One of the best parts of any hobby is spending money on that hobby. And if you want a hobby that demands that you spend money on it then you've found the right one in mountain biking!

As our goal has always been to help you make the best mountain biking purchases, we'd really appreciate it if you could take some time to complete our third Bike Track Pulse Survey.

We'd love to know what influences your mountain biking purchases? We also want to hear what you've spent your mountain-biking money on in 2024 and how you plan to invest in your favourite sport in 2025.

As a thanks to all those who take the time to complete it, there is a prize draw at the end for the chance to win a $150 / £150 Amazon voucher.

The survey shouldn't take any longer than 10 minutes to complete and to say thank you for your time, your name will be placed into an optional prize draw for a chance to win* that Amazon voucher worth $150 or £150 (depending on your location). *T&Cs apply

The survey is open to those based in the UK, US, Canada, and selected countries in Europe and runs until the 18th of October 2024. Hit the link below to get involved.

Take part in our survey 

Good luck in the prize draw and we look forward to hearing from you!

Vittoria rebooted their top rated XC Mezcal tire with their new XC Race Formulation rubber compound and carcass earlier this year. They also added the all-new Peyote with a totally fresh ribbed 'V' tread pattern designed for loose, dusty race and trail conditions. So what are the pros of Peyote and when is fitting one probably going to be a bad trip?

Design and build

Both the latest Vittoria XC tires have switched from a 120tpi material to a 60tpi weave, that overlaps to a triple layer under the crown of the carcass. Like the new Mezcal, it also comes in brown and blackwall versions. The shoulder tread is also the same alternating small siped (cuts in the tread top) block design as the Mezcal too. The intermediate tread is much lower though and interspersed with short perpendicular ribs. The centreline uses longer almost parallel, twinned ribs in an alternating pattern to create an effectively continual V to minimize rolling drag.

Performance

Starting in the workshop the Peyote is reasonably easy to fit, and inflated into place easily with just a track pump. I haven’t experienced any sealant weep or gradual deflation with any of my installs on the Peyote or the new Mezcal either.

Reduced rubber means the Peyote comes in around 10g lighter than the Mezcal and it’s a similar weight to Schwalbe’s 29 x 2.35in Racing Ralph and WTB's 29 x 2.4in Macro. It’s also closer to the stated size than a lot of tires (particularly Maxxis) at 59mm (2.32in) 30mm rim at 20psi. It’s around 150g heavier than Specailized’s 29 x 2.35in Renegade though, so amped acceleration comes from easy rolling not reduced inertia. The new carcass is slightly more damped and the rubber is slightly grippier than the previous generation Vittoria race rubber either. Cue less of the untamed rebound energy that can make tires psychosomatically super fast but actually slower off-road in reality.

New vs old nitpicking aside, this is clearly a very fast rolling tire as soon as you fit it though. It’s particularly quick on gravel, small rocks, fire road and asphalt – it added a permanent tailwind to a two-day Welsh mountain bikepacking trip I fitted it for. That confirmed it’s a usefully tough tire in terms of cut/impact resistance – definitely more so than the heavier Vittoria Syerra – and there’s been very little tread wear over several months of riding either. The new carcass is a lot more predictable at lower pressures rather than suddenly folding and flopping. It still feels drunk and slurry once you drop into the teen PSIs though so it’s best for riders who like tires in the twenties.

The new silicon-infused rubber compound is definitely more predictable in wet/damp conditions than the previous quad graphene compound and brings trust levels in line with other 'fast' or 'speed' labeled competition. If you’re careful with your brakes and pedal stomping, the ribbed tread bars provide a surprising amount of traction on more solid or dusty surfaces and in the wet it at least clears fast. While the round carcass rolls into turns easily, there’s a definite leap of faith across the shallow intermediate tread to get onto the shoulder knobs for cornering bite. Even then it’s a drifter's choice not a carver's – even on the kitty litter trails it excels on otherwise. It’s a definite no for heavy brakers too as an average 4-pot brake with 180mm rotors just turns it into a ski as soon as you tickle the lever. The ribbed tread also adds an extra element of ‘wander’ to an already ‘free-range’ feel as the Peyote slides and skates around on top of the trail rather than sticking down onto it. For these reasons, I’ve not been brave enough to use it on the front often – even in dry conditions, but I can confirm a double dose of Peyote is a serious high-speed trip for straighter, less technical terrain.

Verdict

If you’re not obsessed with grams and after a hard wearing, tough, buoyant feeling, higher volume, high velocity competition tire for drier / smaller grain / less technical trails, then the new Vittoria Peyote XC Race Formulation is a great choice. It should also be on the short list of any long-distance riders, whether that’s marathon racers, bikepackers, big gravel riders, or even mixed surface commuters. If you’re after something with similar attributes but more reliably grippy in varied terrain (or up front) then pick the Vittoria Mezcal XC Race Formulation. And for superlight, low-pressure friendly, or more aggressively grippy for damp and/or dynamic riding I’d choose something else entirely.

Tech specs: Vittoria Peyote XC Race Formulation tire

• Price: $99.99 / £64.99 / €77.95
• Sizes: 29 x 2.4in (measures 59mm on a 30mm internal rim at 25psi)
• Options: Black or brown wall
• Weight: 738g

Vittoria’s existing fast feeling, long lasting Mezcal is a hugely popular tire in the XCO and XC Marathon race scene and with ultra distance, FKT (fastest known time) and bikepacking riders too. The latest version comes with a new XC Race Formulation construction and compound that’s designed to make it more stable, tougher, faster and yet grippier in more conditions. That certainly sounds like a winning move, but how do they ride and compare to other leading XC rubber options on the trail? 

Design and build

Before its many fans start fretting, the Mezcal tread pattern hasn’t changed. You still get the centreline of alternating ‘slopey Fs’ with small, perpendicular siped sub knobs creating a relatively tight arrowhead pattern. A wave pattern of parallel siped side knobs then sits on top of the rounded shoulder. The Race Formulation compound is a new graphene and silica mix though, replacing the previous quad compound graphene 4C recipe of the Mezcal XCR.

The new tire also moves from a 120TPI (Threads Per Inch) carcass fabric to a 60TPI weave, overlapped to triple layer under the tread. It’s currently available in only a 29 x 2.4in size, but with black or brown sidewall options. Like a lot of new generation XC tires, it’s gained weight but that’s paid back in toughness.

Performance

For once, that claimed width isn’t far from the truth either, with my test tires blowing up easily to 2.35in on a 30mm internal rim. The largely unbroken centreline tread gives the Mezcal a very easy roll on hardpack and road. That’s why it’s always been so popular with the long-distance crowd as well as drier conditions racers. 

The good news is that the new silicon elements in the compound mean it doesn’t slide around nearly as much on wet roots and rocks either. They still need respect and a careful line choice wherever possible, but the rubber grip is now in line with the latest fast compound XC tires from Maxxis, Schwalbe, Specialized etc. The more open outer tread means it’s OK in muddier conditions too, but really comes into its own on dry, loose surfaces where it can be pushed noticeably harder without trust issues than the semi-slick Vittoria Peyote.

The new carcass is more stable too so you can go lower with pressures for more ground molding without it suddenly crumpling and stumbling. You do lose speed – I tested this physically following other tires/riders, not just anecdotally – running at lower pressures though. It also has a more drunk, slurring feel than other brands once you’re into teen PSI. That means it’s still better for pilots who prefer higher (20psi plus pressures) and a more lively, high-energy feel with a slightly skatey, pinging ground feel rather than a damped vibe. The rounded shape and alternating flexy side knobs mean it’s a controlled drifter than a hard carver in corners.

Although the weight is noticeable when accelerating compared to superlight options like Specialized S-Works, it’s on par with Schwalbe, Maxxis, Michelin, Pirelli etc. off the line. The win is that after several months of thrashing, the new carcass seems more durable in terms of scuff/puncture resistance and wear life is excellent so far as well.  

Verdict

Mezcal is still a tire best suited to dry/loose/hardpack riding at higher pressures so its loyal fan club aren’t going to be disappointed with the changes. The more stable carcass, less hydrophobic compound and bigger, tougher carcass make it much more predictable and controlled in wetter/more aggressive situations too.

In other words, Vittoria has done a great job of updating a favorite fast rubber option for the increasingly challenging world of XC without losing the characteristics that have made it a classic for many riders. 

Tech Specs: Vittoria Mezcal XC Race tire

Price: $99.99 / £64.99 / €77.95

Sizes: 29 x 2.4in

Options: Black or brown wall

Weight: 748g

Unless you’re very lucky, for most women some sort of padded underwear is essential for any ride much over half an hour, and Endura offers a wide selection of bib and liner shorts for MTB. This SingleTrack liner is one of two MTB-specific ‘traditional’-style Lycra shorts (the other being the top-end EGM liner at $119.99 / £89.99). The SingleTrack liner is also available in a men’s version (which retails at $69.99 /  £69.99 – interestingly more expensive in the UK than the women’s £56.99 RRP). These SingleTrack liner shorts can be worn under any MTB baggies, and integrate with any of Endura’s ClickFast-compatible overshorts, such as its SingleTrack Lite shorts.

Design & specifications

Endura really knows its onions when it comes to mountain bike clothing and has focused the design of this SingleTrack liner around temperature regulation, comfort and low bulk, which are exactly what you want in something you’re wearing under a pair of baggy shorts. To this end it features Endura’s women’s 500 Series multi-density MTB pad, which boasts antibacterial properties, a “cool-touch fabric top sheet” and uses a special foam said to “provide superior drying and dramatically improved air permeability”. While the fabric top sheet isn’t obvious to the eye, the padding certainly feels a lot thicker than Endura’s 200 Series pad in the liner that is included with Endura’s Hummvee shorts. The 500 pad also has a noticeably smaller footprint and is much slimmer at the gusset, in line with Endura’s claims.

As for the fabric, the liner has a thicker Lycra front and back and a lighter weight mesh at the sides and around the thighs in a multi-panel construction. Leg length is spot-on reaching to mid-thigh on me (my size medium has a 7in inseam). The generously deep leg hems are made from a folded-over band of material to create a soft-edged double layer, as is the rear waistband, and both have silicone grip inside. The remaining elasticated waistband is a good 2in deep, and there are Endura’s obligatory ClickFast tabs (for attaching the liner to Endura overshorts) front and rear. Oh, and a shout-out to Endura for including a hanging loop, it's such a helpful little detail.

Performance

These are superbly comfortable shorts as soon as you pull them on. The broad elastic waistband sits below the navel so doesn’t dig in, while the soft fabric rear is cut higher and stays put whatever your position on the bike. Likewise, the deep leg hems stay in place without digging in or causing any unsightly ‘bulge’ above if you’re blessed with ‘feminine’ thighs. The chamois pad felt unobtrusive despite its generously dense foam, thanks to its smaller overall size so none of that feeling like you’re wearing a nappy. It did its job very well, even on rides of four to five hours, and did seem to stay relatively dry even in hot weather (though it’s hard to compare without testing another pad simultaneously, clearly impossible!)

The super-stretchy fabric is soft against the skin and the mesh-like side panels wick pretty well. Worn under well-ventilated summer shorts like Endura’s SingleTrack Lites they didn’t get too sweaty, even during tough Lake District climbs in last week’s mini heatwave. Although, the thicker material that covers your modesty is certainly hotter – for better breathability I’d prefer if all the fabric was mesh, like the Hummvee liner is, and the more open/thinner the better. While I’m being picky, I found the thick elastic waistband got quite sweaty. If it could be made of or lined with a wicking fabric that would be ace.

Lastly, the thigh pocket baffles me. It is impossible to reach while wearing overshorts (unless they had massively flared legs), and even so it’s very small and opens sideways, so if you did want to hide a credit card or folded note in there I’d worry it would work its way out. However, you don’t notice the pocket at all when pedalling so this is a minor niggle.

Verdict

I'd thoroughly recommend these liner shorts for their comfort, performance and price. Their high-quality chamois, great fit and soft fabric make them ideal for all-day rides in any season, although they do feel a tad warm in very warm weather. Thinner fabric would help here. They are very well-designed and featured, even if the mini pocket is a bit bizarre. Overall, a superb kit staple.

Tech specs: Endura Women's SingleTrack Liner Shorts

• Price:  $69.99 / £56.99
• Sizes: XS-XL
• Colors: Black
• Materials: Polyester 40%, nylon 40%, elastane 20%

Fizik has a vast range of saddle offerings including some of the best mountain bike saddles for comfort. The Tempo Aliante has been in the Fizik saddle lineup for over two decades and has recently seen a revamp with a slightly updated shape and materials. 

Promoted as an all-day perch that prioritizes rider comfort, the Aliante R5 is targeted at endurance riders and sits within Fizik’s road saddle range. However, the Aliante also appears on Fizik’s website when searching for the best gravel saddles, so we hit the dirt and tested the Aliante R5 on some of our favorite trails to see if the all-day comfort claim stands up.

Design and specification

The Aliante R5 is a great-looking saddle, with a finely textured upper that seamlessly blends into the carbon-reinforced nylon shell. The shell has been co-moulded with flexible material at the tips of the wings, where your inner thighs naturally sit against the saddle. The idea is that the flexible material allows the saddle to move and conform to your legs as you pedal, which Fizik describe as ‘Wingflex’. The shell sits on round 7mm S-Alloy rails which have been painted black and printed with usual fore-aft measurements.

Core to the Aliante saddle range is the distinct wave profile when viewed from the side, sometimes referred to as a scooped shape. The distinctive shape is designed to maximise comfort, support and pressure relief when combined with the large ergonomic cut-out that extends right to the tip of the nose. Dual-density foam has been used to provide firmer support under the Ischial (sit) bones with softer foam used on the nose for optimal comfort in every riding position. 

When viewed from above the rear of the Aliante R5 tapers to a rounded point, and two large Fizik logos adorn the sit area.

Performance

I’ve been testing the Aliante on my mile-munching gravel/all-road test bike, which I tend to use for long-distance rides exploring the many bridleways and rural back roads in my local area. The wave profile dictates that the Aliante R5 is the kind of saddle that you sit ‘in’ rather than ‘on’ and it took me a few attempts to get the tilt dialed in to be comfortable. 

My initial thoughts were very positive. I felt well supported by the wave profile, particularly when the going was easy and the trails not too lumpy. However, when riding in a more attacking position in the drops, with my hips rotated forward, I couldn’t get comfortable and found myself constantly adjusting position. My suspicion is this is related to the central cut-out, which is very large and goes very nearly to the tip of the saddle. The pressure relief benefits of cut-outs are well documented, but on the Aliante, the edges of the cut-out seem quite harsh and could be much more rounded. I think it’s these edges I could feel when rotated forward in the saddle.

On more challenging off-road terrain, the Aliante R5 also struggled. The padding isn’t particularly thick, and the wave profile results in a locked-in feel that doesn’t lend itself to quick forward or backward weight adjustments. As a final test, I mounted the Aliante R5 on my XC mountain bike, and promptly took it off after one ride! Whether it’s the minimal padding or central cut-out shape, I really couldn’t get comfortable when things got lumpy and challenging.

To finish on a positive note, the Aliante R5 is still looking fresh and scuff-free after 3 months of gravel riding, and the textured upper material which I thought might cling to dirt, cleans up well.

Verdict

Saddle fit and comfort are subjective to each rider, but from my time spent aboard the Aliante R5, I would say it suits a more upright riding position and the smoother end of the gravel spectrum. If this sounds like you and your type of riding, then the Aliante R5 could be a good option. If your riding position is a bit more aggressive and you like to push on the pedals and explore how far off-road the best gravel bikes can take you, then the Aliante R5 probably isn’t for you.

Tech specs: Fizik Tempo Aliante R5 saddle

• Price: $109.99 / £109.99 / €109.99
• Weight: 230g (145mm version)
• Widths: 145mm, 155mm
• Length: 277mm
• Rails: 7 x 7mm

Muc-Off first launched their pink bike cleaner way back in 1994, and over that 30 years, they have refined the formulation and have defined the way we clean our bikes. Though the cleaner itself has had various updates over the years, and the classic one-liter trigger spray bottle has bar some color and graphic changes, remained the same as it has always been, and though still available, there is now a new, much more environmentally friendly Bottle for Life version.

Design and specifications

To reduce plastic use, the one-liter bottle is made from aluminum and supplied with a silicone base that is said to be food-grade, though I'm not sure how important that is unless you need to use it to make an emergency espresso in the workshop. It comes supplied with Muc-Off’s Punk powder, and each packet makes a liter of the famous pink cleaner. They have gone the extra mile in the name of being eco-friendly, using packaging from compostable materials and even printing on the packaging using vegetable inks. However, I don't think their claim of being the world's first plastic-free cleaner is entirely correct, having tested Schwalbe's Natural Bike Soap previously.

The Bottle for Life is available in two options, either with two or four extra packs of Punk powder. However, if you don't need the full cleaning power of those of us living in muddier parts of the world, then nothing stops you from making a more diluted version that will last longer. Cost is marginally cheaper than buying four single bottles, with the Bottle for Life costing £45 / €55.99 / $54.99 compared to a single plastic bottle coming in at £12 / €17.99 / $16.99, so for the same four liters of cleaner that would be £48 / €71.96 / $67.96, so in total, it's slightly cheaper, though not as cheap as some of the bulk buy options Muc-Off offers.

Performance

Muc-Off, over the years, has refined its Nanotech bike cleaner to be an effective, safe product, and this is no different here. Simply spray your bike with water, followed by the cleaner, and spray it off. I personally prefer to spray as much dirt and muck off as possible with water before using the cleaner, then follow up with a good scrub with a soft brush. This way, you are less likely to scratch the frame or parts when cleaning, and you are left with a much better finish with fewer streaks and grubby marks.

Much like the standard ready mixed version, this formulation is safe on paint and anodized finishes with no fading or damage, even when left on the frame to dry out totally. Mixing was straightforward: simply pour the powdered formula into the bottle and top it with water. It does foam up a bit when filling, so I put my days of working behind the bar as a student to good use and poured water in at a roughly 45-degree angle, much like you would when pouring a Guinness, which kept foaming and overspilling to a minimum.

The bottle and trigger work well, with the trigger offering two spray options. One is a concentrated spray, the other more of a foaming spray, and both worked well, with the latter doing a great job of covering the bike. It's also compatible with its own pressure washer, it simply screws into the lance head and makes covering your bike and cleaning even more straightforward. The silicone base was a handy addition, ensuring it stays upright in your workshop and protects it from damage. Perfect if you like to take it with you when riding to get your kit clean before putting it back in your car or van.

Verdict

This clever update to a well-loved classic has really improved its eco credentials and made it much easier to store and transport. It's not the cheapest, but it does work very well, and the punk powder top-ups are easy to store and take up much less room in your workshop or toolbox than individual bottles would.

So, all in all, a clever update with minimal downsides makes it a win for me.

Tech specs: Muc-Off Bottle for Life cleaner 

• Price: $54.99 / £45 / €55.99 
• Spray bottle: Recyclable alloy bottle, nontoxic silicone base
• Sachets: recycled, compostable materials and vegetable-based inks
• Size: 1 litre

Panaracer launched its first GravelKing tire ten years ago, before gravel was really a thing in most riders' minds. Since then Panaracer has added more and more GravelKing variants to keep pace with the explosion and diversification of drop bar off-road riding and maintain its presence in the best gravel tire ratings. The new X1, X1R, and X1+ are totally new tires though and a summer of riding in all conditions on solo and tandem bikes has proved they’re excellent performers at a good price.

Design and build

The new GravelKings are based on new 120tpi casings which Panaracer calls TuffTex. There are different variants for each tire but details are a bit vague beyond that. The lightest X1R tires use a ‘more supple’ version (I’m guessing that means without protection), X1 tires use a bead-to-bead puncture protection layer, while the X1+ uses a ‘double strength’ TuffTex+ casing. All the versions are sold in 35, 40, and 45mm, but insider intel suggests you’ll have to wait for a 50mm version next year. They’re available in brown or black wall but the X1R tires are more of a cream wall so you can’t mix R and standard or + casings without it looking a bit odd. The same carcass types are used to revamp the existing GravelKing SK, Semi Slick, and Slick designs too, but the X1 is an all-new moulding.

The center tread is continual across the crown so it seems like the gaps are inset into the rubber, rather than it being knobs raised up from the base. The diagonal intermediate and shoulder blocks are more widely spaced and conventional in design. The tires are made in Japan and the tread itself looks a lot like Japanese lettering from some angles. However, Panaracer ‘Global Go To Guy’ Jeff Zell assured us it was functional rather than phonetic in any Asian way when he sneaked us a peak at the new tires back at the Core show in spring.

Performance

The supple casing feel is obvious as soon as you pull the tires out of their recycled cardboard packaging. The feel and color reminded me a lot of the legendarily fluid rolling Rene Herse tires, which isn’t that surprising as Panaracer actually manufactures those too. The ‘BeadLock TLR’ edges are a snug fit onto the Hope, Zipp, and Reserve rims I tested them on throughout the summer. They always went on without too much persuasion and then pumped up easily with just a track pump though and they’re hooked and hookless rim compatible. A couple of punctures on the R’s when racing at Gralloch and a low-pressure-related burp getting giddy at the Dirty Reiver concerned me at first. Their low weight also worried me in terms of durability, but they’ve been as good as gold ever since. I’ve properly hammered the 45C X1s bikepacking in Wales and even on my gravel tandem too so they’ve certainly seen plenty of rock-to-rim action.

What’s stood out throughout testing though is how fast and supple they always feel. While I’m often underwhelmed with how 45c tires feel in terms of extra smoothness even at low pressures, the X1s still felt really good, keeping vibrations low and the vibe high even after long rocky days off-road. The X1R is particularly floated and light – both physically and psychologically – too. That properly put a spring and a sprint in the step of my Santa Cruz Stigmata long-term test bike when I fitted them and made me reset my standards for smoothness even against handmade ‘open tub’ designs from Challenge.

Despite the easy rolling speed of the inverted tread being close to a full slick, there’s still enough working edge in the design to brake and drive pretty hard in most conditions. The supple nature of the carcass means they don’t block as easily as I expected in the mud either and it also improves grip via more consistent ground connection. As you’d expect the more open outer tread gives more bite, but as the knobs are pretty small it’s definitely a predictable slider rather than an on/off snapper. Once you’re used to that though it opens up all sorts of amusing sideways misbehavior through fast and loose turns, particularly on a bike as progressive and stable as the Stig.

The new Zero Slip Grip Gravel rubber formulation has proved an impressive balance of traction and durability too, with no ripping, tearing, or obvious rub down even with hundreds of km on the test clock. That boosts already good value pricing too, although it’s worth noting the R and + versions are around 20 percent more expensive than the ‘basic’ X1

Verdict

A lot tougher than you’d expect for their very light, responsive weight and a lot more trustworthy in terms of traction than you’d expect for their fast-rolling speed. And all with a beautifully buoyant and floated ride feel, particularly in the X1R version.

Secure and predictable right through the pressure range and relatively easy to fit on hooked or hookless rims too. Add good durability even in heavy use to an already decent price and the X1 trio and their other TuffTex friends have already become firm favourites for dirty drop bar action.

Tech specs: Panaracer GravelKing X1 and X1R

• Price: X1 $64.99, £54.99, €63.99 X1 R and + $79.99, £64.99, €74.99
• Sizes: 700 x 35, 40, and 45c
• Options: X1, X1R and X1+
• Weight: X1-R 40c 464g, X1 TLR 45c 

Fox might have been a bit slow with the release of its first electric dropper post; after all, SRAM launched its first wireless dropper over five years ago. However, Fox claims the Transfer Neo is the fastest-actuating wireless dropper ever, with an almost instantaneous 26-millisecond response time. Alongside the quick-fire trigger action, the Transfer Neo offers fast actuation, tunability, and the signature Kashima Gold stanchions, elevating it to be one of the best dropper posts out there – if you can afford it.

Design and Specifications 

A lot of the Transfer Neo’s architecture is similar to the 2025 Fox Transfer. The low-profile seat clamp reduces stack height and the air pressure-adjusted return gives riders options to tune the dropper. Inside, metal-backed Ekanol bushings, new static sealing, and separate air and oil chambers help keep dirt out and reduce servicing requirements.

The Transfer Neo comes in three seat tube diameters—30.9mm, 31.6mm, and 34.9mm—and five lengths, with 25mm increments between 100mm and 200mm. However, the travel is not adjustable. While the Transfer Neo is one of the longer electronic dropper posts, offering a 200mm drop, it doesn't match its cable-actuated cousin's 240mm option.

Efforts have been made to lower the stack height of the clamp and collar, but the Transfer Neo may not be ideal for those seeking maximum drop with limited insertion length. The insertion length for my 175mm, 31.6mm post is 290mm, which is slightly longer than the RockShox Reverb AXS (170mm) at 268mm or the Crankbrothers Highline 7 (170mm) at 287mm, which I previously used. Additionally, there is no travel adjustment to fine-tune the length for the perfect slam.

What sets the Transfer Neo apart from other electronic dropper posts is Fox's decision to mount the wireless controller and battery on the collar of the post, rather than under the seat. Although this positioning may not appear as sleek, it offers several advantages. First, it provides more clearance and maintains the ISO-recommended 6mm of space between the tire and the battery when the suspension bottoms out, reducing the risk of dislodging the battery during big compressions. Second, it allows Fox to utilize its low-stack seat clamp, enabling more drop in a smaller package. Inside the post, a coreless 7V motor with Fox-customized steel planetary gears drives the seatpost into its extended position. To protect the electronics and battery from rear-wheel spray, the Transfer Neo has an IPX7 waterproof rating (protection against immersion in water up to 1 meter for 30 minutes).

The battery securely clips into place, and its life is estimated to last between 30 to 40 hours, though Fox notes that this depends on the frequency of dropper post actuation. The battery takes approximately 1.25 to 1.5 hours to charge using the supplied charging cradle and USB-A to USB-C cable. The battery is specific to the Transfer Neo, but Fox has stated that it will be compatible with future Neo products, though the specifics remain unclear.

Claimed weights range from 528g for the 30.9mm diameter 100mm post up to 800g for the 34.9mm diameter 200mm post. My 175mm, 31.6mm test sample weighs a confirmed 696g for the post (including the battery) and 62g for the lever.

Fox’s electronic shifter has a similar shape to the cable version and features a small lever with a textured rubber finish on the paddle for grip. The compact, flat shape and short throw allow it to hug the underside of your brake lever, keeping it out of the way to prevent damage and reduce potential knee strikes. The shifter uses a CR2032 battery and is expected to last for around a year. If the battery runs out, the dropper can still be moved up and down by holding the button on the control unit.

The shifter can be mounted using a standard 22.2mm split band, Matchmaker, or I-Spec EV clamp options, all of which are included in the box. The remote has a slotted interface, allowing for side-to-side adjustment to fine-tune the lever position with the mount.

Communication between the shifter and dropper uses Fox’s proprietary Neo wireless protocol. Fox claims Neo is "over 100x faster than Bluetooth and 20x faster than our closest competitor," which gives the Transfer Neo a reaction time of just 26 milliseconds. Does communication between a dropper post and lever need to be that fast? Probably not, but it's impressive nonetheless.

As with all electronic goodies these days, there is a companion app to go alongside the Transfer Neo. The app guides you through the pairing process, which doesn’t require more than a couple of button presses to pair the post with the remote lever. Once everything is linked, the app keeps track of battery levels, firmware versions, and service interval notifications, so you don’t need to keep count of the 1,000 actuations between recommended dust wiper cleaning or the 8,000 actuations between full factory services. Servicing can also be booked with the Fox Service Center directly through the app.

The app also offers the option to activate a travel mode to prevent the dropper from shaking awake and draining its battery in transit and a bike park mode which disables the dropper to avoid any surprise ejecto-seat activations. 

Without cables, fitting the Transfer Neo is simply a case of sliding the post into the frame, bolting a saddle on, and attaching the shifter to the bars. The two-bolt seat clamp makes it easy to adjust saddle tilt, and although it doesn’t have measurements printed on the post, the vertical Transfer graphic provides some reference to saddle height

Performance

Although Fox made a big deal about the ultra-fast actuation speed, out on the trail, it doesn’t make any discernable difference. To drop the saddle down for a descent, the limiting factor is the reaction speed of my butt and how fast I can squat, not the dropper's communication time. At the bottom of the trail, I’ve never been so desperate to sit down that I needed a dropper post capable of reacting in the literal blink of an eye.

While the dropper action is very smooth, what makes the Transfer Neo so exquisite to use is the lever. However, the communication between the lever and post makes the transfer Neo fast on paper, the short throw, smooth lever action, and clear click translate to the tactile feeling of instantaneous action when riding. Even the lightest cable lever is still physically pulling a cable through over a meter of housing, once your thumb gets a taste of the good life, it’s hard to go back.

Out of the box, the Transfer Neo blasts back to full extension, however, if you want a less aggressive return this can be adjusted by changing the air spring's pressure with a standard shock pump. There is a Schrader valve under the saddle clamp, and pressures can be adjusted up to 325psi. The process is a bit fiddly, you need to remove the saddle to access the valve and unscrew the shock pump to test the pressures, but it's nice to be able to dial down the return speed back a little.

