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!

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

Crankbrothers is renowned for producing some of the best mountain bike multi-tools in the business and offers a multitude of trail-side tools to get you out of trouble. The F16 is the range-topper in the F-series, which all use an elegant, brushed metal sleeve to house a fold-out multi-tool at its core. The F16 includes a dinky but very usable chain tool as well as the now essential tire plugging apparatus. 

Design and build

The F16 consists of a traditional multi-tool that slides snuggly into a brushed metal sleeve and is magnetically held in place. The folding multi-tool features all the necessary tools to tackle most problems you may encounter on the trail, including 2, 2.5, 3, 4, 5, 6, and 8mm hex keys, a T25 Torx tool plus Phillips and flat head screwdrivers. At the other end of the sleeve, also magnetically held in place, is a very dinky chain-tool, which when removed can also be used as a spoke key with sizes #0, 1, 2 and 3 built into the body as well as a valve core remover. 

On the side of the sleeve, there’s a slide-off plastic compartment that houses a tire plug tool with three sticky plug strips provided. There’s also dedicated space for a set of quick links inside the compartment. 

The brushed metal sleeve features a bottle opener on the back and can be used to hold the chain tool when removing chain pins or provide additional leverage when using the multi-tool.

The individual elements of the tool all slide and magnetically snap together to make a relatively compact tool kit, measuring 86mm x 40mm x 25mm that weighs in at 186g.

Performance

The F16 with its brushed metal sleeve, feels and looks like a very premium product. The multi-tool slides into the sleeve in any direction, but there’s definitely an optimum orientation. By design or otherwise, the multi-tool slides into the sleeve much easier when inserting the end that includes the 8mm hex. It isn’t a big problem if you insert it the other way around, it just takes a bit more effort to remove it and is a bit of faff with gloves on.

All the fold-out tools fit snuggly into their corresponding bolt heads and it never felt like I was likely to damage a bolt head in use. The multi-tool is quite small at only 61mm in length, so it’s useful that the sleeve can be used as a handle extension when a bit more leverage is required.

It’s been years since I’ve broken a chain out on the trail, but it does happen. The dinky little chain tool found on the F16 is a great piece of kit; by leaving it attached to the sleeve, you have a great handle to hold the tool whilst using the multi-tools 4mm hex key to tighten the pin extractor. The chain tool has been designed as a pin removal tool only, so suitable quick links will also be needed to re-attach your chain.

The tubeless tool is a forked design that works with the sticky ‘bacon’ strip plugs and the shank of the fork has been knurled to roughen up the puncture edges before inserting the strip.

Verdict

Crankbrothers has a long track record of making quality trail-side tools and other premium MTB components. The F16 is a reassuringly solid and a high-quality bit of kit, and at $59.99 / £59.99 it needs to be. It’s a bit on the large and heavy side, and for a lighter option, I would recommend the Canyon Fix 3-in-1 multi-tool.

I also found it a bit angular and pointy if carried in a pocket. If thrown into a hip-pack or backpack this obviously isn’t a problem, and I found it useful to have everything you need in one place, rather than fishing around for separate tools. The F16 should get you out of trouble in most trail-side bike fix scenarios.

Tech specs: Crankbrothers F16 multi-tool

• Price:  $59.99 / £59.99
• Tools: 2, 2.5, 3, 4, 5, 6, and 8mm Hex keys, T25 Torx tool, Phillips screwdriver, flat head screwdriver, quick-link storage, bottle opener, tubeless repair tool, chain tool, #0,1,2,3 spoke wrenches, valve core remover
• Size: 86mm x 40mm x 25mm
• Weight: 186g 

Ciovita’s Opera short sleeve jersey is described as a Trail Tee, which would make you think it would challenge as one of the best mountain bike jerseys, though with its close cut and subtle style, I think it could be more suitable as a gravel apparel option instead. You'd be forgiven for thinking they were an Italian brand, but they are based in Cape Town, South Africa, which has some of the best gravel bike riding on the planet, so how does their latest Trail Tee hold up?

Features

The Opera Trail Tee is an understated affair in Charcoal, which is mainly black with grey panels. That's the only option in short sleeves for men, though it's available in Sage, Navy Blue, or Black in Long sleeve versions and a fetching Coral or Cyan (Light Blue) in a female cut. Fit is described as race, though I think its description is a bit confusing, as trail and race are very different things. I'd say it's a looser gravel race fit. Close-fitting, but not skinsuit tight, and thus avoiding making anyone with over 10% body fat look ridiculous.

The neck features a shallow V-neck, with a small inset of material at the front that helped prevent it from gaping or flapping too much when lent forward riding. It also has an elongated rear that gives plenty of coverage and reasonably long but just about right-length short sleeves that suited me well. Those blessed with big biceps might find it a bit snug, though.

As you'd expect for a jersey designed in the heat of South Africa, it is a very well-ventilated piece of kit made up of large panels of mesh material in different weaves in Black combined with a lovely-feeling Italian Melange Nylon Lycra in a subtle Charcoal. Sadly, the need for extra ventilation has been lacking in the Northern Hemisphere so far this year, but on the odd occasion the sun has made an appearance, the Opera Trail Tee has excelled.

