the most accessible winter sport for those living in Britain, so give cyclocross a go. It will improve your bike handling and explosive power

work in winter and an endurance focus in summer. I’ve just moved to Dorset to start a new teaching job and I’m looking forward to exploring its roads and bridleways this winter. For endurance-based rides on back roads, I take my Mason Bokeh gravel bike. I also have a Mason (steel) InSearchOf for o�road rides. If the weather is clear, I’ll use my summer race bike. On cold days, it’s all about layering. The amount of heat you put out can vary massively, and so can the weather, so having the option to adapt is essential. One thing people can overlook is keeping your extremities warm, so a winter-specific cap and gloves go a long way. If it gets below freezing, I sometimes fill my bottles with warm water. Occasionally, I will take a stove, bikepacking style, and make a co�ee or a meal out on a hill. It’s a real boost to morale and provides an extra purpose for the ride, which really helps with my motivation.

COLD RUSH

The fixed gear rider

Paul Rainbow Lives Bristol Age 47

o many people - myself included in the past – tend to treat winter like a quiet off-season, but I love riding over winter now. The winter sun is so beautiful. The light is different, as is the air pressure. You can go out when it’s dark and see the sunrise.

I love those crisp winter days. You get to see the colours changing and it’s especially nice to see routes that you did in the summer suddenly look so different, with coloured leaves and scenery. There’s nothing like it. I ride a fixed gear bike over winter because it’s so much less hassle maintenance-wise. I work as a mechanic and, with a fixed gear bike, I’m not really worried about wearing stuff out. I have a belt-drive fixed wheel at the minute, which is even better because you don’t even have to put oil on it or anything. But when I use a normal fixed wheel, I just get a new chain and some sprockets. It only costs £30, so doesn’t matter if it gets messed up with salt and grit. I ride more over winter now because I have been taking part in an Audax award called the Randonneur Round. It’s an award for riders who complete a 200km or longer event in 12 successive months. I did it for one year, got hooked, and then completed the next five years unbroken. It was a tough challenge with some of the winters we have had, but in recent years the weather has been much milder. Another challenge is the Rapha Festive 500. I have completed three of them, two of which were done in one single 500km ride. Our local club runs a 500km event each year for those who fancy getting it done in one go. With the right gear, the cold isn’t an issue. I rode around Iceland a few years ago, and it was covered in snow the whole way, but I loved every minute of it.

Winter tip! The Rapha Festive 500 is 500 kilometres of riding between 24-31 December. Check out our effort in 2019 on cyclingplus.com: tinyurl.com/ CPFestive500

“The winter sun is so beautiful and the light is different. You can go out when it’s dark and see the sunrise. I love those crisp winter days”

The busy parent

Dr Vandy Dhawan Lives Devon Age 43

find cycling to work over winter really quite exhilarating. The oxygenation and the wind blowing in your face makes you feel so much calmer. The first step out of the door can be tricky, but after a cool cycle to work you feel so awake and alert. If you are a busy parent, cycling to work is a great way to keep exercising in winter when the days are darker and shorter. As I am trying to juggle childcare, work and time for myself, cycling means I have activity automatically built into my day. Those health benefits propel me over winter. But with all the physical distancing and transport difficulties now, winter cycling is brilliant for our mental health too. I am a doctor and started cycling in 2015 when I lived in Newcastle and my commute was 4km. I was doing research at the university and was inspired by the students who cycled. The road to my children’s school was always jammed with cars, so I would cycle to school with my children and then carry on to work. So when we moved to

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Exeter this year, we chose a house that was close enough to work that my commute would be on my bike again. Riding with my kids means that I’m also building a healthy legacy. That’s definitely a motivation on cold days. I don’t want them sitting in front of their screens all winter. If it is snowing and dangerous, we won’t go. And if I can ride through a park, I will. But cycling is just part of our normal routine now. I also feel motivated to inspire my female colleagues and other mums. When they saw me cycling, I would get admiring glances: ‘Look, even in this weather, she is cycling with her boys!’ But I tell them that you don’t need anything special – equipment or a certain bike – to do it. You just have to start. They see people in Lycra and think cycling is not for them. But that’s not true. I ride a hybrid bike and I wear my normal work clothes. Over winter, I just roll my trousers up or I wear a skirt with some tights and a reflective rain jacket. If you cycle all year round, your bike becomes a part of you. You miss your bike like you miss your car when it has gone for repairs. You don’t care about clothing; when you fall in love with cycling, you just want to be out on your bike. On a cold day, you can lose yourself in your thoughts, just taking in the environment and the calmness of being outside. It’s a beautiful way to start a winter’s day.

Winter tip! Gravel bikes are great for winter training. Their chunky tyres might not ne-tune wetweather riding skills, but they can make for a more enjoyable muddy ride

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The pro racer

Pfeiffer Georgi Lives Gloucestershire Age 20

am one of the only people on my team, Sunweb, who likes winter riding. I don’t mind the rain and most winters you’d be lucky to find me on the indoor turbo even once. Rain or snow, I just love riding outdoors in winter. I like the drama of it when there’s a storm and strong winds. It feels like an adventure. And I love that feeling of going on a long, cold ride and then coming back and getting cosy by the fire. You feel like you’ve really achieved something. Riding in cold weather toughens up your mind. The Tour de Yorkshire in 2019 was horrendous, with hail smashing us in the face on one descent. But I loved that race. It was one of my highlights of the year. Riding in winter also teaches you technical skills. Because I train in the rain, when it’s wet during a race, I feel confident cornering. You can feel the difference in the bunch, with people who never train in the rain being much more tentative. Racing in the rain is one of my favourite weather conditions; that comes from getting out over winter and dealing with the rain all the time.

Over winter I mainly just build up my base fitness with five- or six-hour rides. But I like to use it as a time to explore. I usually ride into the Cotswolds, which is a lovely area with lots of short, steep climbs, or head over to Wales for a longer loop, some different scenery and some longer climbs. I try to find new roads and different areas. I treat it as an adventure. I love baking, so over winter I take some flapjacks in my pocket, maybe with chocolate in them for extra motivation. I also bake banana bread, oat cookies and even chocolate avocado cookies. If it’s a really cold day, I usually just remind myself about my training goals or tell myself I don’t want to let my teammates down. I know that they’re going to be training hard too, so we motivate each other and keep in contact, which is really nice. I always like to think I can make gains when the weather is bad: if you have that extra motivation to get out in the cold, you can get a step-up on your rivals.

“When you’re training inside, you’re watching the clock constantly. The winter is miserable anyway, so I like to get out and enjoy some hills, some scenery and some daylight” Louise Gibson, amateur racer

The amateur racer

Louise Gibson Lives Buckinghamshire Age 42

have never regretted going out for a ride on a winter’s day. Okay, maybe when I’ve punctured and ended up soaked to the bone from trying to fix it. But generally I love the sense of freedom after days stuck indoors. The time goes by

so much quicker. When you’re training inside, you’re watching the clock constantly. The winter is miserable anyway, so I like to get out and enjoy some hills, some scenery and some daylight. I cycle all winter because it’s so positive for my summer fitness. I ride for the InternationElles, a group of amateur female riders who protest against inequality by riding the full Tour de France route one day ahead of the men. We’re supported by Skoda, but this is just our hobby and we do it for fun. I took December off in 2019 and it took me months to get my fitness back. So I’ll be riding all winter to keep my fitness up. My best trick for a winter ride is to get out early. If I start procrastinating, I can talk myself out of it. So I get my kit ready the night before and plan my route. Make sure you get out first thing. If you see a work email, you can get distracted. Work when you’re back, when you’ll feel amazing. The best way to enjoy winter riding is to make it fun. I live in

Winter tip! Clean your bike before you shower and include the process as part of your ride. Once you’re inside, home life will distract you from this dull yet crucial job

Marlow in Buckinghamshire, so there are some great winter routes in the Chiltern Hills. I also head to London to train in Richmond Park with friends. I also enjoy the routine of winter club rides, come rain or shine. Over winter I keep riding my road bike – a Bianchi Specialissima in custom pink. When I tried a winter bike, it made me miserable. It was so heavy. I might take some tea in a flask and pack a dryrobe – like a towel/coat – in the car. At this time of year, I prefer to eat real food like sandwiches or have a warm toastie somewhere. My winter miles are shorter than my summer rides: more like 2-3 hours, rather than 5-6 hours, just to keep up my base fitness. Of course, if there’s ice or tonnes of wet leaves on the roads, I won’t risk it. But if you’re flexible with your schedule, you can always find a lovely winter’s day to get out.

