Of all the reasons gravel riding has grown in the last decade, value has long been a leading factor. The utility and dual-sport nature that the progressive frames provide have given rise to the common quip of “just change the tires and you’ve got a road-ready ride,” but few frames are purposely designed to run skinny rubber and even fewer provide an authentic road bike feel. Small builders like Otso and mainstream brands like Cervelo have adopted “flip chips” to modify the geometry of the frame to better suit the desired ride quality. Arkansas-based Allied Cycle Works gave the flip chip a go with the Echo, offering a handmade take on the two-in-one frame design. 

Allied got its start in 2017 under the leadership of some industry veterans who sought to renew American carbon manufacturing efforts at a level that could be competitive with the likes of Trek and Specialized. The Alpha was their first road bike, and the bike’s subtle graphics, semi-internal cable routing and “all-day” ride quality left us with the sense that the forward-thinking team in Rogers, Arkansas, could be at the forefront of an American carbon renaissance. Five years later we got our hands on one of the most intriguing all-road platforms recently launched, the Echo. 

THE FRAME

At first glance the Echo’s traditional drop-bar aesthetic appears to be nothing more than a modern gravel bike, but the bike can be ridden in two separate geometries. In its gravel setup, the carbon frame accepts 40mm tires, and its internally routed hoses keep it looking trim. At 950 grams the Echo is on par with other gravel race bikes like the Factor Ostro Gravel and many standard road frames. Our Maroon Metallic paint job is an upgraded offering alongside six standard colorways and a handful of other premium personalized designs. 

A closer look reveals the interesting bits of the Echo. From the eagle logo on the downtube to the “Made Here” lettering above the bottom bracket, the Echo is packed with personality. However, we were instantly attracted to the dual flip chips located at each dropout. 

Much like the single flip chips in use across the industry, the Echo is able to tweak the position where the wheels are placed relative to the frame, allowing for variable tire clearance and key geometry distances. Our Echo was set up in the gravel position—a 101.5cm wheelbase and 72.5-degree head tube angle with a 57.5cm stack and a 38.9cm reach. It’s a relatively steep head tube angle for a gravel bike by about half a degree, and the stack height is on the taller end. 

In the road position, the Echo squeezes into a tighter geometry with a 73-degree head tube angle, 100.1cm wheelbase, 39.4cm reach and 57cm stack. The 73-degree head tube angle is common on racing bikes like the Specialized Tarmac SL7 and Giant TCR, even an endurance bike like the Cannondale Synapse is close with a slightly steeper 73.1-degree angle. Stack- and reach-wise, the Echo is longer and taller than most road bikes. In this position, the chainstays are 41.5cm, a centimeter shorter than in the gravel position. 

THE PARTS

Our test bike was built up with one of Allied’s entry-level offerings consisting of a SRAM Rival AXS groupset. The Echo frame is not routed to support mechanical builds, so only modern wireless drivetrains are compatible. A 10-36 cassette is paired with 46/33 chainrings. It’s a wide range that’s ideal for both road and gravel terrain. 

Aside from the drivetrain, Allied offers a variety of components through their online bike builder. A selection of Zipp and Industry Nine wheels are available. Our bike rolls on the latter’s UL250 carbon hoops mounted with 40mm WTB Vulpine tires. While Industry Nine is best known for its mountain bike components, their background in the dirt has proven useful for the UL250s with a hooked 25mm internal rim width and a claimed 1420-gram wheelset weight. 

Allied specs a proprietary stem with a faceplate top cap on the Echo. Internally, the stem is hollow to allow for hydraulic hose routing. The hoses are covered by the face plate, which secures the handlebar, and covers the steerer tube. Anyone looking for a bit of value may consider the Echo EX build with a standard stem and handlebar that leaves the hoses exposed but costs $1000 less than our test bike spec. 

A 25mm-offset Black Inc. seatpost and 42mm handlebar are included with our build. Allied offers other handlebar and seatpost options from FSA in a variety of sizes and offsets as well. For gravel and road riding, we tend to prefer a setback seatpost rather than a straight post for the added compliance the offset provides. Allied has both 0mm and 25mm options for all of their seatpost offerings, and we’d likely recommend the 25mm option for all but the most aggressive riders. 

THE RIDE

We tried every variation of the Echo’s flip chips. Starting off with the gravel position, our test riders reported highly responsive handling, which is what we expected based on the steep head tube angle and overall lightweight build. It was quick to input with predictable responses. It felt aggressive for a gravel bike and eager to go fast. 

Before going straight to the road position, we tried out road wheels without changing the flip chips. We set up a pair of Zipp 303S wheels with 28mm Vittoria Corsa tires. The result was similar to an endurance bike, like a Cannondale Synapse with relatively controllable relaxed handling for skinny tires. 

Getting the flip chips set up in the road position proved simple. Allied uses a smart sliding mount for the brake caliper on the fork and a secondary bolt position for the rear caliper. Once loosened, you can simply flip and fit the flip chips in the dropouts with just the help of the tools Allied provides with the bike, an 8mm hex key and a 16mm wrench. The calipers required minor adjustments, but the total process took less than 15 minutes, even for our less mechanically inclined test riders. 

In road mode, the Echo is not a full-on race bike, rather it’s a tame, progressive road rig with a long wheelbase that rode more like an endurance bike. This isn’t a bad thing, but it didn’t provide the high-performance handling we expected to match the aggressive gravel position. Its subdued nature is not a negative. Rather it’s in line with the compliance-focused trends many manufacturers are blending into their race bikes. 

THE VERDICT

Allied’s Echo is bursting with interesting design quirks and all-road performance. Its made-in-America heritage paired with modern design cues make it a standout in the increasingly popular all-road category of bikes. This is a bike that definitely boasts an elegant look and feel to it. While not fully committed to either road or gravel, the Echo is a true all-road bike that capably sits atop the dual-sport category. We’d like to see a bit more tire clearance in the gravel position for some ample 700c rubber rather than opting for a wider 650b option.

For us, a two-in-one bike best serves riders focused on value. However, while the $4580 Echo frame is priced to match its premium, handcrafted quality, that’s a price point that’s out of reach for most riders. Be that as it may, the complete bike price of $6735 is surprisingly cheap for a bike based on an American-made carbon frame. While there will always be those more extravagant riders who insist on having a separate bike for each type of riding, the Echo is intriguing with its versatility and makes a case for the validity of flip-chip designs.

PUNCH LINES

• A versatile all-road ride

• Highly responsive handling

• Front and rear adjustable flip chips

STATS

Price: $6735

Weight: 17.64 pounds

Sizes: XXS, XS, S, M (tested), L, XL

www.alliedcycleworks.com

The post BIKE TEST: ALLIED ECHO appeared first on Road Bike Action.

As a segment, gravel riding has evolved from a niche, often-overlooked activity usually conducted on a cyclocross or just a road bike to the fastest-growing non-motorized cycling discipline. Along the way, we’ve witnessed further development and segmentation within gravel itself at a rapid pace. From monster gravel bikes with suspension and dropper posts to svelte, aero-optimized race bikes, the bike industry was quick to create platforms to meet the needs of riders for a wide variety of dual-purpose riding. 

As the discipline has grown, so has the quality of the racing and the bikes designed to be raced. Since gravel pioneer Dan Hughes’ 12:58 winning time at the Dirty Kanza in 2006 (now known as Unbound Gravel), speeds have risen and times have dropped to meet Colin Strickland’s sub-10-hour performance in 2019. In an effort to address the desires of racers and meet the needs of those looking to take advantage of the latest advances in frame design, bike manufacturers have begun to adopt many of the same aerodynamic designs used on the road for their flagship performance gravel bikes. That would include the two bikes tested here. 