There is only one pocket in the rear, but this is zipped and big enough for a phone, small wallet, multi-tool, or similar. Though I like more storage generally, I doubt the light-feeling material would support lots of pockets and extra weight, and I'd rather have one good pocket than three baggy ones. There's also a useful sunglass wipe just on the inside at the front of the jersey. It's reassuringly thick and has remained soft and genuinely usable on lenses despite lots of washing and use in Yorkshire's finest ‘Gravel’ conditions.

All of Ciovita’s kit is made in its Cape Town factory and is mainly available to order from its website, though it is expanding into retail shops. The site has plenty of examples of Ciovita helping the local community, though there are no mentions of using recycled or organic natural materials, which is a bit disappointing in this day and age.

Performance

I opted to go for a medium, which worked well for my 175cm height and 83kg build. The fit was close and borderline too tight for what I consider a trail jersey, though for gravel, it was pretty much perfect. I find a lot of the latest high-end road-based garments focus too much on being aero and pay little attention to how most average riders look in them. Not so here. It retained the look of a performance top without making me look like a packing accident in a meat factory.

I tended to wear it on warmer days and would pair it with a gilet for temperatures between 8 and 12 degrees. I found the looser-cut sleeves very comfy, generally, though they don't work as well as a tighter jersey when paired with arm warmers. The material tends to flap on top of them, which isn't an issue in terms of function but does look and feel a little odd.

I've had the jersey on test for some time, and it has seen plenty of wet rides, as well as warmer dry rides. It has been washed many times and still looks box fresh with no fraying of seams and none of the fading or graying you sometimes get with darker garments. I also find it stays smelling fresh, which isn't something you always find without some form of Merino or natural wool in the mix, and it dries quickly, too, so it works well for multi-day rides and adventures.

It's well priced, too, I think at $50 / £39 / €45, which puts it in the mid-range category, though I'd happily pay a little more for the use of recycled or natural materials in the mix.

Verdict

I was a little confused when I first got the Trail Tee to test. It was good for XC rides but just felt too tight-fitting for trail riding, where I prefer a looser cut. However, it made more sense to me once I paired it with some Lycra shorts and used it for gravel.

I really liked the fit. It was loose enough to be almost flattering but not so baggy that it would be annoying at a reasonable speed. The subtle styling was definitely a bonus for me, too, though more color options would be nice.

My only criticism is its lack of green or eco credentials, either in production methods or the materials used, which seems at odds with most other brands on the market currently. That aside, it's a great jersey that I enjoy wearing whenever the weather is good enough.

For more information, check out Ciovita.com.

Tech specs: Ciovita Men's Opera Short Sleeve Trail Tee

• Price: $50 / £39 / €45
• Colors: Charcoal/Black
• Materials: Italian Melangue Lycra
• Blend: 50% Nylon, 32% Polyester, 18% Elastane
• Sizes: Pro fit, S, M, L, XL, XXL

We have featured products from the innovative Dutch brand ERE Research before, like its Tenaci GA40 gravel wheels, but never one of its saddles. Like the wheels, there is more to the saddle than meets the eye, with interesting technical features. At first glance, the lightweight, short-bodied, but well-padded saddle ticks many boxes, but how does it compare to the best gravel bike saddles?

Unusually, the Tenaci TT saddle is sold as a unisex saddle. ERE says that extensive ongoing research with the Stanford University of Medicine has shown them that there is no standard for people's pelvic regions and that riders just need suitable comfort solutions regardless of their chromosomes.

Features

The Tenaci TT is their answer for gravel riders who want more comfort across rougher terrain. It uses many of the same features they use on their road range to save a few grams but with a thicker padded top section. The TT I had on test uses titanium rails and a split PA12 carbon fiber base material with a large pressure-relieving cutout, which not only keeps the weight down but adds more flexibility and comfort than a cheaper plastic hull. The TT is the mid-range option, which comes in at £115 / €136, with a lower priced alloy railed T version costing £82 / €97 and a range-topping full carbon version called the CT at £199 / €195

It comes in two widths: the medium version I had on test, which is 145mm wide, and the larger 157mm size. Measuring your sit bones here is crucial and will make a big difference in finding the right saddle. Both are 240mm long, which is relatively short. This trend is popular on road bikes as it lets riders ride with a wider hip angle and, therefore, in a lower, more aero position. This is less crucial off-road, but handily, it works well with the steeper seat angles you'll find on XC and trail bikes and helps keep your weight in the correct position on steep gravel climbs.

Alongside its flexible hull and extra padding, the Tenaci TT has what they refer to as a Comfort Trigger to help riders fine-tune the amount the saddle flexes under their weight. The trigger is a red lever found at the front of the saddle with three fixed settings. It adjusts the amount of tension the rails are under by 10nm and offers up to 10mm of saddle flex adjustment. It's not something I've seen on other modern saddles, but it works similarly to the original Brooks leather saddle that had a simple threaded bolt mechanism that enabled you to adjust the saddle rail tension, though it was far more industrial and heavy than ERE’s interpretation.