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RELIGHT YOUR FIRE

Plotting a new training routeâ&#x20AC;&#x2122;s a great way to boost motivation during these challenging times

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RELIGHT YOUR FIRE

A lack of external goals over the past year may have dented your motivation to ride, but by building intrinsic motivation through your own skills, habits, friendships and adventures, you can find new meaning to every ride and turn the tide in 2021

Words Mark Bailey

Photography Russell Burton

ll cyclists are armed with psychological tricks and techniques to help them overcome the unique mental challenges of cycling - from how to manage pain on a brutal 17 per cent climb to how to psyche yourself up for a 50-miler on a rainy weekend. But ever since Covid-19 arrived, riders have faced a new set of psychological obstacles. Unable to travel far, we’re forced to repeat the same old local roads. Intermittently blocked from meeting up in large groups, we’re denied the motivational buzz of cycling clubs and forced to do more solo rides. With our health and finances under threat, we’re facing additional stress, which makes it harder to focus

on training. And with the painfully slow return of sportives, and foreign travel difficult, the big goals and events that normally keep us focused have disappeared into oblivion. One psychological factor that hasn’t changed, however, is that cyclists love a challenge. And this current predicament undoubtedly represents a daunting new hill to climb. But it’s clear that cyclists need new mental strategies to help navigate this strange new landscape. “One of the issues we have in sport generally is that a large number of people are externally motivated,” explains Dr Karen Howells, Senior Lecturer in Sport and Exercise Psychology at Cardiff Metropolitan University. “These extrinsic

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motivations might, at one extreme, be all about the winning - a medal, say, or beating somebody or aiming high in the rankings. We’ve also got this idea: ‘If I don’t go cycling, I’m going to feel guilty.’ Because cycling is something that I do it’s part of who I am. And under normal circumstances, all of those things kind of work. But the problem is, when things go wrong, can we still maintain that motivation? And a lot of people are finding that the answer is no.” During the 2020 spring lockdown, cycling remained a sunbeam of positivity, with the UK witnessing a 200 per cent increase in weekend riding. But many riders, bored of repeating the same roads, and put off by the winter weather, are now in need of new inspiration. “There are no competitions, there are new lockdowns and people are thinking: ‘Well, where am I going and what can I do?’” says Dr Howells. “I’ve done a route three or four times, I want to do see different scenery or ride with different people.” Even professional riders have been forced to find clever ways to pump up their motivation. “I’ve been plotting my routes

as far away as possible so I can explore, find new roads and treat it as an adventure,” explains 20-year-old Team Sunweb women’s rider and contributor to our Winter Warrior feature, Pfeiffer Georgi. “I used lockdown as an opportunity to do new things. I was able to train with my dad and my brother so I was not alone. In training I make a good playlist for hard efforts - things which hype me up, like Stormzy and Eminem. Also, a little trick I do is to turn my clock off so I can't see how long I’ve been riding, rather than looking at every minute and thinking: ‘When will it be over?’”

Internal affairs These strategies have helped pro cyclists to stay focused during a challenging year. But pro riders have also enjoyed the motivational boost that comes from seeing the return of big races to their diaries. For the rest of us, that’s not been the case. So what we need, says Dr Howells, is a deeper change in motivation. “To the question, ‘How do we maintain that motivation?’ my answer is: we don’t. We need to find an alternative

“Just getting out of bed is 10 times easier if I already know what I’m having for breakfast and my bag is packed” Elinor Barker

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motivation. Most athletes with a goal in mind are extrinsically motivated and we need to take them to the other end of that continuum, to intrinsic motivation: we do something because we love it and enjoy it. Often we get pulled into competition. That can be formal or informal, entering cycling races, or just competing within a group. So one of the things we probably need to be thinking about with this pandemic is being more intrinsically motivated. And that’s about bringing the enjoyment back.” To switch to a more intrinsic form of motivation, you need to focus on three areas, says Dr Howells. “The first is ‘competence’, which is about being good at something and getting better at it. When we’re good at things we’re more likely to enjoy it. The second is ‘relatedness’: being part of something and being valued. Cyclists are quite high on this because they tend to ride in groups, which is about being valued and a feeling of belonging. The third is ‘autonomy’, which is about having a degree of control and taking responsibility for what you do.” The pandemic may have affected our competence, if we haven’t been able

WHYRELIGHT CYCLINGYOUR MATTERS FIRE

Looking back Cycling Plus writers reveal how they recalibrated their motivations in 2020 John Whitney, Features editor “I began lockdown in March on the turbo but as the weeks and months rolled by in various forms of stay-at-home orders, getting my exercise in the corner of a room where I’ve also worked, ate and played in just wasn’t satisfying. So the turbo was packed away. Which proved fruitful as I’ve loved getting out into the mucky, murky lanes around Bristol. It’s been years since I’ve done much at all outside in the winter and it’s been great. They’re the same roads I ride in the summer, yet it feels a very different experience. I’ve got a few tricks up my sleeve in order to make the most of lunch breaks during lockdown. I’m lucky to be able to have flexibly long lunches, so I take advantage of being able to ride for a couple of hours during the brightest, warmest hours of the day and then work later into the evenings. My biggest barrier to getting out, especially in winter, is getting changed and preparing my bike. So that is all done in the evenings, which means when it comes to ride time, I can be out of the door in five minutes.”

to train as effectively. It’s affected our relatedness, as we’ve not been on as many group rides. And it’s also affected our autonomy: “One of the things I’ve heard a lot in sports psychology (this year) is: ‘I feel trapped’ or ‘I have no control over my life’,” explains Dr Howells. Losing all three represents a dislocating experience. To restore your sense of competence, Dr Howells suggests you start focusing on process goals: targeted technical improvements, such as working on climbs, which will inject focus into your rides, even if you’re riding solo or on the same old roads as normal. “You get enjoyment by trying to improve (your competence),” explains Dr Howells. “Process goals are about technique, pacing, cadence and position on the bike. Identify two things you’re not so good at and two things you are good at, and work on those four things. It could be working on your climbing through specific gear work or standing climbs, or going downhill and trying to stay off the brakes or cornering better. That improves competence but also autonomy: I’ve made a decision about what I want to get out of

this ride. My distance doesn’t matter but I managed these hills better. It doesn’t matter that you haven’t done a 100-mile ride; it might have been a 12-mile ride, but you’ve got a tick in the box.” Pfeiffer Georgi has used a similar method herself. “Something we implemented into our training is to have a different focus on a specific skill for each hour,” she explains. “So, recently I’ve been working on my aero position and in other blocks I focus on technique. Even when we’re in a group, we aim to learn new skills, like going back to the car to get bottles or stopping, taking our wheels off, switching them with each other and going off as quickly as possible. We do lots of different challenges and skills that make the time fly by.” Focusing on skills is especially helpful on dull solo rides. But Dr Howells says your process goals should be highly personal – intrinsic – anyway. “Aiming for distances and times is fine normally but it’s not necessarily working now,” she explains. “For example, in the area I’m in, it’s very hilly, so my times are slow and my distances

Process goals – working on small, specific improvements – will improve competence and, in turn, raise motivation

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low. But I’ve got friends in the next county where it’s flat and it’s a much bigger area. So you can’t compare. I do use Strava but you can become so focused on how somebody else has gone further or faster. And if your mate can do a 100-mile ride, but you can’t (because of a local lockdown or geographical limits), that can be quite destructive.”

Group think With big club rides still not on the agenda at the time of writing, it’s also vital that you make the most of the small social groups that are permitted and get whatever motivational social support you can. This will solidify that all-important quality of ‘relatedness’, which will make rides more enjoyable. “Ride with friends whenever you can,” advises Dr Howells. Have work meetings with fellow cyclists, meet for a ride instead of a pint and go for a spin with friends instead of sharing a Zoom call. However, ‘relatedness’ is about more than just banter and camaraderie. It’s also about a sense of belonging. “Ask yourself: what’s my role in this group?” suggests Dr Howells. “It might be: I’m responsible for setting the route or organising the time. So you’re not just a participant. Without that role, it’d be very easy for me to not feel missed and not go out. But if you take on a role, you have this sense of value and belonging.” Olympic team pursuit champion Elinor Barker says training in a group is vital for her own motivation. “If I’ve arranged to meet someone at nine, I will be there at nine,” she insists. “Just having that

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accountability and other people to bounce off is really helpful.”

Autonomy for the people Everyone is being buffeted by events right now and the stress can have a negative effect on our motivation to exercise. That’s why Dr Howells’ third motivational factor – autonomy – is so important. “The things that make us most stressed are the things we don’t have control over,” she explains. “But setting a personal goal is not about somebody telling me, you need to work on hills. This is me saying, ‘I’m going to work on standing out of the saddle this Saturday.’ Autonomy is about control and responsibility. It’ll develop some control in your life where maybe we feel we don’t have it. And it doesn’t have to be big things. It can be: I have put this ride on our WhatsApp group. I’m taking responsibility of this situation.” With fewer sportives to target, it can be harder to set big motivational goals. But Elinor Barker, who had to deal with the postponement of the 2020 Olympics, adapted by switching to shorter-term micro-goals to help maintain momentum. “I was never really looking more than a week or so ahead and taking it in smaller chunks,” she explains. “That helped me to get the best out of myself in training.” By focusing on shorter-term goals, you can keep making progress - even if you don’t know when the next race is coming. To keep your momentum, Barker recommends two extra strategies. First, build good habits. “Just getting out of bed is 10 times easier if I already know what I’m having for breakfast and my bag

Looking back Cycling Plus writers reveal how they recalibrated their motivations in 2020 Trevor Ward, Big Ride writer “While journalistic assignments have dried up because of international and UK travel restrictions, another line of work has kept me motivated to ride my bike. During the first national lockdown when the kids of key workers still went to school, some farsighted head teachers introduced Bikeability lessons to the timetable in a bid to make an unreal experience – having to be in school without most of their friends and learn new rules such as social distancing – more enjoyable for their pupils. As a qualified Bikeability instructor with Cycling Scotland, I suddenly found myself in demand, and the lessons have continued to be a constant in a landscape of changing lockdown rules. Seeing the enthusiasm of not just the kids but also the teachers reminded me why cycling is so important for all kinds of reasons and inspired me to keep up my own training rides even without the prospect of a glamorous Big Ride assignment on the horizon.”