The Transfer Neo pricing is pretty insane, particularly in the UK. We balked at the price of the RockShox Reverb AXS when it was released, at the time it cost twice as much as Magura’s Veyron post but the Transfer Neo is roughly twice the price of a Reverb. It's wild that at $859 / £1,129 / €1,319, the Transfer Neo is the same price as many of the best budget mountain bikes, some of which are specced with dropper posts although admittedly not wireless, Kashima-coated ones.

It’s early days though, there are hints of more Neo products in the pipeline (the app already has the menu to pair a Neo shock) which could unlock extra Transfer Neo features as the Neo infrastructure grows around it. Even then, there would have to be some pretty spectacular features added to justify the price.

 Verdict

Although the new Fox Transfer Neo is probably one of the best dropper posts available, the reality is it doesn’t do anything unique compared to other dropper posts. Much like electronic shifting, you don’t need an electronic dropper post, but once you use one, it's hard to go back. The Fox Transfer Neo impresses with its super-smooth, almost instantaneous actuation; however, it's the lever feel that makes the Transfer Neo feel special. The excellent ergonomics of the short-throw lever require no effort to actuate, giving precise control when riding and accentuating the overall experience.

There is no getting away from the astronomical price, which will make the Transfer Neo the reserve of those who can afford it. For most riders, the benefits offered by conductors rather than cables won’t be enough to justify the extra outlay over an analog Transfer, which still offers the tunable return speed, low-profile saddle clamp, and the lovely Kashima finish without the bulky control unit and battery charging needs.

Tech specs: Fox Transfer Neo dropper post

• Price: $859 USD / $1,149 CAD / £1,129 / €1,319
• Travel: 100mm, 125mm, 150mm, 175mm, and 200mm
• Sizes: 30.9mm, 31.6mm, 34.9mm
• Weight: Dropper post 696g (175mm, 31.6, including battery), lever 62g

Well-respected Scottish brand Endura has a veritable stable of mountain bike shorts to suit every discipline, from downhill to cross-country (such as the long-established Hummvee), and with some shorts in three-quarter-length options, too. These SingleTrack Lites certainly tick all the boxes I’m looking for in a pair of summer trail shorts, and are pretty much the same spec as the men’s version. Check out our best mountain bike shorts guide for more.

Design & specifications

These shorts are made from a four-way stretch fabric with a DWR finish that has a slight rustle when you handle it, but this isn’t noticeable when riding. The broad waistband fastens securely with double press-studs and adjusts via external Velcro tabs that are well-positioned so they don’t snag on your jersey. The rear is lined with a soft wicking mesh material and has a wide silicone gripper too. As with most Endura baggies, these are Clickfast-compatible with Endura’s padded liner shorts. The two front and one back pocket demonstrate the thought that’s gone into the design of these shorts: they are all usefully large, their zips have a fabric garage at both ends for a tidy, snag-free finish, plus there’s a toggle on the rear zip so you can grab it easily. Another small but significant detail is the interior hanging loop.

I was immediately struck by the quality of these shorts’ construction: lots of attention to detail and extremely well finished, with neat stitching and no loose threads. Their design is equally good, with some great features. In addition, the ST Lites are offered in two lengths, standard and short. The inseam on my size medium standard length pair measures 13.5in/35cm and extends over my knee when standing, while the short length has an 8cm shorter inseam. The leg hems are bonded, rather than stitched, for a smooth, seamless look, and have a scalloped edge at the outside seam where the two panels of material join, a nice aesthetic touch. For ventilation there are four rows of perforations down the outside thigh.

Performance

These shorts felt comfortable as soon as I pulled them on, with the wide waistband sitting nicely below the belly button so you don’t get a sweaty waist. Also, the fit is good so I didn’t need to tighten the Velcro tabs much at all – often waists come up way too big with women’s shorts. Likewise, the cut is slim but not tight through the legs, so there’s no excess material to flap around. The standard length is plenty long enough to prevent any gap between the legs and knee pads, and the fabric and smooth bonded hems glide over pads when pedaling. The leg opening at the hem is wide enough to accommodate pretty chunky pads, too.

The material is super-stretchy throughout so feels totally unrestrictive, and the waist stays in place when you’re pedaling, aided by the fabric panel across the lower back. Being mostly nylon, the material should brush off scrapes and tumbles, although it did snag a little on sharp thorns. The environmentally-friendly DWR was extremely effective when new, water rolling off like off Teflon, but after a few washes less so. However, this isn’t an issue as the SingleTrack Lites are so quick-drying, and in warm weather it’s no drama getting wet for a short while.

Lastly, regarding the pockets, I wasn’t sure if the front pocket placement would be OK for carrying a phone, but because it extends to the outside of the leg it actually works well and doesn’t interfere with pedaling at all, and my phone is quite chunky.

Talking of heat, there are enough perforations down the leg to feel like they’re having some effect (although the top ones can be blocked by the pocket if full), plus the wide hems let air flow up inside the legs, very noticeably when you’re not wearing pads. This said, it’s a pity there aren’t perforations on the inner thigh as well, like the men’s shorts have. For ultimate breathability, though, I’d like to see perforations along the entire length of the one-piece crotch panel (as with Troy Lee Designs’ Luxe shorts and some Gore shorts). The inner, rather than outer, thigh is where you really benefit from more ventilation and it’s super-effective on TLD’s Luxe.

Verdict

The SingleTrack Lites boast a great design, flattering fit and top-quality construction – they’re very comfy to ride in and look good, too. It’s a bonus having the choice of lengths to suit your preference/body type, plus even though they’re marketed as a summer short, I’d wear mine well into the shoulder seasons too. They’re reasonably priced compared to other brands too.

Tech specs: Endura SingleTrack Lite shorts

• Price:  $119.99  /  £89.99
• Sizes: XXS-XL, standard and short lengths
• Weight: 212g (M, standard length)
• Colors: Pomegranate (reviewed), Berry, Harvest, Black,
• Materials: Nylon 85%, elastane 15%

POC’s Ventral has been a long-standing cornerstone of the Swedish protection brand’s cycling helmet range. Over the years POC has diversified the Ventral from being a semi-aero helmet and released the svelte Lite and breezier Air versions, there is also a slightly odd Tempus edition designed specifically for riding in the rain.

For riders who aren’t on the hunt for marginal aero or weight gains, the added ventilation combined with POC and MIPS safety credentials means the Air version of the Ventral is the best option for those looking for a versatile gravel bike helmet from POC. 

Design and aesthetics

The Ventral sports the ubiquitous yellow MIPS sticker on the outside, however looking inside the helmet you won’t find the internal cage structure that you would expect inside an MIPS-equipped helmet. Instead, the Ventral Air MIPS uses MIPS’ Integra system that replaces the standard helmet padding with silicone padding mounted on a smooth in-mold PC (polycarbonate) layer within the helmet. The pads' slip plane action and ability to slide on the PC layer reduce rotational motions that can cause concussions during impact. The MIPS Integra pads are positioned around the brow and extend across the top of the head, whereas at the rear there are four thinner standard foam pads. It's held in place by velcro and can be removed easily for washing.

With the Air edition being presented as the most ventilated Ventral, it’s not surprising that it’s packed with vents. Eight large forward-facing intakes feed into five internal channels across the head and exit out the six rear vents. Two vents on the top and two on each side of the helmet create further escape options for any heat build-up.

The helmet is constructed using an EPS liner that's fully wrapped with a unibody shell to stop the EPS from being damaged, it's all very neatly put together as well with no gaps or overlaps. The front vents have been designed to store sunglasses and feature high-friction pads to grip the arms. Getting eyewear in and out of the vents while on the move is easy and the helmet holds almost all my sunglasses securely even when riding on rough gravel. The only ones I have found that don’t play nicely are the POC’s Devour's although the unconventional adjustable legs don’t like being stored in most other helmets I have used.  

At the rear, there’s a 360-degree fit system with three vertical positions and a rotating dial for accurately adjusting the fit. The helmet strap uses an adjustable plastic Y-junction to neatly route the straps around the ear and it’s fastened with a standard buckle closure under the chin, both of which are adjustable.

For the adventurous solo riders among us, POC also makes a version of the Ventral Air MIPS with an NFC Medical ID. This allows rescuers to use an NFC-equipped smartphone to access important medical information about you in the case of an emergency.

The Ventral Air MIPS comes in S (50-56cm), M (54-59cm), and L (56-61cm) sizes, not all heads are shaped the same so POC also has a Wide Fit version too. I have a medium Ventral Air in its standard fit on test which weighs 257g. POC offers the Ventral Air MIPS in a wide selection of 12 colorways, my test sample is the Okenite Off-White Matt, plus there's the pink EF Education-EasyPost ED and gold Amani ED special edition versions.

Performance

POC helmets have always suited my head shape and the Ventral Air MIPS provides the comfortable fit I would expect. With the cradle in its lowest position, the rear dial is easy to adjust and gives an accurate and secure fitment around my head. The positioning of the straps around the ear is perfect and they sit close to the face to avoid flapping when riding quickly. The Y-junction position can be adjusted by feeding the strap through the guide if needed, although it's a fiddly process. While we are on the subjective aspects of a helmet, I have long held the opinion that the POC Ventral series is the best-looking helmet around, although all heads are different so your experience may vary. 

Although it's not the lightest helmet out there, the Ventral Air MIPS easily falls into the category of being unnoticeable when worn and it was as comfortable on a quick lunch spin as it was on an all-day epic. 

Ventilation is impressive and while it has not been the warmest summer, on the occasional hot day or during big climbs I have yet to feel the need to loosen the helmet in an attempt to reduce heat build-up. The wide vents still do an impressive job of gulping in the air even at slow speeds and the straight-cut channels across the head give an unobstructed exit route. The channels also extend forward to ensure there is airflow across the brow to keep sweat build-up to a minimum. With the MIPS Integra integrated into the padding POC’s channeling is left unimpeded, further maximizing the airflow benefits.

Although I have never felt discomfort from a traditional MIPS line personally, I have heard plenty of reports from riders that aren’t graced with my voluptuous head of hair that says otherwise. As the Integra MIPS system removes the inner plastic liner these issues should be resolved while still offering rotational force absorption benefits. It also means there are no squeaks, creaks, or wobbles while riding, which is something I have experienced with some MIPS-equipped helmets. Other than a couple of yellow stickers, the Integra system goes completely undetectable while using the helmet which is exactly what you want.

Verdict

For me, the Ventral Air MIPS ticks all the boxes when looking for a performance helmet for drop bar and XC riding. A secure fit, excellent ventilation, and low weight ensure comfort while riding. The detailed design and clean construction show that a lot of care has gone into producing the helmet too. I’m a big fan of the bold POC aesthetic and there are loads of color options to suit any rider's wardrobe theme. While the theory behind the MIPS rotational protection has always made sense to me it has not always been perfectly implemented, that said the Integra system is the best version of MIPS I have used and goes completely unnoticed when riding.

This combo of Swedish design and MIPS safety tech comes at a steep £230 price tag, firmly placing the Ventral Air MIPS in the premium helmet category. This will leave some riders pondering whether it's worth the outlay over POC’s own Omne series. After all, the Omne Lite is also very comfortable and is marginally lighter, however, a noticeable improvement in ventilation, added rotational safety features, and secure sunglasses storage is enough to justify the extra outlay for the Ventral Air MIPS. 

Tech specs: POC Ventral Air MIPS helmet

• Price: $260 / £230 / €260
• Weight: 257g (size Medium tested)
• Sizes: S, M, L
• Colors: Fluorescent Orange AVIP, Himalayan Salt Matt, Hydrogen White, White Matt, Lead Blue Matt, Okenite Off-White Matt, Adventure Yellow Matt, Prismane Red Matt, Sapphire Purple Matt, Lemon Calcite Matt, Uranium Black, Uranium Black Matt

Fulcrum has released two new trail wheelsets, the Metal Carbon and Metal ALX. Up until now, the Fulcrum had focused almost entirely on XC riding and e-MTB with only the Red Metal 5 wheels catering to trail riders. The new Metal Carbon and Metal ALX add performance and budget options for trail riders and lightweight e-MTBers.

Fulcrum has been steadily growing its best mountain bike wheel range adding a new flagship Red Zone Carbon + XC carbon wheelset at the end of last year. Prior to that, Fulcrum shored up its budget MTB wheel offerings with the Red Zone 5 and Red Metal 5.

The Italian wheel manufacturer has now turned its attention to its Metal wheel range, releasing two new trail bike wheelsets. The slightly confusingly named flagship Metal Carbon and a budget-focused Metal ALX.

The Metal Carbon is built around a proprietary FF80 carbon fiber rim with a wide 32mm inner diameter which Fulcrum claims is the optimal width to support 2.4 to 2.6in tires. The rim uses a double Carbon NIP(PLE) Force asymmetric spoke pattern (6 mm on one side and 3.5 on the other) that was introduced on the Red Zone Carbon XC wheel and is claimed to offer "greater resistance to stresses".

The 6069 aluminum rim of the Metal ALX is narrower at 30mm and shallower at 18.6mm than the carbon rim. Fulcrum has CNC machined the rim in between the spokes to save weight.

Both wheels spin around Fulcrum's low-flange cup and cone bearing hubs and are built up using 24 double-butted steel spokes up front and 28 on the rear. Hubs are compatible with XD, Microspline, and HG freehub standards but the Metal Carbon will only be sold with either XD or Microspline. A steel freewheel body version of the wheelset will also be available as OEM spec for light e-MTBs (maximum torque 60 Nm, total rider+bike weight 125 kg), although Fulcrum doesn't confirm whether this will be available aftermarket.

The claimed weight of the Fulcrum Metal Carbon is a respectable 1,550g for the XDR version while the Fulcrum Metal ALX is stated to weigh 1,860 g in the XDR version. There is a rider weight limit on these, the maximum total weight of the system (rider and bike) is 125 kg. 

Pricing starts at $605 / £742 / €650 for the Metal ALX or $1,872 / £1,525 / €1,640 for the Metal Carbon wheels. For more details, head over to Fulcrumwheels.com.

Full Speed Ahead, or FSA as they are usually referred to, has been making drop bars for many years now, and the Pro Wing Loop AGX aims to be one of the best gravel handlebars out there. With the gravel race scene growing year after year, it was inevitable that some of the road world's obsession with aerodynamics would start to play a part, but is a handlebar with a fixed alloy extender loop the right solution? 

Design and specifications

As one of the first brands to use the now almost standard compact or semi-compact bend on road bikes back in the early 2000s, it’s no surprise to see them use the shape here. These have an even shallower drop of 120mm over the more common 128 or 130mm. The drop refers to the measurement from the top section to the lower or dropped section and varies from brand to brand. A shallower drop means a less extreme transition from the lever hoods to the lower section, which is helpful on technical trails or fast descents when changing positions and ensures you have your hands off the bars for the shortest possible time.

As with most gravel bars, the drops are flared, bending outwards from the lever hood section. This gives you a wider position when in the drops, significantly increasing leverage and control and stopping your forearms from banging the top sections on rough sections. I would describe these as medium flare at 25 degrees and are available in 31.8mm diameter and three widths of 42, 44, or 46cm. The width is measured from the hoods section of the bar, unlike a traditional road bar that's measured from the center of the extended drop section. This gives a comparable measurement, making replacing your current bars easier. I had the 42cm version on test, and due to the flare, they actually measured 53cm at the bottom of the drops section.

All of that is pretty standard stuff. What really sets this set of bars apart is its U-shaped alloy section, which acts like a Tri or aero bar and offers an extra position for your hands. These are welded, so they offer no adjustment, but that does mean they won't slip, which can happen when using a bar designed for road use. The extended section starts horizontally but rises slightly two-thirds of the way down the bar to give a slightly raised position compared to the tops of the bar.

Cables are internally routed with a reasonably small entry and exit hole. However, as these are alloy and not carbon, there's no leftover plastic from the molding process inside, which made fitting cables a bit easier. At 382 grams in the 42cm version tested, it's not the lightest, but it isn't ridiculous when you compare it to a standard bar and additional tri-bar set-up. It's not particularly cheap either, but comparable in cost to additional clip-on tri bars, though not as flexible at $142.90 / £199 / €179.

Performance

Fitting was pretty straightforward. The Park Tool IR-1.3 made short work of feeding the hose and Di2 cables through on my Ribble Gravel Ti Pro setup. Positioning the lever hoods took me a little longer than usual, which had nothing to do with the bar's design; it was more me getting used to flared bars and angled levers after 25 years of having my levers in pretty much the same position on 42cm drop bars.

The tri-bar or extension on the AGX is the first thing you notice when fitting, and I must admit I was a little unsure at first. I've spent many an hour on a TT or Triathlon bike in the past, so I'm well used to the position, but they rely on a raised position relative to your normal bar and some form of armrest to support your forearm, none of which you get here. So those of you looking for a genuinely aero position will be better served to fit a short clip-on or ITU bar with padded armrests (ITU triathlon bars are shorter and work better in a traditional road or gravel seated position), but for most of us, I think these offer a very useable extra position.

Instead of considering these as aero bars, I thought of them more as central lever hood positions once I had gotten used to them. When you grip the extensions, your arms and body are in a very similar position to being on the lever hoods, but with your arms and hands more inboard towards the stem, which is a position I found really comfortable on longer smooth climbs and when cruising along the flat (whenever it was safe to do so of course). There will also be an aero benefit to that, but in all honesty, it would be too small to make a difference to most of us in all bar the most substantial headwinds.

The extra bar section also gives extra mounting possibilities when fitting a bar bag, though that, of course, depends on your bag. I used both a small Ciovita bag and a large AlpKit version that worked well, but something like the custom bag from Italian Moto brand Givi, which was on display at the recent Garda bike show, with its extra straps that mount to the extensions as well as the traditional bar mounting points, would be even better.

It's not super light, but it's reasonable, and it's less of an issue on a bar designed for bikepacking and not specifically for racing. For me, the energy-saving and comfort benefits of having more comfortable riding positions far outweigh a few grams over the course of a long ride. FSA makes no claims about flex or inbuilt comfort, and to me, it felt plenty stiff, even on the occasional sprint in the drops on fast group rides, there was no discernable flex. It's worth mentioning, too, that FSA makes the VAS stem, which uses an interchangeable elastomer insert to dampen vibrations should you want a bit more cushioning.

Verdict

The AGX Wing Pro offers a genuinely helpful extra position for long-distance riding, though it might not be the flat-back full aero position you would expect. If you're after a fully aero upgrade, then you would be better served with a standard tri-bar set-up, but those more concerned with comfort should definitely check out these innovative handlebars. Once I'd gotten used to having the extra position, I really missed it when I went back to bikes without them.

Tech specs: FSA Pro Wing AGX loop gravel handlebar review

• Price: $142.90 / £199 / €179 
• Weight: 382 grams
• Width: 420mm (tested), 440mm and 460mm
• Flare: 25 Degrees
• Sizes: 31.8mm only

US-based Lezyne, founded in 2007 by ex-triathlete Micki Kozuschek, set out with a goal to create bike accessories with an ‘engineered design’ mantra, in the face of what it saw as a prevalence of cheap plastic copies elsewhere. It first began making GPS computers in 2015. 

In what is a very crowded market, how does the more budget-end Lezyne Macro, one of few GPS computers at this price point with navigation functionality, compete with the best GPS mountain bike computers out there?

Design and specifications

For clarity, I tested the Lezyne ‘Macro GPS’ (model number L-1-GPS-MACRO-V104) and not the ‘Macro Easy’ GPS (1-GPS-MACROES-V104). The ‘Macro GPS’ is the more widely available model in the UK, while the similarly specced ‘Macro Easy GPS’ is available more widely in the US, though both can currently be bought in the US and the UK.

Coming in at 1.7 x 2.8 x 1.0in / 45.5 x 73.2 x 27mm (width x height x depth), with a screen measuring 2.04in/52 mm on the diagonal and weighing 63g. The Lezyne is just below mid-range weight-wise compared to the competition but has one of the smallest screens. The screen is monochrome and can be set up with black text on a pale background, or vice versa, and there is an optional backlight.

You control the device via four buttons, rather than a touchscreen, while power and data connectivity are via a USB Micro port using the supplied cable. The Macro GPS can be attached to the handlebars using the provided low-profile O-ring-based ‘X-lock’ mount kit. Lezyne also sells out-front mounts or one which attaches to some Lezyne lights.

There are up to five pages of data available on the Macro GPS during rides, with up to eight data items per page, in addition to a further three pages used for navigation. Alongside various measures of time, distance, speed, elevation and temperature, Bluetooth-compatible power meters, heart rate monitors and speed/cadence sensors can be connected to record and show more on-screen data. Alerts can also be set, for example, based on the achieving of a set distance, ride time, calories burned or heart rate. As you would also expect, there are auto-lap and auto-pause functions.

The Macro GPS must initially be connected to your cell phone via Bluetooth, using Lezyne’s free ‘GPS Ally' app (Android and iOS) to enable navigation. GPX/TCX routes, Strava Live Segments, or Komoot Tours can be loaded onto the device using the GPS Ally app (as can previously recorded rides). There is also an option to manually or auto-upload rides to the GPS Ally app, which can then be uploaded to Lezyne’s free ‘GPS Root’ website, and the best apps for mountain biking like Training Peaks, Strava, Komoot and Relive, too.

Performance

I’ve been using the Macro GPS for the past four months come rain or shine, including using it to navigate some remote and obscure trails while bikepacking the English Coast to Coast and Dartmoor, and across the Black Mountains and Brecon Beacons in Wales.

Overall, I liked the solid feel, muted black case and subtle white logos of the Macro GPS, and the unit has proved very durable. It also stayed securely on my bars using the provided mount even over rough trails. I found the screen clear and nicely configurable, despite its small size.

I achieved 28 hours of run-time, even after months of use and with my phone connected to the device the whole time, which is impressive given that Lezyne states 24 hours. This puts it up there as having one of the best batteries for its price - the Sigma ROX 2.0 and the Bryton Rider 420 are similarly priced and specced GPS computers, which claim 18 hours and 35 hours, respectively. The buttons stand out well, making them easy to use even with thick gloves.

I did initially find the USB port cover slightly fiddly because I’ve got large fingers. As a result, it came loose mid-ride, leading to some mist inside the Lezyne during a particularly torrential outing. It did dry out once inside a warm building for a few hours, and once I’d figured out how to get the cover properly in place I had no more issues.

The ability to upload routes to the unit as either a TCX/GPX, Strava Live Segment, Komoot Tour or previously recorded ride (all requiring an initial cell phone connection using GPS Ally) was straightforward and worked well.

The Lezyne GPS provides basic odometer/speedometer and route-recording features, with optional cell phone connectivity. It can store 100 hours’ worth of ride data and display Strava Live Segments information. However, it lacks some advanced ride metrics found in more expensive devices, which is expected at its price point.

The Lezyne Macro GPS offers navigation functionality and turn-by-turn cues for uploaded routes. It can use the GPS Ally app to add cues if they're not already present. Trails may be absent from the routing engine, making it challenging to create route cues, but it's possible to create a TCX file with manually created cues using other software and upload it to the device. Strava and Komoot routes can also have cues incorporated.

Because the Macro GPS doesn’t have the functionality to upload background (base) maps to the device, and because it has a relatively small, monochrome screen, I found it difficult to navigate using the Macro GPS in the absence of cues. To be fair to Lezyne, such screens and a lack of background maps are common for more budget-conscious devices like the Macro GPS. Despite the small screen, I found that (when in place) cues generally worked well for navigation.

If you’ve strayed off-route, automatic re-routing on the device is only available when you’ve asked GPS Ally to navigate to a destination (and worked as intended), but not when using a route uploaded to the device. In this case, you simply get an as-the-crow-flies arrow on the screen pointing you back to the route.

As with similar devices, the live tracking feature, auto-rerouting and phone notifications functions require a constant Bluetooth connection (via the GPS Ally app) to your phone (live tracking and auto-rerouting also need cell coverage to be effective), so just be aware that this could drain your phone battery more quickly.

I did find GPS Ally and GPS Root’s route-creation capabilities were slightly restricted, such as not always allowing ‘snap to path’ even though the base map showed a path. You can change the routing profile used (such as ‘mountain bike’ or ‘road bike’) and toggle web-based routing on or off to help with this, but it still did not always snap as I wanted. 

Frustratingly, though, it is not possible to use GPS Ally or GPS Root to draw a route manually, i.e. without snapping, which I did find limiting.

I used a Garmin Bluetooth heart rate monitor strap with the Macro GPS, and the connection remained solid during rides (compatible power and speed/cadence sensors can also be connected). The Macro GPS is only compatible with Bluetooth sensors, not ANT+ ones.

The Lezyne uses a single ‘Global Navigation Satellite System’ (GNSS) for location purposes. While it’s more common for higher-end GPS computers to use multiple GNSS but is likely to reduce battery life. I had no issues with the Lezyne locating itself to within an acceptable 10-20ft/3-6m, including for turn-by-turn directions.

The Macro GPS does not have a barometer for altitude measurement (instead relying solely on satellites), however only one of its direct competitors (from Bryton) does. Including a barometer in a device potentially improves elevation accuracy, as can applying an ‘elevation correction’ to completed ride data (GPS Root does this, with an algorithm that Lezyne states is similar to Strava’s). Accelerometers are not present in devices at this price point.

Overall, I found the elevation, speed and distance from the Macro GPS good enough for my leisure rides (elevation to within 20ft/6m accuracy).

Verdict

If you’re after a sturdily built, pretty well featured, more budget-focused GPS computer which is easy to use, integrates with many of the popular routing apps (like Komoot, Strava, Relive), and has navigation capability and very good battery life, then the Lezyne Macro is worth considering.

However, where the device may once have been right up there with competitors in terms of functionality, there are now similarly priced GPS computers which can connect to wider range of sensors and which have potentially greater levels of positional and elevation accuracy and better satellite coverage (though I found the accuracy sufficient for my needs).

If you’re keen on the Lezyne ecosystem, but want those extra features, then the pricier Super Pro or Mega XL devices could be another option (if you can find them – they’re still distributed in the US, but no longer distributed in the UK).

Tech specs - Lezyne Macro GPS computer

• Price: $84.99 (Macro Easy GPS) / £99.99 (Macro GPS) 
• Display: 2.04in/52 mm monochrome (not touchscreen)
• Weight: 63g 
• Storage capacity: 100 hours of ride history
• Water resistant: IPX7
• Connectivity: Bluetooth
• GNSS: GPS
• Battery: Rechargeable (micro USB) Lithium Polymer with 24 hour-rated life
• Dimensions: 1.7 x 2.8 x 1.0in / 45.5 x 73.2 x 27mm (width x height x depth)

There isn’t much to get excited about when it comes to cranks however when e*thirteen announced its premium alloy Helix Race crankset earlier this year they immediately caught my attention. The beautiful CNC-ed arms and classy bronze colorway immediately set these alloy arms apart from the other best MTB cranks around. 

Unlike other components like tires, brakes, and suspension that have clear performance gains when upgrading, there isn’t all that much separating a good budget crankset from a really good top-end set. The premium finish of e*thirteen’s Helix Race cranks certainly positions the Helix Race above most cranks aesthetically, but do they offer enough performance to justify the upgrade?

Design and specification

The Helix Race crank arms are forged from AL6066-T6 alloy, the cranks are then CNC’ed giving them sharp lines, a smooth face, and classy fluting around the axle bolt. Crank arms are available in 160mm-175mm lengths with my 165mm test samples weighing in at 551g. The AL 7050-T7 spindle has a 30mm diameter (ShimanoTM BB-92 and BB30 compatible) with the drive-side crank arm mounting to the axle with  e*thirteen’s P3 spindle interface that uses a self-extracting bolt system for simplified fighting and removal. To pair with the cranks e*thirteen sells bottom brackets with custom bearings and high-performance seals to fit 68/73mm bottom bracket shells.

The proprietary direct mount ‘Quick Connect’ interface chainring is CNC machined from AL-7075-T6 aluminum and has a flip flop design so the same chainring can be run with either a 52mm (Boost) or 56mm (Super Boost) chain line. The Helix Race chainring is cross-compatible with both Shimano and Sram 11 and 12-speed drivetrains and uses e*thirteens updated M4 narrow-wide tooth profile which is said to improve chain retention and reduce drivetrain noise. The chainring comes in 28t to 34t tooth counts with my 32t e*thirteen Helix Race Direct Mount chainring tipped the scales at 56g.

Along with the alloy construction, the crank arms come in three metallic-themed color choices of Black (tested), Sterling Silver, or Bronze. The chainring comes in a selection of colors giving options to pair the chainring to either the crankset with the Bronze or Black colors, alternatively, there are Intergalactic (tested), Grey, Naranja, and Eggplant colors that match e*thirteens Helix Race cassette’s.

To help keep your crankset looking as good as new there's a set of fork boots to stop them getting scratched from crank strikes and protective stickers to keep unsightly shoe rub at bay.

Performance

Fitting the crankset was about as straightforward as it can get. The bottom bracket uses an e*thirteen specific tool, which is included with the crankset and also used to secure the direct mount chainring lock ring. Everything threaded together smoothly and nipped up securely by hand using the toolless APS adjuster preload collar. The preload APS did come loose after the first ride but since nipping it back up at the side of the trail I have since had no issues or required any additional maintenance. I have since clocked over 400km on this e*thirteen crankset, chainring, and bottom bracket and they are still spinning smoothly and showing minimal wear.