Performance

Saddles can be hard to review, as saddle shape is a very personal preference. It's always worth trying a few different shapes if you can, and also keep in mind that your choice of shorts and chamois can also make a big difference in comfort. I've always been fond of longer, narrow-ish saddles with minimal padding for gravel and road duties, and although I have tried short saddles from other brands in the past, I never really got on with them for various reasons.

Not so here I'm happy to report. Fitting was as straightforward as you would expect, and for my first few rides, I rode with the saddle in the middle of the rails and completely level to the ground as I thought it would be a good neutral position to start from. I experimented with moving back and forward slightly, as well as dipping the nose a touch, but found the most comfortable position was just slightly forward of my original central position, which was completely flat.

Whether I was in the drops, sat upright on climbs, or even in as close to an aero tuck as possible on the FSA Pro Wing AGX bars I have been using, I found the saddle comfortable in an unremarkably boring way. By that, I mean I barely noticed it was there most of the time, which is as high praise as I think you can give a saddle. I found it most comfortable when using shorts with larger seat pads like the Ciovita Cargo bib shorts, but it wasn't exactly uncomfortable using slimmer pads either from brands like Mavic, Santini, and Castelli.

I was also worried the padding might be too much, as I've spent the best part of 25 years riding hard and narrow saddles and have found excess padding in the past to be less comfortable, especially over longer rides, as the foam material compresses over time. The padding used here is relatively firm, which does a great job of balancing shock absorption but without deforming too much under pressure, which can lead to discomfort as it puts pressure on areas of delicate tissue and remained comfortable and supportive for me.

The Comfort Trigger offers three clicks of adjustment and is noticeable going from the fully open to fully closed settings, though if I'm honest, after a couple of rides, I rarely changed it. I found I really liked the middle position, as it offered the ideal amount of hull flex for me, and it's not something I felt I needed to change mid-ride. Having said that, having the ability to tune the feel is a useful feature, but mainly in the early stages of getting comfortable with it.

Verdict

I was very impressed with the ERE Research Tenaci TT. I'm always a bit wary when trying new saddles, as they can be a personal preference and make or break a ride if they aren't right for you, so I was pleasantly surprised by how well I got on with it.

As I said earlier, I think it's hard to judge a saddle for other riders, but with two widths and the Comfort Trigger, it offers more adjustment than most. I found it worked well for me for everything from XC blasts to the best bikepacking adventures and it played nicely with multiple bib short brands too with no awkward pressure points or chaffing which is all you can ask of a saddle.

Tech specs: ERE Research Tenaci TT saddle

• Price: $n/a / £115 / €136
• Sizes: M (240 x 145mm) and Large (240mm x 157mm)
• Weight: 209g 
• Color: Black

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 

A reliable and accurate torque wrench is a must-have tool for the home bike mechanic. There are many options on the market but few suitable for bikes have digital displays for the most accurate readings. Taiwanese tool and accessory brand Topeak make two different digital models, I've been testing the smaller, 1/4-inch drive option – the D-Torque Wrench. With an RRP higher than most conventional models, is this digital option worth the extra investment, and is it one of the best bike torque wrenches available?

Design and specification

The Topeak D-Torque Wrench comes in a zipped neoprene-like soft case with a hard foam insert and eight bits plus a 50mm bit holder. The wrench itself is 8.5 inches (21.6cm) long with a 1/4in drive and a reversible ratchet. Its torque range is 1 to 20Nm which is more than most wrenches of this size.

The handle has a non-slip section which is only long enough to be held with the forefingers and thumb – but it reduces the risk of over-torquing with a full caveman grip.

A 0.6 x 0.2 inch (16 x 6mm) LCD screen shows the level of torque you're currently using. Next to it are up and down buttons that allow you to preselect the torque setting you want – an audible beep lets you know when you hit it.

If you need to use other measurements of force besides Nm, another button on the D-Torque allows you to cycle between Nm, in/lb, ft/lb, kg/cm. Torque accuracy is a claimed +/- 3%, which is far more accurate than non-digital models.

As for its power source, the digital wrench requires an AAA battery which is included.

Performance

I've been putting the Topeak D-Torque Wrench to use for several months now and with its super accurate measurements and small wrench head, it is a very handy piece of kit.

The wrench feels solid and well-made, while the ratchet has a satisfying sound. There's no bit release button on the ratchet head, but the bits are firmly held in place magnetically.

Being able to see torque readings up to two decimal places on the LCD screen is really handy. The torque selection function works very well and you can be super precise, though the 'beep' when you hit your required Nm is not the loudest so you need to pay attention.

Another potential issue is that the LCD screen is pretty small and isn't backlit. I could read it fine in normal light conditions, but it is trickier in lower light. If you have eyesight problems, you may struggle.

The included bits cover the vast majority of MTB uses that you'd use a smaller wrench for – there's no 8mm bit for pedals for example, but pedals should be tightened to around 40Nm, which is beyond the capabilities of this and other small wrenches. Torx-wise, you only get a T25 bit with the wrench, so depending on the bikes you work on, you might need to shell out for other bits such as T10, T15, and T20.