RELIGHT YOUR FIRE

“Autonomy is about control and responsibility. It will develop control in your life where we feel we don’t have it” Dr Karen Howells

is packed,” she explains. “Having good habits helps me keep a routine, even if my motivation changes.” And second, record your training so you can gauge progress. “Our training’s logged so I know how each day stacks up against my best for that amount of time this year or last year, so there’s always a goal to aim for.”

Variety performance It can be hard to stay motivated when you are riding the same roads all the time. But variety is the spice of your new Covid life: the same route can feel completely different at different training intensities, different times of day and in different directions. Or use Strava or Komoot to unlock new roads. Injecting a new focus into your ride will also help you to compartmentalise your

With the future uncertain, focus on shorter-term goals to keep you on track for when events return

thoughts, deal with worries and restore a laser-beam focus. “If you go into a ride with negative thinking, and then you say, ‘I’m really good on the flat and I’m going to be even faster on this ride,’ you’re not then thinking, ‘Woe is me, life is horrendous,’” explains Dr Howells. “We’re focusing on our cycling as a form of avoidance, but in a positive way. To focus on specific things – what I want to get from this ride - means that you can’t worry about other things because, look, the hill is coming up and this is what I’ve got to focus on.” Navigating the grim psychological challenges of the pandemic requires effort and creativity. But whether you plot new routes, focus on micro-goals or work on your technique, what matters is that you rediscover the fun of cycling. “It can be as simple as trying to catch up with someone or riding a route the other way round,” explains Dr Howells. “One of the things we’re not very good at as adults is playing games. But why can’t adults play as well? Set something for each day that is completely different. Do it. It’s worth it.”

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LET THE SPARKS FLY! For your folding ebike kicks, do you go factory fit or conversion? We put Bromptonâ&#x20AC;&#x2122;s assisted folder up against the lightweight conversion from Cytronex WORDS WARREN ROSSITER IMAGES RUSSELL BURTON

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Like all ebikes, sales of folders are on the up

hen it comes to folding bikes, the Brompton is ubiquitous. It’s an incredibly successful brand thanks to the cleverly compact fold (565mm high x 585mm long x 270mm wide) and simplicity of use. When it comes to electric folding machines, however, it faces stiffer competition. We’ve recently tested ebikes, such as the budget EMU, funky MiRider One and the luxury GoCycle GXi, which all performed impressively. Brompton partnered with Williams Advanced Engineering (of Formula 1 and Formula E fame) to develop its bespoke ebike system, which comprises a large front-hub motor and a smart-looking battery – housed in its own bespoke cordura bag. This slots into a bracket mounted on the head tube and can be removed and carried over the shoulder when your bike is folded. Brompton claims a range of between 20 and 45 miles from the 300Wh battery, depending on rider and topography. The battery weighs in at 2.9kg for a total 17.43kg. Without the battery the bike is 14.5kg compared to the standard Brompton’s claimed 11.35kg. Brompton’s system will have the added usability of an app, but at the moment it’s “being aligned with Brompton’s up-to-date systems and website”, so a search for the app on your app store will be fruitless. If, however, you’re either already a Brompton owner or want to choose a different model as the basis for

your e-assisted kicks, then British ebike conversionkit manufacturer Cytronex has just the thing, with its Brompton-specific kit. This £1295 kit contains a new front wheel with e-motor hub, the battery pack, charger, wiring loom and bottle cage-style mount. This price includes fitting and, rather than using the strap-on battery mount, Cytronex will add bottle bosses to the frame for a neat and secure fit. The company tells us a competent home mechanic can fit the kit themselves, in which case you save £50. Our test bike is the Black edition of Brompton’s two-speed Superlight (SL). The SL replaces Brompton’s standard steel fork with titanium and adds a titanium rear triangle, too, which drops the standard bike weight to just 11kg. That’s 350g lighter than the basis for the e-Brompton’s H2L. Even with the Cytronex and battery fitted, it’s just 14.12kg – that’s actually lighter than the e-Brompton without a battery. Without the lightweight 1.51kg battery, it’s an impressive 12.6kg thanks to the lightweight Cytronex kit. It’s a great option for a bike you’ll end up carrying quite often on your commute.

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SYSTEM ADDICT Both the Cytronexconverted Brompton (top) and Brompton Electric (above) fold up neatly

With Cytronex, motor power is simply controlled by a single, large bar-mounted button that you can easily switch on and off. You cycle through low, medium and high assistance (green, blue, red) with a single push of your thumb and hold as it cycles through the modes. Cytronex’s single sensor is a patented design. Usually ebikes have up to three sensors – one on the

BIKE TEST

BROMPTON SUPERLIGHT M2L X 2 SPEED X CYTRONEX £1765 BIKE £95 B&M LIGHT KIT £1295 CYTRONEX KIT SPECIFICATION

crank to measure cadence, a speed sensor (to limit speed) and a brake sensor to cut the motor when stopping. Cytronex’s clever single sensor collects information by pointing at the largest sprocket on your rear wheel. It senses the movement of the teeth on the cog and the rate at which they’re turning to deliver power; when you stop pedalling and freewheel it cuts power. Positioned behind the stay, it is well shielded from knocks too. Speed calculations are made on initial setup. The battery is plugged into a laptop (PC or Mac). Then use Cytronex’s app to set up the system (wheel size, legal limits, sprocket size etc). Use this app to tune the power delivery to your preferences and change the brightness of the light indicators on the control button. Battery energy reserves are shown by a light on the battery itself, with green meaning 75-100%, blue 50-75%, purple 25-50% and red 10-25%. Below 10% and it flashes red. This turns on the low-battery mode, extracting the last of the energy by stepping down the power gradually. For the most part, it works well, but as the battery sits low on the frame’s main tube, it can be di�cult to see the small LED indicator. Cytronex also has an option for a set of Busch and Muller lights, £95, which are wired into the system.

CYTRONEX'S CLEVER SENSOR COLLECTS INFO BY POINTING AT THE LARGEST SPROCKET ON YOUR REAR WHEEL

These are also controlled by the bar-mounted button and cleverly hold enough in reserve to maintain light power, so even if you run the battery down to zero, you won’t be left in the dark.

NIMBLE AND BALANCED RIDE The Cytronex Brompton is a pleasure to ride. The bike’s low weight retains the same light-steering feel of a Brompton, which is great for low-speed manoeuvres. Impressively, it’s incredibly wellbalanced. That’s no mean feat for an ebike, and is down to the relatively compact front-wheel motor and a battery that’s centrally mounted on the main tube. The result is easy, neutral handling. The battery fits via the dedicated bottle cage with Cytronex adding bosses to the frame for you (if you fit the kit yourself, you’ll have to make do with the removable mount, but it’s unobtrusive). The Cytronex’s smaller, lighter motor, compared to the electric Brompton, still delivers plenty of punch through its three settings, and having the bar-mounted button encourages you to mix modes throughout your ride, popping into high (red) when you’re heading uphill or dropping it down to eco (green) on the flat, or even switching it o�. The downside of the system stems from Brompton’s natural riding position, which is fairly set-back with little weight over the front wheel. That’s fine for normal riding, but hit a steeper slope with the assistance on and the front wheel can ‘unweight’ enough to create a hint of wheelspin, which is

Weight 12.6kg w/o battery, 14.12kg with battery Frame Alloy mainframe with L type titanium rear triangle Fork Titanium Gears Brompton 2-speed Brakes Brompton dualpivot rim brakes Wheels 16-inch Brompton alloy rims with Brompton rear hub and Cytronex front e-motor hub Electric system Cytronex C1 electronic assistance kit, 250W front hub motor, 36V, 180Wh bottle cagemounted battery, and bar-mounted controller Finishing kit Brompton saddle, H bar, telescopic seatpost & mudguards, Schwalbe Marathon Racer 16x1 -inch tyres, Busch & Muller AVY LED front light and Solo mudguard-mounted rear light

HIGHS Light; efficient; can be fitted to any Brompton

LOWS App is only laptop-based

BUY IF You’re an existing Brompton owner or want a lighter ebike

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BOTH BIKES THE ELECTRIC AND THE CY TRONEX DO A GREAT JOB OF NOT COMPROMISING WHAT MAKES A BROMPTON A GREAT COMMUTING BIKE

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BIKE TEST

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BROMPTON ELECTRIC H2L 2 SPEED £2725 SPECIFICATION Weight 14.5kg w/o battery, 17.43kg with battery Frame Alloy mainframe with L-type rear triangle Fork Alloy Gears Brompton 2-speed Brakes Brompton dualpivot rim brakes Wheels 16-inch Brompton alloy rims with Brompton rear hub and front e-motor hub Electric system Brompton front hub motor with 36V, 300Wh removable battery pack Finishing kit Brompton standard saddle, Brompton H bar, telescopic seatpost and mudguards, Schwalbe Marathon Racer 16x1 -inch tyres, Busch & Müller AVY LED front light and Solo mudguard-mounted rear light

HIGHS Power delivery is smooth; clever battery fitment/release

LOWS Heavy system; needs a bar-mounted control

BUY IF You want a full bike system with plenty of power and range

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disconcerting, especially on wet roads. We did, however, quickly adjust our weight forward when riding up ramps and steeper sections of road climbs. It’s not something many folding electric rivals suffer from, with the mini MiRider being rear-wheel drive and the clever GoCycle coming equipped with traction control to prevent the front wheel spinning. Cytronex makes no claims on potential range, but it turned in a fine 29 miles with 300m ascent. That’s plenty as the average daily commute is between six and 12 miles. As for delivering that power assistance, each level feeds in with a nice upward trajectory closely matched to your cadence. Because the system senses from the rear sprocket, it applies power only when you do and cuts out as soon as you start to freewheel. It makes for a natural feel and one that conserves battery life, meaning the Cytronex’s relatively small 180Wh battery can match the range of far bigger units. Where the Cytronex really scores, however, is how well it works with Brompton’s folding party trick: the bottle battery’s small size and central placement means it can be left in place when you fold the bike. And because the battery only weighs 1.51kg, it’s as easy to carry as a standard Brompton. Though our

IT’S FUN TO SWITCH INTO FULL POWER MODE AND BEAT OTHER RIDERS AND CARS AT THE LIGHTS FROM A STANDING START

Cytronex kit came fitted to a lightweight Brompton, the standard bike that the Brompton Electric is based on only has 350g more weight in its frameset. You can, of course, quickly remove the battery and stow it in a backpack, meaning you’ll be carrying an 11kg folder.