On the first ride, I could immediately feel how stiff the Helix Race cranks were compared to the Rotor Kapic crankset I had previously been running on the bike. Being a mid-weight rider I don’t usually have any problems with the stoutness of cranks however with the Helix Race power transfer is noticeably direct and there isn't a hint of twisting when slamming through high-load corners. I fitted these to my Cotic SolarisMax long-termer hardtail and while I wouldn’t expect cranks to absorb much vibration, the extra stiffness means the Helix Race’s are a little harsher than other cranks I have tested. It’s worth noting these are marginal distinctions and if mounted to a full-suspension bike, likely indiscernible out on the trail.

All the CNC work means that the Helix R crankset's weight of 551g is respectable, saying that they aren’t the lightest alloy option out there and can’t compete with carbon alternatives. While the Helix Race could offer some weight savings over budget cranksets, they aren’t any lighter than Shimano XT’s or SRAM GX’s. XC gram counters will be better off saving for carbon arms or spending money on more cost-effective upgrades. 

Verdict

The e*thirteen Helix Race Alloy crankset is a stiff yet relatively lightweight option worth considering if you're looking for a high-end alloy crankset. While crankset upgrades rarely offer a transformative performance advantage, these subtly sculpted CNC-ed premium alloy arms elevate aesthetics with their elegant fluting and tasteful color options. Ride feel and looks aside, most importantly fitting the crankset was a simple process and they’re still spinning smoothly after a load of testing. 

Tech specs: e*thirteen Helix Race crankset and e*thirteen Helix Race chainring

• Price: Crankset  $279.95 / £254.95, Helix Race Ring $72.95 / £89.95, bottom bracket $81.95 / £74.95
• Crank sizes: 160, 165, 170, and 175mm lengths
• Chainring options: 28t-34t, compatible with 11s, 12s, 13s
• Axle size: 30mm
• Options: Bronze, Sterling Silver, Black
• Weight: e*thirteen Helix R crankset 551g, e*thirteen Bottom bracket 93g, e*thirteen Helix Race Direct Mount 56g 

Restrap is an adventure cycling brand that has gained recognition for producing durable and functional bikepacking gear at its headquarters in Yorkshire, UK. The brand's best known for its line of bikepacking bags and it has since expanded these product ranges to cater to various types of riding, whether long or short, fast or slow, urban or adventurous.

Restrap has split its bikepacking products into two lines, there is a standard range aimed at bikepacking and touring and the lightweight Race range. The latest addition to Race line is a human-mounted, rather than bike-attached, bikepacking bag. 

The new Restrap Race Hydration Vest is aimed at endurance riders who require additional storage to be self-sufficient on long races and adventures. The Race Hydration Vest features a 2L bladder to help you stay fed and watered and a range of pockets for on-the-move essentials and supplies and additional storage for layers.

Design and specifications

Like Restrap's on-bike luggage, the Race Hydration Vest is made from durable X-Pac fabrics and lined with a waterproof 70D material with a polyurethane coating. To promote airflow, mesh is used on the back panel and the inside of the front straps. The zips used for the rear compartment and front valuables pockets are smooth sliding YKK Aquaguard spec with orange loops making them easier to grab with gloves on.

The Race Vest has a unisex fit and comes in two sizes. The S/M has a back length of 42cm with room to accommodate a body circumference between 75 to 110cm and the L/XL has a length of 46mm and a circumference between 85 to 120cm. 

The shoulder straps have three points of adjustment using webbing straps to fine-tune the fit around the sides of the body, over the shoulders, and across the chest. The two buckled chest straps have five mounting point options at the front and have elasticated webbing sections to give some breathing room.

Restrap has designed the vest to keep riders fuelled while riding and the pockets reflect this. On the right side, there are two mesh drop pockets for snacks while the left has a single mesh pocket and a zipped valuables pocket with a key clip inside. There is a zipped 5.5L main compartment with two mesh pockets positioned on each side that are big enough to swallow a 500ml bottle each. 

You don’t have to rely on bottles of juice for hydration as the Vest has a dedicated hydration bladder compartment and includes a 2L Restrap branded bladder. The roll-top bladder can be quickly accessed through a velcro closure on the top of the pack and the hose can be disconnected from the bladder for quick refills. 

Hose routing is ambidextrous, exiting from the top corners of the bag, routing over the shoulder through a loop, and securing with a magnetic keeper clip. Although there are two specific loops on the front panels for this magnetic keeper clip, there is no reason it can't be mounted on any of the other webbing straps giving loads of options for hose routing. The bite valve is lockable to stop dribbling and pops up to open the valve for drinking.

Restrap has adorned the zip pulls, logos, and webbing with reflective detailing and there is a loop for attaching a clip-on light. Should you need to get the attention of others in an emergency, Restrap has neatly integrated a whistle into the top chest buckle.

Performance

I tested the Restrap Race Vest on several rides including an FKT (Fastest Known Time) attempt. When riding long distances against the clock keeping stop time to an absolute minimum is vitally important, so increasing water and snack capacity keeps you on the bike and moving forward. 

The Race Vest meant I could easily stash all the items I needed to complete the intended 200km course without needing to stop once. Of course, I could have opted to store everything on the bike using bikepacking bags, however, using the Race Hydration Vest gave far more flexibility and accessibility to the snacks and tools I needed to be close to hand.  

As the bag has a small footprint and a high position on the back heat build-up is minimal. The mesh provides an impressive level of airflow, particularly when exposing the top edge to the breeze in a racy gravel position. Even with the pockets full I didn’t have any problems with the breathability around the front of the body.

Two smaller front mesh pockets are secure yet easily accessible, and perfect for a wide range of different snacks. I'm not sure what the deeper mesh pocket is for as, unless your riding snacks are particularly long, it will completely swallow a normal-sized bar or gel. 

The zipped pocket is great for a phone although it’s a snug fit for a standard-sized iPhone. The zip pocket also features a key clip although combining keys and phone in the same pocket for hours of bumpy riding doesn’t seem like a great idea. 

The main rear compartment can store a surprising amount of stuff and doesn’t impede the side bottle storage if you max the bag out during a big resupply. The central vertical zip of the main compartment is unusual but gives quick easy access to all of the items inside. The Race Hydration Vest’s high position meant I could use my jersey pockets for additional storage although it makes it hard to reach bottles in the side pockets while wearing the vest.

The robust materials give the bag a lot of structure which helps with stability and fit when riding on technical terrain. Unlike the Albion Visibility Cargo Vest I previously tested, the bladder sits securely within its dedicated pocket stopping the Race Vest from sloshing around if you're going full camel mode into the mountains. 

The offset to this is the fact that the Restrap Race Hydration Vest (without bladder) is considerably heavier than its rivals, weighing in at 370g compared to Albion’s Cargo Vest which is just 145g and Apidura’s Race Vest at 244g. 

Verdict

My FKT attempt was unfortunately unsuccessful but it was fallen trees, poor navigation skills, and unusual mechanicals rather than the Race Vest that hindered my finish time.  

The Race Vest actually performed perfectly, allowing me to maximize time on the bike. Other than the straps flapping a little bit, the Race Vest was very comfortable and added lots of useful space to store extra water, snacks, and bulkier items like jackets comfortably and securely while riding.   

Tech specs: Restrap Race Hydration vest

• Price: $189.99 / £139.99 / €167.99
• Weight: Bag 370g / Bladder 152g
• Colors: Black 

We covered the specs and stats of SRAM’s new flagship RED XPLR AXS gravel groupset when it was released at the start of August, and I’ve now ridden several hundred tough kilometers on this radical 13-speed, MTB-influenced wireless supergroup. 

So, how do the new features work in the wild, are they really worth the premium price, how does it compare to previous SRAM gravel groups, current SRAM MTB groups, and options from Shimano and Campagnolo? 

Finally based on its pros, cons, and physical requirements who do I think should XPLR what SRAM's latest tech can do for their riding and who is it a Red flag for?

Red flag?

Let’s start by being honest about how exclusive SRAM RED XPLR AXS is both financially and physically. The $3,979 / £3,980 / €4,465 price tag for the complete group is obviously going to put RED XPLR AXS out of reach of a lot of riders straight away. 

Red’s ‘Full Mount’ relies on a UDH (Universal Derailleur Hanger) frame with a chainstay length of at least 415mm and a chain line of 47.5mm for the XPLR gears and ‘Wide’ cranks. Current UDH gravel frame options are very limited and again likely to be flagship frames only, adding further expense to the complete Red ownership package. 

It’s not MTB compatible either because it’s designed around the hub / spoke geometry of a 142mm rear axle, not a 148mm and it doesn’t have enough chain growth to cope with suspension movement.

Even if it’s fiscally fine and fits your bike, it’s still not the right choice for everyone. Some people are going to want a wider gear range than the 10-46T cassette that the RED XPLR AXS mech depends on. You can use the Red XPLR levers and brakes with a SRAM Eagle AXS MTB rear mech and 10-52 tooth MTB cassette but that only gives you 12 not 13 speeds.

Speaking of sizing while the new hood shape definitely fits smaller hands better than before there’s still a way to go for RED XPLR AXS – or any other hydraulic brake system levers – not to be an overstretch for particularly petite paws.

Finally, lots of riders still prefer the simple repairability of a wired rather than a wireless shift system. Especially those heading into more remote or tougher environments. 

Braking new ground

The biggest win with the new RED XPLR AXS are undoubtedly the levers and brakes. The remodelled design adds 5mm of reach, but reduces body size for better comfort and a more secure grip. The way the remodeled levers miss the flared XPLR bars rather than pulling into the tape if you run the reach adjust tight in is another real win compared to the previous SRAM. Even the lever hood covers are designed to help set up with their ‘so simple it’s genius’ spirit-level markings.

Moving the pivot point and mounting the brake master cylinder horizontally not vertically has added a very obvious power boost to the cutaway brake calipers as well. Even on hot and sticky tarmac, I could lock up the tires easily with a single finger, but there’s enough nuance in the progressive delivery to surf that skid boundary accurately on slippery surfaces. Even though I colored the rotors up and got a good cooking smell on the steepest descents with a loaded bike, there was never a trace of fade or pump out either.

The bonus shift/function button built into the horn of the hoods is a neat feature if you don’t want to tap the brake lever, or you want to control a dropper post, Hammerhead computer mode, or Flight Attendant fork lockout separately. The low profile means there’s no tangible haptic to it in thin gloves and I think it could be more ergonomically placed.

New RED XPLR AXS shifter/brakes also sync with any other current or previous components in the SRAM AXS ‘ecosystem’ including Reverb AXS wireless dropper posts and any AXS rear mech (road, gravel or MTB) you may already have.

Lucky for some

If you stick with the complete Red XPLR group, the 287g, 13-speed 10–46 tooth cassette is an awesome piece of kit. The modular design makes it 90g lighter than the previous 10–44T Force cassette and the extra cog makes it much easier to keep an even, efficient pedal speed at the fast end of the gear selection.

While it’s not quite as quick as Shimano GRX Di2 or a well-tuned analog shift, RED XPLR AXS is a lot faster across the gears than the alternating teeth of SRAM’s T–Type MTB gears. It’s still a very sure and solid shift under power though and I haven’t dropped a chain once in nearly 500km of testing. Even with the big rear mech and batteries, the featherweight cassette, and hollow carbon crank arms, RED XPLR AXS only weighs 1410g. That’s 50g lighter than Campagnolo Ekar and means SRAM RED XPLR AXS is now the lightest gravel group available.

Despite the low weight, the whole Full Mount UDH setup feels super solid and once I’d drilled out a seized conventional hanger it was a complete breeze to set up when installing RED XPLR AXS to its Santa Cruz Stigmata host. Even without headset routing pressing a few AXS buttons to sync everything up is a dream compared to a metal cable system or Shimano’s semi-wireless Di2. The SRAM AXS app makes customizing functions and keeping track of battery life and even shift patterns a simple scrolling exercise too.

In a world where awkward setup and wonky reading still seem the frustrating norm the RED XPLR AXS power crank is a joy to use in the same way the XX SL MTB crank I’ve been riding for nearly a year continues to be. While it’s not a true double-sided measuring system it does a great job of aggregating input to mimic separate sensors and there’s plenty of data to deep dive into if you - or your coach - is inclined. From the sound of it, there’s plenty more to add to onboard analysis with the new Hammerhead head unit too, but I’m still waiting for my test sample of that. 

Formula One tech, Rally durability

I’ve tried to expose XPLR to as much on-trail hostility as possible in the couple of weeks I’ve had it and so far it hasn’t skipped a beat. Experience with other comparable components from SRAM suggests the Hard Chrome Flat Top chain and cassette will be very durable too. The three largest cogs are now faster-wearing alloy though so I'll keep you in the loop on whether they turn out to an Achilles heel as the miles add up .

While worries about the skinny stays of a gravel bike mean I’ve not been tempted to jump up and down on the mech, it’s got the same ‘knock and reset’ feature as the T–Type MTB mechs to protect it from trailside trauma and crashes. The 'Magic' two-piece lower jockey wheel with its free spin feature has definitely saved the low-hanging rear mech at least once when I felt a stick catch in it while combine harvesting along overgrown trails.

I’m still on my first battery charge at over 500km and 30 hours of bike time (it’s been really steep and slow in places, OK!), which suggests the lighter clutch spring takes less toll on the battery than the MTB gears. 

Rather than being built into the chainrings as on SRAM’s 2X chainset designs, the power meter attaches separately to the cranks like a spider. The chainring then screws onto the outside edge so it can be replaced separately when worn rather than having to throw away the power meter at the same time. The mech is rebuildable too and the Cage Lock feature makes chain servicing and rear wheel removal very easy as well.

Verdict

With its ‘You could buy a really good complete gravel bike for less than that’ price, battery-driven wireless shifting, and UDH frame-only compatibility, SRAM RED XPLR AXS certainly isn’t for everyone. However, if you can fit and afford it, it represents a genuine level up in terms of gravel groupset performance. Shifting performance is very good, ergonomics are excellent, and the power meter and brakes are the best I’ve used. It’s also the lightest and easiest to set up groupset you can configure in the widest range of options. Despite all the tech, it’s a very physically tough and likely extra durable groupset loaded with lots of very clever life-extending features as well.

While RED XPLR AXS is flagged as a no-go for MTB I know from conversations I’ve had that I’m not the only one already frothing at the idea of a 13-speed XC group. Especially one that’s lighter, tighter geared, and shifts significantly faster than the current T–Type.  

Tech Specs: SRAM RED XPLR AXS

• Price: $3,979 / £3,980 / €4,465, $3,979 / £3,980 / €4,465 (without power meter)
• Crank sizes: 160-175mm lengths
• Chainring sizes: 38-46T
• Complete groupset weight: 2,410g

BMC has overhauled its URS adventure gravel range adding several new features to increase the capability and performance across the range, the most significant being the addition of a TQ motor to create BMC's first electric gravel bike.

URS stands for UNRESTRICTED and denotes BMC's adventure gravel bike range. The new lineup features four versions; URS, URS 01, URS 01 LT, and URS AMP LT. While the all-new URS AMP LT e-gravel bike is the headline news, the other URS models also see some significant updates.

When the URS and URS LT were originally released in 2019 it was BMC's do-it-all gravel bike, now that BMC has the race-focused Kaius the URS range has been focused on adventure and bikepacking duties.

To start with, all URS now use SRAM's UDH (universal derailleur hanger) so it's compatible with SRAM's recently released RED XPLR AXS groupset. BMC has increased tire clearance on all URS bikes to 47mm – from 42mm – and added cargo mounts to the forks. There is also downtube storage (apart from the bike) and frames with the MTT suspension system feature a cargo strap for mounting accessories like inner tubes.

The URS 01, URS 01 LT, and URS AMP LT use BMC's MTT rear suspension system which uses an XCell damper and flex stay to offer 10mm of vibration absorption. While that might not sound like much, I have ridden the previous generation URS and it's surprisingly efficient. Up front, the URS 01 bikes are equipped with BMC's ICS MTT Stem which uses Redshift Shockstop technology and offers 20mm of tunable suspension using different elastomers. The URS 01 LT and URS AMP LT use BMC's MTT fork, developed with HiRide it delivers 20mm of coil-sprung suspension.

BMC has always prided itself on the progressiveness of the URS geometry and tweaks to the latest URS should make the bike even more capable. The bottom bracket has been dropped from 69mm to 76mm, the head angle is now 69.5 degrees and the longer 430mm chainstays should all improve stability on fast blown-out gravel tracks.

The seat tube has been steepened too for an improved climbing position and the D-shaped seat tube is now compatible with short travel dropper posts or a standard round post using a shim.

BMC has rejigged the sizing too, adding a new XS size to cater to a wider range of riders.

The BMC URS AMP LT is the newest addition to the URS family, adding an electric gravel option to the range. The bike is powered by a lightweight TQ-HPR50, capable of producing 50 Nm of torque and 300 Watts of peak power. The bike comes equipped with a 360Wh battery that's integrated into the downtube.

BMC hasn't provided any official weights of the URS AMP LT, however considering the TQ-HPR50 weighs just 1,850 grams the added motorization shouldn't add too much additional weight to the bike.

Our take

I rode the outgoing BMC URS 01 when it was released and while it impressed me, there were a few areas where it didn't live up to its name. Increasing the tire clearance and adding more mounting options remove these restrictions and significantly improve the capability of the URS for adventurous riders. Geometry was already really sorted on the URS and the latest tweaks should improve performance further.

Those looking for assisted gravel riding will be well served by the new URS AMP LT, although only having one ultra premium build will put it out of reach for the majority of riders.

Pricing and availability

The BMC URS range starts at $3,799 / €3,799 for the SRAM Apex 1 Eagle and DT Swiss G 1800 SPLINE BMC URS Three. The URS 01 range which is equipped with the MTT stem and rear suspension comes in three versions and begins at $5,999/ €5,999 while the URS 01 LT with the HiRide fork has two models starting at $6,499/ €6,499.

There is a single URS AMP LT build which is loaded with a premium spec and asks for an equal premium $9,999/ €9,999 price tag.

For full specs and pricing, see below.

BMC URS THREE

• Frame: URS Premium Carbon
• Drivetrain: SRAM Apex 1 / SRAM Apex Eagle
• Brakes: SRAM Apex
• Wheels: DT Swiss G 1800 SPLINE
• Price: $3.799 / £TBC / €3.799

BMC URS TWO

• Frame: URS Premium Carbon
• Drivetrain: SRAM Apex XPLR AXS / SRAM X1 Eagle AXS
• Brakes: SRAM Apex
• Wheels: DT Swiss G 1800 SPLINE
• Price: $4.499 / £TBC / €4.499

BMC URS 01 FOUR

• Frame: URS 01 Premium Carbon with Micro Travel Technology
• Drivetrain: SRAM Rival XPLR AXS / SRAM GX Eagle Transmission
• Brakes: SRAM Rival
• Wheels: DT Swiss G 1800 SPLINE
• Price: $5.999 / £TBC / €5.999

BMC URS 01 THREE

• Frame: URS 01 Premium Carbon with Micro Travel Technology
• Drivetrain: SRAM Force XPLR AXS / SRAM X0 Eagle Transmission
• Brakes: SRAM Force
• Wheels: BMC CRD-400
• Price: $8.499 / £TBC / €8.499

BMC URS 01 ONE

• Frame: URS 01 Premium Carbon with Micro Travel Technology
• Drivetrain: SRAM RED XPLR AXS / SRAM XX SL Eagle Transmission
• Brakes: SRAM RED
• Wheels: ZIPP 101 XPLR
• Price: $11.999 / £TBC / €11.999

BMC URS 01 LT TWO

• Frame: URS 01 Premium Carbon with Micro Travel Technology
• Fork: MTT Suspension Fork (HiRide, 20mm)
• Drivetrain: SRAM Rival XPLR AXS / SRAM GX Eagle Transmission
• Brakes: SRAM Rival
• Wheels: DT Swiss G 1800 SPLINE
• Price: $6.499 / £TBC / €6.499

BMC URS 01 LT ONE

• Frame: URS 01 Premium Carbon with Micro Travel Technology
• Fork: MTT Suspension Fork (HiRide, 20mm)
• Drivetrain: SRAM Force XPLR AXS / SRAM X0 Eagle Transmission
• Brakes: SRAM Force
• Wheels: BMC CRD-400
• Price: $6.499 / £TBC / €6.499

BMC URS AMP LT TWO

• Frame: URS 01 Premium Carbon with Micro Travel Technology
• Motor: TQ-HPR50
• Battery: 360Wh battery
• Fork: MTT Suspension Fork (HiRide, 20mm)
• Drivetrain: SRAM Force XPLR AXS / SRAM X0 Eagle Transmission
• Brakes: SRAM Force
• Wheels: BMC CRD-400
• Price: $9.999 / £TBC / €9.999

The Croix de Fer is an all-steel adventure bike, and it’s been around a while – 15 years now – with only minor tweaks along the way. In true hipster fashion it was into wide tires and disc brakes (albeit cable-operated) way before gravel bikes were a thing, so the alterations necessary as the years progressed were minimal. These changes came as tire sizes and gearing options ballooned, and as hydraulic shifters for drop bar bikes finally became available. 

This new version represents the biggest redesign since that initial 2009 launch, but as the Croix de Fer’s only had small, incremental changes over the years anyway, it’s not like the result is an all-new machine. And that, to be clear, is a good thing.

The version I rode was a Croix de Fer 30, with a couple of small inconsistencies as it was actually the final prototype before the production run.

Firstly, the bosses on the fork were still angled back slightly, as per the previous bike, where the idea was to help centralize what mass you put there. In practice though, it could just cause clearance issues with the front wheel, so on the new bikes they’re set at the usual 90 degrees to the bike’s center line. In all other respects, the fork I rode was the same as the production one.

The second difference is the color, officially known as Blue Unlimited – it’s actually the color of the frame-only option. The production 30s will come in a greyish-white with red graphics, aka Pavement. It's the one in the main picture at the top.

Design and specifications

The Croix de Fer comes in a host of builds, from the entry-level 10 to the carbon-forked 50, and both the 10 and 20 are available as flat bar bikes too. You also have no fewer than three frame-only options: a Reynolds 725 steel one (as I rode), a Reynolds 931 steel version, or titanium. The latter two also have carbon forks that drop around 900g from the total, but all other frames get a steel one, and for the record, the forks use Genesis’ own steel rather than Reynolds. 

The CdF 30 sits right in the middle of the range, and of the stop-and-go kit, only the KMC chain is not Shimano. The brakes are Shimano GRX with 160mm rotors at both ends, the chainset and shifters are 2x10 GRX with a 30T inner ring and a 46T outer, and the cassette is a Shimano HG700 11-34T.

The 26mm wide wheels are from Genesis’ in-house brand Amplitude, and with 32 spokes on either end, they’re built for strength. Both wheels come fitted with 45mm Maxxis Rambler tires and are tubeless-compatible. You get valves, too. Oh, and the 12mm through-axles have levers that slide away inside while you’re riding – a clever little touch.

As you might expect, finishing kit parts such as the bars, stem, seatpost and saddle are in-house as well. 

Geometry

The frame is where the biggest changes lie, though don’t go thinking this is now some long, slacked-out monster – Genesis has the Vagabond for that. This remains ‘gravel’ to the core. Comparing the new Medium frame with the old one, the head angle is just 0.5 degrees slacker at 71 degrees, the bottom bracket drop remains at 73mm and the seat tube angle is still 73.5 degrees. The top tube is slightly shorter, however, and the wheelbase is slightly longer at 1042.9mm, up from 1035mm. 

The bars are wider at 440mm, and while widths are frame-size dependent, each option from XS to XL has had a 20mm bump for extra leverage and breathing room. They turn a fork that retains a straight steerer; Genesis says, at least for this bike and its uses, a tapered one adds weight and cost for very little benefit. 

If stack and reach mean more to you, this size Medium works out at 584.7mm and 385mm respectively. The reach (measured from the center of the bottom bracket to the center of the head tube) actually stays pretty consistent across the sizes, with the differences being found in stack height and stem length.

The real giveaway you’re looking at the new version is the switch to dropped seat stays – the old frames’ stays hit the seat tube in line with the top tube. The new top tube is ovalized, too, for a little more controlled flex. Genesis is quite open in saying the drop stays are also partly to add vertical flex, and partly just for looks. Internal cable routing cleans up those looks still further, and the seat tube is ready to accommodate a long dropper post – the upper bottle bosses have been repositioned.

There’s enough room to run 45mm tires with mudguards, or up to 47mm without.

First ride performance

The venue for this first test could hardly be better, as we’re in the northern half of Powys, Wales, exploring the Cambrian mountains and the sprawling pine forest tracks of Hafren. Guided by local expert Phill – the owner of The Lodge at Staylittle, our base for the day – our route covers 50 well-chosen kilometers of gravel, stony singletrack, backroad tarmac, and even a bit of grass and mud. 

With 1,300m of climbing and descending, there’s plenty to test the gearing, brakes, and handling, and as the bracken, gorse and general foliage is in full summer sprawl, the half-obscured singletrack sections have quite a bit to test the reactions too.

To cut a long story short, the updated Croix de Fer handles it all with unwavering aplomb. Feeling calm, confidence-inspiring, and at home in every situation, whether that’s slicing down which-way-does-it-go-next singletrack or grinding up endless climbs to the clouds.

As the hours pass, I want for little more from the bike (if plenty more from my legs…), as the contact points and riding position work very naturally, from the saddle (very similar to the classic Charge Spoon in shape) to the thick bar tape. The fact I needed to do nothing more than adjust the seat height and set the tire pressures before a 4-5hr ride – and be happy – speaks volumes, I think, about the overall geometry and the position it creates.

It’s stable and comfortable on long or very steep and slow climbs, when spinning along on the flat, or when hooning down the longest gravelly plummets. Obviously, with its steel frame, conservative geometry, and basic aluminum componentry it’s no flighty, zippy racer, but neither does it ever feel dull or plodding. Genesis is yet to supply an official weight for it, but my guess would be around 21-22lbs (9.5-10kg). It’s a solid, yet fun and involving ride.

The Amplitude G-100 handlebar gives good steering accuracy but could be a little more compliant. By the end of our ride, my hands were a little sore, but at least that’s an easy future upgrade. 

On fast, twisty, and unknown descents with often very limited vision, the Genesis is ideal, displaying a surefooted stability that’s still agile enough for lively riding. The GRX brakes bite hard and as usual are very easy to modulate, while the Maxxis Ramblers generate reliable grip and feedback on everything from fine gravel to wet stone jigsaws and fast tarmac descents. 

They weren’t even terrible on grassy bits and peaty sections bomb-holed out with slithery puddles, so long as I didn’t do anything sudden, though proper muddy climbs and descents are beyond them. Some UK riders may want more aggressive treads for winter. And spring and autumn. And summer.

First ride verdict

The launch event test route was an ideal way to sample the new bike – it had pretty much everything this bike is designed to tackle (except, astonishingly for Wales, rain), and while my legs may have suffered, nothing else really did. The 2024 Croix de Fer never felt too heavy either on the climbs or through the rapid direction changes of the singletrack descents, and even with minimal setup, it proved a natural, neutral place to be. Only the slightly stiff handlebar did anything to let it down, but overall this bike is just easy company.

The price of £2,299.99 in the UK (€2,699 in the EU) gets you a Reynolds steel frame and full Shimano drivetrain and brakes, but if you want to spend less the range starts at £1,199/€1,399 for the flat bar CdF 10. Note that the 10 and 20 versions use different steel (Genesis Mjolnir) for the frames and feature narrower rear hubs and QR dropouts. The 30 is a meaningful step up from those, and a bike that will take pretty much whatever you throw at it with impressive sangfroid. 

Tech specs: Genesis Croix de Fer 30

• Discipline: Adventure/gravel/touring
• Frame: Reynolds 725 steel
• Fork: Genesis CrMo, 50mm offset
• Reach: 395mm (XS) 395mm (S) 385mm (M) 395mm (L) 405mm (XL)
• Stack: 551.6mm (XS) 565.8mm (S) 584.7mm (M) 603.6mm (L) 622.5mm (XL)
• Head angle: 71 degrees
• Seat tube angle: 73.5 degrees
• Bottom bracket drop: 73mm
• Chainset: Shimano GRX RX600 2x10 speed
• Shifters: Shimano GRX RX400 
• Bottom bracket: Shimano BSA 68mm
• Brakes: Shimano GRX RX400 hydraulic, 160/160mm discs
• Wheels: Amplitude G-100, 32-spoke alloy
• Tires: Maxxis Rambler TR, 45mm 700C
• Bars: Amplitude G-100, 460mm
• Stem: Amplitude G-100, 100mm
• Seatpost: Amplitude G-100, 27.2mm x 350mm
• Saddle: Madison Flux Switch, 142 x 280mm
• Sizes: XS, S, M, L, XL
• Price: £2,299.99 / EU €2,699

With so many components now requiring careful tightening to specific values gone are the days of simply tightening up all your bolts with a basic multi-tool. Granite launched the updated version of its Rocknroll ratchet tool which features a new longer ratchet tool with a torque gauge integrated into the handle. 

Many of the best MTB multi-tools now feature torque wrenches or fixed torque bits to try and avoid accidental overtightening that could cause damage and destruction. With a wide range of portable torque wrench options, is the Granite Rocknroll TQ Torque Tool Kit the one to go for? 