Verdict

If you want a super accurate 1/4in torque wrench, the digital Topeak D-Torque is hard to beat. The warning beep when you hit your preset torque is fairly faint though and it's a shame the LCD screen isn't backlit to make it easier to read.

The price is many times higher than an analog wrench though, so whether it's worth the extra investment for a higher degree of accuracy is up to you.

Tech specs: Topeak D-Torque Wrench

• Price: $269.95 / £229.99 / €229.95
• Torque range: 1 to 20Nm
• Claimed accuracy: +/- 3%
• Selectable torque units: Nm, in/lb, ft/lb, kg/cm
• Included bits: 2, 2.5, 3, 4, 5, 6mm Hex/Allen, T25 Torx, Phillips #2
• Wrench drive size: 1/4in
• LCD screen size: 0.6 x 0.2 inch (16 x 6mm)
• Overall size: 216 x 21 x 21mm / 8.5 x 0.8 x 0.8 inches
• Power source: 1x AAA battery
• Weight: 171g including battery

It's not often that you'd consider buying four pairs of gloves at once, but that's what you get in the Dissent 133 Ultimate Cycling Glove Pack. I’ve often used an extra inner with my deep winter gloves, and last year I’d also enjoyed superlight waterproof overmitts, so the chance to try a set that was specifically designed to fit together was attractive.

Dissent 133 is a brand from The Rider Firm, of the Hunt Wheels stable, and like the parent product, the gloves set is a good idea strongly marketed. For £109 you get a waterproof/windproof outer (£55 individually), a showerproof/windproof outer (£30), a knitted Cordura inner (£20) and a silk liner (£10). And a nice box. The idea is that you can mix and match them – including using the outers by themselves – in any conditions from 15C / 60F and bright, to -5C / 23F and stormy. 

They have no off-road features – they’re aimed at road and gravel riders. I used them happily on my MTB, but mostly on drop bars for gravel riding, commuting and road rides.

I think finding gloves that fit amazingly is a personal thing and hard at the best of times. And even some of my favorites are a compromise between hand size and finger length. Dissent 133 had their work cut out in designing outer gloves that are spacious enough to take inners, and yet viable as solo gloves, and they just about achieved it. The inners are a bit more generic but they do all work well together.

Design and specifications

HDryLite Gloves – weighing 46g for a small, these single-layer gloves get their heavy-duty waterproofing from a seamless bonded membrane and water-shedding nanoparticles on the outside. 

They’re not shy of marketing at Dissent 133, and you could be forgiven for expecting a space-age miracle that never wets out. That’s not quite true, but they are light and tactile. The wrist closure has an easy-to-grab loop and strong Velcro strips. The back of the hand has a big pleat and it all looks as if it’s been inspired by a corset, which is unusual, but each to their own. 

The Showerlite Windproof Gloves have a similar style and wrist fastening, but a more conventional fabric outer with a DWR coating, and an inner membrane that’s windproof and showerproof. The fabric is lighter with a little more stretch, and the glove weighs 25g. On our samples, the palm patterns were much stickier than on the HDryLite Gloves. 

The first inner glove is the Cordura Touchfit Thermal layer. It’s a simple knitted nylon/polyester glove with silicone palm and finger grips, and a cuff that’s long enough to fit over a watch.

The final piece of the puzzle is the 100% silk liner, at 11g, simple, snug and relatively short cuffed.

Performance

The main thing I appreciated about the two outer gloves was the lack of bulk for the amount of weather protection they gave. Using the HDryLite glove without an inner liner was surprisingly warm and yet dexterous and free-feeling, even below 7C / 45F or so, when I’d normally be cold in an insulated glove. I suspect the full windproofing, a bit of thickness to the fabric, and also a decent amount of finger-wiggling space all helped here. 

The HDryLite’s waterproofing was impressive, even in biblical deluges. After longer periods or in warmer weather they did eventually get a little damp on the inside but I’m pretty sure that was a breathability question.

The Showerlite gloves also hit a nice sweet spot for me. Even though their water resistance was minimal, they were great by themselves, really light and dexterous, when it was just too cool for a knitted glove.

I wasn’t so convinced by the inner gloves, particularly the Cordura one which felt like a poor man’s DeFeet Duraglove, with a looser knit that was more prone to snagging, and oddly short fingers compared to the rest of the glove set. The silk liner was generic but fine, with a snug fit and good value at only £10 if you were to buy it separately.

The layering concept is definitely a win. Not just for those of us who aren’t tough enough to be bold and start cold on a ride, and want to peel off a layer when we warm up. But also if you want to dry out gloves on the go, as on a multi-day trip. Thick thermal gloves are magnificent… until they get wet on the inside, as they do when you take your hands in and out of them in the rain. Then they start to cling to your hands and they never dry out. If you can take the inner out, you’ve got a fighting chance.

I didn’t find the Velcro as bad as some other reviewers have done, though it’s true that the aggressive face is the part that is often not fully covered and can catch on the cuffs of your clothes. It’s also true that if you need to use bare hands from time to time, then it’s more of a faff to remove an inner and an outer than just one thicker glove.