SIMPLE BUT EFFECTIVE Brompton’s Electric has a much larger hub motor built into its front wheel, while a dedicated bracket on the head tube accommodates the rectangular battery. The quick attach-and-release fitting is clever and we like that the system boots up as soon as you engage the battery. The battery has two buttons – the right one cycles through power levels; the left one operates the lights. There’s a central arc of five LEDs to show battery charge level. It’s a simple system and one that doesn’t require hours of poring over a manual. The lack of a bar-mounted controller is a shame. Yes, reaching down to operate the waterproof buttons is easy, but any time you take a hand off the bars or eyes off the road isn’t exactly ‘urban safe’. Hopefully, Brompton’s app will offer in-use control of the system because a phone mounted on the handlebar would be preferable to the current system. In its top setting, the Brompton’s power delivery is somewhat punchier than the Cytronex, albeit it does feel overkill for most situations. That said, it’s fun to switch into full-power mode and beat other riders – and even other automobiles – at the lights from a standing start. Like most ebikes, the Electric lived most of its time in the middle setting, which offers

BIKE TEST

Find a folding Brompton friend and enjoy the electricity

the best balance of ascending power with plenty of range. The Brompton Electric peaked at 24 miles (39km) with 342.5m climbing. That’s in-line with its claimed 30-45km range. We’d say with a relatively flat commute, the Electric could easily achieve 45km. The bike handles well, though it still suffered from a bit of wheelspin on steep ramps, but the overall feel is positive. The power assist gives plenty of sweat-reducing assistance and does so with no jerkiness. It closely matches your pedal stroke to smoothly deliver power throughout its range of modes; there’s no overdoing torque so you always feel in control. The Electric has a 300Wh battery, which is 120Wh more than the Cytronex, but its smaller range suggests the bike’s weight consumes more of this capacity than the efficient, compact Cytronex conversion uses. As for folding, you first need to remove the battery. That’s simply a button push on the battery bag’s integrated handle and a quick pull. We appreciate that Brompton has added a pocket to the battery bag (which has a shoulder strap for easy carrying) that is big enough to hold the bike’s compact charger and cable, meaning you could commute 20 miles each way and charge the battery at your desk. That’s something that would be much trickier with the Cytronex’s rather bulkier charger, which contains a rectangular power pack and a large, round base for the battery to sit into. Throw in added cables and

THE ELECTRIC CLOSELY MATCHES YOUR PEDAL STROKE TO SMOOTHLY DELIVER POWER THROUGHOUT ITS RANGE OF MODES

you’ll be consuming a fair bit of luggage space in your backpack. It does mean, however, that transporting your folded Brompton Electric entails carrying both bike and battery bag. Also, the Electric is carrying a fair amount more weight than the Cytronex conversion, so you’re hauling a 14.12kg folded bike, plus a 2.93kg battery and, of course, whatever other luggage you need.

ALTERNATIVE EBIKES

AND THE VERDICT IS... Both bikes do a great job at not compromising what makes a Brompton a fantastic commuting machine. The in-house Electric features a clever system with a quick-release battery in its own carry-bag, so the fold is unobstructed. The power delivery is good and the range impressive. With a bar-mounted controller, we’d find little to fault. As for the Cytronex, it’s a very well-thought-out conversion kit and its light weight is a bonus. The price is, too. Fitted to an equivalent Brompton H2L 2-speed – as opposed to our M2L-X Superlight test bike – it’s £285 cheaper (or £335 if you fit it yourself) than the Brompton Electric, breaking down as £1055 for the bike plus + £1295 for the Cytronex system, fitted + £95 for lights = £2445. The minimal system offers enough range for most commuters, fits in such a way that it can be folded complete and adds much less weight so it’s still carryable at 14.12kg (with battery). We’d like Cytronex to have a mobile-based app for convenience but, as it’s stands, it’s simply robust and reliable, which is just what we want from an everyday commuter. Using the Superlight as the basis it’s less of a value option, coming in at £3155 all in. We’d stick with the H2L and make the bigger savings for the sake of a 350g weight penalty.

MIRIDER ONE £1300 Lower-priced British folder that matches the Brompton on range. Its smart design looks good and rides well, and we like the chunky two-inch tyres for go-anywhere fun. But the fold isn’t a match for Brompton’s origami-like compact build.

GOCYCLE GXI £3699 Another British success story, the GXi offers more range than the Brompton(s) and a full-sized bike-like ride along with clever app support. The fold isn’t exactly compact, however, and in GXi form it’s pricey.

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† UK calls will cost the same as other standard fixed line numbers (starting 01 or 02) and are included as part of any inclusive or free minutes allowances (if offered |by your phone tariff). Outside of free call packages, call charges from mobile phones will cost between 3p and 55p per minute. Lines are open Mon to Fri 9am–5pm. *UK residents receive FREE UK POSTAGE on this special edition. Prices including postage are: £9.99 for all UK residents, £12.99 for Europe and £13.49 for Rest of World. All orders subject to availability. Please allow up to 21 days for delivery.

116 HAM, SPINACH AND MOZZARELLA LASAGNE ISSUE 376

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ADVICE HEALTH P110

NUTRITION LIFE

P 11 4

P118

P116

110 LIKE A PRO…

112 WISDOM

118 LIFE CHANGER

Why there’s no such thing as success if you don’t get the basics right

Our columnist Norman Lazarus might be a professor, but he’s definitely no spin doctor

How ferrying her son to races turned Lesley MacLeod to a life on two wheels

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ADVICE

LIKE A PRO...

BACK TO BASICS Why success comes by conquering the core stuff The school of thought that says ‘take care of the little things and the big things will take care of themselves’ has become the unwritten code for pretty much every successful racing team: the pursuit of ‘marginal gains’. In essence, it’s about not running (or riding) before you can walk. “Pro riders do not have some magic intervals or training sessions,” explains coach Liam Holohan. “Their secret is no secret at all – they ride their bikes a lot.” They get the work done, day after day, week after week. “This is one of the key aspects to any training plan.” It’s crucial then to cover the basics. In time, make refined additions to your diet and introduce higher-end accessories to your bike and kit, but be sure to build on solid foundations. Here’s how...

“YOUR DIET SHOULD BE HIGH IN NUTRIENTS, VITAMINS AND MINERAL RICH FOODS”

01 BUILD A BIKE BASE “Your bike station is where you should keep all the ride gear that you need for the day – snacks, helmet, glasses, shoes etc. Having to search round the house for all those bits can really eat into your training volume if you’re having to do it every day. It’s also a great idea to keep all your chargers there. When you return from a ride, make it a habit to put your lights, groupset and GPS unit on charge. Also, jot down a note of any maintenance jobs that need taking care of in your phone or in a notebook.”

terms of nutrients and rest – will help maintain a fully functioning immune system. Plus, a well-structured, progressive training plan and a bike fit will both go a long way to preventing injury.”

02 WASH AND GO “A major disruptor of training consistency is poor health. As we now all know, good hand hygiene will help prevent you coming into contact with viruses. Paying attention to sleep and nutrition – hitting the basics at least in

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No rider at the top of the sport has got to where they are without doing the basics well. The 2020 Giro d’Italia winner Tao Geoghegan Hart is a fine example to any aspiring rider

03 TWEAK THE WEAK “Once you’ve made the time to train, you need to know what session you’re going to do. This will come down to the demands of the event and your unique physiology. It’s important that every session has a purpose, fitting into the grand plan of getting you from where you are now to where you need to be in order to achieve those goals. The biggest mistake that I often see is too much midzone intensity – those workouts that are not hard enough to really increase your fitness, but leave you fatigued for when you need to push the limits.”

04 LEARN TO ADAPT “Training doesn’t make you faster. Training + recovery = adaptation – this is what makes you faster. Training depletes you, temporarily decreasing performance and putting a stress on to the body. That stress combined with a recovery period will lead to super compensation. This is where the body adapts to the training load, growing stronger and more capable of coping with the demands that you have placed upon it.” 05 BUILD STRENGTH “Pros take recovery very seriously. As soon as they step off the bike, the use of any extra energy is greatly frowned upon. There’s a famous saying: ‘Don’t stand when you can sit, don’t sit when you can lie down.’ The vast majority of adaptation will take place when you’re

THE GOLDEN RULE

A D V I C E TRAINING CAMP A RIDE WITH...