Design

The kit uses a mini ratchet tool with a long handle and has a switch to flip between tightening and loosening. The knob on the end is used when torquing bolts and the torque being applied is shown via a simple guage. The torque meter is able to measure between 2 and 10 Nm with the gauge showing 0.5 increments. The tool comes with a 10-bit kit that includes seven Hex 1/4in bits (2mm, 2.5mm, 3mm, 4mm, 5mm, 6mm, 8mm), two Star bits (T20, T25), and Philips bit (PH2), plus there is also a 50mm extension rod.

The tools are all contained in a long but thin velcro tool wrap made from 600D Polyester and secured in elasticated pockets. There is an additional little pocket that could be used to stash small spares like quick links and there’s a loop on the rear for strapping it to your frame with the Granite RockBand. The tool roll measures L150mm x W55mm x H35mm and comes in Black, Grey, Red (tested), and green. The case packed up with tools weighs in at 189g on my scales.

Performance

In use everything clicks together securely, the ratchet is easy to switch between tightening and loosening, and all the bits fit snuggly into bolt heads. The 6 degrees of engagement help when working on bolts where there isn’t much wiggle room. The extender tube is magnetized making jobs involving small fiddly bolts a lot easier, although it would be nice if the tool was also magnetic without the extender tube for those hard-to-reach bolts. Torquing bolts is a simple process, using the end knob to turn the tool and taking the torque reading by aligning the white line with the printed torque ratings on the tool.

Granite quotes the accuracy to be +/-15%, which isn’t all that precise although you won’t get the most accurate reading using the simple sliding manual gauge anyway. Compared to the other torque wrenches at my disposal, my Rocknroll TQ Torque ratchet tool measured marginally higher than the others although not so far out that I would be at much risk of damaging components, worth noting this may only apply to my review sample.  

The tool roll is small enough to be easily slipped into a backpack or bikepacking bag although its long shape may not fit well in smaller MTB hip packs or pockets. The case also adds an element of fiddlyness as the bits are stored in a holder secured in an elasticated pocket but they get caught getting it in and out. Instead, I would much prefer to see the bits stored in their individual pockets like Granites Rocknroll Mini Ratchet Tool.    

Verdict

Although the torque wrench of the Granite Rocknroll TQ Torque Ratchet Tool is not the most precise, it's certainly better than tightening delicate expensive carbon components trailside with uncalibrated arm and guesswork. The Rocknroll TQ Torque Ratchet Tool covers all the common bolts, has a long handle for plenty of leverage, and feels sturdy and well-made. 

Granite isn’t the only one to offer a version of this tool. Birzman Pocket Torque Wrench, Prestacycle TorqRatchet PRO Deluxe, and Topeak TORQ ROCKET Mini EX all feature what looks to be the same or similar ratchet tool with torque wrench. The Birzman option is the cheapest but features fewer bits and doesn’t appear to include a case, the Prestacyce and Topeak have a similar tool selection and are only marginally cheaper. 

Considering the functionality on offer Granite’s version seems a little expensive compared to other cheaper and/or more comprehensive tool kits. There are other brands like the Topeak Ratchet Rocket Lite DX+, Feedback Sports Reflex Fixed Torque Ratchet Kit, or Syncros Guide Kit Multi Tool. Admittedly none of these kits feature a proper torque meter although considering the accuracy of the Granite tool it's more of a suggestion than perfect precision. If you need a full torque wrench Topeak’s Ratchet Rocket Lite NTX+ kit has a 2-6Nm adapter. Alternatively, Canyon’s Fix 3-1 tool foregoes torque ratings in favor of tire plugging and inflation functions instead. 

Tech specs: Granite Rocknroll TQ Torque Ratchet Tool Kit

• Price: $59.99 / £54.99
• Weight: 2189g (including roll)
• Tools:  Hex 1/4in bits (2mm, 2.5mm, 3mm, 4mm, 5mm, 6mm, 8mm), two Star bits (T20, T25), and Philips bit (PH2), spare link holder

The best cargo bib shorts are designed to take on the demands of gravel cycling, which can involve long hours on the saddle on rough terrain and a need to be self-sufficiant.

A comfortable pair of cargo bib shorts are the foundation of any gravel bike clothing wardrobe and have become my go-to for all gravel, bikepacking, road, and cross-country mountain biking. 

The best cargo bib shorts combine the fit, breathability, and chamois pad of road bib shorts with lots of extra storage to stash snacks and any accessories that you may need on your gravel travels.  

Of course, you could opt for a pair of the best mountain bike shorts, but they're not as breathable or aero as the best cargo bib shorts. Gravel bib shorts share many similarities with road bike bib shorts but usually have a more endurance focused chamois with a little more padding and the added cargo storage.

Our expert reviewers have been putting the best cargo bib shorts to the test and I have rounded up our top picks below to help you narrow down the plethora of choices and find the shorts that work best for your needs. 

Best cargo bib shorts

1. Best overall

Attaquer is a premium cycling brand from Australia and its All Day clothing line is designed for riders looking to go far and fast. The All Day Cargo bib shorts have become one of my favorite cargo shorts for several reasons.

Firstly the tailoring and fit are second to none, I found sizing to be well-considered and the chamois pad ensured I was comfortable in the saddle whether I was out for a quick hour or riding from sun up to sun down. Leg length and shoulder straps never needed to be adjusted mid-ride and the material compression provides support without excess pressure.

Attaquer hasn't done anything revolutionary with the storage options but offers plenty of capacity for everything I need to carry on a gravel ride. The cargo leg pockets offer plenty of elasticity and I could securely store a range of items in them while riding. There are two reasonably sized pockets on the lower back for additional storage too.

The All Day Cargo bibs may be expensive but they are hard to fault which is why I awarded them five stars in my Attaquer All Day Cargo bib short review.    

2. Best for performance

Velocio's Utility cargo bibs are my favorite cargo bib shorts when I'm heading out for a gravel ride of the fast and furious kind. The highly compressive performance fit may feel a bit restrictive at first but once on the bike the bib shorts offer loads of muscle support and the leg hems, shoulder straps, and chamois are locked in place no matter how hard you're riding. The Elastic Interface chamois Velocio specced has a medium thickness with multi-density layers and I found it to be very comfortable no matter how long I am in the saddle.

Velocio has always been a leader when it comes to offering a wide range of sizes and both the women's and men's Utility bib shorts come in eight different sizes to cater to a wider spectrum of riders. 

The luxurious material is lightweight and breathable but still feels durable enough to the rigors of gravel riding and my review samples are still looking brand new after over a year of regular use.

The laser-cut leg pockets are stealthily bonded to the thighs giving a clean finish and offering secure storage for slimline bits and pieces. There is a single medium pocket for additional items on the rear of the bibs.   

Want to read more about why these are some of my favorite cargo bib shorts, check out my Velocio Utility cargo bib short review.

3. Best for bikepacking

Rapha's Cargo bib shorts are part of its Explore range so it's no surprise that the Cargo bibs excels on multi-day long-distance adventures. I have chosen these cargo bibs for several big trips including the Pennine Rally, a 500km bikepacking event in the UK.

Rapha has been designing bib shorts for the road for decades and the well-judged close but relaxed fit means they are super comfortable when rides are measured in days rather than hours. The size-specific chamois is the same one used in its Brevet bib shorts, which has a well-proven track record for providing comfort during long rides. Rapha has finished the Cargo bibs with plenty of reflective detailing to help enhance visibility when riding into the night. 

The pockets are massive and offer a huge amount of useful storage. The mesh used on the thighs is very stretchy and gives plenty of scope for loading them up with all manner of unusual-shaped snacks. The rear pockets offer plenty of additional storage and hold items close to the body to stop things from jumping around while riding. 

Construction and durability have been impressive and my Rapha Cargo bibs have easily handled plenty of scratchy bushes and general bikepacking and XC rough and tumble. Rapha offers a repair service if bought directly from its site, after a huge off that tore my shorts a little I sent my shorts away and Rapha patched them up.

For more, check out our full review of the Rapha Cargo bib shorts.

4. Best for style

We all like to look good on the bike and Maap's Alt_Road Cargo bib shorts are my favorites when I want to look my best on a gravel ride. The fashion-forward Aussie brand Maap is one of the leaders when it comes to creating trendy cycling kits with tasteful color schemes and contrasting detailing. 

To look great clothing needs to fit well too and I found Maap's shorts to offer a close fit with a decent amount of compression to add muscle support and a smooth finish. Medium short leg length is spot-on for me and the elasticated hem stays locked in place while riding.  I have done a ton of long-distance riding in these and the 3D Thermo molded chamois developed with Elastic Interface has been comfortable throughout. 

Unlike other brands, Maap has opted for a single mesh pocket on the left thigh and a zipped valuables pocket on the right. I personally prefer two mesh pockets although I can see the advantages of having a secure pocket for stashing valuable items without worrying about them escaping. The rear pockets are well-sized and have an angled entry making it easier to get your hand in while riding.

Looking for an alternative to the black and olive green gravel short status quo, read our Maap Alt_Road Cargo bib short review.

5. Best budget cargo bibs

Endura has a background of producing performance kits and affordable prices, particularly its Pro SL bib shorts which have been a stand-out budget pair of bib shorts on the road. Endura has used that knowledge to develop the GV500 Reiver bib shorts for gravel riding.

They share the same performance fit with high levels of lumber support, compression, and Power shoulder straps as the Pro SL bibs and Endura has fitted its own ‘Continuously Variable Profile’ (CVP) 600 Series with integrated gel inserts to help reduce vibrations. The GV500 adds double-layer side leg panels to help reduce crash damage and gravel rash in case your tires come unstuck in a corner.

The double layer offers plenty of support to the two thigh pockets and are large enough to store a phone and some bars. The rear pockets have an unusual layout, rather than a traditional lineup of two or three pockets which mimics a jersey the jerset has two mid and two small mesh pockets on either side of the spine. It's designed to align with the large center pocket on the Reiver jersey, although it limits rear storage if you use it with a top with no pockets.

Find out more about the GV500 bibshorts, and the rest of the GV500 range, in our Endura GV500 kit review.

6. Best for chamois comfort

7Mesh takes a different approach to its RK2 bib shorts with the design focusing on the chamois pad and ensuring it stays in place when riding. The 7Mesh Performance Force pad is mounted to a floating layer within the shorts so it doesn't move no matter how much you shuffle around the saddle. This bib construction works too requiring zero readjustment while riding and not creating any uneven pressure on the overall fit of the shorts.

The materials have a premium finish to them and feature neat raw-cut hems for a smooth transition between thigh and short let. Silicone grippers keep them in place and overall the shorts RK2 shorts offer a nice amount of compression.  

7Mesh has needed to use a lot of paneling and seams to achieve this chamois support and I found the shorts tended to wrinkle too, making them appear less aesthetically refined next to other premium options. This was entirely visual though and caused no discomfort while riding.

The raw-cut leg pockets are almost invisible when empty but, with some smart folding and sewing, they can expand to hold a lot of cargo securely if required. Bad news for those who like to ride in pocketless t-shirts or power pocket users as there are no pockets on the rear of the bibs.

To find out more, be sure to read our 7Mesh RK2 Cargo bib short. 

Also tested

A close second when it comes to budget cargo bib shorts, Rapha's Core Cargo shares a lot of the great features of the premium Explore Cargo bibs in a more affordable package. 

Although Rapha has used more paneling and thicker material, the ’classic fit’ is still snug and supportive without feeling restrictive. The Classic chamois pad is also size-specific to ensure a better fit across the wide size range. The Core model features the same pocket layout as the premium Cargo shorts, providing equally ample and secure storage on the move. 

While I think the Endura GV500 cargo shorts have the edge over Core Cargo's in terms of compressive fit, breathability, and durability, the Core Cargo's less restrictive tailoring and considerably larger cargo capacity make them a much better option for bikepacking and long gravel riding.

Check out our review of the Rapha Core Cargo if these bib shorts are ticking your boxes.

The Convoy Cargo bibs from Spatzwear are a great option for gravel racers, as their bulk/capacity balance favors speed over stowage. Power pocket users will find cargo capacity tight although the three pockets on offer are enough to carry all the gels and bar essentials on a fast-paced ride.

As you would expect from a performance pair of bib shorts, the multi-panel construction and tenacious extended gripper hem hold everything in place. The fabric is a bit heavier which is perfect for cooler days, although those in hot climates will want to look for a short that uses thinner materials

The chamois is synthetic, 3D-ribbed, and perforated, and is up there with other premium chamois' that we've tried. Perforations ensure drying and wicking properties are good enough to leave you feeling fresh and comfortable over long, hot, or wet rides. 

For the brand's first foray into cargo bib shorts, Spatz did a fine job with these. Read our full review of the Spatzwear Convoy Cargo bib shorts.

UYN isn't a brand that's all that known in the cycling sphere however its Adventour Cargo bib shorts have some unique features that make them stand out, although ultimately the lack of compression affects the overall fit of the bib shorts which means they don't make the top list.

While the structure affected the overall comfort and support, some features still make them worth a consideration. The lightweight material, combined with the Flow Tunnel material rear panel, makes them very breathable in hot weather.

There are no rear pockets, presumably to reduce sweat build-up around the lower back, instead, UYN has equipped the shorts with a unique double-layer cargo pocket on each leg. These mesh pockets work really well giving versatility and secure storage for loads of different items.

While the bibs didn't work for me, if you're looking for a forgiving cargo bib short that's breathable and practical these could still be an option. Find out more in our review of the UYN Adventour Cargo bib short.

How to choose the best gravel bike shorts

How we test the best cargo bib shorts

All the cargo bib shorts we've tested here have been put through many hours of riding in many different conditions. From quick rides to multi-day adventures, off-road and on-road, and frequently stuffing pockets to maximum capacity along the way. Bib short comfort is very subjective so we have tried to be as fair and open about the performance, fit, materials, and the chamois pad as possible.

Meet the testers

Crankbrothers has redesigned its composite Stamp 1 pedals giving the second generation of its most affordable pedals a significant upgrade in the process. The Stamp 1 Gen 2 now shares a similar layout and many features with Crankbrother's premium Stamp 7 but features a composite body and a considerably lower asking price. Previously if you wanted the best MTB flat pedals, metal was your only option but now Crankbrothers Stamp 1 Gen 2 composite pedals could offer an alternative to alloy.

Design and specifications

Looking down at the Stamp 1 Gen 2 you will see the first similarities these composite pedals share with the Stamp 7s. The platform has an identical platform dimension and pin layout to the “pro-level” alloy pedals. I have the large-sized pedal which has a 114mm x 111mm platform but Crankbrothers also has a smaller 100mm x 100mm option. The platform has a slightly concave shape measuring 15.5mm at its thickest and 13.5mm at its thinnest. The composite pedal body is available in a range of seven colors; Black, Red (tested), Orange, Blue, Purple, Sand, and Green. 

The pedals feature 10 pins positioned around the edge of the platform. Rather than using grub screws, the Stamp 1 Gen 2 has long one-piece pins that screw through the entire pedal body with roughly 5mm exposed on each side. The pins only have an Allen key interface on one side, although if you damage one there should be enough pin exposed to still get it out. The straight-through design means you can't adjust the pin height if you're particularly picky with traction levels.

Like the Stamp 7s, the Stamp 1 Gen 2s spin on Igus LL-glide bearings and internals are easy to access by simply undoing two 2.5mm hex bolts to remove the Forged SCM 435 Chromoly Steel axle. Crankbrothers recommends a 50-75 hour service interval to keep them sweet, the process is simple and involves removing the axle, cleaning, and adding some fresh grease. The whole process is no more than a five-minute job. If you need to give them a proper refresh Crankbrothers sells rebuild kits too.

One area where composite pedals have always trumped alloy pedals is weight. My Stamp 1 Gen 2 pedals weigh 356g (large), while the considerably more premium Crankbrothers Stamp 7 comes in at 392g (large) for the pair.

Performance

Under the shoe, the Stamp 1 Gen 2 doesn’t feel like a composite pedal and the body offers a stiff and supportive platform when riding through rough sections or landing jumps. The Stamp 7 is one of my favorite flat pedals in terms of grip levels and by sharing the same pin layout, the Stamp 1 delivers much of the same performance. Unlike the first gen Stamp 1 there is no protruding axle bulge in the middle of the pedal so your shoe can properly sink into the concave shape and the pins can do their work. Crankbrother’s pins are a little fatter than those found on pedals like Look’s Trail Roc Plus and I like that it is a little easier to correct your foot position while riding, plus they better resist bending should you clatter them off some trail furniture. 

One area you will notice a difference between the Stamp 1s and Stamp 7s is pedal thickness. If you want the ultra-planted feel that you get from thin pedals, metal still trumps composite as they can be machined a lot thinner. Still, Crankbrothers have done a great job of keeping the Stamp 1 Gen 2 as slim as possible and they are remarkably more svelte when compared to the likes of DMR’s V11’s (19mm), Gusset’s Slim Jim Nylon (18mm to 16mm concave) and on par with the entry-level Crankbrothers Stamp 3 pedals. 

As the Stamp 1 Gen 2 comes in two sizes it's worth thinking about what pedal size you need, as bigger isn’t always better. I wear a size EU43/US10 shoe which puts me right in the middle of the two pedal sizes. While I liked the support of the large platform, not all the pins were engaging with the sole of my shoe when riding, whereas, with the smaller pedal, all the pins would be getting used. Larger platforms also reduce cornering clearance and I experienced several pedal strikes when cornering that may have been avoided had I been running the smaller platform version.

When I did strike the pedals on the ground the composite material helped reduce the shock transmitted through to the foot plus the material and chamfered edges feel like they deflect or slide a little better, rather than digging in or getting hooked up. My test pedal bodies are showing a few scars but nothing unsightly or any structural damage.

Previously I have had bad experiences with composite pedal durability but the Stamp 1 Gen 2 bucks the trend here. The bushings have resisted all manner of unpleasant weather over the last year of testing although I would recommend following Crankbrothers advice and giving them a quick clean and flush with fresh grease regularly to keep them running smoothly.

Verdict

It's never really been a debate in the past, alloy pedals have almost always offered enough performance to justify their higher asking price. With the Crankbrothers Stamp 1 Gen 2, that decision isn’t so clear cut as the platform grip and high-spec internals offer much the same performance as its premium Stamp 7 pedal at a significantly cheaper price point. While they don’t have the super planted feel of an ultra-thin metal platform and you can’t adjust the pin length, this is offset by the lighter weight and impact-dulling body of the composite construction.  

Tech specs: Crankbrothers Stamp 1 Gen 2 flat pedal

• Price: $59.99 / £54.99 
• Platform size: Large 114mm x 111mm / Small 100mm x 100mm, 
• Thickness: 13.5mm to 15.5mm 
• Weight: 356g (Large, pair)
• Colors: Black, Red (tested), Orange, Blue, Purple, Sand, and Green

I’ve been testing the third iteration of Hutchinson's long-standing Python tire, aptly named the Python 3. It’s a mixed-condition XC race tire but has proven to be a great performing all-rounder on my local trails. The race-focused tread pattern, combined with a tough and durable carcass has really impressed me. If you’re chasing Strava KOMs or lining up at an XC race, the Python 3s might help with your ambitions, as long as you can get them mounted on your rim!

Design and aesthetics

The ‘Racing Lab’ moniker means these XC tires have been hand-made in France and developed with input from professional athletes, such as the Hutchinson-sponsored Decathlon Ford Racing Team. The Python 3 is a lot more versatile than the file-treaded Python Race, and aims to balance grip, comfort, traction, and performance in a tire that isn’t overly aggressive. The tread uses a new version of Hutchinson’s Race Ripost XC compound, which is now a dual-compound construction. A harder compound in central sections to assist with rolling speed combined with a softer side compound for increased deformation and grip. The tread is bonded to a durable 66tpi (threads per inch) carcass and reinforced with bead-to-bead puncture protection from Hutchinson's established ‘Hardskin’ reinforcement.

The center tread pattern is what initially stands out but look closer and the remaining knobs are decently spaced apart. The shoulder knobs are quite low profile and follow the rounded profile of the tire. The tread pattern is clearly directional and designed to be run in the same direction whether on front or rear tire duties. 

Available in black and tan wall versions, the Python 3 Racing Lab is available in both 2.3in and 2.4in, but only in 29in flavor.

Performance

First things first…. I really struggled to get these tires onto my rims, so much so that I had to phone a friend to help. I’ve swapped enough tires in my time to consider myself competent in this department, but even after applying soapy liquid to the bead and rim, I still struggled. In Hutchinson's defense, it could just be my Bontrager Kovee Elite 30 rim/tire combination. With enough brute force and ignorance, they finally popped into position and thankfully inflated to the recommended 22psi without any problems. They measure up at 2.35in when mounted on a 29mm internal width rim, so only just under the stated 2.4in width.

The center tread pattern remains in constant contact with the ground, which helps with rolling speed. On hard-packed terrain, I found they carry speed exceptionally well. The rounded profile leans over easily and consistently, and on trail center trails, the transitioning between turns is very predictable and fast. The rounded profile also allows the rear tire to drift around corners with ease, making tight turns on steeper terrain great fun. 

Despite first appearances, I found the Python 3s surprisingly grippy when climbing. I have a couple of particularly steep climbs on my test loop which pushes tire traction and grip to their limit. The first climb is grassy with a few bare patches which is on the absolute limit of what I can climb without losing traction, and the Python 3s made it without hesitation. The second climb is a chunkier and rockier affair with a couple of crux sections that rely on rear wheel grip, and I was really impressed with how the Python 3s found traction, even on slightly damp rocks. 

The reinforced carcass allows the Python 3 to hold its shape well at the recommended 22psi. I didn’t experience any unwanted tire fold or flop, even when really pushing it on downhill sections and I didn’t ever feel the tire bottoming out on the rim.

The shallow tread pattern obviously has its limits though. On softer terrain, they just don’t have the bite to dig in, and the lack of aggressive shoulder knobs means they can struggle to hold a line when descending on chunky and loose surfaces.

The Python 3 has coped with typical UK summer well, which really means they’ve dealt with some quite varied conditions ranging from hard pack bone dry trails to shallow mud baths. The shallow tread sheds mud quickly but does struggle if it gets too claggy as the tread depth just isn’t there.

After three months of use and several hundred miles, I’ve not had a single puncture. The center blocks are starting to wear on the rear, but not excessively, with no tears or missing blocks on the tread.

Verdict

It would be easy to overlook the Python 3 as simply a mixed-condition XC race tire but don’t let the center tread profile deceive you as they have a lot more to offer. The amount of traction from the rear tire is surprisingly good, and the 66tpi casing with Hardskin reinforcement gives the confidence to push on any terrain. The Python 3s are a seriously fast and capable tire, but probably best kept for the summer, as they will struggle when the weather seriously turns. 

Tech specs:  Hutchinson Python 3 Racing Lab tires

• Price: $74.99 / £59.99 /  €69.99
• Weight: 810g (2.4in, Tan)
• Sizes:  2.3in x 29 and 2.4in x 29
• Colors: Black, Tan (tested) 

Attaquer's All Day 2.0 jersey is positioned in the Aussie brand’s endurance range, the All Day collection is said to be ‘designed for maximum comfort for the shortest to the very longest rides’ which could make it a great choice for riders looking for the best gravel bike clothing. 

Complimenting the Attaquer All Day Cargo bib shorts which impressed me enough I awarded them five stars, the All Day 2.0 jersey features racy tailoring with a range of stylish color options to fit a wide range of riding and aesthetical preferences. I have worn the All Day 2.0 jersey on some big rides to find out if it can live up to its all-day name.  

Design and specifications

The jersey is made from Italian recycled materials (90 percent Polyamide, 10 percent Elastane) with the shoulders, arms, sides, and color using a lightweight 3D mesh material for improved breathability. Flatlock stitching holds all the panels together and gives the jersey a clean finish. All materials are Oeko-Tex Certified, meaning every part of the jersey has been tested against 1000 harmful substances.

Attaquar says the zip length has been shortened for improved fit on the bike and uses a cam-locked zip mechanism so the jersey can be tugged open while riding. There’s a silicone gripper that runs around the bottom of the jersey to stop it riding up.

There are three good-sized pockets on the rear with elasticated openings to help keep items secure and give the pocket a clean finish. There’s a fourth zippered pocket on the right-hand side for valuable items.

Attaquer has added several logos and design cues whilst still maintaining a clean aesthetic. The back of the jersey consists of a circle, the Attaquer logo, and a larger branded panel that’s semi-concealed by the center rear pocket. The logo and circle graphic are both reflective and there's a reflective tag sewn under the middle pocket. On the front, there’s a single Attaquer logo just under the rib cage and another on the top of the left shoulder. 

Both the men's and women’s jerseys come in six sizes and in seven color options; Black, Pine, Burnt Orange (tested), White/Stripe, Adriatic Blue, White, and Eggshell.

Performance

Don’t expect a casual fit from the All Day 2.0 jersey, Attaquer specifically says the jersey is designed to be form-fitting and the jersey gives a close yet very comfortable fit. It's not super racy but sits smoothly against the body to eliminate any flapping material. As ride time racks up the All Day 2.0 jersey doesn’t become annoying either, requiring no readjustment and allowing me to concentrate on the ride. The mesh arm and side panels enhance ventilation without leaving you shivering when you’re no longer under the mid-day sun. The arms are cut to just above the elbow and I found the length was perfect, plus they stay in place while riding without the need for any grippers that could add irritation.

At 177cm tall and around 71kg I found the medium jersey to be well-considered although the performance-orientated fit may not be to everyone's taste. Attaquer does accept returns although it's subject to a flat fee in the US ($15) and UK (£14). 

I like the burnt orange color and it is still vibrant after many washes, plus it compliments the Pine All Day Cargo bib shorts I have also been testing. That said, I would avoid pairing this jersey with a white base layer for the first few rides as I noticed some color bleeding after being caught in a rainstorm on the first ride. Once the jersey had been through a few washes it stopped being a problem  It's also worth noting that the logo on the front of the jersey has started to crack as well although it's barely noticeable.

The three pockets on the rear are big enough to store plenty of snacks and other essentials that I need when embarking on a big ride. The compressive material and elasticated opening keep items from moving around or leaping out while riding. The pockets are well-positioned too and I had no problem reaching for a quick bar while riding.

Verdict

From sun up to sun down, the Attaquer All Day 2.0 jersey is stylish and comfortable. Excellent tailoring, well-considered features, and a high-quality material finish make the Attaquer All Day 2.0 one of my go-to jerseys when embarking on big rides. The performance fit is versatile too and the All Day 2.0 is a jersey I'm happy to wear no matter how far or fast I am riding. 

It’s on the premium end but I feel it is competitively priced considering the versatility and the design work that has gone into the All Day 2.0 jersey. Having a crash replacement discount to fall back on - 40% off of an equivalent product - should you take a tumble gives peace of mind although it would be more sustainable to offer a repair option as well.

Tech specs: Attaquer All Day 2.0 jersey

• Price: $155 / £125 / €155 / $200 AUD
• Colors: Black, Pine, Burnt Orange (tested), White/Stripe, Adriatic Blue, White, and Eggshell
• Materials: 90% Polyamide (Recycled), 10% Elastane
• Sizes: XS, S, M, L, LXL, XXL

SRAM has launched the latest version of its RED XPLR AXS groupset which sees the addition of one extra sprocket and one less derailleur hanger. Alongside the update to SRAM's best gravel groupset, Zipp has announced the release of two gravel-specific 303 XPLR wheelsets and a new handlebar.

It was over a year ago SRAM made its checkmate move on the MTB derailleur hanger with the launch of its new direct-mount T-Type Transmission drivetrain. Since then the tech has been filtering through SRAM's MTB drivetrains, including the recently introduced S-1000 Eagle Transmission that will be offered as an OEM spec part of lower-cost production bikes. SRAM has also been busy working on its road tech too, releasing the latest version of its flagship road groupset earlier this year. So it was only a matter of time before its gravel groupsets got an update. It was spotted at Unbound Gravel but now SRAM has officially lifted the lid on the latest SRAM RED XPLR AXS.   

One less hanger and one extra sprocket

The big update revolves around the new RED XPLR AXS rear derailleur. It features a T-Type hangerless design, a MTB-inspired spring clutch, and the number of gears has been increased from 12 to 13-speed. 

We aren't surprised that SRAM's RED XPLR AXS rear derailleur has been updated to the T-Type system. T-Type is claimed to offer more precise shifting with increased reliability and has been quickly implemented throughout SRAM's MTB range. The system uses a direct mount configuration that not only does away with the derailleur hanger but also B and Limit adjustment, simplifying setup and eliminating the need for adjustment. To run the new T-Type groupset, your frame will need to be compatible with the UDH (Universal Derailleur Hanger) standard.

The move to 13-speed is a bit of a curve ball though. This is SRAM's first 13-speed groupset – although 13 gears is nothing new in the gravel sphere as Campagnolo has offered 1x13 for a while with its mechanical Ekar groupset. The new 13-speed XG-1391 cassette features a 460 percent range with a tighter spread of gears (10, 11, 12, 13, 15, 17, 19, 21, 24, 28, 32, 38, 46T) for better cadence management. Interestingly, SRAM has managed to squeeze the extra sprocket onto the block without requiring a narrower 13-speed specific chain and is compatible with all road flattop chains, it also uses SRAM's existing XDR driver body standard.