Verdict

The name Dissent 133 comes from the average number of days it rains in the UK each year, and a refusal to avoid riding on them. The idea of a mix and match set works well, although if you’ve already got gloves you like, you might not want to buy the whole pack, especially as the inner gloves aren’t particularly special. (You can also buy the gloves as separate pairs.)

For me, the unlined waterproof outer was the standout, giving full storm waterproofing but unlike a typical (insulated) winter glove, leaving you to decide how much warmth to add inside it.

Tech specs: Dissent 133 Ultimate Cycling Glove Pack

• Price:  £109 / €132.20 / $143.03
• Color: Black
• Sizes: XS-XL
• HDryLite Gloves: 92% polyamid, 8% elastane. Inc Hydry membrane, Schoeller outer, reflective fingertips, silicone palm grips
• Showerlite Windproof Gloves: 100% polyester, Inc reflective fingertips, silicone palm grips
• Cordura Touchfit Thermal Gloves: 71% Cordura nylon, 29% Coolmax polyester
• Silk Liner Gloves: 100% silk

Tifosi offers a huge range of sunglasses and its Rail XC Clarion Fototec are a slightly smaller version of the original Tifosi Rail Sunglasses that I reviewed and highly rated last year. Despite the ‘XC’ moniker the Rail XC is promoted as suitable for all types of riding and I’ve been extensively testing them on XC, Gravel and Road rides throughout the summer. 

I’ve been using Tifosi’s adaptive Clarion Fototec Lens that starts very lightly tinted and darkens in sunlight to a smoked tint. With the summer weather becoming more and more unpredictable an adaptive lens could be just the ticket when it comes to selecting the best mountain bike sunglasses.

Design and specifications

The Rails XC Clarion Fototec are available in two color ways, the blue mirrored lens with crystal clear arms that we have on test and a red tinted mirror lens with black arms. The arms are made from Grilamid TR-90 thermoplastic which feels reassuringly tough, and the end of the arms have a metal core which allows the arm tips to be easily shaped to your head. The metal core is encased in transparent plastic and is hardly visible underneath the hydrophilic rubber sleeves, a material that’s designed to offer more grip the more you sweat. The same metal core and hydrophilic rubber has been used for the nose piece to offer similar adjustments. 

The Clarion Fototec lens is made from shatterproof polycarbonate with Photochromatic particles that darken when exposed to light. In low light, the Fototec lens allows 46% light transmission and is only slightly tinted. When exposed to full sun, the lens tint darkens to allow 13% light transmission. In all conditions, the lens provides full UVA and UVB protection.

The lenses measure 131mm from arm to arm and are 52.6mm at their deepest, which is 6.3mm shallower than the original Rails. The rimless design keeps the weight down to a svelte 30g on my scales which puts them on a par with similar MTB sunglasses like the Adidas SP0075 at 29g and the SunGod Airas at 31g.

A hard case and microfibre cleaning bag is supplied to keep the Rail XC’s in tip-top condition.

Performance

My one small gripe with the slightly larger Tifosi Rail was the large lens format tended to knock against the brow of the helmet in chunky terrain. The Rail XC's with slightly reduced lens size have negated this problem and have been great to use throughout the summer. 

I’m a big fan of the crystal-clear arms which complement the blue-tinted Fototec lens. Once adjusted to fit my head, which is a simple case of bending the tips of the arms to the desired shape, the Rail XC’s were used for most of my riding over the summer, from 8-hour road rides in the French Alps to local mountain bike loops in the woods. The Rail XC's have impressed me throughout. They’ve stayed put in some seriously chunky terrain and I’ve not experienced any fogging issues. Even after 8 hours of continuous use, they were still comfortable with no pressure points. The Rails XC’s have played nicely with a wide range of the best mountain bike helmets and also lightweight roadie offerings too.

I’ve found the adaptive lens tint to work well throughout our poor excuse for a summer. Not knowing when the sun is going to appear would normally make lens choice a bit of a gamble, but the Fototec lens has coped admirably with unpredictable light conditions. The full sun tint (13% light transmission) doesn’t seem overly dark and the transition to a low light tint (46% light transmission) is what I would describe as subtle and undetectable when wearing. 

When on the trail the Fototec lens does a good job with regards to contrast and definition, allowing you to read the trail with confidence and hold your speed. The relatively slow reaction time to adapt to changing light conditions is the only thing stopping me awarding full marks. If you ride in full sun and then drop into a deeply wooded section of trail, the Fototec Lens could struggle to adapt quickly enough. I didn’t experience this throughout testing as proper sunshine has been hard to find, and my local riding spots aren’t particularly densely wooded. Still, the slow reaction time does worry me slightly.

Verdict

The Rail XC's have become my default riding sunglasses over the summer, and I’ve put in some serious test miles wearing them. They offer great coverage and are super comfortable and stable in use. The slightly smaller lens compared to the ‘Rail’ will suit a smaller head size and worked well for my average (medium) sized head. 