FOLLOW A PLAN Audit your cycling behaviour regularly. Are you getting the basics right every time? All too often these are overlooked for the latest piece of tech or ‘marginal gain’.

Mark Beaumont Ultra-distance rider Mark Beaumont is planning some big rides to coincide with the launch of his new book, How to Ride Further. Here’s what it takes to go the distance… EMBRACE ENDURANCE “Endurance is the great leveller – young or old, male or female, all shapes welcome. We can all endure. But it’s a skillset you can’t learn in the gym. You have to earn it over long hard miles and over time. The longer the ride, the less your maximum power or lactate threshold matters, and the more it’s about conditioning and mindset.”

MEET THE COACH Ex-pro rider for UCI teams Team Wiggins, Rapha Condor and Madison Genesis, Liam coaches in Shrewsbury at Holohan Coaching

IMAGE GETTY

LIAM HOLOHAN

asleep. This is one of the reasons for Team Ineos bringing riders’ mattresses and pillows with them during the Tour de France. Good-quality sleep speeds up the body’s recovery and adaption.” 06 UNDERSTAND NUTRITION “Your diet should be high in nutrients, vitamins and mineral-rich foods. Fuel for hard or intensive sessions with carbohydrate, consume protein with each meal, eat lots of different fruits and vegetables and avoid overly processed food that is high in sugar and trans fats.” 07 EAT MINDFULLY “The body has a remarkable system in place to tell you how many calories you need: it’s called hunger. Eating when you’re hungry – slowly and mindfully – and stopping when you’re satisfied should work for the majority of athletes.”

WINTER WORK “In winter, my motivation switches from road miles to gravel miles, and I’m more inspired by the fun I’m having than by the statistics on my cycle computer. Last week I did a tough 70km gravel route in the evening, lights on all the way, and saw three badgers, two foxes and an owl. Plus, I came home at 10pm caked in mud. My average speed and power paled in significance.” EVENT TRAINING “When I’m focused purely on building my performance towards a specific event, I typically have a three-week build/one-week recovery routine. My training rides are planned accordingly. But most endurance

riders adopt reverse periodisation, focusing on high-intensity training over the off-season, then, in the final months before the event, switching to conditioning the body for the long hours on the bike.” CORE CONSIDERATION “I do a 10-minute core workout a day. This time off the bike is enough to stay nice and neutral on it, with body separation, letting the legs spin with a higher cadence. Too often bike riders become A-framed and locked on their bikes. Having a strong core is key to this relaxed style of riding over long distances.” RECIPE FOR RECOVERY “The biggest aids to recovery are hydration and sleep. Alcohol can be fun for a social wind-down, but don’t believe the jokes about how beer is full of carbs and red wine is good for your heart! It’s so important we have a carb-appropriate diet for fuel in the tank and a proportional amount of protein for recovery.” Endurance: How To Ride Further is available now from the Global Cycling Network, priced £16.99

W O R D S O F W I S D O M ... THE MIRACLE PILL BY PETER WALKER

“Imagine if you were a medical researcher and you discovered a drug which would improve people’s health outcomes on the scale of cycle commuting. A Nobel prize would be more or less guaranteed … In fact, the renown would be so great that you’d have a decent chance of ending up with your face on a banknote.” Simon & Schuster, £16.99

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WISDOM ADVICE

NORMAN’S WISDOM

TALE SPIN Norman finds spin class a young person’s game – and no substitute for the real thing n the middle of winter my time riding on the road plummets. The main reason is that I get cold very easily at 85. I’m not sure exactly why. My bald head freezes and I need a beanie? Much of the literature suggests that this response to cold could be down to downgrading of physiological heat regulation as one ages. On the other hand, there’s research that this may not be the case. Whatever the reason, my hands and feet get very cold and the sheer discomfort tends to spoil the ride. Sadly, wearing thick gloves interferes with gear changes. So in response to these reactions, I’ve tried spin classes in order to keep my muscles trim. A side issue here… I know that some older or indeed even younger folk put on weight through the winter. This is because they’re using exercise as part of their weight-loss regime. I’ve stressed many times and will continue to stress that weight is controlled by eating the correct amount of calories for your age and gender. Cycling is to keep your physiology in tip-top shape. Keep in mind that, as you age, the amount of time on a bike will decrease but the amount of calories in a kilogram of fat remains the same forever. That amount equates to 7700 calories. That is

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NORM A N L A Z A RUS PROFESSOR & CYCLIST Norman is a physiology professor at King’s College London, a former Audax champion and author of The Lazarus Strategy: How to Age Well and Wisely

a huge amount of energy. Under the ever-decreasing physiology of ageing, how are you going to continue to control your weight by physical activity alone? Especially over those last two or three decades? If you control your weight by your eating then that problem falls away. It’s interesting that many spinning classes still emphasise the number of calories that you’ll burn in the class. Exercise needs calories and because more than half the calories consumed will be glucose, all those calories need to be replaced. Keep exercise and weight control in two separate boxes. I’m also interested in why instructors seem to have the idea that intensity of exercise and health are correlated. They are not. For us oldies, health can be defined as doing sufficient exercise to keep the disease-related effects of being sedentary at bay. This means regularly operating at about 60 per cent of maximum heart rate. For me this works out at about 81 beats per minute (220 – 85) x 60 per cent. Any physical activity or movement beyond that does not increase health, it increases the ability to stray into competitive domains. This is not for oldies. Anyway, back to spinning. The class is full of young people. That is fine but the cycle regime is geared to their young abilities and not to my old body. When I cycle on the roads I tend to try and keep my cycling tempo as smooth as I am able. I do not recall ever jumping in and out of the saddle like someone who has just had a bee sting on the bottom. There also seems to be obsessive attention in spin class as to where hands are placed. So the jumping up and down is accompanied by trying to play jazz on the bars. This jack-in-the-box stuff really plays havoc with my knees. Of course, there’s no way I can keep up with the sudden increases in tempo of pedalling that accompany a drop in resistance. I think this is supposed to simulate downhill cycling. Now, when I’m going downhill I lean down over the bars with my bum in the air in order to decrease wind resistance. That’s the way I go downhill. Why on earth would I spin pedals at that speed against no resistance? The accompanying music is okay but I’m now faced with another problem. I enjoy trying to keep my pedal cadence to the tempo of the music. But I cannot. I just cannot jump up and down with the agility of a kangaroo, so the tempo of my pedalling and the music are always out of sync. Very frustrating. I still reluctantly attend classes but I find the whole experience a poor substitute for being out there, exploring, on the bike at the speed I prefer – and, ultimately, need.

ILLUSTRATION DAVID MAHONEY, DAVID SPARSHOTT

“I do not recall ever jumping in and out of the saddle like someone who has just had a bee sting on the bottom”

D AT E I O N UPD 0 EDI T 202

Inside… Commuting fitness Fuelling secrets Ride all year Plus much more…

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H E A LT H

EXPERT ADVICE

HOW CAN I AVOID GETTING ILL WHEN I’M TRAINING HARD? Strengthening your immune system is the best way to limit the effects of an infection When you’re pumping up your power output and cranking out the miles, it’s easy to stress your body and leave yourself vulnerable to colds and flu. “If you’re training hard, you’re more susceptible to illnesses and infections, especially upper respiratory tract infections (URTIs), which can cause missed training sessions,” warns Richard Tucker, a nutritionist, physiologist and founder of the Human Performance Lab (humanperformancelab.co.uk). “These risks are increased further during colder months.” You can avoid stressing your body by limiting any increase in volume or intensity to no more than 10 per cent each week. But the secret to staying healthy is to feed your body’s immune system. “There are certain nutrients that play key roles in immune function,” explains Tucker. “Insufficient amounts of vitamins A, C, E, B6, B12 and folic acid

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(B9) in your diet can contribute to impaired immunity. Several minerals also influence immune function, notably zinc, iron and magnesium. Stores of these may be depleted during hard exercise.” To boost your immunity, Tucker recommends eating oranges, kiwifruit, berries and potatoes for vitamin C; almonds, oats and brown rice for vitamin E; orange and dark green vegetables and fruit, such as sweet potatoes, mango, spinach and broccoli, for vitamin A; lean red meat, dairy and whole grains for B vitamins; and eggs and oily fish for vitamin D (“it’s worth noting that vitamin D is only found in small amounts in food and may require additional supplementation”). Add in some turkey, almonds or cashews for zinc; nuts and seeds for magnesium; and lentils, chickpeas and wholegrain bread for iron. Tucker also recommends eating plenty of salmon, mackerel or sardines for Omega 3 fatty acids, and adding green tea, apples and onions for flavonoids. Eating a regular weekly mix of this spectrum of immunity-boosting foods will help you stay fighting fit all year long. Give your body the best shot of conquering those winter hills by eating immunity-enhancing foods

THE W IN N IN G T IP !

H E A LT H TRAINING CAMP NEWS IN BRIEF

UP FOR THE CUP Richard Tucker suggests stocking up on fermented foods such as live yogurt, kombucha, sourdough bread and miso soup. “It’s also important to eat lots of plant foods, as these stimulate growth of probiotic bacteria in the gut.”

Five things we learned this month...