THE BRANDS

Southern California-based Felt Bicycles brings a new performance gravel bike to the market with the Breed Carbon. Founded by former factory motocross mechanic Jim Felt in the early ’90s and celebrated for the aero designs that brought multiple Kona Ironman wins, in the last few years the brand has bounced between different owners before finally finding its current home under parent company Pierer Mobility. This is the same group that controls the KTM and Husqvarna motorcycle brands, and their track record of bringing serious performance technologies to the motocross and MotoGP communities has them now looking to shift the brands into a higher gear for a focused effort on road and gravel racing. 

Best known for their premium road bikes (as seen under WorldTour rider Chris Froome and the Israel Start-Up team), given the surge in popularity of pro gravel racing (and newly gained UCI World Championship status), it was unsurprising to see Factor throw their hat into the ring of gravel race bikes with the Ostro Gravel. Based in Norfolk, United Kingdom, the high-end bike brand has relied on a handful of sponsored riders’ feedback from the front of the biggest races in the country. These riders were the ones to convince the brand’s engineers of the value aerodynamic designs could bring to the front of races. Jukebox Cycling rider Adam Roberge won Gravel Worlds last August aboard one of the first Ostro Gravels produced.

THE FRAME

Felt

As the name implies, the Breed Carbon is a carbon-framed gravel bike that joins the aluminum Breed 20 ($2949) and Breed 30 ($2395) as the sole black plastic gravel rig Felt offers. At first glance, the sculpted frame and dropped drive-side chainstay highlight carbon’s workable qualities. The sea-foam gradient on the fork complements the turquoise frame. With clearance for 700x50mm tires and mounts for four bottle cages plus a top tube bag, the frame gives the impression that Felt is bringing a sense of utility to its race-focused platform. 

Geometry-wise, our size 54 has a slack 71.5-degree head tube angle and a long 104cm wheelbase. Reach is fairly average at 38.5cm and stack is tall at 58.5cm. The numbers confirm that Felt was looking to appeal to the average road racer with a gravel bike that would be stable at speed and provide predictable handling characteristics. 

Factor

When looking at the bike’s profile, you wouldn’t be blamed for mistaking the Ostro Gravel for its road racing cousin the Ostro VAM. Internal routing, truncated-airfoil tube shapes and dropped seatstays give the Ostro Gravel the look of a modern road racer. Atop the bespeckled fork read the words, “Never status quo,” which is fitting for Factor’s seemingly contrary approach to gravel. There’s clearance for up to 45mm tires. 

Our size 54cm Ostro Gravel measured in with a relatively short 101.4cm wheelbase with a slightly steep 72.2-degree head tube angle. A low stack of 55.5cm is paired with a long 39.4cm reach. It’s Factor’s most progressive gravel bike, but still an aggressive option compared to the rest of the industry. 

THE PARTS

Felt

There are three component builds on offer from Felt, as well as a frameset option for $2499. Builds start at $3549 with a 10-speed Shimano GRX 600 spec and top out at $7549 with our SRAM Force AXS XPLR gruppo with a mechanical Shimano GRX 810 build in between at $5249. Our test bike is spec’d with a 1x 40t chainring with a 10-44t cassette. 

A set of Zipp 303S wheels, which are generally used for riding on the road, give the bike an aggressive look with their 45mm-deep rims. They have a 23mm internal rim width and are laced with 24 aero-bladed spokes. A pair of 38c Vittoria Terreno Dry tires are mounted. 

Zipp covers the rest of the small parts with their house-branded 42cm Service Course XPLR handlebar with 5 degrees of flare, a Service Course SL stem and a 20mm offset Service Course SL carbon seatpost.

Factor

Factor maintains their premium aesthetic by starting their build offerings where Felt leaves off, with a SRAM Force XPLR option, which includes a power meter at $8199. There are a smattering of selective SRAM parts that Factor can provide, which tops out with the $10,899 SRAM Red AXS build complete with road gearing and a power meter. Our test bike falls in between at $9799 with its SRAM Red XPLR gruppo. The Ostro Gravel frameset sells for $5499, and Factor also offers a less racy LS model that has a frameset price of $2700.

The SRAM Red XPLR spec seems like a deal when compared to the $1100 upcharge for the road gearing. XPLR is SRAM’s wireless gravel gearing that was released in 2021. Just like the Breed Carbon, the XPLR spec includes a rear derailleur that is capable of hitting the wide gear range of its 10-44t cassette. However, Factor doubles down on its racing intentions with a more aggressive 1x 44t chainring. 

“Among our test riders, it was generally agreed upon that the Ostro Gravel felt most familiar to a road bike rather than the distinctly progressive feel of the Felt with its slackened front end.”

Up front, a Black Inc. one-piece handlebar/stem combo hides the hydraulic hoses, adding to the Ostro’s distinctive aero profile. The 42cm carbon bar features 3 degrees of flare in the drops and is tuned for compliance. Black Inc. provided their Thirty Four wheels as well. As the name implies, the carbon wheels are 34mm deep. They have a 25mm internal rim width and are laced with 24 of the same Sapim CX aero-bladed spokes as the Felt. At a claimed 1489 grams, they are just 41 grams lighter than the 1530-gram Zipp 303S.  

THE RIDE

Felt

We put these bikes to the test on a healthy smattering of gravel, fire roads, singletrack, multi-use trails and, of course, a multitude of paved roads in between. Aboard the Breed Carbon, we noticed how planted and in control we felt thanks to the long wheelbase and slack front end. High speeds felt natural. We found ourselves ripping descents, often spinning out of the 40t/10t hard gear. 

Singletrack action provided some rough feedback, as the Zipp 303S were a bit too stiff for our liking. Once swapped out for a pair of Hunt X-Wide rims, they brought us closer to our preferred feel of compliance. The long wheelbase also provided ample clearance for our toes with no overlap in tight switchbacks. 

When it came to climbing, we liked the wide gear range and found ourselves spinning uphill in the 40t/44t gear. When climbs neared 15 percent and got out of the saddle, we found our knees colliding with the rear brake hose that routes externally around the head tube before entering the downtube. While this proved annoying on occasion, thankfully it was a rare occurrence on the dirt. Another niggling issue occurred when we used our seatpost-mounted water bottle. The cage sits high on the seatpost close to the top tube, which makes it difficult to wedge our 16-ounce bottle into and out of place. After a couple of rides, we swapped to a side-load cage, which negated the problem. 

Factor

Where the Felt stood out descending, the Factor was most memorable when climbing. We found ourselves hitting top times on a few of our usual 30-minute sustained climbs. Although the 1:1 gear ratio kept us pushing a harder gear than we prefer, the end result was being able to maintain higher speeds. Because this would prove difficult further into long rides and races, the 1:1 ratio is the maximum we recommend on gravel bikes. 

It was when we were riding on tight singletrack that the stiffer characteristics of the Ostro Gravel emerged. While less stiff than the Felt, the Factor still left us desiring a slightly higher level of compliance.

Descending on the Factor proved it to be no slouch. The Ostro Gravel has quick handling with a minimal amount of feedback that requires riders to have a slightly heightened sense of focus to stay in control. In some sections we felt comfortable taking our hands off the handlebar of the Felt, but we remained a bit hesitant on the Factor.  