The slightly slow reaction time for the lens to change tint may be an issue if you’re riding in and out of dense woodland, but other than that, I have nothing to complain about.

Tech specs:  Tifosi Rail XC Clarion Fototec sunglasses

• Price: $79.95 / £109.99
• Lens type:  Fototec
• Colors: Crystal Clear, Satin Vapour
• Weight: 30g

Ah, summer. Time to ditch the riding trousers, slip on a short-sleeved jersey and head into the hills for endless dry and dusty trails. Well, it’s an unfortunate truism that needing to carry a lightweight weatherproof jacket – even in the summer months, is a necessity. I always pack a windproof jacket, unless I’m 100 percent convinced that the Met Office have the report nailed, and we all know how that sometimes turns out…

Rapha’s Trail Lightweight jacket could be your perfect partner. A highly breathable lightweight windproof and water-resistant jacket for use in changeable conditions. It packs up in its own pocket or can be stashed on your bikes frame using a small strap.

There are lots of choices on the market so it will be interesting to see if the Rapha tag justifies the cost and delivers on performance amongst best windproof jackets out there.

Design and specifications

This windproof jacket is made from breathable lightweight Ripstop nylon fabric which gets a DWR treatment to shrug off light showers. Designed for maximum movement out on the trails, Rapha describe it as a regular or standard fit, it’s roomy enough for layering in cooler weather but not too loose to hold a great silhouette over just a jersey. It’s cut straight at the waist, without the need for a dropped rear, which gives it a nice casual look off the bike and there’s a small elasticated pull toggle to cinch it in, if the weather turns nasty. With good length arms the cuffs have a simple elasticated hem and the hood is also elasticated with a small formed peak and elasticated pull toggle at the back to tailor fit. It’s not a helmet compatible hood, rather designed to wear under your helmet.

The whole jacket can pack down into the chest pocket for easily storage and it also features a small strap that allows you to strap it onto your bikes frame which is a really neat feature. 

Performance

I’ve always been a massive fan of windproof jackets. I really hate overheating whilst riding and would rather suffer a soaking than overheat for the entirety of a ride. In the summer months when the winds up and I know I’ll be gaining elevation or exposure I always pack a windproof though. I’ve been wearing the Trail Lightweight jacket since Rapha first launched their mountain bike line in 2021, and I love it. Yes, I do like the fact that it sports a subtle Rapha logo. But for me it’s all about performance, and it doesn’t hurt that it looks great too.

I’ve worn this jacket all-year round. With layers in the winter – if I know I won’t get soaked and of course into spring with its showers and packed for emergencies during the summer months too.  

It’s really comfortable, and does a sterling job of windblocking and batting off light showers. The close fit means it’s not at all flappy when the wind really tried its hardest whereas some jackets can sound like a broken tent flapping around in a storm! Testing it in some ‘proper’ rain, it did wet-out, but that took an impressibly long time – something that’s to be expected of a wind-proof rather than waterproof jacket. This jacket is especially good in warm and wet changeable conditions where I didn’t experience the dreaded ‘over-cooked’ feeling when cranking up climbs.

Having the ability to either stash it in my hip pack or strap it to my bike is awesome. It fitted all my bikes, from my gravel bike to my trail and enduro rigs with fatter tubing. It didn't get in the way when pedaling and if it did get caked in crud whilst strapped to the bike washed up really well. The strap can be removed from the loop inside the pocket if not needed, but it doesn’t feel bulky if left in. 

I’ll admit I’ve never worn the hood under my helmet just hoicked it up to a point over my trail helmet on those mid-ride faff stops, which does make it tight to the chin so a helmet-compatible hood would be a bonus. For such lightweight material, it’s pretty tough, shrugging off any interference from bramble attacks so far – which I’m amazed by as I’ve shredded a lovely RAB jacket in the past at this time of the year, but a big crash would destroy it. That’s said I’ve been brave enough to wear it many times to Bikepark Wales on the toughest of trails and it’s survived.

Verdict

OK, so it’s quite pricey, and only gets knocked down by half a star because you can get great performance for less. But the styling, performance and construction is right up there and with its proven longevity should see you through the seasons.

Tech specs: Rapha Trail Lightweight jacket

• Price: $188 / £145 / €175
• Sizes: XS / S / M / L / XL / XXL
• Colors: Off-White / Black / Ultramarine / Navy / Brown
• Materials: 100% Nylon Ripstop
• Weight: 158g (M tested)
• Rival products: Specialized Trail Wind jacket, Fox Ranger Wind jacket

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

Shimano launched its first gravel shoe in 2019 off the back of releasing its first gravel groupset. Fast forward to 2023, and it felt like déjà vu with Shimano announcing the latest RX801 gravel shoe shortly after the 12-speed update to its gravel groupset.

Shimano claims the RX801 enhances its best gravel bike shoe, offering improved breathability and an optimized fit. Much like the GRX groupset, the new RX801 isn’t a ground-up redesign, but rather an evolution of an already sorted product. Over the last four years, the original RX8 has been my favorite gravel shoes and I have covered thousands of gravel miles racing and adventuring in them. The original shoes weren’t without fault, so has Shimano perfected its gravel shoe with the updated RX801? 