GO FOR GOALS

After a review of studies, the Oxford Research Encyclopedia of Psychology reports that “goal-setting is an important and valuable process that can help athletes enhance their performance and experience within sport”.

MEET THE AUTHOR MARK BAILEY A sportswriter and fourtime Haute Route finisher, Mark regularly interviews pro cyclists and experts to explore the latest health insights

BUILD BONES

According to the British Journal of Sports Medicine, strength and conditioning exercises, and bodyweight workouts, are an easy way to improve bone density. One study of elite male cyclists found half had a belowaverage score for bone density.

SUNNY D

VEGGIE OPTION

ULTIMATE DISTRACTION

Cyclists should boost their winter diet with vitamin-D-fortified foods and supplements. A recent study published in Nutrients found that vitamin D deficiency in athletes can have a negative impact on health and training efficiency.

IMAGE ROBERT SMITH

Swap the post-ride protein shake for a Quorn veggie sausage. A University of Exeter study reveals how mycoprotein (a key ingredient in soya-based foods) has benefits over milk protein when it comes to post-exercise recovery.

More than two-thirds of road users in the UK support a ban on cyclists wearing headphones while riding their bikes, according to a new survey conducted among 35,000 road users across 32 countries.

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NUTRITION

FA S T E R F U E L L I N G Each month we take a look at a quick and healthy recipe that will fuel your riding

HAM, SPINACH AND MOZZARELLA LASAGNE This vitamin-heavy dish doesn’t skimp on flavour Whenever you’re preparing food, it’s always a good idea to make more than you need so you’re sorted for lunch the next day at work. Having something you can quickly pop to the fridge to retrieve and dig into knowing it’s ticking plenty of nutritional boxes is incredibly helpful. This lasagne definitely does that. Even if you’re cooking for two, its 4-6 servings mean you won’t go hungry for the next day or so. This meal provides a moderate serving of carbs and protein. With the inclusion of mozzarella, the fat level is a little on the higher side, but if this is part of your daily intake, it shouldn’t be a problem. Spinach is a main ingredient in this dish and offers plenty of nutrition. Per 100g, spinach accounts for 23 calories, 2.9g of protein and 3.6g of carbs. Its levels of fat and sugar are 0.4g apiece, while it also provides 2.2g of fibre. This is mainly insoluble, which will aid digestion and the passing of stools, and is particularly high in minerals, such as non-heme iron, and vitamins. Vitamin A aids the immune system, Vitamin C is a strong antioxidant, and Vitamin K1 aids blood clotting. Ultimately this is a delicious dish that’s both filling and highly nutritious, and one that can keep you fed for several meals.

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THE O L IV E R E C IP E 60 MINUTES, SERVES 4 – 6, EASY

MEET THE EXPERT WILL GIRLING A long-time contributor of nutritional advice to Cycling Plus, Will is head nutritionist for the EF Education First Pro Cycling team

• Spinach 500g • Olive oil 2 tbsp • Garlic 4 cloves, crushed • Trimmed leeks 2 large, washed and finely chopped • Half-fat crème fraîche 300g tub • Grated mozzarella 250g • Thick-cut ham 300g, chopped • Fresh lasagne sheets 300g • Parmesan, finely grated to make 2 tbsp

METHOD • Put the spinach in a large colander and pour over a kettle of just-boiled water. Leave to drain and cool. • Heat the olive oil in a large frying pan, then add the garlic, leeks and lots of seasoning. Cook on a gentle heat for 10-15 minutes or until softened. • Heat the oven to 190°C/ fan 170°C/gas 5. • Reserve 4 tbsp of the crème fraîche and a handful of the mozzarella. Stir the remaining crème fraîche into the leeks. Squeeze the excess water out of the spinach, roughly chop and stir into the leek mixture. Cook for two minutes then season. Divide the ham and the rest of the mozzarella into three piles. • To assemble, put a thin layer of sauce in a 20x30cm baking dish. Top with lasagne sheets, of the remaining sauce, ham and mozzarella. Repeat with another layer of pasta, of sauce, ham and mozzarella. Add another layer of pasta, sauce, ham and mozzarella, then finish with a layer of pasta. Spread over the reserved crème fraîche and sprinkle the remaining mozzarella and Parmesan on top. Bake for 25-30 minutes or until golden and bubbling.

PER SERVING For more great recipes, visit olivemagazine.com, or subscribe at buysubscriptions.com/ print/olive-magazinesubscription

• 448cals • Fat 24.2g • Saturates 13.3g • Carbs 29.3g • Sugars 4g • Fibre 3.9g • Protein 26.3g • Salt 1.6g

N U T R I T I O N TRAINING CAMP

NUTRITION ADVICE

Which diet is best? New year, new resolutions. But which way to turn? In January, it’s typical to be very focused on fat loss, with many people thinking that extreme measures are what’s needed: meal replacements, intermittent fasting, juicing, detoxing and so on. But these generally mean high levels of restriction, often leading to cheat days or binge eating. KEEPING COUNT Calorie deficit is the key to weight loss and this can be achieved without such drastic measures. Pick the method that you can keep up long term. Research has proven outright that no one diet is better than another and that you can lose fat while having carbs. Just be moderate, be sensible and eat a balanced diet with carbs, fat and protein to support your activity and recovery. Don’t eat the same number of calories each day, regardless of activity. Eating less on rest days and more on big ride days just makes sense – as long as you don’t eat so much that you ruin your deficit. STAY ON TRACK No matter what choices you make, what strategy you adopt, consistently track your food in a calorie tracker (not guesstimating, but properly calculating it), track your weight and track your steps. By doing this, you’ll be in possession of some definitive results: if you undertook x amount of exercise and you ate x amount of food but your weight stayed the same, you’ll know that you need to either eat less or do more. By being consistent in keeping these records week in, week out, you’ll reap the benefits, ending up where you need to be – and in a healthy way that didn’t promote hyper-restrictiveness or binge eating. Enjoy!

“TAKING EXTREME MEASURES TO ACHIEVE WEIGHT LOSS OFTEN LEADS TO CHEAT DAYS OR BINGE EATING” Will Girling MSc sports and performance nutritionist; willgirling.com

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M A C L E O D ’S MOT TOS…

INSPIRE

BEST OF BRITISH… “You can’t beat exercising in the fresh air and there really is no better way to view the countryside than by bike. Britain is a beautiful place.” CYCLE SCOTLAND… “We’re lucky in Aberdeenshire because the roads are very quiet and drivers overall are very courteous. We have it all: hills, forest, stunning coastline and very little rain.”

Lockdown has enabled Lesley to explore the local landscape more

I N S P I R AT I O N

HOW CYCLING CHANGED MY LIFE… Lesley MacLeod, an administrative assistant from Aberdeen, only took up cycling three years ago, but she’s fast become a regular sportive rider… HOW DID YOU FIRST GET INTO CYCLING? “I started cycling around three years ago. My son was competing all over Scotland and I started to do some of the road trips with him, learning about bike racing, tactics and the inevitable mechanicals. Also, some of the mums from my children’s school had signed up for Ride the North, a two-day, 170-mile sportive with around 4000m of climbing.”

WHEN DID YOU KNOW YOU WERE HOOKED? “The mums would post photos of their training rides on social media and I thought I’d like to join in. The following year I signed up for my first Ride the North. I had six months to get ready for it and my first ride was on one of my

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husband’s old bikes that he had lying around the garage. It was a bit too big and made my back ache, but I enjoyed it, so I felt confident buying a new bike. I knew it wasn’t going to be a passing phase.”

HOW OFTEN DO YOU RIDE NOW? “I ride my road bike usually two or three times a week. I also have a cyclocross bike, which I’ll use this winter to explore more of the local trails around where I

“I FELT CONFIDENT BUYING A NEW BIKE. I KNEW IT WASN’T GOING TO BE A PASSING PHASE”

SHORT SUMMER… “Our summer kit only really comes out in June and, by the end of August, you need to start thinking about some warmer layers again as it can be a bit chillier then.”

live. Two years ago, I started riding with a group of like-minded ladies – the Coffee Shop Cruisers. We’re not a competitive group, preferring to chat while we ride. One of my motivations was to lose the extra weight I was carrying so that I wouldn’t get dropped on the hills. I’m still working on being able to hold a proper conversation though! If I cycle at the weekend, it is usually with my husband and we’ll go out for a 60-70 mile ride.”

HOW HAS CYCLING CHANGED YOUR LIFE? “It’s helped me become much fitter. With teenage kids at home, I was a constant taxi service, but with lockdown and an empty calendar, I found myself with more free time to cook healthy meals and exercise more. Getting into a routine has helped me on this journey and I haven’t struggled with motivation at all.”

WHAT HAVE BEEN YOUR CYCLING ACHIEVEMENTS SO FAR? “Last October, my husband and I rode our cyclocross bikes along the whole of Route 3 of the National Cycle Network from Land’s End to Bristol. I can’t wait to do the next one...”