While we like the hand positions offered by the one-piece Black Inc. bar, the internal routing proved difficult when it came time to pack the bike to travel. Thankfully, our preferred Scicon Aerocomfort 3.0 travel bag allows the handlebar to stay mounted, but the internal routing just added another layer of complexity to a situation many riders with a standard bike bag will likely face as race day approaches. 

THE VERDICT

From a racing perspective, these are both bikes we’d consider bringing to many of the big events of the year. The Ostro Gravel balances the performance characteristics we like best when it comes to gravel racing. Its quick handling, light weight and premium component spec mesh together well for a complete gravel racing package. The Felt, while stiff in its stock build, benefited from a quick wheel swap that improved its overall compliance. Even as is, we never felt overly shaken on four-hour-plus rides; in fact, the Breed Carbon had us setting downhill PRs without feeling like we were on the limit. 

However, both of the bikes lacked the compliance we desire for all-day efforts at events like Unbound Gravel. And while this can be chalked up to them being race bikes, for all but the highest level of racer we’d recommend finding a more compliant alternative.

Felt’s Breed Carbon provides a solid platform for those looking for a mid-range gravel race bike that retains a sense of utility with its wide tire clearance and a bevy of frame mounts.  Among our test riders, it was generally agreed that the Ostro Gravel felt most similar to a road bike as opposed to the distinctly progressive feel of the Felt with its slackened front end. This made the Factor the preferred choice for our longtime racer, while the Felt provided a stable starting point for those new to gravel and off-road riding.  

FELT PUNCHLINES

• A performance-focused build

• Loves high-speed and straight lines

• Better for the non-racer

FACTOR PUNCHLINES

• All in on aero

• Sub-18 pounds

• A premium race machine

FELT STATS

Price: $7549

Weight: 19.22 pounds 

Sizes: 47, 51, 54 (tested), 57, 61cm

www.feltbicycles.com

FACTOR STATS

Price: $9799

Weight: 17.78 pounds

Sizes: 49, 52, 54 (tested), 56, 58, 61cm 

www.factorbikes.com

The post FACTOR OSTRO GRAVEL VS FELT BREED CARBON – GRAVEL BIKE SHOOTOUT appeared first on Road Bike Action.

By Dan Cavallari

During last year’s race season, Cervelo’s redesigned flagship aero bike, the S5, flew under the radar of many race watchers for a good long while because it was hard to notice any changes with anything less than a deep look. Of course, as the bike of choice for the Jumbo-Visma team, quick glances were all many could get since the bike was among the most successful on the 2022 WorldTour calendar. Eventually, careful examinations revealed the type of subtle details that matter a lot at the highest levels of the sport.

Those changes included a claimed 65-gram drag reduction over the previous S5, with 1.5 percent more surface area for aerodynamic optimization and a lower weight—all of which were an obvious boon to team riders like Wout van Aert and Primoz Roglic. But, what’s the impact for the everyday cyclist? 

THE FRAME

The redesign of the S5 was born from UCI rule changes. The much-maligned 3:1 tube-shape rule (dictating that a tube could not measure longer than three times its width) meant that manufacturers could only make the fastest bike within those constraints—not the fastest bike possible. Thankfully, the 3:1 rule is gone, and Cervelo’s engineers were free to make the new tube shape possibilities as impactful as possible.

One way to do that was by using a design called “compensation triangles.” You’ll find these at the bottom bracket junction; previously these triangular reinforcement shapes would’ve run afoul of the 3:1 rule, but now they allow designers to use thinner, lighter tubes without compromising strength in key areas. Additionally, the head tube also extends further forward. It creates what Cervelo calls an aerodynamic nose, and it’s intended to decrease drag on the frame’s leading edge. All of those longer tube shapes mean an overall surface area increase by 1.5 percent over the previous S5. Despite all that extra real estate, the updated S5 actually weighs less than the previous iteration. 

THE PARTS

And about the changes that are intended to reduce owner frustration? Well, look no further than the cockpit. When the previous S5 hit the market, the integrated cockpit garnered most of the attention due to its Starship Enterprise shape. Cervelo claimed this new design would shave some watts, again in the key leading-edge area of the bike. 

But, the unique design also served another purpose: it allowed more logical cable and hose routing through the handlebar, stem and into the head tube. Ultimately, the design worked as intended, but it created some frustrations when it came to setup and adjustment. Different bolts were necessary to secure the system to the bike, depending on your stack height. 

To eliminate as much complexity as possible, Cervelo entirely redesigned the unique stem/handlebar combo, which curiously resembles the triangulated Bullmoose handlebars seen on some early ’80s mountain bikes. The design has the cockpit parts secured with a single bolt, and it’s now possible to change the stack height with the included spacers. Although it took just a few minutes of adjusting and tightening to get the stem set up, woe is the mechanic who has to run all-new hoses through the cockpit.  

Despite their appearance of not allowing any adjustability, we were surprised to find that the handlebars can rotate from 0 to +5 degrees by loosening four bolts on the bottom of the bars. The transition from the handlebar to the brake hoods is also changed to create a flatter surface to place your hands. 

In keeping with modern trends, Cervelo has equipped the S5 with a spacious tire clearance that allows rubber up to 34mm. That said, the stock Reserve 52/63 wheels are optimized for 28mm tires. Speaking of those Reserve wheels, Cervelo says the combo of the 52mm-deep front wheel and 63mm-deep rear wheel shaves off a significant 50 grams of drag. The front wheel has a slightly wider inner rim width at 25.4mm, while the rear clocks in at 24.4mm. 

THE RIDE

Perhaps testament to Cervelo’s laser focus on aerodynamic gains, the S5 is an acceleration machine, and once it gets going it holds onto its speed. You’re likely to not notice the difference between the previous S5 and this updated version—until you’re vying for a high-speed sprint win in a race or cranking out watts for a long day in a solo break. 

That’s the true joy of the S5. Rapid acceleration, hard sprints, and long tempo efforts, the S5 offers a platform for success in all of those situations. Due to some exceptional power transfer, it’s no slouch on climbs either. At over 17-pounds the S5 is not gossamer light, and it lacks some of that liveliness you’ll glean from less dramatically aero tube shapes, but the S5 isn’t pretending to excel in those areas. It can hang and it can threaten, but ultimately climbers will need to find their bliss elsewhere. With the new S5, gone are the days of sluggish aero bikes that only shine in a straight line. The S5 may not feel quite as lithe as a pure climber’s bike, but it’s easy enough to change lines quickly and dive into corners with minimal wander off your line. 

Riding the new S5 feels an awful lot like riding the previous version. That’s great news for the bike’s handling, and just okay news for the bike’s compliance. The ride quality also feels a lot like the old S5. It’s not a harsh ride, but compliance certainly isn’t the priority of the bike’s design. Road chatter is minimal, probably thanks to the wider tires that can be run at lower pressure, but if you’re after a buttery-smooth ride, it’s best to look elsewhere.

Owing to the frame’s bigger surface area on which the wind can have an impact, when you get a side-wind blast, the bike will require your full attention. Gone, however, are the days of the wind having its way with your aero bike at less severe yaw angles. There was very little front-wheel wander in most winds, and true white-knuckle moments were few, which would have been commonplace on any aero bike like this just a few years ago. 

THE VERDICT

It helps to know what kind of rider you are before jumping on the S5. The S5 may not be your best choice if you prefer climbs that never end and an uber-souplesse ride feel (Cervelo’s offering for that would be the round-tubed R5). While the lines are blurring between aero-oriented and all-around bikes, the S5 still feels like an aero beast. So, if you’re after explosive acceleration and a solo-breakaway flyer, look no further. Although the new S5 is far more compliant than any of its previous iterations, just don’t expect Cadillac comfort here. 