Lighter cranks and a dual sided power meter

SRAM has also overhauled the RED XPLR crankset, shaving weight with a new hollow carbon construction. The cranks come in more size options (160, 165, 167.5, 170, 172.5, 175) and can be fitted with chainrings between 38t and 46t. 

For those looking for power data to enhance training and racing, SRAM has released a new dual-sided power meter. The power meter is mounted on the spider and uses a proprietary Thread Mount SRAM chainring. Accuracy is claimed to be +/-1.5 percent and the power meter is said to be able to compensate for temperature changes and recalibrate as you ride.

Zipp releases two new gravel wheels

To complement the latest SRAM Red XPLR AXS groupset, Zipp has released two gravel-specific versions of its successful 303 wheelset. 

Up until now, Zipp's 303 Firecrests have been the gravel racer's choice, combining an aero 40mm depth, 25mm inner rim diameter, and low weight. However, it was designed as a road bike wheel and wasn't optimized for 38mm to 50mm tires used in gravel racing.

Zipp claims that the new 303 XPLR S and SW wheelsets are its fastest gravel wheels ever, featuring a very wide internal rim diameter and deeper profile that is said to integrate seamlessly with wider gravel tires.

The 303 XPLR rims feature a 32mm inner rim diameter which SRAM claims improves cornering, decreases rolling resistance, and gives the ability to run pressures under 30psi. The rim uses a hookless design and features a rim edge that's 77 percent thicker than the previous model, decreasing the chance of damage when the tire bottoms out on impact.

The rims are also significantly deeper using a 54mm profile which SRAM says creates the perfect aspect ratio for aerodynamic efficiency with a 40mm gravel tire at race speeds.

A new Goodyear Inter (45mm) or Slick (40mm) gravel tire was designed for the 303 XPLR, SRAM claims the combo offers a five-watt saving over its nearest competitor. There is good reason for this, ISO standards dictate a minimum of 58mm to be run on a rim this wide. SRAM states the "303 XPLR is only compatible with approved tires", so compatible tire options will be limited.

The 303 XPLR wheels come in two options; the 303 XPLR SW uses SRAM's ZR1 hub while a more affordable 303 XPLR S wheelset uses more basic 76 / 176 hubs. If SRAM's numbers are to be believed, the 303 XPLR SW weighs an impressive 1,496g, while the 303 XPLR S weighs 1,610g.

Zipp has released a new SL 70 XPLR gravel handlebar designed to integrate with the new SRAM Red AXS groupset. The unidirectional carbon handlebar features a shelf that smoothly integrates with the lever hoods and covers the brake hoses as they exit the lever. There's hidden external routing for hydraulic hose routing through the stem if you want to hide your hoses. SRAM has added defined locators to the bars for the placement of SRAM AXS Wireless Blips to give more shifter options

The bars have a 70mm reach and 115mm drop giving a shallow position in the drops, the bars are flared with a 5-degree and 11-degree out sweep which positions the drops 6cm wider than hoods.

The Zipp SL 70 XPLR gravel handlebar will be available in 40cm, 42cm, 44cm,46cm, and 48cm widths and weigh a claimed 240g (44cm).

Our Take

Will we see gravel riders gleefully jumping up and down on their rear derailleurs (as demoed in MTB T-Type launch videos) with the introduction of SRAM's T-Type standard? I'm not convinced.

The UDH standard hasn't been as prolifically picked up in the gravel world as it was in mountain biking, which means there are significantly fewer existing bikes that can be upgraded to the new SRAM RED XPLR AXS groupset. Big manufacturers will be keen to convert though and some brands like Specialized and Wilier have already updated their CRUX and Rave SLR to be compatible with the new hangerless flagship groupset.

Whether it's welcomed or not, this is a big statement from SRAM and a clear message of intent that will likely usher in the mass adoption of UDH in the gravel scene. If the introduction of MTB T-Type is anything to go by, we can likely expect SRAM's other gravel groupsets to follow suit over the next year, strong arming UDH and T-Type onto new gravel bikes whether manufacturers and customers like it or not.

Gravel T-Type is officially here and there is nothing you can do about it.

Weight, pricing, and availability 

The groupset is available now and is already available OEM from some manufacturers too. If you have a UDH-compatible gravel bike and looking to upgrade your drivetrain, SRAM's flagship groupset demands a hefty premium. The Red XPLR AXS including a power meter will set you back $3,979 / £3,980 / €4,465 and opting to forego the power meter drops the price to  $3,979 / £3,980 / €4,465.

It's worth noting that the groupset doesn't include the derailleur battery and charger. Unlike the road-going SRAM Red groupset, the XPLR version doesn't include the Hammerhead Karoo GPS computer either.

See below for pricing:

SRAM Red XPLR AXS 

• Price: $700 / £700 / €785 (battery not included)
• Cassette: $650 / £600 / €675
• Chainset with power meter: $1100 / £1100 / €1235 
• Chainset: $650 / £650 / €735 
• Crank arm assembly (BB, spider, chainrings not included): $400 / £400 / €450 
• Power meter spider: $500 / £500 / €560 
• Chainrings (threaded fitment): $150 / £150 / €170

Zipp 303 XPLR SW

• Zipp 303 XPLR SW price: $2,200 / £1,600 / €1,800 
• Zipp 303 XPLR S price: $1,400 / £1,100 / €1,200

Zipp SL 70 XPLR

• Price: $320 / £320 / €360

Goodyear XPLR tires

• Price: $80 / £80 / €90   

As a massive fan of bikepacking adventures, I'm always on the hunt for essential gear at the best prices. UK outdoor and adventure retailer, Blacks, has a massive sale on that includes some amazing deals on Fox Racing kit which I stumbled upon unexpectedly a few weeks ago. 

At the time, I also spotted Blacks running big discounts on some highly recommended products that I've used on my bikepacking adventures that have included the North Coast 500 in Scotland and further afield on the Pilgrims Trail in Italy. Blacks have reductions of up to 64% on tents, sleeping bags, bikepacking bags and much more...

Below I've highlighted my Top Ten stand-out deals and suggest you snap them up fast, Blacks also have an extra 20% or 15% off on selected items by using the codes EXTRA20 or EXTRA15 at the checkout.

Bikepacking kit deals

These Blacks deals are for the UK only, so below you'll find some other great deals on bikepacking essentials and recommended products in your location. Be sure to check our best bikepacking bikes guide for our choice of adventure-ready mountain and best gravel bikes.

There is also a list of retailers with sales running, and you'll find a massive selection of discounts on bikes, bikepacking and cycling kit with some tasty deals.

Quick links US

• Competitive Cyclist: Huge flash sale with big reductions on bikes and kit
• Backcountry: Save up to 70% on MTBs, gear and clothing
• Evo: Decent savings on bikes with reductions across the site
• Jenson USA: Big reductions on tons of gear plus free shipping when you spend $50
• Mikes Bikes: Save on bikes, clothing and accessories

Quick links UK

• Decathlon: Tons of bikes and cycling kit reduced in its summer sale
• Evans Cycles: Up to 70% off a wide range of bikes and cycling gear
• Cycle Store: Big discounts on bikes and even bigger savings on bike gear
• Tredz: Save up to 52% off mountain bikes and gear
• Sigma Sports: Worthwhile reductions on kit, but disappointing bike deals
• Blacks: A load of excellent reductions from some of mountain biking best brands

Attaquer is a fashion-forward cycling brand from Sydney Australia that produces premium cycling kit inspired by art, music, and fashion. The self-described ‘disrupters’ have some out there designs but cycling kit demands more than bold aesthetics to compete with the best gravel bike bib shorts.

As you can probably guess from the name, the Attaquer All Day Cargo bibs are designed for long rides. These are the second generation of the All Day bibs which see the addition of some en-vogue cargo pockets, updated tailoring, and only 100 percent recycled materials being used. I have been putting the Attaquer All Day Cargo bibs to the test to find out if these high-fashion bib shorts feel as good as they look when the miles start racking up.

Design and specifications

Attaquer has used a 4-way stretch 100 percent recycled material and proudly boasts that they are Oeko-Tex Standard 100 certified. The paneling is held together with flatlock seams and the 4cm leg grippers have a fine silicone pattern to help keep them in place. A breathable light mesh material is used for the back panel which the 4.5cm shoulder strap is mounted to.

Mounted below this rear panel and positioned on the lower back are two rear mesh pockets. There's a cargo pocket on each leg, the right is made from a mesh material while the left uses the same material as the bib leg.

The two-piece contoured chamois is Attaquer's own ergonomic design and the pad’s layout is a little different from those I have used in other bib shorts. The front section of the chamois has thicker padding while the rear of the pad is slightly thinner.

Compared to some of the more lairy designs, Attaquer has kept the aesthetics of the All Day Cargo bibs a touch more understated. They come in a choice of Burnt Orange, Grey Smoke, Black, Pine (tested), and Topaz. Branding is also reasonably understated with an Attaquer logo on the right leg and a small logo on the left leg and rear of the shorts. The All Day Cargo bibs come in six sizes for both women and men.

Performance

The quality of the All Day bibs is fantastic, having put a lot of miles into these they are still looking brand new. All the stitching is intact, the material is still flawless, and the pockets haven’t developed any bagginess. The colors still look great and there’s no peeling or cracking on any of the logo's after many washes.

These are my first bibs from Attaquer and I found the fit to be true to size, based on the size chart I went for a medium and the sizing was spot on giving a comfortable fit and well-calculated leg length. They offer a good middle ground of compression, supporting muscles and ensuring a smooth finish while still being comfortable enough to wear on long rides. I expected the Attaquer chamois unusual padding layout to better suit aggressive riding positions due to its forward-positioned padding however it’s been very comfortable across a range of saddles across gravel, MTB, and road bikes. The shorts leg cuffs stay locked in place while pedaling and the straps sit neatly across the shoulders without any bunching.

Both cargo pockets on the legs have enough elasticity to hold items securely, with the left pocket feeling a little tighter and the right mesh pocket having a bit more stretch for bulkier items. The rear pockets give plenty of storage space, although their slightly higher position on the back and shallow angled openings make it a little harder to reach around and get your hand into them compared to other shorts I have used.

It's hard not to compare Attaquer with Australia’s other well-known premium fashion-inspired cycling Maap. I have previously tested the Maap’s Alt-Road Cargo bibs and I found them very comfortable and loved the aesthetic, ultimately questions on quality and general pocket layout dropped the overall score. In comparison, the Attaquer All Day Cargo shorts are just as comfortable, look equally as good, and haven’t yet raised any questions on durability. On the subject of premium bib shorts I have to mention the Velocio Utility cargo bib, personally I think the Velocio offering has a slight edge when it comes to performance but lacks the aesthetical detailing which makes the Attaquer bibs stand out from the crowd.  

Verdict

The Attaquer All Day Cargo bib shorts have become a new go-to when heading out the door for a ride. Well-considered tailoring gives these bibs an excellent fit and the chamois ensured I was comfortable on the bike no matter how far the ride took me. The storage options cover all my pocket needs and the Pine color with contrasting neon ensures the styling is on point without being too brash or loud.

When you’re spending upwards of $300 / £200 on a pair of bib shorts it becomes an investment, crashes happen and Attaquer offers a 40 percent crash replacement service. Although this softens the blow when you hit the ground in your nice kit, I would prefer a free repair service similar to Rapha and Velocio offered as a more sustainable option.

Tech specs: Attaquer All Day Cargo bib shorts

• Price:   $290 / £230 / $370 AUD 
• Materials: 100% recycled polyester
• Colors:  Burnt Orange, Grey Smoke, Black, Pine (tested), and Topaz 
• Size availability: XS to 2XL
• Weight: 221g (medium)

UYN is a relatively unknown player in the world of cycling clothing however the Italian brand boasts a huge range of performance clothing for skiing to sailing, and even has a clothing line specifically targeting freerunning. UYN is an acronym for “Unleash Your Nature” and uses naturally derived fibers to develop its technical clothing and is SteP (Sustainable Textile Production) certified by Oeko-Tex.

The Adventour Cargo bib was developed in UYN’s AREAS facility and combines lightweight Biotech materials, a UYN-developed chamois, and a unique two-layered cargo pocket design. I have been out testing these gravel-focused bib shorts to see how they compare to the best gravel bike bib shorts. 

Design and specifications

The Adventour Cargo bibs use UYN’s Re-Shape fabric made using a combination of recycled polyamide and elastic fibers for the majority of the bib short construction. The rear section and a small front panel use UYN’s Flow Tunnel material. This fabric features perforations and horizontal ribbed channels designed to lift the material off the skin to promote airflow.

Unlike many of the mainstream bib short brands, UYN has chosen not to enlist the help of chamois experts Elastic Interface. Instead, it has developed its own multi-layer AIR-LR110 chamois pad which features two layers of foam, a soft Premio face fabric, and a front mesh section to promote airflow. 

The Adventour Cargo bib shorts feature a unique pocket arrangement on each thigh. Rather than have a single mesh pocket on each leg and a rear pocket like most cargo bib shorts, UYN has opted to go for a two-layer pocket on each leg. Both the inner and outer pockets use an elasticated mesh and feature alternating angled access making it easy to reach into all the pockets when riding. 

Performance

The Adventour Cargo bib short has a low-slung shape to minimize coverage and the general sizing felt spot on. The leg length is reasonably long and the straps sit comfortably over my shoulders. I like the deep elasticated cuffs on the legs although they don’t feature much in the way of grippers so move around a little when riding. 

The Re-Shape fabric has a nice finish that's soft to the skin. It's lightweight too so in hot weather you quickly feel the cooling effect of airflow passing over the shorts as soon as you start moving. The mesh section on the front of the chamois further enhances this and the Flow Tunnel back panel deals with any moisture buildup well.

Unfortunately like most other bib shorts that use lightweight fabrics, I found they lacked enough compression to give a smooth comfortable fit. It results in a bunching of material around the crotch when seated on the bike which is not only a bit unsightly but also leads to bits and bobs not being supported properly when pedaling. While the low compression is fine on shorter rides, it can become uncomfortable on longer or more intense rides.

I didn’t have any problems with the chamois and although these shorts wouldn’t be my first option for longer rides, I think the chamois itself would be comfortable as the hours clicked by. Although the Re-Shape fabric struggles to hold my anatomy in place while riding, it offers enough structure to stop the pad from moving so I didn’t feel the need to make any chamois readjustments while riding.

In practice, doubling the cargo pockets doesn’t really add up to more pockets if you are layering them on top of each other. That said, this pocket configuration does offer a few neat benefits. For a start, having more easy-access pockets offers a little bit of organization and easier access. For example, if you need somewhere to quickly stow a tool while you have your hands full fixing your bike, you can stash it into a pocket without mixing up with other things in there. It also means the elasticated mesh used for the pockets doesn’t have to be as stretchy to achieve the same level of security without pulling the short legs out of shape. The outer pocket is a little looser which is better for bulky items while the inner pocket does a great job of stopping flatter items like a phone from jumping around while pedaling.

UYN claims that the bib shorts feature an “abrasion resistant material”, however, my sample pair is already showing signs of wear with some bobbling to the material on the seat of the shorts. Oddly it's only on one side and I don’t recall any specific incident that may have caused it beyond general use. Either way, considering UYN specifically says the material is “highly resistant to abrasion” it's a little disappointing to already see signs of wear and tear.

Verdict

There's a lot to like about the UYN Adventour Cargo bibs if you're looking for a cargo bib short for hot climates. The channeled Flow Tunnel back panel and ventilated chamois pad work well to channel airflow and keep you comfortable and cool in high temperatures. The pockets work really well too and although they don’t have the subtle, almost invisible finish you get on some of the top-end bib shorts like Velocio Utility cargo bib and 7Mesh RK2 Cargo, they offer an additional level of practicality. Ultimately though the Adventour Cargo bibs are let down by the Re-Shape material's lack of compression which lacks support and affects the fit of the shorts when riding. On top of that, early signs of material wear raise questions about durability and longevity. 

Tech specs: UYN Adventour Cargo bib shorts

• Price: $139 / £139
• Materials: 100% Polyamide / 83% Polyester, 17% Elastane / 78% Polyamide, 22% Elastane
• Colors: Black, Pine Grove
• Size availability: S to XL
• Weight: 190g (medium tested)  

With an eclectic range of influences, ranging from super-hero movies, gaming culture and most heavily, the realms of fantasy (with a little dose of '80s pop culture thrown into the mix), London-based Wizard Works led by Harry and Veronica are a small team that create some unique bikepacking gear. With a focus on sustainability and ethical manufacturing, all of its products are designed and made by hand in-house in its London studio.

The Oglah hip pack – named after the leader of a band of infamous Hobgoblin mercenaries from the Warhammer tabletop gaming universe, is the smaller sibling of Wizard Works larger 4.8 litre Hobgob hip pack. Aimed at adventure and trail riding, it features 2.2 liters of storage capacity for carrying all your essentials, a Fidlock side buckle for fit, thick mesh padding for comfort and airflow and an elastic bungie cord for stashing a spare layer or light jacket. It’s made from tough water-resistant materials and features 2 optional – and very clever, removable quick-draw bottle pockets. I load it up and strap it on for an adventure to see how it fares in a battle of the best MTB hip packs and gravel riding kit. Now, I wonder if it has room for my war hammer.

Design and specifications

The main body of the Oglah is constructed from 500D Cordura with side panels made from recycled RX30 Xpac which is a carbon-neutral fabric. Both provide excellent levels of abrasion resistance and strength with water resistance courtesy of a non-fluorinated DWR coating.  Weatherproofing is further bolstered by a water-resistant Aquaguard YKK zip. Fit is taken care of by a side-mounted Fidlock magnetic hook buckle and the adjustment buckles are mounted at the wings for improved comfort. The wide wings lead to a deep 40mm belt which gets ample elasticated loops to keep the strap tidy.

9mm deep foam-covered mesh provides padding and airflow at the back, which is further bolstered by 10mm Eva foam padding on the inside of the pack. Thinner mesh padding wraps around the wings of the belt for added airflow.

This pack uses a Molle system (Modular Lightweight Load-Carrying Equipment) – a series of vertical woven strips. This was developed by the US military to secure two of its optional bottle pockets using the Blackhawk Speed clips which interweave through these straps for a secure fit.

There’s also an elasticated cord to the bottom of the pack with a quick-release buckle for stashing an extra layer with reflective detail tabs. A single stretch panel divides the interior to secure smaller items and there’s a key leash and clip. 

It’s not a cheap pack though, costing $198 / £155 with an additional $38 / £30 per bottle pocket. Available in four color options and a rather radical '80s-inspired splatter pattern. There’s also the option for custom colors or a multi-colored design with different strap lengths of 45-65 inches. 

Performance

After many miles of riding, on both mountain bikes and my gravel bike, it’s fair to say I’ve fallen under the Oglah’s spell. 

One thing that is absolutely essential to me is the ability to carry extra water and the Oglah absolutely nails it with the Molle mounted bottle pockets. From the first reach around to rehydrate I was smitten. My bottles were easy to locate and release from their bungee cord secure straps whilst riding. And then just as easy to replace without drawing my attention away from riding the trail. The system is a little fiddly to set up and attach at first but watching the YouTube how-to video made it easier. 

I was able to fit all the necessities needed for a ride and the elasticated pocket kept smaller items from rattling around. I stashed a lightweight windproof jacket to the bottom and holstered two 550ml water bottles. 

The magnetic Fidlock buckle mounted at the side, made for a really comfortable fit as it didn’t cut into me at the front and it snaps into place with ease. The straps were easy to cinch in too, to tailor a secure fit and stayed flap free using the two elasticated loops. It was easy to adjust fit using the large side buckles and they are well placed out of the way. Accessing the pack whilst wearing was pretty easy too using the large looped zip pull tags, something that can be an absolute 'mare with some packs. 

It’s a really comfortable and secure fit, even when carrying two full bottles, kit and an extra layer – which I was concerned about. It stayed securely in place when I rode technical tails on the mountain bike and it felt comfortable enough for long gravel grinds. The mesh padding at the rear did a really great job of moisture management in hot weather and that extra 10mm pad internally went some way in adding another layer of comfort when the pack was fully laden. So far, it’s done a sterling job of fending off trail spray and the odd summer shower keeping the contents bone dry. 

I’ll admit I love the look of this pack as well and the craftsmanship is fantastic. I wasn’t bold enough for the splatter pattern, although I love it, so opted for the olive colorway. All this will cost you – especially when you add in the bottle pockets at an extra £30 a pop. But for that, you get a pack made from premium materials, hand-made in the UK with a lifetime warranty against craftsmanship and defects.

Verdict

With an awesome name and available in lots of color and fit options, the performance of the Oglah hip pack is excellent and equally matched by its looks. It surpasses some other packs with the use of the excellent bottle pockets which really are a joy to use. If your pockets are deep enough, then it’s a worthwhile investment given the warranty and premium craftsmanship but there are cheaper options out there.

Tech specs: Wizard Works Oglah hip pack

• Price: $198 + $38 per Bottle Pocket / £155 + £30 / €183 + €35
• Colors: Black / Chocolate / Orange / Splatter + custom options
• Volume: 2.2 Litres
• Sizes: Small - up to 45” / Standard - up to 55” / large up to 65” 
• Materials: 500D Cordura, recycled RX30 Xpac
• Dimensions: 24cm weight, 13.5cm height, 8cm deep
• Weight: 315g + 60g per Bottle Pocket
• Rival products: Rapha Trail hip pack, Restrap Utility hip pack

Rab has a long-standing reputation for making high-quality outdoor kit and clothing, and now it’s making MTB gear these new Cinder Crank Pants are no exception – although the price reflects that. Made from a lightweight softshell material, they are available in both men and women’s versions that are broadly similar but do have a few different features – the men’s have a zip fly, for example, while the women’s are pull-up. They also have a choice of three leg lengths, while the women’s only come in one length. Check out our best MTB pants buyer’s guide for more trail trousers.

Design and specifications

The Cinder Cranks have definitely been designed for maximum comfort. They’re made up of multiple panels of Rab’s proprietary lightweight stretch softshell, which is breathable yet wind-resistant and has an eco-friendly DWR finish. These trousers are unusual in that, thanks to super-stretchy – and soft – waist panels, they simply pull up, doing away with zips and waist adjusters. This is both practical and flattering, making them quick to pull on and giving a streamlined profile. The pre-shaped legs allow ample room for trail knee pads, while the seat and back of thighs use a slightly harder-wearing softshell. The gusset is reinforced for added durability and, similarly, there’s an ankle patch inside the right leg.

Features include two zipped thigh vents, the idea being you can reach through to access the contents of the pockets on your Rab Cinder Cargo or Liner shorts. There are also ankle zips, with a fabric gusset behind, so you can cinch the legs in after you’ve pulled them over your feet. Lastly, they have a rectangular zipped pocket on the right hip and reflective detail on both legs.

Performance

What stands out as soon as you pull these on (literally) is just how comfortable they are, with the soft feel and generous stretch of the fabric plus lack of bulk around the waist, where you get sweaty enough anyway and waistbands can dig in. They’re a match, or possibly exceed, Rapha’s Trail Lightweight Pants in this respect.  The Crank pants are totally unrestrictive, so much so that I also did yoga in them before riding! The broad elastane-rich waist panels – cut low at the front and good and high at the back (with a silicone logo inside the rear for added grip) – ensure the pants stay in place. I had no issues with them pulling down, although over the course of my testing they did become looser, but I also dropped a few pounds at the same time so it’s hard to tell if this was due to excess stretch in the fabric too. However, if you prefer a closer fit I’d advise sizing down, especially if you’re between sizes.

The material is perfect for mild weather, or when you want a bit of protection from nettles and suchlike. It’s breathable enough in warm temperatures and warm enough when a chill wind blows, plus the DWR protects you from spray or light drizzle. If you do get wet then the fully synthetic fabric dries out pretty quickly anyway. The articulated knees mean there’s no sensation of the fabric pulling when pedaling and I experienced no snagging on my pads, all adding to the excellent riding experience. The legs taper markedly at the calf and ankle, making the ankle zips almost superfluous as they’re pretty narrow already.

So far so great, although I feel the features don’t quite live up to the magnificent cut and comfort. The pocket was too narrow to fit my smartphone, and its position on the hip isn’t the best as you’d most likely land on it in the event of a fall. I’d prefer an outside thigh pocket big enough for a phone, like Rapha have on both their Trail Pants, which doesn’t interfere with pedaling. In fact, when I first opened the thigh zips, that is what I was expecting to find. I think pockets would be more useful than the vents, which rely on you wearing coordinating cargo liner shorts. 

I experimented using them as vents to dump heat, riding with one open and the other closed, but really couldn’t notice any difference. Also, as I like wearing short padded shorts in warmer weather it meant I was exposing bare skin, a strange look! Then there’s the added jeopardy of a wasp or bee inadvertently flying inside the trouser leg… However, not having pockets isn’t the end of the world and doesn’t detract from these pants’ superior comfort and great fit. They’re also showing little sign of wear, which bodes well that they’ll last you.

Verdict

If you’re after a supremely comfortable, well made and flattering pair of riding trousers that will see you through from spring to fall/autumn – and aren’t bothered about having a smartphone pocket – then I’d highly recommend Rab’s Crank pants. They are on the pricey side, though, but you can be sure of the quality.

Tech specs – Rab Women’s Cinder Crank Pants

• Price: $160 / £135
• Sizes: UK 8-16
• Weight: 267g (size 12 / US M tested)
• Colors: Anthracite, Orion Blue (pictured)
• Materials: Polyester, polyamide, elastane

It's the last day of the Amazon Prime Day sale and these Shokz headphones are brilliant for listening to music while riding. We are big fans of safely listening to music on the go, but earbuds have always been problematic, as most earphone designs either close out the surroundings which can be dangerous on the road, or they are at risk of leaping out when sending it on the trails.

Shokz aims to solve all these issues with its bone-conduction headphones. The latest models – the Shokz OpenFit are also discounted and these use a slightly different open-ear technology that we found gave a superb sound quality over their Shokz siblings.

Saying that Bike Perfect tester, Graham Cottingham, still preferred the overall performance of the Shokz Bone Conduction technology. Having first used the OpenRun model, he was so impressed he upgraded to the OpenRun Pro, and he liked those so much they featured in his Gear of the Year lineup.

US Shokz deals

UK Shokz deals

The Competitive Cyclist 48-hour flash sale that ran in conjunction with the Amazon Prime Day sales has ended, but the huge deals keep coming as the American cycling retailer has handily kept its deals live – and even improved some of them.

Competitive Cyclist has plenty of brilliant offers on everything including bikes, components, clothing, and protection. So no matter what you're after, Competitive Cyclist probably has it. I've had a good rummage through the MTB and off-road cycling deals and picked out the very best below, but best grab them quick as they may not be around for much longer.

Competitive Cyclist Sale quick deals

• 1. MTB shoes: Five Ten Trailcross. Were $165, now $99
• 2. Helmet: POC Ventral Air MIPS. Was $260, now $195
• 3. MTB shoes: Specialized 2FO DH Clip. Were $169.99, now $49.99
• 4. Clothing: 7Mesh Farside Shorts. Were $120, now $84
• 5. Sunglasses: Smith Wildcat ChromaPop. Were $209, now $156
• 6. Protection: G-Form Pro-X3 Knee Guards. Were $74.99, now $41.50
• 7. Components: Fox Transfer SL Factory Dropper Post. Was $399, now $299
• 8. Clothing: Fox Ranger Lite Short. Was $89.95, now $62.99
• 9. Components: SRAM NX Eagle DUB Groupset. Was $404, now $282.80

Bike deals

Component and accessory deals

Helmet and shoe deals

The above deals are only for US-based shoppers at Competitive Cyclist so I've added the best mountain bike deals from various retailers in your territory, including the best Amazon Prime Day deals.

This SingleTrack Jersey is the short sleeved version of the Endura Women's SingleTrack Tank Top, although unlike the vest there's also a men's version. Both are the same dollar price on the US website but, oddly, on Endura’s UK website the men's RRP is £10 cheaper, at £49.99, than the women's version. Check out more women's MTB riding tops in our best MTB jerseys guide.

Design and specifications

The Endura Women's SingleTrack S/S jersey design is, unsurprisingly, very similar to that of the brand's SingleTrack Tank Top. It’s made from the same polyester/elastane mesh material (80% recycled), with a high-cut round neckline and longer back; there are the same extra-large perforations on the upper back; plus it has a small zipped valuables hip pocket, albeit with a smaller metal zip tag. Where it differs is it has short sleeves with a fine stretch mesh panel that extends right around, over the shoulder and underneath the arm, for freedom of movement and added breathability. According to Endura's website, the fabric also has an antibacterial treatment to "prevent odor build-up".

Performance

This is a perfectly good riding top that performs as you’d expect, in that the synthetic fabric is lightweight, wicking and dries very quickly. It is also very well made and designed, with lots of attention to detail, such as the softer material at the back of the collar and bonded, rather than stitched, hems at the back and the front of collar for a smoother profile with less chance of skin irritation. As with the tank top, I like the high neckline (for sun protection) and good length at the rear to keep your back well covered. The sleeves are fairly short though.

While the fit is described as “relaxed and feminine”, my size medium is notably tighter than the same size Tank Top and I found the arm holes a tiny bit tight, so (unless you’re slim) if you prefer a looser fit, I would size up. However, sizes only go up to XL (as opposed to XXL for the vest) so that’s limiting for more curvaceous women. 