Design and specifications

At first glance, it's tricky to spot the difference between the two generations of Shimano gravel shoes. The RX801 has the same single BOA wrap-around closure and toe box Velcro strap as the old shoe, although now it’s specced with a low-profile BOA Li2 dial, rather than the IP1. The dial features dual multi-directional tightening and loosening for fine-tuning and can be popped up to release tension quickly.

Look a little closer at the synthetic leather upper though and you will see subtle changes to the BOA’s cable routing. The long material guide on the side of the foot has been replaced with two smaller anchors and the wrap-over section on which the plastic guides are mounted is now in two sections. The RX801 upper is now constructed from three panels of material and increases the number of ventilation perforations along the inside, outside, and front of the foot too.

Inside the shoe, there’s a vented Silvadur antimicrobial-treated insole with swappable foam inserts for tunning arch support. Shimano has also removed a strip of elastic connecting the inner wrap-over section to the inside of the shoe allowing the RX801 to open wider making it easier to slip the shoes on.

The base of the shoe looks unchanged, featuring a stiff carbon composite sole and minimal TPU lugs to keep weight down. A TPU strip offers protection around the shoe's front edge and there’s a hard plastic heel cup to deflect bumps and scuffs. Unsurprisingly, Shimano has engineered its gravel shoes to work perfectly with Shimano’s SPD pedals and are said to pair perfectly with the latest Shimano M9100 XTR, I also tested them using a set of Shimano M8100 XT pedals and Favero Assioma Pro MX SPD with great results. Interestingly, while Shimano has added toe and heel vents to the cheaper RX6, there are no vents on the sole of the RX801. 

As far as I am aware, Shimano’s RX8s are the lightest gravel shoes on the market. Although the RX801s superseded these shoes, my review samples tip the scales at 578g (without cleats), 13g heavier than my old RX8s. Even though the RX801 hasn’t been able to shave any additional weight, they are still significantly lighter than all other gravel shoes.    

I have the standard fit shoe (EU36 to EU47 plus half sizes) but there is a Wide fit option (EU38 - EU48) for riders with paving slab feet. There’s also the RX8R model which features a knitted ankle cuff to stop any gravel going into your shoes, although it's never been a problem for me in the past.

The RX801s come in either a smoky Black or Silver fade (tested), or if you want to jazz up your gravel gear there is also a limited edition Tropical Leaves or Twilight option.

Performance

The RX801 is a fantastically comfortable shoe that balances a cosseting closure with an aggressive shape. The toe box of the RX801 has been widened to help cater for a more general range of feet, although the shoe still aggressively tapers towards the snug heel cup.

I find very few single BOA shoes can offer a properly secure fit, Shimano bucks the trend here and the wraparound layout provides a close even fit with no points of irritation or hot spots. The top wrap-over section on which the upper cable guides are mounted no longer has webbed fingers. Instead, the sections can independently move to better conform over the top of the foot and help accommodate a wider range of shapes.

The combination of the wrap-around closure and precise shaping held my feet in place without feeling restrictive and even during long days in the saddle I didn't feel the need to make any mid-ride adjustments. 

The RX801 gives a stable pedaling platform when used with the SPD system and the stiff sole feels very supportive when putting the power down without being fatiguingly stiff over rough trails. Step off the bike and the RX801s are far less assured. The minimal number of blocks, narrow lug patterns, and angled shapes can be precarious when trampling over uneven terrain and there isn't much tread for digging into slippery mud if you have been forced to dismount. 

The minimalist tread doesn't extend right to the front of the shoe either and, based on my experience with the original RX8, this could lead to accelerated wear on the rubber toe bumper resulting in the carbon sole becoming exposed and damaged. If your gravel rides frequently require rough portage I recommend the stiff but walkable Fizik Ferox Carbon, the super grippy Rapha Explore Powerweave, or Shimano’s broader lugged MTB-orientated XC7. 

Verdict

Beyond the eye-catching silver fade, there's little discernible difference between the RX801 and RX8. Look closer and it is evident that Shimano has made a load of changes when re-developing the shoe. Everything I loved about the original shoes lives on in the RX801s, combining perfect levels of stiffness, stability, and low weight (even if it is marginally heavier) to be unmatched when it comes to gravel-specific footwear. While Shimano hasn’t made any dramatic changes to the RX801's character, the new last shape is more forgiving with its slightly wider toe box and tweaked closure should give a better fit to more riders.

Despite the marginal gains in upper design and fit, the RX8s biggest weakness remains unaddressed. For gravel riders and racers who have no intention of walking, the narrow footprint and minimal tread won’t be an issue. Sometimes portaging is required and if you're frequently hoofing over unrideable sections or around trail blockages, the RX801 is not the shoe for the job. 