However, with either high-end model (spec’d with a SRAM Red AXS or Shimano Di2 Dura-Ace drivetrain), you can expect a Cadillac-like price of $13,000. Looking for something a tad less expensive? The 2023 S5 is also available with your choice of either a Shimano Di2 Ultegra or SRAM Force AXS drivetrain for $9000. For the home builders out there, a frameset sells
for $5500.

PUNCH LINES

• Well-balanced handling

• Ride quality is a bit harsh

• Explosive acceleration

STATS

Price: $13,000

Weight: 17.37 pounds

Sizes: 48, 51, 54 (tested), 56, 58

www.cervelo.com

The post CERVELO S5 – IT LIKES TO GO FAST AND WIN RACES appeared first on Road Bike Action.

As a rule, aero road bikes have never rated among our favorites. Sure, they might slice through the wind with the greatest of ease and provide an eye-catching profile, but their tendency to be on the heavy side without much compliance has always held them back compared to road bikes.

It’s been about four years since Giant last did a serious upgrade to their long-serving aero race bike with the addition of disc brakes. In addition to a host of smaller refinements, the new Propel line has gone on a serious diet, and Giant claims it has also gotten more aero. The refined tubing brings it closer to the all-rounder TCR line but retains the aero-enhancing teardrop tube shaping. Our first question was whether this could be the perfect balance of aero and tube refinement we have seen from Giant.

THE FRAME

The Propel has been in the giant catalog for many years now and has gotten a few redesigns, but none as significant as this. The new Propel Advanced 0 went through extensive CFD analysis and dynamic wind-tunnel testing. The truncated ellipse airfoil tube shapes are optimized at every real-world yaw angle. This is in conjunction with the new composite layup that reduces the overall weight of the frameset.

One of the most noticeable changes is the use of a smaller aero seatpost, similar to the one found on the TCR. The Propel fork is full carbon and actually uses the lighter and stiffer Advanced SL composite. Giant still uses the oversized carbon steerer, so if you want a different stem, remember it needs to be 1 1/4 inches, not 1 1/8 inches. The Propel frameset is built to route the hoses and wires internally, but Giant has put a little twist on this, making it easier than ever to adjust or swap stems and position. 

Giant has maintained the race-oriented geometry for the Propel, and our size M has a wheelbase of 98cm with 40.5cm chainstays. The frame fits a size 30mm tire max, which is a bit smaller than we would prefer for a modern road bike. Our bike has a stack of 54.5cm and a reach of 38.8cm. There is a 14.5cm head tube at 73 degrees for a responsive but stable ride. 

THE PARTS

Giant offers two Propel Advanced Pro 0 models, one each in a SRAM or Shimano build. Our test bike featured the new semi-wireless 12-speed Shimano Ultegra Di2 drivetrain with a 52/36 crank paired with an 11-30t cassette and a mismatched set of brake rotors (160mm in the front and 140mm in the rear).

Our test bike hit the scale at 16.25 pounds, which is impressive for an aero bike with 50mm-deep wheels. The Giant SLR 1 50 wheels have a hookless bead and 22.4mm internal width. They are matched with 25mm Cadex Race tubeless tires. 

All the rest of the build is self-branded with a Giant Vector composite seatpost, Contact SL Aero stem with OverDrive Aero internal routing, and a Contact SLR Aero handlebar and Fleet SL saddle. Overall, the build is solid and leaves very little need for an upgrade. Giant even provides a composite computer mount that integrates with the stem, as well as position-specific composite water bottle cages.

THE RIDE

Setting up and building the Propel with its completely internally routed cockpit was one of the easiest experiences. The cable routing through the handlebar and what we are calling the hollow cutout stem makes it quicker and easier to adjust. The bottom of the stem is open, allowing you to pull the stem off the steerer and the hoses, then have slack to move.

Unlike the top-tier Advanced SL, which uses an integrated seatpost that needs to be cut to length, the Advanced Pro has an adjustable seatpost with a wedge to secure it. Compared to the previous version, the slimmer and shallower seatpost provides much better in-saddle compliance, something that almost all aero bikes lack.

On the road, the Propel has the same performance geometry you get on the TCR, making it fun, predictable and responsive. The Propel feels like it is fast and does offer more front-end road feedback than the TCR, but it isn’t overwhelming. For us, it only took a few rides, and we were feeling at home and willing to push the bike deep through corners.

Speaking of cornering, the Propel feels like it is at home going up a climb as it is racing down them. Out of the saddle, the Propel is responsive, and the cockpit is impressively stiff laterally. Even in heavy winds, the Propel seemed stable and unphased. 

If there was one thing that left us scratching our heads and wondering what the team at Giant was thinking, it was the 25mm-spec’d tires. Sure, they are on a modern hookless rim and the quality is not in question, but 25mm is so dated. They do measure out to 26.8mm, but even for our fairly slim test riders, the recommended tire pressure is 70–75 psi. We did drop below that and had no issues, as the Cadex tires are fairly supportive yet supple. For us, a 28mm tire is the spec that should ship stock for all bikes.

The carbon Giant SLR 1 50 wheels have a claimed weight of 1518 grams, but the biggest complaint for some (and beloved feature for others) was their 30t ratchet-driver rear-hub engagement that is loud out of the box. Similar to DT Swiss hubs that also use a ratchet, the addition of a bit of grease to the engaging surfaces will quiet them down. For us, 12 degrees of engagement is fine on a road bike, especially an aero road bike.

THE VERDICT

As the world’s largest bicycle manufacturer, we have always been impressed with the value Giant offers. With that said, we are a bit disappointed that a race bike with so much refinement and race potential doesn’t come with a power meter. To get a Shimano drivetrain with power, you need to jump all the way up to the SL 0 with a hefty price of $12,500. So, for us, the SRAM Force version of this same bike is the real winner, as it carries the same $8000 price tag but comes with a Giant Power Halo power meter stock.

As always, the new 12-speed Shimano worked flawlessly, and our 11-30t cassette is essentially the 11-speed, 11-28t cassette but with an extra climbing cog. Overall, the Propel performs above our expectations and has us thinking that the TCR might be a rare sight in the pro peloton. Our Propel only comes in one color—dark purple—and while we like it, it was the most debated part of the bike in our weekend group ride.

PUNCHLINES

• Aero with less weight

• Needs a power meter

• Tubeless tires that are too small

STATS

Price: $8000

Weight: 16.25 pounds

Sizes: XS, S, M (tested), ML, L, XL

www.giant-bicycles.com

The post AN AERO BIKE, MORE LIKE A ROAD BIKE appeared first on Road Bike Action.

By John Perry

It started like it often had in the past with a phone call from Zap. “What do you think about doing Big Sugar Gravel in Bentonville, Arkansas?” he asked. Without giving it a second thought, I answered with an emphatic, “Yes!” But then I quickly came to realize that there was some added responsibility that came with the invitation.

Apparently, following David and Troy’s end-of-summer trip to Steamboat Springs, Colorado, to participate in the Steamboat Gravel Race aboard a couple of event-specific project bikes (RBA, November ’22), my trip to Bentonville would be no different. I finally had the opportunity to visit the much talked-about bike-friendly town of Bentonville, but I’d have to work for it!