Surprisingly, given they’re made from the same melange fabric, it doesn’t feel as soft as the tank top, which has a lovely silky quality. Perhaps this is down to the antibacterial treatment, which may wear off after a few more wash cycles. To be honest, I couldn’t notice any difference in whiffiness and would wash the top after each ride anyway. The tighter fit combined with the ‘stiffer’ fabric feel meant it’s not as super-comfortable as the tank top, which felt luxurious in comparison, but it seems a durable jersey that will survive bramble thorns and the odd crash.

Verdict

This is a great all-round summer riding jersey, very well made with neat details and quality fabric. It is perfectly comfortable, although unless you’re super-slim you might want to size up to get more room around the arms. It can’t beat the superior comfort of Endura’s SingleTrack tank top though. And, full price, it is a lot of money compared to some other brands. If you’re petite enough to fit an XS, the Paprika color is currently heavily discounted on Endura’s UK website to £15.99, in which case I’d snap one up.

Tech specs – Endura Women's SingleTrack S/S jersey

• Price:  $69.99 / £59.99
• Sizes: XS-XL
• Colors: Punch Pink (pictured), Blue Steel, Paprika (men’s: Ink Blue, Grey)
• Materials: Polyester 90%, Elastane 10%

The Hummvee is one of Endura’s most enduring, and popular, items of clothing – the original shorts were developed over 20 years ago for cycle couriers, but were soon adopted by mountain bikers as a favourite ‘bombproof baggy’. I bought my first Hummvee 3/4-length shorts back in 2007 and they have proved as indestructible as Endura claims. Of course, the Hummvees have been updated over the years and this most recent iteration is still available in the below-knee 3/4 length, as well as in a lighter weight version called Hummvee Lite. The current men’s Hummvee shorts have longer legs than the women’s, and are also available in a lot more color options.

Design and specifications

These women’s Hummvees stand out from most modern MTB shorts thanks to their traditional appearance, with a high, elasticated waist and short 10in inseam – in fact, they could easily pass for (and function equally well as) hiking shorts, with no fewer than six pockets. They have plenty of bike-specific features too, the most obvious being the included ClickFast detachable liner with 200 series pad, and its accompanying press-studs inside the outer shorts’ waistband. Then there are the zipped, mesh-lined vents on each thigh to dump heat, a seam-free one-piece gusset made from a thicker-weave material, plus a super-stretchy rear panel below the waist that prevents the waist pulling down when you’re in the riding position.

The Hummvees are built to withstand abuse, made from ripstop nylon with double and triple-stitiched seams to ensure longevity. The fabric has a PFC-free (non-toxic) Durable Water Repellent finish too. The broad waistband is lined with a soft mesh, fastens with a button attached to a sturdy fabric loop, as opposed to cotton thread, and it comes with a webbing belt as well (which I found superfluous).

Performance

Starting with the liner shorts, I found them to be very comfortable and well-fitting with a great pad. The thin mesh fabric is relatively cool and the broad waistband and leg hems don’t dig in or cause any unsightly bulges – just as well as the liner legs are visible below the outer shorts when you’re pedaling. Onto the baggies… as mentioned, the legs are very short compared to most MTB shorts, so wouldn’t be compatible with knee pads unless these had a long leg sleeve. Also, being made from non-stretch nylon, the leg hem doesn’t have any give and I found its circumference a little narrow. At the top of the pedal stroke, the hem pulled on my thigh slightly, not a major problem but I was aware of it. However, my legs measure 19-20in around mid-thigh, which is fairly wide, so this might not be an issue for most. In contrast, the fit at the waist and through the hips is pretty spacious.

Being so short in the leg is great for casual summer rides, but seems slightly at odds with the Hummvees’ heavyweight construction – the thick fabric weave, lots of pockets and multi-layered waistband – which makes them feel rather hot. I’d be tempted to go for Endura’s Hummvee Lites instead, for more breathability and their stretch fabric. Despite their indisputable quality, the plain Hummvee’s waistband is too high, and bulky, for my tastes – the less material here the better as it gets so sweaty. In fact, I’m not a fan of short shorts either, so Endura’s SingleTrack Lite shorts would be my preference for summer riding, with their low waist, long legs and lightweight stretchy material.

Lastly, I need to mention all those pockets – zipped, Velcro'd and flap-over – great if you like stashing stuff on your person, and useful for bikepacking. While there are many pockets, I didn’t find one that could comfortably fit my phone, a Samsung S21, which is by no means enormous by current standards. In the front pockets I found it dug into my leg when pedalling, and it only just fitted in the back pockets so I could feel it pulling. I much prefer carrying my phone on the outside of my thigh, as you can with Endura’s excellent Women's SingleTrack Leggings.

While I have nitpicked various aspects of these shorts, they remain one of Endura’s best sellers so clearly it’s a case of horses for courses and depends whether you like the style. The included liner is excellent and there’s no disputing they are very well made and durable – so no worries riding through thorny undergrowth or taking a tumble in these! Even though they're not my cup of tea, for these reasons the Hummvees still deserve a good score.

Verdict

The Hummvees are great quality and great value, but they are a Marmite garment – you’ll either love them or not get on with the design at all – if you usually wear knee pads and like to carry your smartphone in a thigh pocket, they’re probably not for you. The warm, heavyweight fabric also seems at odds with the minimal leg length. It makes more sense to me to buy the longer 3/4 Hummvees for winter and the Hummvee Lite shorts for summer. The previous Hummvee Short II is currently available half price on Endura’s UK website.

Tech specs – Endura Women's Hummvee shorts

• Price:  $99.99 / £74.99
• Material: 100% nylon
• Sizes: XXS-XL
• Colors: Black, Deep Teal, Blue Steel

Listening to music on the bike is a bit of a contentious subject as blocking out audio cues from the trail, bike, and nearby traffic around that could be potentially dangerous. Up until now, the best option I have found is Shokz OpenRun Pro headphones. They use bone conduction to shortcut your ear drum leaving your ear holes free to hear sounds around you. Although the sound quality is decent, they can’t come close to matching proper earbuds.

Shokz then released the OpenFit – which uses DirectPitch technology to improve audio quality but maintains an open-ear design and solves some of the gripes I have with the OpenRun Pro. On paper, the OpenFits have what it takes to supersede the Shokz OpenRun Pro as the best headphones for riding, to find out I have been blasting the tunes on rides to put them to the test. 

Design and build

By switching from bone conduction technology to its DirectPitch technology, Shokz has been able to forego the mono-wrap around design of the OpenRun Pro in favor of a truly wireless earbud design. The OpenFit earbuds sit near the opening of the ear and are held in place with a hooked section that tucks behind your ear similar to the Oladance Wearable Open Ear headphones. The “dolphin arc ear hook design” fit feels pretty secure and they are quick to take on and off.

The OpenFit earbuds feature an 18x11mm dynamic driver and use Shokz’s DirectPitch technology which is said to use reverse sound waves to optimize audio delivery to the ear. Shokz also says it uses a proprietary low-frequency enhancement algorithm that dynamically adjusts the EQ in real-time. 

The OpenFits come with a small square case that measures just 65mm x 65mm and securely stores the OpenFit’s inside with magnets. The case has a built-in auxiliary battery so while the earbuds are tucked away in the case their batteries are being topped up. The case matches the Black or Beige color of the OpenFit earbuds and has the same soft-touch finish. There’s a battery indicator light on the front and a USB-C charge port on the rear, you can only charge the earbuds using the case, so make sure you don’t lose it.

The earbuds are IP54 rated so they will shrug off rain although the case doesn’t have any waterproofing so you better keep that dry. The earbuds claim to offer 7 hours of battery which is said to be increased to 28 hours with the case.

Music is controlled via touchpads on the outside edge of the left and right earbuds. As standard, you double tap either earbud to pause or play music, to skip forward you long press the right earbud, and to skip back it's a long press on the left.

Shokz has a companion smartphone app to customize and support the OpenFits. You can choose from EQ presets (standard, vocal, bass boost, treble boost) or create your own using five sliders. Touch controls can be changed if you want to add volume controls or direct access to your phone's voice assistance.

Performance

I’m going to caveat this review with the fact that I am far removed from an audiophile, instead, I am going to concentrate more on how the OpenFits work as a way of listening to music on the bike.

Audio quality is important though and my unrefined ears were really impressed with the depth and detail from the OpenFits. I didn’t fiddle with any of the sound presets or EQ settings, but if that's your thing there is plenty of possible fettling to tweak the audio to your liking. Audio quality is also noticeably punchier with considerably more depth and bass than Shokz top-of-the-range OpenRun Pro bone conduction earphones.

The open-ear design of the OpenFits is appealing if you like listening to music when riding and I'm willing to sacrifice a little sound quality if it means I can hear cars and goings on around me. At speed though, the OpenFit’s seemed to be more affected by wind noise than the OpenRun Pros. I suspect this is down to the fact the blustering air doesn’t interfere with the bone conduction vibration but dilutes the DirectPitch output and you will need to blast the volume of your music on fast gravel or road descents if you want to still hear it. 

Not only do they seem to suffer a little more in loud environments compared to bone conduction, but in quiet settings there is a significant amount of sound bleed which could irritate those around you.

Although the touchpad controls work pretty well in day-to-day life, when riding I struggled with the lack of haptic control making it slow and fiddly when riding. The default double tap and hold controls make sense, although I was surprised at how much I missed having volume control on the earbuds. You can customize the touchpads to have volume controls, but you need to sacrifice either skip forward or back functions to do this.

The OpenFits are claimed to have 10 days of standby but they seemed to lose a lot of charge when not in use, I frequently found the earbuds and case would be completely dead in less than a week, even if they were left with plenty of charge in the case. That made it hard to determine whether Shokz's claim of 28 hours of battery life was accurate. The battery life of the earbuds isn't far off Shokz's stated numbers, although I never got close to the 28 hours total time with rear world usage.

My biggest gripe with the OpenRun Pro is that the one-piece design makes them annoying to tuck away in a pocket if you no longer want to wear them. Being able to pop the OpenFits into the little charging case and stick in a pocket is a big benefit when bouncing between places throughout your day. That said, I often forget I'm wearing the OpenRun Pros whereas the slight movement of the OpenFits constantly reminds me I am wearing them. While I have never had an OpenFit earbud fall out while riding, this slight movement doesn't fill me with confidence that they would stay secure when hammering down vibration-rich trails, compared to the OpenRun Pros which have never budged.

As the earbud design has a small profile, there were zero compatibility issues with any MTB helmets or gravel helmets that I used and they didn't interfere with sunglasses either.

Verdict

Although there are quite a few things that irritate me about the Shokz OpenFits, they aren’t as bad as I have made them out to be. They are great for offering a rich soundtrack to your day while jumping between exercise, commuting, and the office as you aren’t too close to any loud noises or work in a quiet office. Audio performance is impressive and they are secure and comfortable to wear making them a great option for general audio enjoyment.

On the bike though, they just can’t match Shokz OpenRun Pro’s. Sure the bone conduction delivery doesn’t come close to the audio quality of the OpenFits, but the OpenRun Pro performs considerably better when riding at speed, has simpler controls, feels 100 percent secure, and is more waterproof too. If you're looking for the best way to listen to music on the bike, Shokz OpenRun Pros are still my number one choice.

Tech specs: Shokz OpenFit earphones

• Price: $179.95 /  £179.99
• Color Options: Black, Beige
• Weight: 9g (each pod), 59g (case)

SRAM released Eagle back in 2016 – the 10-50t cassette that would be the first wide-range cassette and the final nail for off-road front derailleurs. Shimano followed suit, literally one-upping SRAM with a 10-51t before SRAM reinstated itself as the range masters in 2020 with the release of its 10-52t cassette, which has a generous 520 percent range. 

There is always room to eke out a little more performance, leaving an open door for brands like e*thirteen to manufacture cassettes that add even more range to your MTB groupset. I previously tested the e*thirteen Helix Plus cassette which offers a wide 556 percent range using a 9-50t cluster. More is definitely more, and e*thirteen has taken it even further with the e*thirteen Helix Race, which has a massive 578 percent range. Can you have too much of a good thing though? 

Design and build

To give the Helix Race cassette its extra 22 percent of range over the Helix Plus, e*thirteen has upped the largest cog size to a 52t. The cassette uses a two-piece forged and CNC-optimized design, with the two largest cogs using AL-7075-T651 alloy and the rest of the block using SCM445 Steel. The steel section has the same 9, 11, 13, 15, 17, 20, 23, 27, 31, 36t range as the Helix Plus, with the alloy 43t and 52t giving the extra range.     

The larger spread of gears doesn’t come at the expense of weight either. Despite the larger 43, 52t sprocket size of the Helix Race cassette, e*thirteen has managed to shed 8g off with the Helix Race weighing in at 407g on my scales. That means it’s also a good bit lighter than Shimano’s XT 10-51t cassette (469g claimed) and SRAM’s 10-52t cassette (450g claimed).

The cassette is only compatible with SRAM XD/XDR freehubs, the alloy cluster slides onto the XD splines and is tightened using the 3mm pinch bolt to 3nm torque. If you are fitting the cassette to an XDR driver, you will need to use a supplied spacer behind the cassette. The steel cluster then seats into the alloy carrier using a chain whip or HG lockring tool to lock the two sections together. The tolerances on the interlocking tabs of my test sample were very tight and it took a few goes and a fair bit of force to get the steel cluster fully engaged into the locked position. Once locked in there is a small grub screw to make sure everything stays in place. Other than the difficulty of locking the two sections together, fitment was a straightforward process.

If you already have a Helix Plus cassette you can retrofit the Helix Race 43, 52 alloy cluster to your current setup, rather than buy a whole new cassette. The Helix Race can be color-matched to your other e*thirteen products, the alloy cluster comes in five different colors; Grey, Bronze, Naranja, Eggplant, or the PVD (Physical Vapour Deposition) Intergalactic finish which I have on test and is said to be harder wearing.

It’s worth noting that while the Helix cassettes are compatible with 12-speed drivetrains from Shimano, SRAM, and TRP, e*thirteen’s cassettes aren’t compatible with SRAM’s T-Type Transmissions as the cog spacing and overall size of the T-Type cassette is different. 

Performance

Out on the trail, the combination of SRAM GX AXS derailleur and Helix Race cassette gives sharp and precise gear changes across all the cogs. It’s been fit and forget requiring no readjustment or fettling and consistently changing no matter the levels of slop on the block or badly timed shifts I have subjected it to. Those seeking ultimate efficiency will be quick to point out that smaller sprockets are less efficient although the usually low cadence pedaling when cruising at high speed produced no discernable drag.  

A wider gear range means bigger jumps are needed to get between the 9t and 52t cogs yet the extra jumps between tooth counts are barely noticeable across the block. The only discernible leap is the 11t to 9t, but unlike lower gears where large jumps between gears can disrupt cadence, gaps between harder gears are less of an issue and it rarely bothered me.

It’s not just a range and smooth shifting upgrade either, it could make your suspension work better too. Although you are unlikely to notice the difference when riding, your suspension might. Lowering the unsprung mass (the weight of the components that aren’t suspended by the suspension) will reduce the amount of work your damper needs to do to absorb bumps. Less work to move your wheels around will mean better suspension performance. A 50g difference in unsprung mass between the Helix Race and a GX cassette will probably be very subtle, however, if you’re upgrading from a cheap cassette the difference could be over 200g and be quite pronounced on rough trails.

Verdict

The e*thirteen Helix Race will be a significant upgrade for your drivetrain if you’re looking for the ultimate gear range to tackle steep climbs, loaded bikepacking, or just prefer to spin up climbs. Not everyone will need so much range though, for most of the MTB riding I do I am more than happy with a 10-50t cassette. I’m generally not climbing anything that demands a 52t to get up and I’m certainly not descending anything that requires a 9t. I don’t hate having the option though, and the range in the middle of the block is still close enough for me to comfortably pedal around without feeling stuck between gears that are too easy or too hard. Luckily, the Helix Race offers more than just a wide gear range, shifting is slick and precise plus weight saving is always welcome on long climbs and potential suspension flattery.

It’s not a cheap upgrade, so unless you really need the ultimate gear range I would opt for the Helix Plus cassette instead as it still offers a performance upgrade over Shimano and SRAM but is a good bit cheaper. After all, if you decide you want more range you can upgrade the Helix Plus to the 43-52t cluster at a later date. If weight saving rather than range maxing is what you're looking for, then you might be better off looking at the Garbaruk’s 12sp cassette as it shaves a further 50g (10-52t, XD) compared to the Helix Race. 

Tech specs: e*thirteen Helix Race 12-speed cassette 

• Price: $379.95 / £319.95 / €348.85
• Sizes: 9-52t
• Options: XD only freehub
• Colors: Grey, Bronze, Naranja, Eggplant, Intergalactic
• Weight: 407g

Schwalbe has just launched Clik Valve, a new push-on inflation system for tires that claims a 50 percent higher air flow rate than existing Presta and Schrader valve systems and reduced air loss.

Clik Valve kits consist of valve cores that screw into existing valve stems, and pump head converters that are designed to fit pumps with removable inserts.

The new valves and pump heads were invented by John Quintana who was looking to make a system that his children could use as they struggled with the fiddly nature of inflating Presta and Schrader tires. Clik Valve is designed to be easy to push on and pull off. While there are plenty of existing push-on pump heads for Presta bike tire valves, most use some kind of locking mechanism and it's not always easy to get them properly seated on the valve.

Clik Valve is designed to fit any valve with a removable core, so will work with inner tubes and tubeless systems. As well as the conversion kits, Schwalbe are releasing tubeless valves in a range of sizes which will be followed by dedicated Clik Valve inner tubes.

Pricing is similar to existing systems currently available...

• Tubeless valve kit (two valves and core tool and four rubber bases): $34.99 to $38.99
• Tubeless valve and pump head kit: $44.99 to $48.99
• Brass replacement cores: $14.99 per pair
• Aluminum replacement cores: $16.99 per pair
• Schrader adaptors: $12.99 per pair
• Pump head: $12.99
• Valve cap with built-in core tool: $6.49 per pair

For more info, head to clikvalve.com

Traditionally if you needed to inflate your tires on the go you had two options to choose from, the trusty mini pump or the quick and efficient CO2 inflator. Recently a third option has been creeping onto the market in the form of small portable battery-powered air compressors.

Cycplus sent me its full range of e-pumps and I have been putting them to the test to see how they compare to each other and whether they have the performance to leave the best mountain bike pumps out of breath.  

Design and specifications

All the AS2 models have the same black alloy construction and feel well-made and sturdy enough to be joggled around in a framebag for hours. They all have a similar layout with a stubby press-on nozzle, a USB-C port on the top, and controls on the rear. The nozzles are compatible with both Presta and Schrader requiring a small “pillar” component to switch the nozzle from Presta to Schrader.

The AS2 range has three different models starting with the smallest AS2, then the AS2 Pro, and finally the big boy AS2 Pro Max.

The AS2 is the most portable of the three measuring 46.5mm x 65mm x 28mm and weighing in at 115g (including the silicone case) and is primarily aimed at road cyclists. It has a single-button operation, one press to wake it up and show the green, amber, and red battery indicator followed by a double press within three seconds to start inflating. Cycplus claims the AS2 is capable of inflating a tire up to 100psi and the 300mAh battery is said to be capable of inflating two road tires up to 80psi.

The AS2 Pro isn’t much bigger than the AS2, measuring 49mm x 28mm x 70mm and weighing 138g (including the silicone case), but it features an upgraded motor, pressure gauge, and a larger battery. On the back, there’s a screen showing pressure and battery life and three buttons are used to set a target pressure (psi or bar) when inflating. Max pressure is upped to 120psi and inflation should be faster too. The larger 420mAh battery is claimed to take 30 minutes to charge and is quoted to be capable of inflating two road tires up to 110psi. 

Lastly, the AS2 Pro Max has all the same controls and features as the Pro but gets a considerably larger battery. The 600mAh battery also has a higher voltage output which massively speeds up the inflation time too. So much so that CycPlus suggests that the AS2 Max Pro is capable of inflating motorbike tires and even topping up 195 car tires. This bigger battery does increase the size significantly though, with the AS2 Pro Max measuring 60mm x 32mm x 81mm and tipping our scales at a hefty 231g (including the silicone case).

All the pumps come with a Silicone case to protect against heat build-up. CycPlus advises using an adapter hose if you’re pumping up TPU tubes as heat from the pump could melt TPU stems. The AS2 Pro and Pro Max include an adapter hose that screws into the e-pump nozzle and is Schrader compatible, or can be fitted with an included Presta chuck. The AS2 isn’t compatible with the adapter hose.

Performance

All the stated inflation times are for road tires, so I put all the pumps to the test on 29x2.5in mountain bike tires and 700x40mm gravel tires to find out how they would perform for off-road riders. I choose ballpark numbers so inflation speeds and counts will differ depending on your own tire size and pressure. Smaller or lower pressures see better battery life and faster inflation times whereas larger tires or higher pressures will take a bit longer and require more power.  

The AS2 Pro and AS2 Pro Max excelled when it came to MTB tires, inflating tires up to 25psi in under a minute. Both were able to get a 40mm gravel tire quickly up to pressure and ready to ride. I was impressed with the number of flat to full inflations too, with the AS2 Pro’s battery having enough capacity to pump up five MTB tires or gravel tires. The AS2 Pro Max dominates here, the considerably bigger battery has enough juice for nine mountain bike tires or 10 gravel tires. The AS2 performed impressively well when inflating a gravel tire, achieving close to 40psi in a minute although it struggled a bit with the high-volume MTB tires. 

From the results, there are a few things worth noting too. The smallest AS2 e-pumps performance depended on the battery charge. The pressure it achieved in a minute fell off the emptier the battery got. Pressures also appeared to significantly affect the AS2’s performance, with higher pressures putting more strain on the motor generating more heat and draining the battery faster. The AS2 Pro and Pro Max with their upgraded motor offered a more consistent performance on both MTB and gravel tires.

After inflating a 2.5in tire to 25psi with the AS2 Pro and Pro Max I verified the pressure readings with my digital pressure gauge. It indicated between 23 and 24psi, while there is a discrepancy between the e-pumps and the pressure gauge I can't confirm which is more accurate. It's probably within the claimed 1psi accuracy though and unless you're particularly specific about your pressures, I think it's accurate enough for tires.

I found the charge time for all the e-pumps took a lot longer than stated to reach full battery from empty. Using a standard smartphone charging block and supplied cable, all the e-pumps took around double the time to charge to full according to my timings. Using a more powerful charger will obviously get closer to the official stated times but if you are bikepacking in the middle of nowhere you can’t guarantee fast charge times.

The biggest weak point of the Cycplus inflators is that none of them are waterproof so they are at risk from rain or sweat if you store them in your jersey pocket. The silicone cover will help keep the worst off and Cycplus provides a little zip-lock bag with the pump although this isn’t a very practical solution.

Have you ever been in a scenario where you have a puncture, you can hear it hissing when you're pumping but you can’t locate the hole when there isn’t air going into the tire? I found that if I was careful I could use the AS2 and AS2 Pro hands-free, leaving me free to inspect the tire while it's being inflated. That said, the pumps are noisy so you will be feeling for the puncture rather than trying to hear the hiss.

Verdict

Cycplus’ e-pump range offers a genuine third inflation option and there are some real stand-out benefits for the Cycplus e-pumps over traditional means no matter what cycling tribe or outlook you have. Pumping up a tire with a mini pump, particularly a high-volume MTB tire, takes time and energy. Even the smallest Cycplus AS2 takes away all the effort, quickly inflating tires with ease so you can get riding again. 

It may not be as fast as a blast of the racer’s favorite CO2 but it is also more convenient and less wasteful too. On a packability front, AS2 and AS2 Pro also offer a less fiddly package than CO2 unless you're taping it to the frame where it could get wet. Compared to the 138g AS2 Pro, a large CO2 canister weighs 76g plus around 27g for the inflator head and you only get one bit out of the cherry with that.

The human-powered pump still has the trump card of unlimited inflation should you get struck by multiple flats, that said the USB-C charging means that all is not lost if the Cycplus runs out of battery. If you're bikepacking with a battery pack you can charge it on the go and even one of those ultra-small 5000mAh battery packs is enough to charge the AS2 Pro Max eight times. Alternatively in a pinch, a top-up in a coffee shop is also an option assuming you have a cable and there's a communal USB socket available. Some e-bikes even have a USB-C charging port so you could charge the e-pump from your e-MTB, assuming you have power to spare. Cost will be a deciding factor too as a good mini pump is significantly more affordable than the cheapest Cycplus AS2, which retails for $89 / £70.11 / €82.31   

I think the AS2 Pro is the one to pick for all off-road applications. It's only marginally larger and heavier than the AS2 but has a longer battery life and faster inflation. Being able to set your desired pressure is a big positive for me, removing the faff of guessing and saving battery life as you won’t over-inflate by mistake. Unless you ride with a backpack or have lots of bikepacking bag space, the AS2 Pro Max is a bit big for general riding. That said, if you are only looking for quick trailhead inflation and don’t have space for a floor pump, the AS2 Pro Max is the one to go for.

Cycplus pumps are available from Amazon.

Tech specs: Cycplus e-pump range

• Price: AS2 - $89 / £70.11 / €82.31. AS2 Pro - $129 / £101.62 / €119.30, AS2 Pro Max - $129 / £101.62 / €119.30
• Weight: AS2 - 115g, AS2 Pro - 138g, AS2 Pro Max - 231g
• Colors: AS2 - Black / Silver, AS2 Pro and AS2 Pro Max - Black

This Women’s SingleTrack Tank Top is part of Scottish brand Endura's new spring/summer 2024 collection (like its Women’s SingleTrack Leggings) and is only shown as a female-specific version. There’s no reason why anyone couldn’t wear it though, as the fit is nice and relaxed and it’s cut straight rather than tailored at the waist. There aren't a whole load of sleeveless riding jerseys on the market – for a range of other women's MTB tops see our best MTB jerseys guide.

Design and specifications

This tank top is made from a lovely soft, lightweight mesh fabric (that’s 80 percent recycled), with even softer sections at the rear of the neck and the underside of the arm holes. The cut is loose and unrestrictive, with the back a few inches longer than the front to give a decent length. It has a high neckline and a small zipped valuables pocket above your right hip. As well as the wicking fabric, there are large perforations down the top of the back for even more airflow.

Performance

Endura has done a great job with this tank top, and it does everything it claims of it. The technical fabric is indeed very breathable and dries very quickly – if you’re wearing a pack and get a sweaty back, take your pack off at a snack stop and the material dries in no time. The sleeveless design aids ventilation no end too as you get air circulating through the arm holes – it makes a significant difference from wearing short sleeves, and has made me a convert (although on gnarly terrain I like the illusion of shoulder protection sleeves afford).

This top is also unbelievably comfortable, thanks to the softness of the fabric and its relaxed fit, with a nice airy feel. The softer neck and armhole sections are a nice touch too, and add to the ‘barely there’ feel. The zipped pocket is unobtrusive and useful if you’re riding pack-free, with a very long zip tag that’s easy to grab. Lastly, I think the cut is great – long enough to cover your back when descending, loose through the body and the high neckline is ideal for sun protection. My only criticism is that this yellow color is a bit seethrough, but the darker pink option should be less so.

Verdict

When this tank top was sent to me I didn't expect to like it as I prefer to have sleeves to protect my shoulders when riding, but it’s so comfortable, airy and well-designed that I’ve found myself wearing it all the time on warm days, and not just on the bike. It’s great for hiking or at the gym too, especially if you like a high neck to keep the sun off or reduce chest/cleavage exposure. I’m not mad keen on the color options, yellow or pinky-peach, but that's a personal choice, plus it is a fair chunk of cash for a fairly minimal piece of clothing. However, I highly recommend it for performance and fit if you don’t mind splashing out – or find it on sale.

Tech specs: Endura Women's SingleTrack Tank Top 

• Price:  $41.99 / £47.99
• Sizes: XS-XXL
• Colors: Sulphur, Pomegranate
• Materials: Polyester 90%, Elastane 10% 

Since the first ride in bib shorts blessed with cargo pockets, I have been a convert and downright refuse to go on a ride without the convenience of pockets to stash all my gravel paraphernalia in. Velocio is one of my favorite bib short brands and luckily it didn’t take long for a cargo-compatible pair of bib shorts to be added to its range.

Considering my excellent past experiences with Velocio’s non-pocketed bib shorts I had high hopes for Velocio’s Utility bib shorts, but can they meet my lofty expectations and take the best gravel bike bib short top spot? 

Design and specifications

The Utility bib shorts use a recycled lightweight woven fabric finished with a microfiber bib upper. The stitching isn’t flat locked, but is exceptionally well finished giving the minimal number of seams a very subtle finish. On the inside of the thick leg grippers is a fine silicone hatching pattern to keep the legs in place. Up top consists of two wide shoulder straps that cross at the rear and are sewn into the slightly raised rear section which houses the rear cargo pocket. 

A good sized rear-positioned pocket supplements the cargo pocket on each thigh. The pockets use the same material as the shorts and are lazer-cut and bonded to the shorts. The finish almost seamlessly blends into the shorts, giving a super clean finish.