GET IN TOUCH... Has cycling changed your life? Email us at cyclingplus@immediate.co.uk

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REBOOT YOUR RIDING

Turbo-charge your fitness for your best year yet

CLUBBING TOGETHER

How to build a cycling club from scratch

TALL ORDER

We ride Bwlch y Groes - Wales’ much-feared climb

PLUS SPRING CLASSICS GUIDE Inside the season’s most thrilling pro races

ON SALE 17 FEBRUARY 2021

“Dropping the saddle all the way down is brilliant when you’re descending steep off-road sections” WARREN ROSSITER

TYRES

SADDLE

Michelin’s Power Gravel 40c tyres offer decent rolling speed on tarmac and well-spaced block-shaped shoulder tread for off-road cornering bite

DROPPER POST The PRO Discover dropper post offers on-the-fly saddle height adjustment. To me, it’s now a gravel essential

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Fabric’s Line-S Elite saddle is well-padded and comes with a pressure relief channel that’s not a hole – great for keeping water spray at bay

M A R C H 2 0 2 1 BIKE SHED

U P D AT E # 0 3

Changing course GT Grade (custom built) PRICE (APPROX) £2700 UPGRADES MICHELIN POWER GRAVEL 40MM TYRES, FABRIC LINE-S ELITE SADDLE, BONTRAGER AEOLUS PRO 3V WHEELS MILES RIDDEN 1425KM WARREN ROSSITER

with even more pace when it comes to the road. The WU111 Bluetooth transmitter fitted to the Di2 setup is brilliant. Being able to transmit gearing info, battery levels and control my Garmin from the shifters (using the hidden buttons on top of the lever hoods) is fantastic. The final change is switching out the PRO Stealth saddle for Fabric’s bargain Line-S Elite (£59.99). This isn’t because I don’t like the PRO Stealth; far from it. I love the shape of the Stealth and its generous padding, but the pressure relief channel is quite open. That means when riding in the filth, spray hits you just where you don’t want it to. The Fabric has a similar channel but a solid base, so providing a barrier between my undercarriage and muddy spray. The Fabric saddle sits atop the PRO Discover (gravel) dropper post with its smart two-way lever. The ability to drop the saddle all the way down is brilliant when you’re descending steep off-road sections. The other benefit is the sheer fun factor. When I fitted the PRO, there was little choice out there. But in recent months, we’ve seen FSA launch a gravel-specific dropper post, with Crank Brothers following closely behind, and there are more on the way.

I’ve switched over to 700c wheels and Michelin’s Power Gravel 40c tyres to keep me rolling over the winter months. They provide a good balance between off-road grip and on road pace

The PRO Discover dropper post makes technical downhills off-road much easier, and if you drop the post during road descents you can make like TdF champ Chris Froome with a low aero position

SPECIFICATION Weight 9.5kg (L with Shimano XTR PD9100 pedals) Frame GT Grade Fork GT Grade carbon Chainset Shimano GRX 810 Hollowtech II, 40t chainring Chain Shimano Brakes Shimano GRX RX810 Shifters Shimano GRX ST RX815, satellite shifters, WU111 Bluetooth antenna Rear mech Shimano GRX Shadow RD+ Wheels Shimano GRX 650b or Bontrager Aeolus Pro 3V carbon Tyres Vittoria Terrano Dry 47c (650b), Michelin Power Gravel 40c (700c) Bar PRO Discover aluminium bar Stem PRO Discover Saddle Fabric Line-S Elite Seatpost PRO Discover dropper Bottle cages PRO carbon

BIKERADAR.COM

PHOTOGRAPHY RUSSELL BURTON

s the weather turns and the gravel gets gloopy, I’ve put away the GT’s 650b rolling stock. The reason? When running 650bs, I also run bigger tyres (at lower pressures) as I predominantly ride singletrack trails and off-road routes more suited to mountain biking. In the winter months, however, these routes become quagmires that the bike doesn’t cope as well with. That’s why I’m now mostly riding gravel roads and more ‘structured’ byways, and why I’m currently using Bontrager 700c wheels. More precisely, I’m using the Bontrager Aeolus Pro 3V wheels – £549.99 (f), £649.99 (r). They’re impressive, but I needed a tyre with a bit more bite for the winter months, so I’ve turned to Michelin’s Power Gravel in 40mm sizing (£35.99 each). Now, these may not have tread that’s as aggressive as some, but I think the trade-off between a textured central tread – which cuts well into light gravel yet feels speedy on tarmac – and prominent shoulder blocks, which add bite in the corners, makes for a finely balanced tyre. The GRX Di2 1x setup combined with 700c wheels works as brilliantly as it did with 650bs,

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SUS SE X A PP E A L The Sussex lanes are a rollercoaster of short, punchy hill climbs nestled in airy stretches of the South Downs WORDS MATT R AY PHOTOGRAPHY CHRISTOPHER LANAWAY

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A B OV E Our man Matt Ray (right) and ride guide Simon ‘Mac’ McNamara

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he lane narrows as it launches me up along its sinuous, tarmacked back, which cuts through the leafy green, like some monstrous serpent. The dense hedgerow closes in, around and above, drawing my focus into my screaming legs as the outrageous gradient winds skywards. On paper, the Sussex lanes don’t appear so threatening. In reality, I’m grimacing so hard that my teeth hurt, but I’m not going to let the wall of road in front of me win. It’s a slow-motion sprint, out of the saddle and giving it full beans just to nudge the cadence up to 60rpm, made all the more testing by the climb’s abrupt start. This is the climb up High Tittern and my ‘Big Ride’ guide, Simon ‘Mac’ McNamara, from Hunt Bike Wheels, has disappeared. He’s up the road somewhere, leaving me in single combat. Moments before, I’d been reflecting with him on how much I was enjoying the Sussex experience of pint-sized, punchy climbs, interspersed with winding, sun-splashed lanes. Now, I’m merely cursing my wide-eyed naivety. The thing about wrestling a reptile is that the outcome is decided swiftly. Somehow, as I pop

out into golden sunshine at the crest of the climb, I’ve come out on top. My reward is a gorgeous view of the rolling hilltops we’ve just ridden, dropping down to the flood plain below, which my endorphin-heightened senses drink in. Some 70km earlier, as we roll out from East Lavant’s cricket ground village green, the clear blue skies are a welcome surprise, following the previous week’s hammering of autumnal rain, to which the River Lavant, running in full flow beside us, can testify. It’s the kind of weather that invites much dithering over appropriate attire, but I’m soon glad of the air around my knees as Simon sets a swift pace up the road. I spot an EU flag on his bike and he reveals that he won the 2019 ICF (International Cycling Federation) European Masters Champs in Aalst, Holland, and has had 32 continuous years of road racing under his belt. I later discover that Simon and his twin brother are notorious across Sussex and the South Downs for riding faster as they age, rather than having the decency to wind it down a bit. I resolve to ignore any pangs of weakness emanating from my legs for the day…

Danes in the lanes We ride west along a well-wheeled path to West Stoke, just south of the Kingley Vale nature

reserve with its ancient yew forest containing some of the oldest living things in Britain. It’s overshadowed by the Devil’s Humps – four Bronze Age burial barrows, which local folklore claims are the final resting places of defeated Viking big wigs. These days, the only marauding Danes you might run into here would be named Pedersen [Mads, the 2019 World Champion], but this landscape has remained remarkably unchanged for millennia and wears its history on its sleeve. A short descent takes us to a T-junction at Lordington, where we hang a right and the classic West Sussex lanes riding starts, winding through Walderton and Stoughton. Looping around the top of Kingley Vale, a climb takes us into East Marden, where we spin past its historic thatched well, which looks like it should be manned by rustic hobbits from Tolkien’s shires. A longer, tougher ascent takes us up to the blessed relief of a fast, fun descent down Chilgrove Hill, where we swap leads. We turn left past The Royal Oak pub and back onto narrow lanes, where a trio of rolling climbs really start to test my legs. In general, the climbing here is classic South Downs fare – because we started out on top of the Downs, the ups are punchy, requiring serious effort to turn the cranks, and yet they are over quickly.

A B OV E You want ‘picture postcard’? Head to the South Downs

A B OV E R IG H T A swift descent before stopping at one of Andrew Goldsworthy’s Chalk Stones

“The landscape’s remained unchanged for millennia and wears its history on its sleeve”

You don’t get a chance to work into a rhythm but at the same time it’s not a slog. The repeated efforts and changing nature of the challenge keeps things interesting, and I don’t feel like I have to hold much back on the ascents because I know I’ll soon be able to recover on the descents. That said, the sudden kicks up do still sting, so I’m thankful that we spot one of British sculptor Andrew Goldsworthy’s Chalk Stones and stop for a breather. Andrew placed a series of rough-hewn chalk spheres in the West Dean estate in 2002 after they were quarried from a local site. The stones now lurk, pitted by wind and rain, some covered in brambles, like sleeping trolls. We must have ridden past some of them, oblivious, but this one stands pockmarked and proud, bearing the weathering of time. I grab a bite of an energy bar and we set out for the last climb of the trio, flanked with high trees. Soon enough, my flagging thighs are given an adrenaline boost as we pass a pheasant shoot in full swing, with flurries of beaters in hi-vis and booming shotgun blasts that seem to fly close over our heads. A zippy descent past roadside ferns takes us through an old railway arch and into West Dean. A quick heads up for gravel riders: the arch forms part of a greenway that runs all the way

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“We’re chewing through the kilometres now, inspired by the picturesque landscape… we soon arrive at the long, thrilling descent down Duncton Hill”

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from Midhurst to Chichester, called the Centurion’s Way. Our path turns left as we ride out into the Levant Valley, passing through Singleton at almost the halfway mark, where the Gallery Tea Rooms offer a pleasant break, if you need it. We’re feeling good so we ride on along Charlton Road with a distinctive South Down’s spectacle of green, rolling chalk hills, the Trundle and Knight’s Hill rising to our right, and the River Levant and Levant Down to our left. We’re chewing through the kilometres now, inspired by the picturesque landscape, and we soon pass through Upwaltham to arrive at the long, thrilling descent down Duncton Hill. The road widens and my speed builds until I’m having so much fun that I almost miss the righthand turn just before Duncton, back on to a narrow car-free lane. In contrast to the blood-pumping descent, we ride beneath the trees, in dappled sunlight, accompanied by the sound of a gentle breeze in the branches, towards Barlavington and Sutton. After Sutton, we ride into an area of old heathland around Coates that’s crisscrossed by a web of tiny lanes, offering the canny South East road rider hours of sanctuary from motor traffic. Then, once again the landscape changes, opening out into vast flood plains, surrounding the River Arun. The scheduled monument of arched stone that makes up Greatham Bridge, past Coldwaltham, is striking. An entire section of the stone has been replaced with ironwork painted white, supported by green girders.