Eventually, I learned that the bike that had been chosen for me was a new gravel entry from Colorado builder Alchemy Bikes. The bike was the just released Lycos Au, and the next step was to head to the Alchemy website to figure out the frame sizing that compared the Lycos Au to my personal Giant Revolt Advanced 0. This was a pretty simple process, as the Alchemy website is very detailed. Better still was learning that Alchemy wanted me to not just get a bike to ride but to have the firsthand experience of their Dare Golden Program (DGP). The DGP provides the opportunity for any new bike buyer to visit Alchemy, with a stay at the Origin Red Rocks Hotel, a factory tour and personal setup and test ride of your bike to ensure proper fit. Luckily, a few weeks before Big Sugar, I was planning to race in the RAD Dirt Gravel event in Trinidad, Colorado, so the drive to Alchemy’s factory in Golden was on my way. 

ABOUT THE PROJECT BIKE

Alchemy is a small, award-winning frame shop that doesn’t just join pre-made tubes but actually rolls their own tubes in-house to make each frame. With three gravel-specific bikes already in Alchemy’s stable (two carbon, one titanium), the Lycos Au was added as the brand’s lightweight, performance option, and with the weight savings brought with it the use of a different carbon layup and higher modulus carbon than the standard Lycos.

“Just as I’ve discovered while competing at Unbound Gravel, wind is the great equalizer when it comes to cycling, and on this day, the wind arrived and killed my strategy.” 

My bike started with a naked 800-gram Lycos Au in a size-large frame built with their Premium kit, consisting of a SRAM Red AXS XPLR drivetrain, a Tune saddle, Zipp stem and handlebar, e*Thirteen XCX 1x cranks, an e*Thirteen Helix R 12sp 9-42t cassette, and Alchemy’s own carbon wheels mounted with Maxxis Rambler 45mm tires. While the handmade Au frame sold for $4999, the cost of the complete bike spiraled to a whopping $11,499 price tag.

Before I headed out on my first ride, I mounted some Lun Grapid 700 wheels and WTB’s new 42mm Vulpine tires with Stan’s sealant. The Lun wheels were new to us and come from the decades-long carbon frame maker Winspace at a cost of $798 each. The 1431-gram, tubeless-ready carbon hoops use Pillar spokes (24 rear/20 front) and are 38mm deep with a 25mm internal width. Available in either 700c or 650b sizes, the in-house-built hubs use stainless steel bearings with center-mount brakes. 

And lastly, I mounted my trusty Garmin Rally 200 pedals, Garmin 1030 and Varia rear light. Given that my personal bike runs a Shimano GRX 2x mechanical drivetrain, both the 1x drivetrain and electronic shifting were new for me. Before adding my pedals, the bike weighed a feather-like 15 pounds. Although I know Zap was disappointed that the bike didn’t enjoy any of the custom color options that Alchemy offers, I liked that the transparent Cerakote option gave the bike a subtlety that allowed a detailed look at the frame’s tube-to-tube construction. 

THE RIDE

Happily, right away, the bike felt comfortable and efficient on climbs, and in addition to being light weight, it descended well, it’s very stable at all speeds that I’ve encountered. It went where I pointed it with very little input. I even rode it on some single-track trails that I use as connectors to get to my regular gravel routes, and it was very good here also. 

“The frame is stiff, and from the trails in Colorado to Arkansas, it handled whatever rough stuff I rode over. Honestly, I was surprised that a bike so light would still follow the terrain so well.”

The frame is stiff, and from the trails in Colorado to Arkansas, it handled whatever rough stuff I rode over. Honestly, I was surprised that a bike so light would still follow the terrain so well, which is also due to the long 105cm wheelbase. Even when I was bouncing over rough gravel and rocky sections, the bike felt planted. I was impressed with how quickly the bike responded to inputs on paved surfaces even with 42mm tires. With my gravel race season now officially over, I’m looking forward to mounting some road wheels and tackling the Sunday-morning group ride. 

Given that I always want to have as many gears as possible and how in the past I’ve spent considerable energy and money to convert bikes to a 2x drivetrain, I was unsure about what to expect with the SRAM 1x. No matter what type of terrain I was riding, the electronic shifting was a game-changer for me, because it takes so little effort to change gears. It did, however, take a little getting used to shifting on the left to go to an easier gear.

The 1x was so much different than I thought it was going to be. I have regular routes that I have lots of power data and Strava segments to compare a 2x to a 1x. I rode many of the routes to familiarize myself with the 1x, and low and behold, the 1x was just as good as the 2x and sometimes even better. This was achieved by pedaling with a lower cadence and slightly higher power. After putting in 300 pre-race miles, I was confident that my race wouldn’t be compromised by the 1x drivetrain.

Despite my longstanding belief in the efficiency of 2x drivetrains, a big take-away from Big Sugar was that 1x drivetrains might just be the right setup for gravel riding. I know everyone has their own preference, but I bet 1x can provide every gear for 90 percent of the rides that average riders do. The SRAM gears on the Alchemy had sufficiently low gearing (42/44) for the steep climbs and a tall gear (42/9) for flats and group rides. I also appreciate how the 1x drivetrain removes more things that can go wrong when you’re out on backcountry gravel roads. While I’m now a convert to 1x drivetrains and electric shifting, my one tip to one and all is that unless you want to learn what it’s like to ride a single-speed, remember to keep the battery charged! 

www.alchemybikes.com

www.lunwheels.cc

WHAT ABOUT BIG SUGAR?

Located in the northwest corner of Arkansas, Bentonville is the home of the Walmart retail-store chain, but what really put the town on the map was its recent claim of being the mountain biking capital of the world. While legacy destinations like Moab, Utah, and Crested Butte, Colorado, might argue that claim, it’s hard to deny that the 150-plus miles of groomed trails fanning out in all directions from the center of town adds up to much less.

This Arkansas town has really embraced bike culture, as you can travel anywhere by bike, either on a bike path, bike lane or regular streets. The car drivers were the most civil drivers I’ve encountered in a very long time, and all the local businesses welcomed you with your bike when you walked through the door. Besides all the bike-related stuff, the town has a thriving art scene with a myriad of public art to accompany the world-class art museum of
Crystal Bridges.

The Big Sugar Gravel route was a 105-mile loop with 7200 feet of climbing that starts and ends in downtown Bentonville. The race was the last in the Life Time GP series, so in addition to hundreds of citizen riders, the town was loaded with some of the world’s best gravel racers, as well as a large bike-industry contingent making up a large bike expo.

On paper, the course is very deceiving. It doesn’t look that hard, but that’s a trick. I would say the gravel is medium chunky, loose and sharp. I’ve never seen so many flat tires in my life, not even at Unbound Gravel, where this kind of tire carnage is common. The climbs were never long, but they were steep and coming at you just when you thought that you would get a break. Being a fall event also brought the challenge of the course being covered with fallen leaves that hid a variety of obstacles that could quickly flatten your tires.

My race strategy was to go with the front group for as long as I could in the beginning and then settle into my comfortable power zone. This strategy went pretty well for the first 40 miles before I stopped at the first-aid station. After the checkpoint, my group split up and I had to change my strategy. I rode the next 64 miles with groups of riders and just surfed the terrain in my optimum power zone. Everything was good until the next checkpoint at 75 miles when things suddenly got hard. Just as I’ve discovered while competing at Unbound Gravel, wind is the great equalizer when it comes to cycling, and on this day, the wind arrived and killed my strategy.