Inside the shorts, there is Velocio’s proprietary Signature Chamois developed with Elastic Interface which is anatomically specific for the men's and women’s shorts. The pad is the same one used in Velocio’s LUXE, Signature, and Ultralight bib shorts. It uses a dual layer design featuring a high-density layer for comfort and support with a second layer designed to dampen vibrations.

Both the men's and women's shorts come in the same Black or Navy color options with very minimal reflective logo branding on the rear and left leg. When it comes to sizing Velocio is one of the leaders in cycling clothing and offers the Utility in eight sizes for both men and women.

Performance

I had high expectations for the Utility bib and from the moment I put them on I found the Utility bib shorts extremely comfortable. The compressive feel may be a bit odd if you aren’t used to it but on the bike, the Utility bibs have a faultless fit with a clean finish. The fabric has a luxurious feel and although it's pegged as lightweight, it doesn’t feel thin or delicate.

It is worth noting that in certain lights, the lightweight material on the side panels can be slightly sheer – although this doesn’t happen around the more salacious areas. Leg length is just right for me and the grippers ensure they are locked in place no matter how far I was riding. The straps sit comfortably across the shoulders and because they aren’t sewn together or attached to an extended back panel, the straps can freely move depending on how broad your shoulders are. Sizing is also really well-considered and I have found Velocio’s sizing very consistent throughout its range, so if you are a medium in your current Velocio bib shorts you will also be a medium in these.

Elastic Interface makes chamois for a lot of big brands, so it knows a thing or two about comfort on the bike. The Velocio Signature chamois used in the Utility has a medium thickness and when squished by hand the different density layers are quite obvious. The high-quality materials and structure of the shorts keep the pad locked in place eliminating potential irritation and requiring zero readjustments when riding. I have put a load of miles in these shorts and other shorts fitted with the Velocio Signature chamois and experienced zero discomfort with this pad shape and design. If I’m planning on tackling big gravel miles, these are the first shorts I reach for.

Velocio hasn’t just nailed the fit, design, and pad in the Utility shorts but also the utility bit. The leg pockets are spacious yet the stretchy compressive material ensures items are held in place securely. The entrance to the leg pockets are at the side but the pocket itself twists towards the front of the thigh so there is no interference with pedaling when the pockets are loaded up. When the pockets are empty, they are almost completely invisible too. I don’t use rear pockets that often but the single rear one here is well positioned, it sits a little lower than most other cargo shorts I have tried so it's easier to access and less likely to interfere with your jersey pockets.

Verdict

Supremely comfortable fit, high-quality compressive fabrics and great chamois paired with seamless pocket integration resulted in Velocio’s Utility bib shorts becoming my go-to for any gravel, road, or XC ride, regardless of intensity or distance. Not only do they perform well but they look great too thanks to the super-clean construction and close-to-skin fit, plus the minimal branding will pair perfectly with any jersey.

To put it bluntly, the Utility bib shorts are the best bib shorts I have ever used but this performance comes at a cost, the princely sum of $300 / £235. That's quite the investment, although compared to its peers I found the Velocio Utility shorts outperform the likes of the Rapha Cargo, MAAP Alt_Road, and 7Mesh RK2. On top of that in my experience, Velocio’s bib short durability has been excellent. If they do need to be fixed there is a repair program (for US, EU, and Canadian customers) and if you take a tumble leaving them unrepairable, Velocio offers a crash replacement discount too. 

Tech specs: Velocio Utility bib shorts

• Price: $299 / £235
• Materials: 71% Polyamide,29% Elastane
• Colors: Black, Navy
• Size availability: XS to 4XL
• Weight: 182g (small)

I can’t remember how it started, but I do know it’s now probably our favorite ride of the year. An adventure that seems to take us into another world. A properly privileged place where you interact with nature, time and your own mind and body in a completely different way to normal. Where wild animals that normally run before you even see them, stop and stare as you go past metres away. Where roads and trails are almost uniquely yours as you glide through the night in stealth mode. Creeping past closed curtains of remote farmhouses, crossing main roads that are deserted in either direction and sneaking ‘cheeky’ trail options you’d never get away with except in the darkest hours.

Leaving lights off for as long as you dare as distant embers of the day dip into the orange horizon. Immersing yourself into the blackness for hours on end so that your eyes can suck in all the singletrack information they need from the lowest power settings. Letting the light from the moon throw its eerie blue light into the lumen count. Or if you're really lucky, hunting over the moorland totally lights off under a full moon like a wheeled werewolf. 

Bridging the surprisingly short gap from the previous day dying until a glow begins to creep across the upper edge of the inky landscape. Then gradually grow until the first brilliant blast of vivid sunlight strobes through trees or shimmers on misty water. Finally bringing the hope of warmth to bodies starved of cosy comfort by the utterly daft decision to swap a duvet for an overnight dirt mission.

Overnighting amps up the adventure stakes dramatically too. If shops won’t open for five hours, you’re relying totally on what you can carry – or what you've cunningly stashed en route beforehand. Rationing bars, sandwiches and bottles in the same way you have to start rationing your energy once the giddy ‘seven-year-olds on a sleepover’ energy runs out. Generally, it's the same moment you realize you’re a very tiny, vulnerable speck in a very big and very dark world and mum isn't going to make you all hot chocolate. Nursing aching knees, empty legs, numb feet and hands and burning shoulders that feed off your fatigue. All the while trying not to think that all the murderers and monsters from every horror film you’ve seen, might be waiting in the blackness your lights can't reach.

Marvelling how emotions multiply when everything else is stripped away but the occasional haunting call of a bird or animal. An alien, thrillingly threatening world where the group bond is forged like no other. Where a shared snack, an encouraging check-in on a climb, or a drop back to give a flagging rider the morale-boosting lead on the singletrack, rather than letting them fumble around increasingly far behind. Where rich conversations and quietly fought competitions can be communicated compellingly and completely without a word, just a quick sideways smile between you in the moonlight. 

And then the ultimate reward. Rolling back into the ‘real world’ as it gradually reawakens from another average night for most of it’s inhabitants but one that's been something truly special for you and your mates. Memories of incredible sunsets and lying on the ground watching stars and satellites in a cloudless sky. Or of dogged determination in the face of fog, rain, or mechanical nightmares where you’ve shivered and suffered but still pushed on. Powered only by the encouragement of others and the thought of how good that breakfast is going to taste.

Then there's the comedy comradeship of the day after. Sharing pictures and stories, comparing aches and finding out who's painfully taking stairs one at a time. Proving that a ride that really doesn’t seem real now definitely happened with every fiery muscle fiber when you finally get to the top. And even when your legs are still cramping, your stomach is still hollow and raw eyes are fighting to stay open, you’re already thinking of next year's stupid solstice adventure. 

It's around this time of year that I get the urge for travel and adventure but, like many, real life can often get in the way. The idea of a multiday bikepacking adventure sounds amazing, but in reality, fitting it in between work and life schedules can be tough. There's also the prospect of wild camping, which can be amazing if done correctly but can be very intimidating and a source of concern for many.

I'm a big fan of micro-adventures, which help quench my wanderlust without impacting all of adult life's other day-to-day trials and tribulations, such as family and work schedules. An adventure ride means different things to different folks, but for me, it largely entails a ride on a route I've not done before and a night away from home, preferably somewhere with epic scenery and multiple options for cake and coffee stops.

Of course, you could camp out in the wild for this, but as most of my trips are in the UK. I much prefer the safety and security of a roof over my head, a comfy bed, and somewhere to dry my kit out from the inevitable rain (well so far this year anyway). This is where the humble youth hostel has proven to be a huge enabler for me, making the prospect of a couple of days' riding somewhere new a little less daunting. And if you are anything like me, the hardest part of any ride is getting going, so the easier the planning, the more likely I am to get out.

What is a youth hostel?

So, the definition of a youth hostel is “a place where people, especially young people, can stay cheaply for short periods when they are traveling”. Though technically correct, it doesn't give you a good idea of what one is or what it is all about. I like to think of them as a halfway house between camping and a hotel, in that you get the comforts of a hotel like a bed, nearby toilet and shower facilities, and a solid roof over your head, but with many of the good parts of camping like having your own cooking facilities and the chance to mingle with like-minded folks on their own adventures. Whilst it's true they are aimed at younger travelers, there will be just as many middle-aged and older folk there, as well as familes and occasionally school groups too.

Hostels come in all shapes and sizes, but generally, if they are part of the Youth Hostel Association (YHA in the UK) or the Hostelling International organization, you can rest assured that they are clean, well-organized, and family and muddy biker-friendly. I generally stay in a dorm. This not only keeps the cost down as you are paying for a bed and not a full room, but I also enjoy the vibe of chatting with other folk fresh from whatever they have been up to. Not only is it a great way to find out about the area or the hostel, but for me, it brings back memories of the freedom of traveling and adventure in my younger years.

Private or family rooms are also available for those who are worried about sharing a room or who are concerned about sharing rooms with strangers or snorers. However, these cost a bit more and do need to be booked in advance, as they tend to fill up quickly.

The facilities

One of the things I find great about using a hostel over a hotel is the reaction to my arrival with a bike. Though many hoteliers are accommodating to cyclists, I've had plenty that were, at best, awkward and with no obvious amenities or places to store your bike and kit. Some do let you store bikes in your room, but that's never guaranteed. 

My experiences at the many YHA places I've stayed at have been the total opposite of this. Even the ones with limited facilities were far more accommodating and had at least a secure room where you could store your bike. The last one I stayed at in Ilam Hall, Derbyshire, even had a bike stand, track pump, tools and a hose for cleaning, too. 

The beds are comfortable and clean. I usually end up in a bunk bed, though double beds and twin rooms are available in some places. Setups vary between hostels, but my most recent stay had a nice bed light, and a plug for charging phones, Garmins and lights at each bunk bed, which was very helpful. Not only is having a clean, warm, and crucially dry, bed a huge bonus on a multiday bike adventure, but it also means you won't have to carry a sleeping bag, roll mat or bivvy bag on your ride, freeing up valuable luggage space and a few kgs too.

Most have decent kitchen facilities, which are a good way to save money by cooking your own meals and a great spot to meet and chat with fellow travelers. There are usually key staples like oil, salt and pepper, as well as enough pans and cutlery for everyone, but you will need to bring your food or buy locally. Again, this makes a big difference on a multiday ride, as not having to carry cookware and pots and pans saves lots of luggage space and a considerable amount of money.

How do I find a youth hostel?

You can book a hostel using many of the usual hotel and travel booking sites, as well as a few hostel-specific sites like Hostelworld.com. However, I tend to use the YHA website for England and Wales, and Hostelling Scotland for trips north of the border, as booking directly with venues is cheaper. There are also further discounts and offers available for those who sign up as members, ideal for those of you who go on multiple trips in a year.

One of the ways I like to plan a trip is to find an interesting hostel in a broad area, then either use apps like Komoot to plan a route or try to find if there has been a gravel event or a famous right of way nearby. For example, on my last trip, I found the fantastic Ilam hostel, which is a beautiful converted building next to Dovedale, one of the most scenic parts of the Peak District and somewhere I'd wanted to visit. I then plugged a route into the Komoot app but adjusted it slightly as I wanted to include both the Monsal and the Tissington trails, which I know are perfect for the gravel bike I had.

There's lots of inspiration to be found on YHA’s site as well if you are struggling for ideas, with ideas on locations that are geared for riders, hostels that are on famous routes, or even just cool places that would be interesting to visit. 

Other things to consider

If you are planning a multiday trip with more than one stop, the sooner you book, the better, as hostels often get fully booked, especially in popular areas during the holiday season. 

It's worth spending some time planning your route properly, checking things like distance, amount of climbing, etc, as well as trail conditions and whether or not your bike is up to the challenge. Gravel bikes are often the go-to for adventure bikes, but UK bridleways can be rocky and are possibly more suited to a MTB hardtail at times. Luckily, there are plenty of luggage options with great bikepacking bags and even options like Aeroe's rack and bag setup that can make pretty much any bike an adventure rig.

Remember to check that your bike and kit are up to the task, too. There's no point in planning and booking a trip if your current bike isn't robust enough for the route you have in mind or your ride has seen better days and needs some TLC. If you're not sure, then this handy guide to getting your bike sorted for summer is a good place to start.

What to pack

Though you do not have to carry as much as you would if you were wild camping, after checking out our list of tips on what to pack for a bikepacking adventure, here are a few things more specific to hostelling that I always carry.

• A lightweight shell: A light packable waterproof is a must-have, especially after the wettest winter on record
• A towel: I usually pack a travel towel that folds down small and dries quickly
• Shower gel: I like to use a solid shower bar as they are easy to pack and last ages, but anything will do. If you're using a liquid or gel version, it is worth decanting some shower gel or shampoo into a smaller bottle to save space in your luggage
• Toothbrush and toothpaste: Packing a small toothpaste tube is ideal, again to save weight and space
• ID: You need a photo ID to check in at every youth hostel. A passport or driving licence is fine
• Plugs and charging cables: Remember all the bits you need to charge phones and GPS equipment, especially if you rely on them for navigation
• A map: GPS and phones are great, but if you have the space, there is no substitute for a proper map
• Casual clothes and footwear: No one likes to walk around in lycra and SPD shoes all night, so pack some light shoes or flip-flops and a change of clothes
• Warm clothing: I always like to pack a good-quality down jacket. These are small and offer plenty of warmth if you fancy an evening stroll or alfresco dining
• Energy food and gels: Proper food is always preferable, but an emergency gel or energy bar can make or break a long ride if you're starting to struggle

Rab is continuing its push into mountain biking clothing and, if this new jacket (part of Rab's Spring/Summer 2024 collection) is anything to go by, bring it on, I say! Well thought out and meticulously crafted using premium fabric – as well as looking good – it upholds Rab’s reputation for excellent outdoor gear. See how the Cinder Downpour compares to other waterproof jackets we have reviewed recently. I tested the women’s version, and the men’s is almost the same apart from sizing and colors – which incidentally are very attractive for both genders (in my opinion). My Red Grapefruit jacket is a sort of burnt ochre. 

Kit of this quality doesn’t come cheap, but you’re investing in clothing that’s reliable, made to last and is created with sustainability in mind. Also, Rab’s gear is covered by the Rab Promise, which includes a warranty to repair or replace any garment that fails due to a manufacturing defect during its usable lifetime, plus the brand offers wash and repair services to all customers as part of its drive to be more environmentally responsible.

Design and specifications

The Cinder Downpour Light shell is manufactured from Rab’s 20-denier Proflex woven nylon, a water-resistant, breathable and totally windproof fabric that also boasts two-way stretch. It is a 2.5-layer fabric, which means it has an outer face, a waterproof/breathable membrane, then a partially bonded inner liner (3-layer has a fully bonded liner, which makes it more durable but also bulkier and more expensive). The material has an eco-friendly PFC-free Durable Water Repellent (DWR) finish.

Construction quality is supreme, as expected, and the jacket is tailored to be ride-ready, with shaped sleeves – although it doesn’t look out of place worn casually too. The multiple panels are sewn together incredibly neatly while the taped seams inside are barely visible, and certainly not detectable against the skin. Overall design is clean and minimal and there are no superfluous features, just useful ones, including the hood. It has subtle reflective logos on the left sleeve, right hip and above the rear hem, plus that small essential – a hanging loop.

Performance

This jacket reminds me how far fabric technology has come on since early waterproofs, which were heavy, crackly and made you sweat so much it was almost pointless wearing one. The Cinder Downpour has a ‘barely there’ feel thanks to Rab’s lightweight, comfortable and quiet Proflex fabric, with a soft inner face that positively caresses bare skin. This Proflex wonder-material is also very breathable and waterproof, with Rab awarding it a high rating for both (20,000g/m²/24 hrs and 20,000mm). Note, there is no standard industry method for testing breathability and water resistance, which makes accurately comparing fabrics between different brands impossible.

Rab’s ratings were borne out by real-world riding, though. To test breathability I wore the jacket as a windproof with a long-sleeve baselayer (and no backpack) on dry days and when the temperature hovered around 57F / 14C; although my body got sweaty, the inside of the jacket remained dry bar a little moisture inside the lower sleeves. This is a superb result as I often find my sleeves get soaked (I do seem to sweat more than most people!). Similarly, the jacket’s ability to shrug off rain was exemplary, especially given how fine the 20-denier material is. Water beaded brilliantly, thanks to the DWR coating, and it took much longer than I expected before small patches started to wet out, even in heavy rain. Where the outer face did get wet, the membrane prevented water getting through, and the sealed seams did their job perfectly. A brisk shake left the jacket mostly dry, and the wet areas dried off pretty quickly. Once I’ve worn the Downpour for a few more months I’ll update on how it’s bearing up to wear and tear, as I’ve managed not to crash or ride through brambles in it yet (happily).

As for fit and features, Rab has got these spot on as far as I’m concerned. The sleeves are amply long and I like the extended cuffs that ensure your wrists stay covered; if you like to pull the sleeves up to dump heat, the elasticated binding underneath allows this. Likewise, the dropped rear hem is long enough to cover your backside even when you’re stretched out on descents, with silicone gripper print inside and a single drawcord to cinch it in with the end tucked through a loop to prevent it snagging. It’s neat touches like this that help make this a premium bit of kit.

The fit through the body is relaxed with total freedom of movement, although I do wonder whether I could have got away with a size smaller (10 not 12) as it is a little loose on me and I never needed to make use of the fabric’s two-way stretch. So, if you can’t try before you buy, I’d advise going smaller if you’re between sizes. The neck zips up nice and high with a chinguard (folded-over fabric) to stop it irritating your skin. Water ingress is prevented belt and braces by a waterproof zip with a storm flap behind, and the zip is supple enough to pull up single-handed while riding along – something you miss when it isn’t. The shaped zip toggle is good and grippy, too, another small but important detail.

Then there’s the cleverly designed hood, which really adds to the Downpour’s versatility. Lots of summer jackets forego a hood, but I find one a lifesaver if you’re caught out when the temperature plummets, as it can quickly in the mountains, especially when it rains. This one fits very comfortably under your lid with the high collar snuggling under the chinstrap, and the elasticated sides and rear toggle (positioned low enough to sit under any retention cradle) ensuring a close fit around the face. Despite this, the hood doesn’t restrict your head movement or peripheral vision. And there’s more… it boasts an extra wired peak, which helps stop rain dripping off your helmet visor into your eyes. Rab really has thought of everything!

There’s one more feature – a generous-sized zipped rear pocket with storm flap. Handy if you’re heading out for a quick blast without a pack, it also doubles as a stash pocket. The jacket fits easily into it and folds up small, and means you can carry it without fear of accidentally snagging the fabric on a stray multi-tool or whatever’s floating about inside your pack.

Verdict

This really is a superb summer jacket, which could extend to spring and fall use – it's windproof, reliably waterproof and amply breathable, plus it feels great, looks great, is extremely well made and boasts a host of clever design minutiae that elevate it above many of its competitors and justify the premium price tag.

Tech specs: Rab Cinder Downpour Light Waterproof Jacket

• Price:  $170 / £160 / €180
• Sizes: 8-12
• Weight: 185g (size 12)
• Colors: Red Grapefruit, Sahara, Tempest Blue
• Materials: 20D Proflex 2.5-layer stretch woven nylon

Ergon’s SR All-Road Core saddle range is a gravel/all-road saddle focused on reducing vibrations by adapting technology from running shoes. Rather than utilize variable density 3D printed upper or engineer complicated carbon rails like many of the other best gravel bike saddles, Ergon has designed the SR All-Road Core with a BASF Infinergy core layer between the saddle shell and upper padding, a material that Adidas has utilized as it’s lightweight and has excellent rebounding qualities. I have been running the Ergon SR All-Road Core Pro Carbon for a few months to find out if it's a step ahead of the competition. 

Design and specification

The SR All-Road Core Pro uses a BASF Infinergy layer, this E-TPU material is made up of foam particles and is clearly visibly running around the outside edge of the saddle. The material was chosen due to its fast rebound properties, returning to its original shape to absorb continuous vibrations better. This is sandwiched between a relatively narrow carbon composite shell and an orthopedic AirCell foam topper. 

The saddle is 262mm in length, which is longer than the crop of modern stubby saddles, and comes in either small/medium 139mm or medium/large 152mm. There is a relief cut out rather than a full-on channel, so no cold surprises when you blast through puddles.

The Ergon SR All-Road Core range features three versions, all use the same Core HD design and padding and instead differ in rail and shell materials. The cheapest Comp is the most durable model, using a Nylon Composite shell with CroMo rails. The Pro and Pro Carbon models both feature a carbon shell and have a lower 100kg max load, with the difference being the Pro’s TiNox and Pro Carbon’s Carbon rails. Upgrading to the SR All-Road Core Pro will save you 74g over the base Ergon SR All-Road Core Comp for an extra $60 / £90 outlay, which arguably isn’t a very cost-effective way of saving weight. 

Performance

I usually lean towards narrower saddles so initially I had reservations when I measured myself up as a med/large and wasn’t sure how well I would get along with the wider shape. The setup was simple though and I quickly found a comfortable position. The wider shape didn’t restrict freedom of movement either and the longer length gives plenty of shuffling room allowing you to move around to suit the surface and incline your riding. My preference is usually towards a saddle with a deep channel or cutout for pressure relief, something that could put off some riders, however, the shallow center channel of the Ergon SR All-Road Core Pro Carbon was very comfortable.

The orthopedic AirCell foam appears to be thin with most of the padding coming from the BASF’s Infinergy layer. It feels like it has a medium density when squished by hand although it still offers plenty of support when seated and pedaling hard, rather than feeling too squidgy or sloppy which can result in pressure points and muscle strain. 

Comfort continued as the miles racked up too. This was the saddle I used for the Dirty Reiver, a 200km gravel sportive, and I paid little thought to the saddle as I rumbled around the rough course for almost nine hours, finishing with zero discomfort or complaints. Unlike vibration dampening from a suspension seatpost, I found the BASF cushioning was more nuanced as I couldn’t specifically pinpoint it working when riding on rough surfaces. That said as a whole the saddle performed superbly on long and/or sporty gravel rides so I’m certain something beneficial is going on there.

Verdict

The Ergon SR All-Road Core Pro Carbon saddle replaced my venerable Bontrager Melrose saddle and has proved to be a comfortable and supportive perch for gravel riding. There is some subtle vibration relief from the BASF Infinergy layer which I found effective at easing fatigue on rough rides. While it's not overtly obvious that it's doing something, the SR All-Road Core Pro Carbon ensures a solid and supportive pedaling platform that keeps vibration-induced aches and pains at bay on fast gravel and long adventure riding.

The Ergon SR All-Road Core Pro Carbon is pricey and is focused on comfort, even with its top-spec carbon rails finery the SR All-Road Core Pro Carbon is not particularly light at 225g when compared to other more slim-lined gravel saddles. If comfort is your priority and you aren’t worried about weight then the All-Road Core Comp version is 74g heavier but noticeably cheaper alternative. 

Tech specs: Ergon SR All-Road Core Pro Carbon saddle

• Price: $199.95 / £179.99 / €199,95
• Sizes: S/M (139mm), M/L (152mm)
• Weight: 225g (M/L)

For those of you who follow cyclocross, the name Ridley will be familiar. The Flemish brand is one of the biggest suppliers to the somewhat niche winter sport and has been for some time. They also have a long history of supplying top-tier road racing bikes for the World Tour. With a background in fast drop bar bikes, it's no surprise they've branched out into gravel with several models in the range. But will the Kanzo Adventure rank as one of the best gravel bikes?

The Kanzo was their first offering, which drew heavily from their Noah aero road bike and was a very focused race machine in a similar vein to uncompromising bikes like the Cervelo Aspero and Bianchi Impulso to cater to the growing gravel race scene. I've been testing the Ridley Kanzo Adventure, which takes elements from the original but in a more relaxed, comfortable, and versatile package with progressive geometry and lots of room for big tires. 

Sizing and geometry

Ridley offers the Kanzo Adventure in five sizes, from XS to XL. They size up bigger than most brands, so after checking the geo chart, I went for the Small frame size, which fitted perfectly with a stack of 569 and a reach of 387. It's worth noting that Ridley sells its bikes via bike shops, so if you're unsure about the size you need, you can always speak to a real person and get some help to ensure you get the right fit for you.

The Kanzo Adventure is also quite a step away from the Belgian brand's usual geometry. It shares more similarities with an MTB than a cyclocross or road bike. Its relatively long reach combined with a shorter stem means the steering is composed but not sluggish, perfect for long days in the saddle. For example, the reach figure is the same as the Argon 18 Dark Matter, which also has MTB-inspired geometry and is 14mm longer than the more road-biased Cervelo Aspero.

The long reach is combined with a long wheelbase of 1,041mm and 435mm chainstays. A lot of this is due to the big tires specced, which cannot be avoided, but the use of a shorter stem, a slack for gravel 70.5-degree head angle, and a steeper seat angle of 74 degrees puts you in an engaging position and avoids any sluggish handling characteristics. Ridley has also designed the front end to be compatible with a suspension fork. By making the standard carbon fork a little taller, a change to a sprung front end won't alter the geometry too much, and a RockShox Rudy XPLR can be added at purchase for £459.

Design and features

One of the things that sets Ridley apart is its custom build options. Unlike most non-boutique brands, it offers a myriad of options, from custom paint colors and finishes to groupsets, wheels, finishing kits, and pretty much everything else. The bike I had on test had a classy looking silver to cherry red fade in a matt paint, which was very well finished. Should you fancy something different, there are plenty of options on Ridley's spec configurator that you can choose instead for a very reasonable surcharge, with the Fade version I had coming in at only £225 more than a stock finish.

The frame is a solid, stout-looking affair, with large, heavily shaped tube profiles, and aggressively low seatstays out back. Starting from the front, the bike's adventure intentions are clear, with the fork having triple bosses to mount bottles or luggage and being rated to carry 3kg of weight on each side. In addition to the extra storage, the fork also features routing for a dynamo front light and plenty of clearance for up to 700 x 54mm or 29 x 21” tires.

The array of bottle bosses continues onto the main frame. The downtube has four on the top, three underneath, and three more on the seat tube, which not only allows you to carry more bottles but also means you can mount the cages lower in the frame, which helps with accessibility when you're riding with a frame bag that fits in the front triangle.

The top tube also has mounts for a bento box or bag. These are hidden under a cover and recessed into the frame, which means you can actually use them as a strap mounting point if you'd rather store something there, like a small cylindrical bag or rolled-up clothing.

The frame tubes themselves are wide and aggressively shaped with various flat sections to help make mounting things easier and provide a stiff platform to deal with your pedaling inputs. A stiff frame sounds good in theory, but it will lead to fatigue on a long gravel ride. There are no such worries here, with its wide tires and super low, heavily shaped seatstays, it's actually a very smooth ride, which is almost at odds with its racy appearance.

The bike has a very clean look, which is undoubtedly helped by having all of its cables routed internally through the headset. Such a setup might bring mechanic's nightmares and it certainly adds costs further down the line when it comes to replacing headsets and cables, but it performed flawlessly through testing with no annoying creaks or rattles that can plague some similar systems. The bottom bracket is a straightforward PF30 setup, though I'd rather see a standard or oversized T47 threaded option for longevity and simple servicing. Having said that, I had no noises at all during testing as it is.

There are mounts for mudguards too, ideal for those of us in the northern hemisphere currently coming out of the wettest winter on record. With all of the extra mounts and girthy construction, I was expecting this to be a bit of a beast on the scales, but the frame and fork (in size L) weigh a perfectly reasonable 1,775g, and the bike, in size S as tested, weighed 9kg.

Components, pricing and build

The Kanzo Adventure range starts from $3,295 / £2,799 with a SRAM Apex 11-speed build, which is very keenly priced, but there are nearly endless options available when using the brand's configurator, which makes it difficult to compare the pricing like for like with other brands, especially when you consider that not many brands have the Classified system with integrated shifters available as standard. The version I tested was towards the top of the range at £6,096, which though certainly not cheap, I felt offered reasonably good value for the high level of tech. 

I was lucky enough to be sent the top spec bike which is equipped with the brilliant Classified Powershift gear system. We have reviewed it here on BikePerfect previously, but for those of you who haven't seen it before, it basically replaces your front mech with a two-speed rear hub, so you get the simplicity, quietness, and chain retention properties of a 1x setup, with the same spread of gears as a 2x or double chainring setup. I've used the system before on a trail bike where it felt limited, but it was perfect on a bike like this.

It's not cheap, adding around £1,800 to the build cost, but if your budget allows, it's an upgrade you should seriously consider. I found that having closer ratio gears meant I could ride a much more comfortable cadence on long climbs, and for me, most adventures I yearn for would involve days in mountainous regions where this would be ideal. While it does give a slightly wider range of 530 percent over around 500 percent of a standard 1x option, the real bonus is the small gaps between the gear ratios, which make managing your cadence pace on climbs much more pleasant. 

The shifters, brakes, and rear mech are from the excellent Shimano GRX RX815 11-speed Di2 groupset. The Classified system uses its own custom cassette with sprockets ranging from 11 to 34 teeth. This is matched to a KMC chain and a Rotor Vegast chainset running on a 30mm axle. Kudos also to Ridley for doing a stellar job of integrating the classified shifter and rear sensor. The shift unit is usually mounted under the tape, but it is the only brand so far that has the mechanism as part of the left-hand Di2 shifter. This makes for super simple operation using the standard shifter paddles, and the rear sensor is hidden neatly inside the dropout.