Land of the trespasser The mud-brown, rushing waters of the old River Arun give a clue as to why. They’re riding high enough to thoroughly menace its banks, which look more like the borders of a marsh than a

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delineation between river and land. Apparently, flood waters smashed an entire tree up against the bridge, damaging a support. Indeed, the floods here cover so much land that before the Romans invasion, the river was known as the Trisantonis, a Celtic word for ‘trespasser’. I take in the views as we spin along the flood plain, through Rackham and into Amberley, where to the right of the road a massive lake has been left after the banks of the Aran Canal were cut during the Industrial Revolution. Amberley itself turns out to be the end of the respite. It gets real again from here on in because the aforementioned High Tittern climb starts as soon as you cross Turnpike Road. My consolation for shredded thighs is the stunning view from the top, as well as the descent into another arched stone bridge at Houghton. The next salvo of lactic acid to fire through my now protesting muscles comes on the climb up through Houghton to Madehurst. Even Simon’s chat has ebbed at this stage, as we both focus on wrestling any semblance of rhythm from the ride. Mercifully, the village sign for Slindon soon hoves into view and we pull up at the local riders’ favourite cafe, The Forge, with its neighbouring pumpkin farm. The coffee and cake provide a

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A B OV E The day’s ride ends at the home of the 1982 Worlds – Goodwood Circuit

“I look up with surprise to see the Isle of Wight hunkered on the horizon, its sheer cliffs plain to see”

much-needed psychological boost. I soon realise that my legs aren’t as tired as I thought, and my energy levels bounce back nicely. Back in the saddle, a few short ‘stingers’ soften us for the big assault up to Selhurst. In contrast to the rest of the day, this is a long climb with a more gradual gradient that allows us to settle into a smoother climbing rhythm. It’s well timed because, as far as my leg muscles go, a change really is as good as a rest. The sky goes a bit hazy on the climb, but when we reach the crest it brightens again and I look up with surprise to see the Isle of Wight hunkered on the horizon, its massive, sheer cliffs plain to see. Chichester Harbour is laid out below us, too, in great detail, like a 3D map. It’s an amazing sight, and it reminds me just how much rise and fall the Downs has, being so close to the sea. Then, we are back into the trees, before popping out again with the white fences of Goodwood Racecourse to our right. Turning south, we approach the famous motor racing circuit, home to the Goodwood Festival Of Speed and a certain UCI Road World Championships, way back in 1982. This was the scene of the famously audacious attack on Greg LeMond by the Italian Giuseppe Saronni, who sprinted up the Goodwood Hill, outside the circuit, all the way to the finish line,

Xxxxxxx, xxxxxxx

L O C A L K NOW L E D G E DISTANCE 100km TOTAL ELEVATION 1300m

TOP Long stretches of restful flat provide a breather between climbs

T O P R IG H T The unusual choice of a headstone commemorates the Worlds

with Ireland’s Sean Kelly in third. Saronni’s sprint was so impressive he was given the nickname ‘The Gunshot of Goodwood’. British crowds lined the course 10 deep and it’s hard not to feel a rider’s connection to this place, as Simon and I ride in the wheel tracks of those racers some 38 years later, especially now that the pandemic has sparked renewed interest in cycling here. The current operators of Goodwood Circuit are running sessions for riders to train on the track, so it seems rude not to end the ride with a hot lap, despite the fatigue in my legs. Simon, who trained here when the circuit was almost derelict, leads us out, past the white grid markings and start/finish line, down to the first right-hander. The downhill gradient allows me to pile on some pressure, power transferring beautifully through the wheels of my Specialized Tarmac SL7 – coincidentally the very bike on which Julian Alaphilippe won the 2020 race – into the super-smooth tarmac. Our speed carries us over the slight rise out of the corner, but then the long drag up St Mary’s starts to bite. Through the chicane and the big right-hander, a headwind has sprung from nowhere and is now blowing, as are my lungs. I dig deep to round the last corner and pull out a sprint for the line – after all, it wouldn’t be a hot lap without one!

GRADE Punchy – classic rouleur territory. The climbs are short but spicy, and there are a lot of them, so treat the descents as your interval rests DOWNLOADkomoot.com/tour/296141296 GETTING THERE Chichester train station is just a hop and a skip from the start of the ride in East Lavant. WHERE TO STAY The Goodwood Hotel provides very comfortable, stylish rooms for weary riders. goodwood.com WHERE TO EAT The Forge in Slindon does excellent coffee and cake, or The Gallery Tea Rooms just before

halfway at Singleton has homemade pie CREDIT Thanks to HuntBikeWheels. com for the ride; specialized.com for use of the SL7 and goodwood. com for allowing us to ride the motor circuit. TOURIST INFORMATION westsussex.info KOMOOT Komoot is the navigation app aimed at all cyclists. Build routes and your

stories from them, in both words and photos, share them with your followers and borrow their rides for new adventures of your own.

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MARCH 2021 129

NED F I N A L W O R D

To a runner who’s taken a wrong turn, a local cyclist is the fourth emergency service

FINAL WORD

BEACON OF HOPE Ned seeks solace in the sight of a cyclist ecently I was sent to Coventry. This is not a metaphor, but a simple statement of fact. ITV, for whom I still occasionally work, requested my presence at the Ricoh Arena in Coventry to co-present the Ladbrokes Players Championship of darts for ITV . Before you start to object, darts and cycling bear a surprising set of similarities. But that’s another subject for another day – or another 750 words for another column (makes a hasty note of idea for next month). No, the reason I want to talk to you about Coventry is because of what happened to me one dank, misty Sunday morning. The sun, lifting itself with absolute lethargy above the milky horizon, was only just illuminating the scene as I left the sliding doors of the Hilton hotel and headed reluctantly out for an early morning run. I run because, generally speaking, it’s over quicker than cycling. And it’s also the only thing I can do right now as I continue to recover from having smashed my arm to pieces by riding into the moat of a 12th-century castle in the dark. The first obstacle in my way was the central reservation of the A46 dual carriageway. Once over that weed and litter-strewn nightmare, I spent the

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NED BOULT ING SPORTS JOURNALIST Ned is the main commentator for ITV’s Tour de France coverage and editor of The Road Book, now in its third edition. He also tours his own one-man-show.

first 20 minutes battering down some overgrown ‘cycle path’ alongside a massive arterial route along which thunderous trucks were hammering. Then it started to drizzle. It was now nearly eight o’clock and barely light. Eventually, I made it out into the lanes. The rumble of the M6 started to recede as the hedges reared up on either side of me, penning in acre after acre of wet, brown fields. The road narrowed and straightened. In the distance I could see a single light gently bobbing around like a flashlight as it grew closer. As I ran towards it, I soon made out the figure of a cyclist, swaddled up against the damp and the cold. As he rode past me, I offered him a cheery, “Hello!”. He replied with a smile and single raised hand. Some commitment, I thought. I struggled to see the pleasure he was deriving from riding loops around Coventry on such a gloomy early winter morning in the kind of weather that never quite allows you to get warm. And then I remembered that I was doing something similarly bleak, only without the bike, and I started to pass judgment on myself. On my pre-planned loop back towards the hotel, I passed further individuals, and occasional groups of cyclists, all grimly determined to get their rides done. I mentally doffed my caps to them as they passed. Then I got horribly lost. Running into Coventry from the countryside, trying to remember the route I’d memorised, I realised that I’d missed a crucial turning and was now thoroughly disorientated. I stopped a fellow jogger to ask my way back. He scratched his chin. “No idea, pal. Sorry.” A lady at a petrol station said she knew the hotel and then instructed me to run in the opposite direction “until I reached the horses”. “Horses?” “Yeah, you can’t miss them.” I thanked her and ran on, ignoring her instruction. Then I spotted the cyclist at the side of the road mending a puncture and I knew I was safe. “The Hilton,” he mused as he wielded his pump. “Right. You need to go the next lights, then left, over a roundabout, right at the pub, left at the funeral parlour…” and on, and on, and on. I thanked him and set off, with his instructions playing back on a loop in my inner voice. But, deep down, I knew I was no longer lost. Because cyclists know. They know each bend, each rise, each turn. They know the road. I arrived back, exhausted, having run for an unplanned two hours, but curiously buoyed by the knowledge that where there is a cyclist, there is always hope.

ILLUSTRATION DAVID MAHONEY IMAGE ANDY MCCANDLISH

“I was no longer lost. Because cyclists know each bend, each rise, each turn. They know the road”

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