At mile 77 the course turned straight into a 15- to 20-mph headwind that lasted for the next 15 miles. So much for a good finish time! Despite being in a group of 10 riders, we could average no more than 8 mph, but even that required pedaling way above the comfortable power zone that I wanted to be in. Finally, I made it to the finish line in 7:34, 15th in my age group and 247th overall. Of the many gravel races I’ve competed in over the years, this was one of the hardest I’ve ever done, but having a pedigree race bike under me made it more enjoyable.

The post BIG SUGAR GRAVEL PROJECT BIKE WITH ALCHEMY AND LUN appeared first on Road Bike Action.

It’s true that for the last few years there has been a shared concern among many tradition-bound cyclists that the bike industry’s growing embrace of modern technology is spoiling the pedaling experience. Recall how back in the day there was pushback against carbon fiber? Of course, eventually, the lightweight virtues of “black plastic” was not just accepted but wildly embraced. Next came the angst about electronic drivetrains. Now, the thought of pulling cable is viewed as Neanderthal! Last but not least was the hysterical rebuke of all things disc-brakes-related. Um, anyone remember the rim brake?! 

And now we have an “on-board awareness and visibility” system courtesy of Cannondale’s SmartSense radar system that’s spec’d on three models in their Synapse endurance bike line. 

THE FRAME

The latest incarnation of the Synapse seems to have a general theme to its design—simplicity is better. Gone is the complicated wedge seatpost clamp design and pencil-thin, bespoke seatpost, and back is a simple 27.2 post mated using a standard clamp. Gone also are the press-fit bottom bracket and Hollowgram cranks, which have been replaced by a threaded BB and standard Shimano crankset. With small details like the hidden fender mounts, this bike is built for a rider who is less interested in hyper-optimizing a race bike build and more interested in a “ride and forget” experience. 

The Synapse is available in six frame sizes and two rather calm (gray or mint) color schemes. Lack of flashy finishes notwithstanding, in a day and age of overwhelming billboard graphics, kudos to Cannondale for instead opting for understated graphics.

THE PARTS

No doubt the most talked-about item on the Synapse is the proprietary SmartSense light and radar system based on a Garmin Varia. While there are a myriad of accessory light and radar systems on the market, the integrated Synapse system is ready to go right out of the box, including a built-in battery system that cleanly mounts below the front bottle cage. System behavior is controllable via the Cannondale app and is simple to use. The app can also track your ride, so it really is one-stop shopping. SmartSense easily paired with a Garmin Edge 830 computer and created an intuitive overlay on the screen, showing any approaching traffic closer than 140 meters. Upon target detection, the system would automatically change the flashing of the rear light to a pattern that is claimed by Cannondale to be most likely seen by an approaching driver. 

Impressively, SmartSense has the ability to have the rear light act as a brake light when slowing down. We did find that the radar and software needed to figure out how to discriminate against some targets. The system ended up creating warnings so often that we started to ignore them. For example, cars that were two lanes over would show up as possible threats, as well as cars on a road paralleling a separated bike path we like to frequent. We also found that charging the system was finicky and required removing the battery pack from the bike cradle and resetting it. The goal of the bike is simplicity, and one would expect the battery to just charge without having to mess with it. Battery capacity was an issue as well, as we had to charge the battery after every ride to be sure we had enough juice should an opportunity for an adventure ride come up.

The new Shimano Ultegra Di2 gruppo is an excellent choice for this bike. Having a 12-speed compact setup allows for a large range of gearing without big jumps between shifts, and the derailleur charge point is very convenient. The Cannondale is spec’d with 30mm Vittoria Rubino Pro tires, and Cannondale claims room for up to 35mm tires. Some riders wondered if the overall package would’ve been better optimized by coupling Shimano’s lower-line (but equally well-performing) 105 gruppo with some lighter wheels at the same price. 

THE RIDE

Riding in the real world for most isn’t best done on a race bike. The roads aren’t all smooth-as-silk tarmac, and you don’t need the aggressive handling characteristics of a race machine. Ride quality can play second fiddle to light weight and aero design. What real-world riders want is something that has all-day ride comfort, as well as handling characteristics that inspire confidence and not nervousness. And here is where the Synapse shines brightest.

Once underway one notices a few things. The frame geometry lends itself to a more upright (and hence comfortable) position. The longish 100.2cm wheelbase adds to the bike’s stable feel without feeling sluggish. This smooth, flowy characteristic is enhanced by the Fulcrum Rapid Red 500 wheels. They are heavy (1740 grams), but what they might take from you in slowing your accelerations and climbing, they give back in handling. All that inertia seems to couple well with the Synapse’s frame design, making carving turns a true delight. 

Of all the many miles ridden on the Synapse, we did multiple rides on an RBA favorite, Old Ridge Route, which is a 100-year-old road that is no longer actively maintained. The descents can be very tricky on a race bike, and a gravel bike is overkill. The Synapse ate up with ease the more than 600 mountainous curves, and the Vittoria Rubino Pro tires absorbed the chunks and floated the sandy sections with aplomb. Although the bike was set up with inner tubes, the Fulcrum hoops are taped and tubeless ready.

The Synapse takes great pains to walk a fine line, balancing weight, aerodynamics and ride quality. After a long day in the saddle, we believe that having a carbon seatpost would add some compliance for a small added price.

THE VERDICT

For a bike at this price point, the Synapse has the ride feel, handling, proven design and included tech that make it an excellent choice for an endurance bike. This is the bike for riders who want a comfortable, confident, no-muss-no-fuss ride and aren’t concerned with whether or not their steed is the lightest or most aero out there. Where power meters are now considered standard spec on many higher-priced performance bikes, for the non-racy types out there, it’s fair to expect safety features enjoying similar production spec.  

As impressive as Cannondale’s SmartSense technology is, there are two things we would still like to see: 1. Spec the technology on a wider variety of bikes (we’d guess that plenty of riders who opt for the racier SystemSix or SuperSix bikes would appreciate the added safety features), and 2. SmartSense could use another iteration with better battery capacity and ease of use.

PUNCH LINES

SmartSense radar technology

All-day ride quality

Daytime running lights

STATS

Price: $5500

Weight: 19.62 pounds

Sizes: 48, 51 (tested), 54, 56, 58, 61

www.cannondale.com

The post CANNONDALE SYNAPSE CARBON RLE BIKE TEST appeared first on Road Bike Action.

During the wild world of Bike PressCamp in Deer Valley, Utah, only a few road bicycle brands were unveiling new bicycles for the pavement. Belgian bicycle company Ridley was out to show the world that, yes, a European company can produce a great riding, lightweight and price-conscious complete bike. With plenty of prices to choose from between $2200-$6500, there are options for cyclists with all budgets.

We were lucky enough to get our hands on the Fenix SL with a full Dura-Ace build and Zipp 303 Firecrest wheels. For the climbs around Park City the Fenix SL was more amazing of a climber than we could have hoped. Actually, compared to its predecessor, the Fenix SL is about 15% lighter and 8% stiffer which are the aspects that climbers are continuously searching for in a road bike.

As the adventure aspect of road riding becomes more popular with dual surface events, such as Belgian Waffle Ride, Ridley has you covered. The Fenix SL has ample room for 30mm wide tires for the roughest of roads or those mixed surface rides. Even if you are going to be riding on smooth pavement, wide tires may just increase that confidence for you to hit fast descents and sharp corners without worry of sliding out. With the ability to equip 30mm tires you can apply extremely low pressures for ultimate comfort without worrying about pinch flatting. The Fenix SL caters to endurance riders with 8% more compliance thanks to the arched top tube and a new proprietary carbon layup and resins.