Wheels are Ridley's own Forza Norte with an alloy rim and are built with a Classified hub in the rear. They are the base option but are perfectly adequate with shallow 25mm deep rims with a 24mm internal diameter rim bed. They were a solid and reliable setup and came shod with Vittoria’s Terreno Dry TLR tire in a voluminous 47mm width. If you fancy something a bit fancier, a carbon wheel upgrade to either the Forza Levanto for £499 or Classified's own G30 wheels for £930 can be had when ordering.

Contact points are a mix of own-brand carbon seatpost topped with a Selle Italia SLR saddle and alloy stem matched with a set of Ritchey Butano Comp handlebars. My test bike came equipped with 44cm wide bars, though much like the wheels, these can be customized when ordering, which is a real plus for ensuring you get the right setup.

Ride, handling and performance

With its wide tires, relaxed geometry, and mid-range wheels, it's never going to be the fastest bike on smooth Tarmac, but as soon as the terrain gets rough, the Kanzo Adventure really starts to shine. That's not to say it's sluggish or slow, though. Ridley's off-road race heritage shines through with a very engaging ride that felt at home on a wide range of trails and surfaces. It's just that once it gets rough, the Kanzo starts to pull away from other more tarmac-biased gravel machines.

The Vittoria Terrano Dry TLR tire is definitely a summer or dry condition tire, but even so, I found it worked well in the inclement spring we have had here in the UK, with only really muddy sections being a problem. The extra volume and width offered a lot more grip and control than the other bikes I had on test at the time, with 40mm of rubber fitted, which meant I could really push it on more technical trails. It also meant I could run them at a much lower pressure, which again didn't help with tarmac duties but certainly helped off-road.

Handling-wise, I found it great for a wide range of terrain, as you'd expect from a bike designed for adventure. It sits in a nice middle ground between racier road-biased and drop bar MTB-style gravel machines. It's more of a solid, fun all-rounder that's as happy on smooth, fast hardpack as it is on chunkier rocky trails or reasonably technical wooded singletrack.

With its relaxed geometry, wide tires, and aggressively low seatstays, it's also a very comfortable machine. It felt great on longer rides and would be a great partner on multi-day excursions. The plethora of mounting options makes fitting suitable luggage super easy and secure. I never had any issues throughout testing with loose bags or rattling attachments, which is a big plus for me. A noisy bike can drive you mad on long rides.

The contact points were all solid rather than fancy and exciting, but they did the job admirably. The bars were a good shape, with enough flare for me without being too wide, and the aero top section combined with good-quality grippy bar tape made it a comfortable place to be. It's been a long time since I'd ridden a saddle from Selle Italia, but the SLR-specced saddle was comfortable with enough support without being overly soft.

We have talked about the Classified system here before, and unsurprisingly, it's still a great system. Combining the closer ratios of a double chainring with the simplicity of a single ring really is brilliant. However, it was somewhat let down by a poor spec choice chain-wise. The KMC fitted works OK on a budget full Shimano setup, but with the Classified cassette, it's too noisy and not the smoothest of shifts, which felt at odds with its otherwise slick performance. This, combined with the Rotor chainring, creates a somewhat distracting racket when riding, which is easily solved by using a better-quality chain, so bear that in mind if ordering.

Range-wise, the 530 percent on offer was more than enough, even when loaded up on bikepacking adventure duty. I'd occasionally forget there was another effective chainring available though, but after a few rides, I'd become well accustomed to having the right gear ratio nearly all of the time, with none of the big gaps you get on wide-range cassettes.

Verdict

I loved riding the Ridley. Its sorted geometry and well-mannered handling made it a great bike for pretty much any terrain I like to ride on a drop bar bike. I found that I would end up riding further than I frequently expected, as its off-road capabilities give you a real feeling of confidence over less able bikes. It's perfect for exploring just one more trail, which I guess is exactly what an adventure bike should do.

The finish and quality were very good throughout, and the ability to spec the bike as you wish and have custom color options is a real bonus. I loved the Classified gears, though the poorly specced chain was a bit of a letdown on an otherwise sorted bike.

All in all, I thought it was a great all-round gravel bike that would be ideal for those who like to ride a bit of everything and fancy the occasional long-range adventure.

Test conditions

• Conditions: Tarmac road to gravel and mud
• Terrain: Roads, national cycle routes, fire roads, farm tracks, double tracks across moors, singletrack through woods, etc
• Temperature: Spring-like conditions with frequent wet days, temperatures range from 6 to 20 degrees C

Tech specs: Ridley Kanzo Adventure

• Price: $N/A / £6,096 / €6,709
• Discipline: Trail/enduro
• Frame: Carbon
• Fork: Carbon
• Size: Small (tested)
• Sizes available: XS to XL
• Weight: 9kg/19.84 lbs (full bike)
• Groupset: Shimano GRX 815 Di2
• Crankset: Rotor Vegast 30mm axle 42 tooth chainring
• Cassette: Classified 11-34
• Wheels: Forza Norte Alloy
• Tires: Vittoria Terrano Dry TLR 700 x 47mm
• Brakes: Shimano GRX with 160mm rotors
• Bar/stem: Ritchey Butano 44mm wide handlebars, Forza 70mm stem
• Seatpost: Forza Carbon with alloy head
• Saddle: Selle Italia SLR
• Colors: Red to Metallic silver fade (custom options available)

Building on Rapha’s Gravel adventure range, the Explore Zip Neck Technical T-shirt (catchy name!) is a super lightweight, breathable, fast-wicking riding jersey for gravel and adventure riding. It’s a casual and cool looking design, which is no surprise since it has the Rapha tag. 

Design and specifications

This jersey is designed with warm weather riding in mind. Made from lightweight 100 percent recycled polyester, the jersey is constructed with a fine perforated mesh material at the front which extended to the sides and under the arms. A softer lightweight material covers the back all of which gets a permanent zinc antibacterial treatment to help ward off nasty niffs.

It’s a loose and casual cut with raglan sleeves to aid mobility and increase comfort and a three-quarter zip to dump heat. Flatlock stitching is used throughout for a seamless and chafe-free fit and the stitching is covered at the back of the neck to increase comfort. The rear collar is quite high and the arms longer than normal, both to help protect you from the sun. There’s also a useful hanging loop to help with drying and reflective print Rapha logos front and rear to help with visibility in low light.

Performance

The Rapha’s Explore T-shirt and I have become fast friends, especially now that we’re actually getting some warmer weather. It’s a really easy jersey to like. It looks cool and well, acts cool. The fabric breathes really well, and wicks sweat quickly. When it did get really warm, or I was blowing up after a hard climb, the long 3/4 zip dumped heat well. The longer sleeves and rear neck added some much needed sun protection too.

It’s pretty slinky and super comfortable to wear. Hitting tech trails on my gravel bike the loose fit and raglan cut sleeves all aided movement, especially when out of the saddle. I will admit to not being a massive fan of the long sleeves – but they do add that little more protection from the sun.  A quick roll-up, however, enhanced the look and extended the tan line. Depending how sweaty you get, it can handle couple of rides without needing a wash, but I’ll see how far I can push it until the missus notices! 

Verdict

A really well cut comfortable and highly breathable riding jersey for gravel and adventure riding that could lighten your load on your next bike packing trip. Try it on the XC bike or on your next big hike too. Just don’t call it a T-shirt!

Tech specs: Rapha Explore Zip Neck Technical T-shirt

• Price: $85 / £70 / €81
• Colors: Dark Navy/Off-White, Olive Green/Deep Olive Green
• Materials: 100% Polyester
• Sizes: XS, S, M, L, XLXL, XXL

You’d be forgiven for thinking that waterproof shorts have been usurped by waterproof pants in recent years. That said, I’ve lusted after a pair of the 7mesh Revos shorts for a while now – will they live up to my expectations?

Founded in 2013, premium Canadian brand 7mesh are based in Squamish, British Columbia. Anthropologists have worked with the indigenous Squamish Nation to develop a way of writing their spoken language. 7mesh proudly takes its name from the resultant written name for the town: Sk̲wx̲wú7mesh.

Design and specifications

The Revos are made from 70-denier three-layer standard Gore-Tex (denier is thickness of the individual fibers, where higher denier equals more durability, and 70 is about mid-range). All seams are fully taped, and the gusset has no seams. The shorts are cut longer and shaped at the front to cover the knee, while the back of the waist is good and high. The two Gore-Tex lined hand pockets are generously sized and well-positioned. The waist is adjusted using plastic cam buckles on either side of the zippered fly. If you like using a belt, it has belt loops, too.

Finishing is excellent, with both seam sealing and stitching of very high quality. There are small reflective 7mesh and Gore-Tex logos at the rear waist and top of the left thigh. In terms of environmental responsibility, the Gore-Tex fabric has Bluesign approval, while 7mesh are working toward being PFAS and PFC free by 2025. There’s also a women’s version, which is the same bar the fit.

Performance

I’ve given the Revos a beasting over three months, on cold, wet and windy big mountain rides in Scotland’s rock-strewn Torridon range and Wales’ Black Mountains, as well as bikepacking across England’s Dartmoor. I’ve worn them over of liner shorts, baggies and tights (and combinations of all three), in temperatures from 23°F (-5°C) to 59°F (15°C).

Quite simply, these shorts exceeded my expectations. I loved their fairly snug but not too tight fit, the waist didn’t budge, the gusset never caught on the saddle, they glided over my knee pads and there was no bunching around the crotch. Yes, there’s a bit of a rustle from the fabric, but not that you’d really notice.

Waterproofing (rated as ‘durably waterproof’ by the fabric manufacturer, Gore, their highest level) was top-notch – they didn’t leak at all, despite prolonged deluges. I had no issues with the fabric wetting-out, and beading was excellent. I also really appreciated how windproof they were, keeping cold northerly winds off my thighs. After a couple of months of intensive use, small sections did stop beading after becoming grubby – this was solved by following the care instructions on 7mesh’s website, i.e. washing with Grangers, followed by a tumble dry to activate the DWR (cleaning also helps optimise breathability).

Despite being rated as the lowest of the three breathability levels by Gore, I found the shorts more than adequately breathable, not least because you get greater ventilation compared to trousers. Mostly they stayed dry, but when really tanking it on the climbs, and wearing multiple layers underneath, I got a small amount of moisture build-up inside (though this soon cleared).

As for durability, the shorts are in great shape, despite a few tumbles and arguments with thorn bushes – seams and stitching remain as new, and while the seat panel isn’t reinforced, it isn’t showing any signs of wear. There is one very small hole (about 1/16in or 1.5mm) on the seat, the result of a crash where I landed hard on pointy rocks (yes, ouch!), which is remarkably little damage. 7mesh offers a free crash repair policy at their discretion, for 30 days after purchase, and a chargeable repair service after that, but I patched it up with Gorilla tape.

I was initially unsure about the open pockets, but I actually found them very useful as hand warmers (and the drain holes did their thing nicely). The fly also worked really well, not catching the zip once (thanks to stiffened material). They’re very lightweight and roll up very small, so are super easy to stash in your pack for those ‘just in case’ days.

Sizing-wise, Large was spot-on for me, and in line with 7mesh’s sizing chart – I’m a 34in (86cm), 43in (109cm), 24in (61cm) waist, hip and thigh, respectively.

Verdict

The 7mesh Revos are a truly exceptional pair of waterproof shorts. Yes, they are a big outlay, but I’ve not found any that fit me better, feel so nice to wear and perform as well as these. The finishing is exquisite, and the design very well thought through, with clever details that simply work. They’ve stood up to months of hard use and haven’t missed a beat.

Tech specs: 7mesh Men's Revo Short

• Price:  $250 / £200
• Sizes: XS-XXL
• Weight: 220g (size Large tested)
• Colors: Black, Peat
• Materials: Gore-Tex 3L, 70d 100% nylon plain weave, tricot knit backer

Carrying the essential tools needed for trail side repairs can be a weighty and cumbersome undertaking. There are plenty of ways to strap a tool to your frame, and bottle cage mounted tool systems like the superb Lezyne Ninja Master system are awesome. But if you like an uncluttered frame and clean lines, then the Wolf Tooth Encase System Bar kit could be for you. Covering everything you’d need in an emergency, the tools stow in the end of your handlebars and fit both mountain bike and drop bar bikes.

Design and specifications

The Encase System Bar Kit One includes all the tools you’ll need to tweak, tighten and repair out on the trail, all housed in flexible storage sleeves that slip into your bars ends. They fit both carbon and aluminum mountain bike and drop bars with a minimum internal bar diameter of 17.5mm and are finished off with machined T6 aluminum bar end caps for your bars protection. 

One side houses a chain breaker tool which is compatible with all speeds of chain, and a tire plug tool and five tire plugs which are hidden in the handle. There’s also bonus space for a master link inside both of the aluminum end caps. 

A 14-function hex bit wrench with swivel head fits inside the other side. This includes Hex: 2, 2.5, 3, 4, 5, 6 and 8mm, Torx: T10, T25, T30, a spoke wrench, valve core wrench, flat head and phillips bits all made from Crv steel. They are all magnetized and kept in place in the neatly machined T6 aluminum body with rubber O-rings.

The rubber storage sleeves have a flap that can be trimmed down to size to provide a snug fit in your bars. And this also acts as a vibration dampener to keep the tools rattle free. Perfect for maximizing space on your bike and carrying all the essential tools you’ll need.

Performance

I’ve been using these tools for well over a year and I swap use between my mountain bikes and gravel bikes. Fitting was easy with a little trimming of the flaps with a sharp Stanley knife to gain a snug and secure fit. I’ve fitted these inside a number of different carbon and aluminum bars from Renthal, One-Up, Bergtec and Salsa Cowbell drop bars with no issues.

As much as I love these tools and use them on most of my bikes, it did take a while to get used to using the hex wrench. Removing the small bits from the magnetized body is a little tricky. They're sometimes hard to pry out of their respective places in the body. It can also take a while to get used to locating the right bit, and even after tons of practice, it can still be fiddly and test my patience. That said, it’s worth taking the time to preserve for sheer convenience. 

In use, the bits of the hex tool stay firmly in place never dropping from the body and the tool is robust. As I mentioned, I’ve been using the tool for a long time and it’s still going strong, after a winter’s use though, the hex bits have picked up some signs of corrosion from getting wet and muddy.  

The chain breaker tool has saved me on a number of rides, it’s easy to use and requires the 4mm hex bit to be used in the hex bit wrench. The tire plug tool is a great addition, as are the included works, and I love the fact there is room to stash master links.

The bar end caps have taken an absolute battering as you’ll see from the photos, but both tools still slide out with a nice firm tug. I’ve never lost one either, so it’s fit and forget. The rubber storage sleeves do a sterling job of cutting out any rattling inside the bar. I wouldn’t ride without them.

Verdict

These are my go-to tools. They’re tough and robust, but not immune to a bit or corrosion to the bits. If I had an incompatible handlebar, I’d actually consider changing it in favor of a model that fits these tools as I rate them so highly. But they will take some time to get used to and can still be tricky at times. A very worthwhile investment that will fit most mountain bike or drop bar handlebars.

Tech specs: Wolf Tooth Encase System Bar Kit

Price: $119.95 / £110 / €130

Tools:  14 functions hex bit wrench tool: spoke wrench, valve core wrench, flat head, Phillips, 2mm, 2.5mm, 3mm, 4mm, 5mm, 6mm, and 8mm hex; and T10, T25, and T30 Torx compatible, chain and tire plug multitool

Materials: T6 Aluminum body, Crv steel bits

With its signature bright pink branding, Muc-Off is one of the leading and most easily recognizable bike care brands out there. It started out producing components but moved on to bike cleaners and then swiftly onto chain lubricants, which eventually grew into a comprehensive range of products. The C3 Ceramic range has two options, and I've been testing the Dry version for the last six months across a wide range of conditions. It's a premium-priced product, though not the top of the range from the British brand, so how does it compare to some of the best chain lubes on the market?

Design and specifications

With nano ceramic particles and synthetic polymers, Muc-Off’s C3 lube sounds like something from a sci-fi film, but does this lead to out-of-this-world performance? It's a semi-synthetic lube that the brand says is fully biodegradable and non-petroleum-based. However, they are tight-lipped on its exact composition, so I would still be wary of where the runoff from cleaning your bike ends up.

The fancy tech involved performs two tasks: it provides corrosion resistance and increases the longevity and smoothness of your drivetrain by reducing the metal-to-metal contact of your chain running across your gears. Like Motul's Wet and Dry Lubes, Muc-Off uses a boron nitride additive to decrease friction, and claims it offers up to 10 times the performance of a conventional chain lube. There is no mention of what it's been tested against, but having seen the amount of R&D that goes into its products, I'm sure it's been well tested.

I had the 120ml bottle and the 300ml alloy refill bottle, which was great. As a high-mileage user in one of the wettest winters on record, I do a lot of cleaning and lubing of drivetrains, and the ability to top up instead of using a new bottle each time was a great plus for me. Not only was it better for the environment by cutting down on single-use plastic, but it also meant I didn't run out for months.

Performance

Application is straightforward using the drip-style bottle with its relatively long nozzle. I'm a big fan of thoroughly degreasing a chain before applying a new lube and found this helped maximize performance. You can apply it before a ride, but Muc-Off suggests an ideal three- to four-hour curing time. This is quite long and not always great for those who are too busy to faff with such things, but it does make a significant difference to performance.

Once set, it stays put very well, with near wet lube-like performance but without the sticky finish to attract grit and dirt that accelerates wear and tear on your drivetrain. Its longevity is probably the most impressive thing I found, with it lasting for multiple long gravel rides in damp and muddy conditions where other dry lubes would have long since evaporated. 

An LED light is supplied to check you have covered the chain, which, if I'm honest, I think is a bit gimmicky and not something I used, as its bright green color is hard to miss. It also does a good job of improving the feel of your chain and drivetrain. I've limited data to back this up bar subjective ride performance, though it performs well compared to other non-hot wax lubes in dry conditions, according to Zero Friction Cycling's lab test results. That testing is based on road bikes, but in a non-scientific workshop test, my chain would run noticeably smoother on my 1x gravel and MTBs when using the C3 Dry Ceramic Lube.

It's not the cheapest at $16.99 for the 120ml bottle and $29.99 for the 300ml refill, though it's comparable to Peaty's Link Lube Premium All Weather at $24.99. Its tenacious longevity offsets the higher cost, however. I simply didn't need to reapply nearly as often as I would with cheaper products, and having a large refill bottle was really helpful, making sure I always had some to hand.

Verdict

This is a great lube that works and makes a noticeable difference to your drivetrain's smoothness. Its green credentials are thin compared to other brands, though using a decent-sized recyclable alloy refill bottle does offset that slightly.

Although its higher cost may put some off, I found that it lasted much longer than cheaper options in use and, therefore, was less expensive per mile in the long run. Overall, it's a great product I'd happily use year-round for all my MTB, gravel and road rides.

Tech specs: Muc-Off C3 Dry Ceramic Lube

• Price: $16.99 / £20 / €25.99 for 120ml,  $29.99 / £28 / €39.99 for the 300ml refill
• Size: 4.06oz / 120ml or 10.1oz /300ml refill
• Drip bottle: Consumer-recycled plastic
• Details: Dry lube made with nano ceramic particles and synthetic polymers

Restrap make all of its bikepacking products in-house in Yorkshire. The brand's ethos is based around functionality and sustainability with all products being handmade and covered by a lifetime warranty. Its range is truly massive, covering all aspects of adventure and gravel riding. But my interest was piqued when I saw the Utility Hip pack, a multi-use pack that cleverly and easily converts from a hip pack to bar bag. I took to the trails on both my mountain bike and gravel bike to see how it measured up against the best hip packs and best bar bags on offer.  

Design and specifications

The Utility hip pack is available in two colors, black or white. It’s made from TPU (thermoplastic polyurethane) and is PFC free – meaning it’s waterproof without having to use nasty chemicals and is finished with a vegan friendly PU logo patch.  As I mentioned, it’s a two-in-one design, meaning you can use it as a hip pack or convert it to a bar bag by stashing away the waist strap in a Velcro back panel. The back panel hides an elasticated headtube retention system – or in simple terms, a long elasticated cord with an adjustable toggle to secure it in place.

The Utility hip pack gets a roll top closure with a neat Fidlock buckle to cinch it closed and the lining is tape sealed and waterproof. There are no internal pockets, just one big compartment to stash your kit and the capacity is a whopping 6 liters. The bag weighs 361g, so it's pretty lightweight – a necessity for bikepacking. The back panel is covered with a thin layer of airmesh to help with airflow and the straps are fully adjustable to fine tune fit. 

Two mesh side pockets can accommodate water bottles or small items, so carrying a lot of extra water is a bonus.   

Performance – hip pack

I’ll admit I was a little apprehensive about wearing this as a hip pack, especially as it’s on the larger size. But what became apparent, within a few miles, was how good a fit it is and how comfortable too. I carried the usual spare layer, tools etc and a 500ml bottle of water in one of the side mesh pouches. 

The fit is easy to dial in, especially if you actually get the nylon straps the right way into the connecting hook at the side! It cinches in nicely around a bottle – if your carrying one – and a small strap tidy at the front helps to stop the excess flapping around. 

The mesh back panel is very comfy but there are no channels to help with airflow so it can get a little sweaty. I tested it on my gravel bike and trail mountain bike too on more demanding trails and it stayed nicely secure – especially for a bigger pack. I can see myself using this more in the wetter months because of the waterproofing and ease of entry into the main compartment. That said, it does require you to spin it around to your side or front to gain easier access to open and reseal it.  The roll top close means you can keep stuffing in light layers etc to fully maximize the 6 liters capacity. In short, I was surprised how much I liked using it, especially compared to some of my favorite hip packs like the Rapha Trail Hip pack.

Performance – bar bag

Converting to the bar bag from the hip pack was quick and easy. A simple process that only required me to unhook the nylon waist straps from the sides, to pry away the Velcro back panel revealing the headtube cord and fold away the waist straps. Then it was a case of threading the two rubber straps through the nylon loops and fixing them in place to my bars, finally securing the headtube retention strap firmly in place. I was actually very surprised how secure the bar bag was, especially when I hit some rough descents - it didn’t shake loose, move about or make any noise. I carried an extra layer, tools, tube snacks and my phone, so quite a bit of weight. 

There was ample room between the bottom of the bag and my 700c x 38mm Teravail Rutland tires. I can’t say how good clearance would be with a smaller frame or on 650b wheels.  

Even though we are into warm weather, the amount of surface water is still a constant cause of utter distress. Luckily the waterproof build of the Utility Hip Pack meant that it shrugged off any water ingress from below and invading wet foliage from all other angles, so this bag will be a winner come winter.

The Fidlock magnetic closure is quick and easy to use, and I could open it whilst riding to grab stuff out and just about close it too. The mesh bottle holders can hold a full 500ml bottle, but there is no way I could rehouse it without stopping due to the tight fit needed to keep the bottle in place. It also made it a bit tricky to unfurl the roll top too as it pushes it all to the side a bit. So maybe the mesh pouches are better left to holding snacks and small stuff when used as a bar bag. 

Verdict

This pack really does both of its duties well. It looks great, and I love the effort Restrap has made to make it as sustainable a product as possible. It’s quite expensive, but given the lifetime warranty and dual use, I think the price is justified.

Tech specs: Restrap Utility Hip pack

Price: $142.99 / £94.99 / €113.99

Colors: Black, White

Materials: TPU

Capacity: 6 Liters

There seems to have been an explosion in the number of brands offering waterproof MTB pants over the past couple of years, possibly because Northern hemisphere winters are generally getting wetter (as this one certainly was in the UK) and it’s really not much fun riding with cold, soggy and muddy legs. Premium clothing brand Rapha, better known for its luxurious road cycling wear, threw its hat in the ring just this winter with these high-end Gore-Tex MTB trousers, which have a correspondingly lofty price tag.

Happily, they stand out from the crowd for their superb performance as well as their cost, although they’re not the most expensive waterproof MTB pants on the market – Patagonia’s Dirt Roamer Storm Pants cost $299 / £270, while 7Mesh’s Thunder Pants boast a stratospheric $350 / £350 RRP. 

Bike Perfect has also tested the men’s version of Rapha’s Trail Gore-Tex Pants which are nearly identical to the women's, apart from the fit. I mostly agree with tester Mick Kirkman’s observations, although I had a couple of niggles that weren’t an issue for him – which just goes to show that what bothers one rider doesn’t even register with another – and is why I scored them half a star lower.

Design and specifications

These pants are made from top-notch fabric: three-layer Gore-Tex in a 70-denier abrasion-resistant variant, with the inside face having a pleasantly soft feel against bare skin. The multiple panels that give these pants their fit have beautifully taped seams, and the legs are articulated (shaped to accommodate bent knees) with ample room for knee pads underneath. They’re designed to be worn with Rapha’s own Trail Knee Pads, which we awarded a rare 5 stars. Tough, hardwearing patches are bonded to the inside of both ankles to resist wear from rubbing, and similarly the knees are lined with an extra layer of fabric to increase durability. Rapha says they're designed to withstand the "filthiest trails".

These pants are very easy to fasten using Rapha’s clever ‘slide’ press stud design, which can’t pop undone accidentally, and a concealed waterproof zip fly that wasn’t at all stiff. The waist adjusts via twin fabric straps with cam locks that never budged, so everything stays secure. There’s a sturdy hanging loop at the rear waist, an essential that is surprisingly often overlooked. The design is rounded off with two open hand pockets and ankles that are elasticated at the back, to prevent puddles splashing up inside the trouser legs.

These trousers are available in six sizes from XXS to XL, although the sizing errs on the small side. I’m 5ft 6in, weigh between 62-66kg and usually wear a medium, but I opted for a large so I could fit MTB trousers or thick tights underneath in winter, plus knee pads. Wearing all this the thighs felt slightly too tight and restricted pedaling movement a little. However, the size large was noticeably baggy elsewhere and I had a fair bit of excess material bunching at my hips when the waist was cinched in. 

So, they’re not the most flattering fit on me – in contrast to Rapha’s excellent Trail Pants and Trail Lightweight Pants – but then that is a tall order for properly waterproof trousers. Women with proportionately slimmer thighs should fare better as they wouldn’t need to go up a size. The legs are a generous length too.

Performance

Getting straight to the most important point, these pants are very waterproof – as you’d hope from three-layer Gore-Tex. Initially, they beaded rain really well and then remained waterproof after the outer fabric wetted out. No waterproof can withstand prolonged torrential conditions, but you can generally trust Gore-Tex to give some of the best protection available. As a bonus, the material has an attractive matt finish and doesn’t rustle as you ride. In fact, they don’t overtly look like waterproof pants – or bike-specific – so I’d happily wear them on rainy walks or hikes as well as for cycle commuting.

Keeping water out is no use though if the fabric makes you sweat so much you get wet from the inside – and these pants boast excellent breathability. To test this I rode them on a mild, sunny day where the temperature reached 57F / 14C, wearing just liner shorts underneath. Despite some stiff climbs that made sweat trickle down my back, they stayed dry inside. Of course, I felt warm but not uncomfortably so.

Likewise, fantastic fabric is no use if they’re not comfy to pedal in or keep pulling down, but again Rapha has come up trumps with the fit (my size issue aside). They stayed in place well, the seat doesn’t slide around on the saddle, and the rear waist didn’t pull despite not being overly high cut.

The fabric has proved very durable so far with no snags despite riding through prickly gorse bushes, and the pants still look almost new after a few months’ of use, getting covered in mud, several hosings and a spin in the washing machine. Gore-Tex actually advises washing to maintain the fabric’s breathability and water resistance, as long as you follow the care instructions, use a specialist tech wash and reproofer then tumble dry to reactivate the DWR finish. Post-washing and drying, my trousers duly beaded water a treat again. 

Unlike many brands' MTB pants, there's no reinforced seat panel, so cleaning mud off this high-wear area is important to prevent it grinding into the fabric.

Now for the niggles. Living in the UK where you can have four seasons in one day, I like being able to add/remove layers easily so, unlike Mick, I am a fan of zipped calves to enable you to pull the trousers on without removing your shoes, which isn’t an option here. This has the added benefit of making the ankles wide enough to fit over the top of flat-pedal boots, like mine, which don’t tend to be as narrow as clipless boots – Endura’s MT500 Freezing Point Trousers are a brilliant example of this design. 

With these Trail Pants’ fairly tight elasticated ankles, puddles splashed up inside my boots and rain dripped down too – although granted this wouldn’t be an issue if you had boots with a tall ankle cuff, or wore overshoes on top of your shoes. Lastly, open pockets seems a strange choice – I wouldn’t keep anything in them on the bike for fear of it falling out. Rapha’s Trail Pants feature superb zipped thigh pockets that carry a smartphone with no pedaling interference.

Verdict

Rapha has come up with a great pair of trousers here, boasting very dependable performance, well thought-out features and a good fit. The test is that you're not really aware you're wearing waterproof pants, and they pass with flying colours, small detractions like the open pockets aside.

Tech specs: Rapha Women's Trail Gore-Tex Pants

• Price:  $325 / £250
• Sizes: XXS-XL
• Weight: 375g (L tested)
• Colors: Black
• Materials:  Main: 92% Nylon, 8% Elastane / Contrast: 88% Nylon, 12% Elastane