At $2200 the Fenix SL starts off with a full Shimano 105 build. This is very competitive price for a high quality carbon fiber road bike spec’d as such. Each price range step up has the same competitive pricing for the build, even up to the $6500 high end build that is equipped with a full Dura-Ace drivetrain and 4ZA Cirrus Pro C-30 Carbon fiber wheels , absolutely amazing. Frame weights ranges from 1050 grams for a small (54 equivalent) to 1070 for a large (58 equivalent). Though these numbers may not be extremely low, you must remember that these should be compared to the typical endurance road bike, which in this case the Fenix SL is very light weight.

Check out more from Ridley at their website ridley-bikes.com

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We wouldn’t blame you if you hadn’t heard of the Ventum name until now. The direct-to-consumer brand got its start in 2015 with an exotic, Lotus 108-like, non-UCI-legal tri bike. From there they grew the line to include a single road and gravel bike. In its push to the drop-bar scene, Ventum partnered with pro road and gravel teams like CS Velo and the Abus Pro Gravel squad. Bringing in even more headlining status, both Lance Armstrong and George Hincapie jumped in to provide helpful input. While you can find Lance extolling the virtues of his NS1 and GS1 during the promotional bits of his “The Move” podcast, we’re here to dig into how Ventum’s flagship aero road bike stands up to a critical review from miles spent riding it on our local roads.  

THE FRAME

Ventum calls its first foray into the road market the NS1. The frame sports a modern look with semi-aero shaping on the downtube, a D-shaped seat tube, lowered seatstays and a sloping top tube that aids in compliance. A silicone EPS molding process is used to achieve the desired stiffness and compliance of each tube during construction. This allows Ventum to shape the internal walls, as well as the outer walls of each tube to tune the amount of stiffness in key areas like the bottom bracket, head tube and fork. 

Looking at the geometry numbers, we’d place the NS1 near the middle of the racing category. Our medium-large frame has a 99.6cm wheelbase with a 73-degree head tube angle. The wheelbase bordered on the long side for a pure race bike, while the head tube angle is steep and on par with other bikes in the category. The 39.5cm reach is paired with a stack height of 55.2cm. This is a fairly low stack number with a typical reach. Notably, the 45.9mm trail measurement is quite aggressive. 

THE PARTS

Rather than the usual stock builds most brands offer, Ventum’s direct-to-consumer nature allows it to offer a selection of mainline SRAM and Shimano components with a choice of wheels from Vision, Zipp and Enve. Our test bike was equipped with a SRAM Rival AXS drivetrain. Rival AXS is SRAM’s entry-level wireless product at a similar level as Shimano 105. It’s worth mentioning that the forged aluminum crankarms add significant weight (about 100 grams more than SRAM Force) to the system. However, one of our favorite aspects of the Rival AXS system is the option to add a single-sided power meter to the left crankarm for just $250.

Matching the performance-oriented design of the frame, the 48/35 chainrings are paired with a 10-33t cassette, which is our preferred spec for modern race bikes, and one that we were keen to see a young brand like Ventum choose. 

A pair of Zipp’s 303 S wheels were set up with 28mm IRC Formula Pro TL tires. The Zipps have become a fairly common sighting, as they are among the most affordably priced carbon wheelsets on the market from a big-name brand. Ventum offers them as an upgrade over Vision’s Team 30 alloy wheels for $1000. They feature a 45mm rim depth with a 23mm internal measurement with a rim shape that is aero-optimized for 28mm tires. As the rims are hookless, you’ll want to only run tubeless-compatible tires with or without a tube.

THE RIDE

We were a bit surprised at the size of the large bike box from Ventum that arrived at the office, but after opening it up and putting the bike in the stand, we were pleased with how quick and easy it was to assemble. Ventum’s one-piece carbon handlebar is pre-installed, leaving one to simply attach the wheels, check the bolts and run through the gears to ensure nothing was damaged during shipping. This was one of the simplest assembly processes we’ve encountered and a reassuring start to our time on the NS1. 

Out on the road, there are a few stand-out characteristics of the Ventum. First, the NS1 is highly responsive. We credit this to the short trail and steep head tube angle. It results in precision cornering but relatively twitchy handling. Other flagship race bikes like Specialized’s Tarmac SL7 and Giant’s TCR have moved towards a more subdued handling style that is easier to control. This highly responsive ride is something we’d recommend for experienced riders rather than beginners or anyone looking to make the transition from triathlon to road riding. In short, the NS1 performs best at speed, and its stiff qualities and tight handling aid in that aspect. 

Second, the ride is noticeably less compliant than other modern road bikes. While it’s not overly jarring, the NS1’s vertical compliance could use some improvement, especially in the front end. It’s one thing for a race bike to be focused on stiffness, but we found the NS1 ride to be relatively rough on bumpy roads. We’d recommend upgrading to 30mm tires to aid in compliance. Wider tires are the easiest way to attain a lower/usable tire pressure to eke out a bit of pneumatic compliance that could help offset the stiffness of the frame.

THE VERDICT

Someone with advanced handling skills will be able to make the most out of the NS1, while its quick-handling nature may hold newer riders back. It is a top-of-the-line road bike, and we came away impressed with the overall build and its performance on fast group rides and in races. Still, in our opinion, the Ventum lacks some of the modern refinements some other manufacturers have adopted in recent years. We like the competitive pricing and variety of component spec. It’s a promising beginning for a brand that’s new to the performance road bike category.

As big mainstream brands continue to struggle with the consumer-direct approach, Ventum has clearly shown themselves capable of delivering ready-to-ride bikes at any consumer’s doorstep. There are three base colorways, plus a premium paint option for the NS1, although we’d still like to see some added colors in the future. Sizes range from XS to XL ,with complete bike prices starting at $4499, and frame sets available for $3699.

PUNCH LINES

• Spec’d to order

• An aggressive geometry

• Stiff, highly responsive ride

STATS

Price: $5499

Weight: 18.06 pounds

Sizes: XS, S, M, ML (tested), L, XL

www.ventumracing.com

The post VENTUM NS1 ROAD BIKE REVIEW appeared first on Road Bike Action.

By David Kennedy

Here for the latest installment of our ‘best of’ lists Zap charged me to look back and highlight my favorite road bikes I’ve  ever ridden. As the group-appointed ‘racer’ of the RBA editorial crew, I’ve brought more than a few test bikes that I’d like to list (or at least tell the PR manager that sent them) to our local SoCal crits. Here’s are six of the most memorable bikes I’ve had the chance to throw a leg over. The first three are all true race bikes that feel most comfortable when a race starts to get uncomfortable, the last three can be (and have been) raced too but are what I consider well-rounded road bikes that I’d hesitate throwing into a corner at full-gas and are better suited for chasing PRs and riding with friends.

CANYON AEROAD CFR — ALL-IN ON AERO

As if the value wasn’t enough, Canyon has engineered some of the most sought-after road and gravel bikes around. When the black-out Aeroad CFR arrived at the RBA office I was impressed with its 16-pound weight given all the aero stylings to keep it slippery in the wind. On the road is where the Aeroad stood out, as it was quick to input thanks to its aggressive race-focused geometry. As the story goes, a few weeks after its arrival, Mathieu van der Poel was piloting the CFR in the final meters of the Le Samyn road race when the proprietary handlebar snapped. As there was only one handlebar that fit the Aeroad, this incident proved to be disastrous for Canyon, as they issued a “stop ride” notice and have since developed a reinforced carbon bar to equip the bike. The reality that there is no simple solution when events like this happen is a reminder that it can be worth avoiding the industry’s embrace of proprietary parts, but Canyon’s overall design had me yearning for another ride on the Aeroad.

GIANT TCR — MY GO-TO RACE BIKE

Although they’re the biggest bike manufacturer in the world, I feel like Giant remains one of the most underrated brands around. Maybe it’s because there’s no need for them advertise to the American market or help support independent media publications in spreading the word about their goodness, still, Giant’s TCR has been a favorite of mine since I bought one in 2014. It was a mid-level Advanced frame that was a size too big, but it was my first carbon road bike and opened up a new meaning of high responsiveness and quick handling that my aluminum Cinelli just couldn’t reach.

Since then, the TCR has undergone a few updates, most notably a move to disc brakes. I was able to get my hands on a 2021 TCR Advanced SL frame that we’ve been using to test out most of the SRAM-compatible gear that rolls through the office. One of the reasons I’m a fan of Giant is that they have long been ahead of the trends with tubeless-compatible wheels and wider tire clearance (the TCR can fit 32mm tires) for years.   

CANNONDALE SUPERSIX EVO — AN OG RACER

Between the Liquigas lime green sheen and the classic frame aesthetic, Cannondale’s 2013 SuperSix Evo was lust-worthy. It was the first race bike that I bought when I was working at my local bike shop. Descending, the bike feels like it’s on the limit, which as I’ve had the chance to ride other modern bikes, makes it hard to really reach one’s true limit. In the years since, Cannondale, along with the rest of the industry, has gone on to push high compliance and controllability, which allows for easier handling over the relatively high learning curve that is needed to get the most out of the old SuperSix Evo.

BIANCHI SPECIALISSIMA — COVETED CELESTE CRAFTSMANSHIP

Another Italian design that just gets it right for me is Bianchi’s Specialissima. Our test bike hit the scales at 17.25 pounds—not exactly the lightest Italian climber, but its precise handling and iconic Celeste paint with mermaid-scale graphics gave the frame all the modern marks that, with the proper parts upgrade, would make it primed for high-performance scenarios. While it has race-bred DNA, it just made me too nervous to throw such a good-looking bike into a corner at full-gas.

BMC ROADMACHINE — ONE BIKES FOR ALL THE RIDES 

Whether on tarmac, gravel or singletrack, it wasn’t hard to find a good time on the BMC Roadmachine. As one of the most well-rounded modern road bikes I’ve ridden, the Roadmachine made gran fondos and gravel roads seemingly equal opportunities to find some fun. With clearance for up to 32mm tires and stable, predictable handling characteristics, BMC made the most of the latest trends with the endurance-oriented Roadmachine. With the proper tires I made the most of riding our local fire roads right before heading to the Saturday-morning group ride—the best of both worlds, right?

DEANIMA UNBLENDED — CUSTOM CARBON 

Not many things get me as excited as racing a crit on a bike that deserves to be displayed at a bike show. Not only is DeAnima’s Unblended fit for a builder’s award at NAHBS, but it’s equally fit to perform on the road. DeAnima is the brainchild of Gianni Pegoretti, brother of the late legendary frame builder Dario Pegoretti. The duo began building steel frames together in the ’90s and quickly adopted carbon fiber frame manufacturing in the early 2000s until they went their separate ways in 2005.

The Unblended was a standout when it hit our scales at 15.12 pounds in 2018. An oversized handlebar and seatpost upped the rigidity of the build, plus the rim brake frame and tubular wheels gave it an old-school feel that was sharp, precise and unforgiving on the road. It was perfect for high-speed crit racing and short sprints. The hand-painted design made it all the better looking when it was hanging in the living room between race days.

The post SIX STANDOUT ROAD BIKES appeared first on Road Bike Action.

Even though we first saw Cipollini bikes showing up under professional riders in early 2010, it took us until 2012 to snag our first long-term test bike. Mirroring the business model laid out by some of Italy’s finest sports car companies, the Italian-made Cipollini can be hard to get and very expensive. We weren’t sure how this would work for the new brand in the long run, so we decided to revisit Cipollini and the RB1000 to see where they’re at two years later.

THE BIKE
With a total of five models in their line, producing about 2000 bikes per year, Cipollini is still very small when compared to any mainstream brand out there. Realistically, though, Cipollini’s ability to grow is quite limited. For one, when it comes to pricing, they are the Lamborghini of bikes, and even though many might obsess over owning one, it’s just not a reality for most of us. Second, part of what makes them so pricey is the fact that they’re doing something few others attempt outside of Asia building their own monocoque frames. Following a Cipollini all the way from engineering, production and paint is literally an Italian tour. There are other all-Italian-constructed bikes out there, but most use the simpler lug construction compared to the Cipollini’s monocoque. Of Cipollini’s five models, the RB1000 still maintains its place as their premier race bike.

Like Mario Cipollini himself, the RB1000 can’t be mistaken for anything else out on the road. Its extreme downtube shaping flanks the front wheel, while the seat tube’s curvature allows the rear wheel to tuck right up to it. In addition to those aero details, it becomes quite clear what the RB1000 was designed for just by looking at its head tube. To begin with, a large 1 1/2-inch lower headset bearing is used to maximize stiffness on the short, 127mm (size large frame) head tube, which also has a small nose-cone-shaped profile, presumably to improve aerodynamics. Stout, low and aero-definitely a racer’s bike.

THE RIDE
It just so happened that our RB1000 test bike was a race bike, a real race bike. Due to short supply and high demand, Cipollini had to send us a team bike from the Pro Continental Italian team they sponsored in 2013, Bardiani Valvole- CSF Inox. Since the team uses a production frame set, we had no issues using it for the test. After the initial disappointment of not getting a bike that exuded Italian passion through its paint scheme, we grew to appreciate the naked finish that allowed the 1K carbon weave to shine through-simple yet elegant. As one of the greatest sprinters of all time, it’s of no great surprise that Mario Cipollini had an eye on speed for the RB1000. With a combination of an extremely rigid front end and the downtube’s massive box section where it joins the seat tube, accelerating felt pure and unhindered from any power-robbing flex. Once we turned our attention to some varied terrain, the bike’s nearly 100cm (size large) wheelbase became apparent, at least on the descents.

Although it might be longer than the U.S. criterium racing crowd might want, you could descend much more relaxed compared to a bike with a 1.5cm-shorter wheelbase. Going up, the RB1000 felt lighter on the climbs than what we expected from its less-than-impressive 16.1-pound weight. Once again, we’re going to chalk this up to the frame’s overall stiffness, which gives it a good, efficient feel while climbing. In our original test of the RB1000 back in 2012, our test bike was equipped with Lightweight Meilenstein wheels, which helped drop the weight down to 14.8 pounds.

THE VERDICT
Kudos to Cipollini for staying true to their roots and maintaining Italian construction throughout their line. Even with the RB1000’s price tag well above almost every other high end bike on the market, the craftsmanship that goes into each one, its exclusivity, and the very fact that the performance is there to back it all up puts them in a different league. Cipollini’s least expensive road model is the Bond, which sells for $4400 (frame and fork), and uses a monocoque main triangle while adopting a more traditional-looking frame design.

PUNCH LINES
* Full-Italian design and construction
* Exclusivity doesn’t come cheap
* Fast and fancy

STATS
Price: $6995 (frame and fork)
Weight: 16.1 pounds
Sizes: XXS, XS, S, M, L (tested), XL, XXL
Cipollini
Road Bike Action

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