Tech specs: Shimano RX801 gravel shoe

• Price: $275 / £229.99 / €229
• Color:  Silver, Black, Tropical Leaves, Twilight
• Retention: Li2 BOA
• Uppers: Synthetic leathe 
• Outsole: Carbon sole 
• Weight: 578g  (size 43)
• Sizes: EU 36-47 (half sizes between EU39 and EU47),  Wide fit option EU38 - EU48

Given it’s crazy gravel adventure bike to hardcore XC/trail bike remit it’s no surprise there’s a lot of mixed messaging coming from Pace with the RC429. So is it “a unicorn that will ride-it-all” and “steel your heart”? A functional, competent, technologically advanced and effective 'sport tool’? Or both? I rode it down black runs in a conventional T-Pack hardtail build and across wild moors in a rigid fork, drop bar G-Pack build to find out.

Design and geometry

However you end up building an RC429, you’re starting with the same frame and there’s a lot going on here. 853 is the premium self hardening steel in the Reynolds range and Pace have been using it for years. That means you’re getting a carefully curated mix of relatively slim pipes building up the front end which is welded up by the brand 'Fort' in the Czech Republic. Again, someone Pace has a very long history of working with after supplying their race team with suspension forks in the 1990s. The A-framed back end is a similarly slim mix of steel tubes (Reynolds don’t do 853 stays) but ends in UDH dropouts which are still a rare sight on steel frames. Even without any excessive crimping or machined plates, there’s ample room for 29 x 2.6in tires in the back end too.

If you’re wanting practical fixtures, Pace has really gone all in too. All cables apart from the dropper posts and ports for dynamo lights are externally routed and the frame is covered in mounting bosses for racks and bottles/cargo mounts. If you go for the custom carbon fork option (made by the same company that produces the excellent RC295 full-suspension trail bike) you get more bag mounts and hidden dynamo wiring from hub to crown too. You can get the frame and fork in three different colour options too

While most brands trying to span the gap from gravel to trail with one frame have been conservative with geometry, Pace has gone full send here too. With a 130mm fork in the head angle is at 65 degrees but even in rigid mode it’s 66.5. The seat angle changes from 75-76.5, while reach changes from 473 to 477mm depending on the fork length. At an average of 70mm, bottom bracket drop is absolutely slammed too.

Components and build

I tested the RC429 in two very different builds – the T Pack and the G Pack. The first was a conventional MTB trail build that centres around a 130mm travel RockShox Pike fork and a SRAM GX AXS T-Type Transmission that makes the most of the UDH hanger at the rear. While it comes with Hope or Hunt wheel options, I chucked on a set of Zipp 1Zero HiTop race wheels with Schwalbe XC tires that I was testing anyway. The second was a monster cross / gravel / MTB Frankenbike fever dream with rigid fork, super flared drop bars, a freaky seat pack compatible inverted dropper post from DT Swiss, and a Shimano GRX gravel group. I left the DT rim / Hope hub wheels alone, but did sneak some silly fast Continental Race King tires on to give it proper gravel speed potential.

Ride, handling and performance

Let’s start with the simple one. A look at the geometry will tell you that in T-Pack mode, the 429 is an aggressively low, slack forked tech trail tamer. Not as enduro trail focused as the even more aggressively angled, shorter rear end, longer fork RC529 or Stif’s Squatch. But slightly slacker and shorter than Cotic’s Solaris if you run both with a 120mm fork.

The really noticeable difference between the bikes is the frame feel though. While both Pace’s own 529 and the Cotic have a muscular ‘modern steel’ feel, the slim tubes of the RC429 combine with the long rear end to give a more softly sprung ‘classic steel’ vibe. Something Stif achieve with super flat seat stays on their Squatch too and both have the same bonus grip that comes from a compliant, ground moulding chassis. It’s also noticeably more comfortable for a given tire / pressure too which is obviously a fatigue saving gift if you’re wanting to make best use of all the bike packing features on epic adventures.

Inevitably that means less accuracy at the fork and bar tips when you’re really pushing hard, so it’s a bike you have to relax and work with rather than bullying through rock slots and ruts. As a result, while I enjoyed blasting it through my local technical singletrack with the bigger forks – and the bigger tires Pace normally spec would increase security – you could feel it reaching its comfortable limits and starting to writhe a bit if things got really gnarly. While I haven’t ridden it yet, that would suggest the 120mm fork ‘D-Pack’ downcountry build options are the most natural way to serve this bike up for fast, flat bar duty. On that efficiency note, despite all the extra bolts and dynamo holes etc., the frame is still a competitive weight for steel at 2.7kg (size large). That meant it only took fancy carbon race wheels to turn this otherwise all-metal machine into a sprightly and agile-feeling bike that loved to climb or spin out the miles in between the madder bits.

Having thoroughly enjoyed playing out (yes I chose that phrase carefully) on the T-Pack build, I couldn’t help feel apprehensive about testing the G-Pack drop bar version. Even my beloved Specialized Chisel long termer hadn’t survived an experimental move to a rigid fork with its character or capability intact. I was worried that the RC429 would feel similarly stunted in terms of speed through rougher, rooty or rocky sections and all that aggro geo would be utterly pointless as I tip-toed through technical bits. My tree clipping, high siding nightmare time testing the slack-angled Evil Chamois Hagar suggested that MTB angles and drop bar cockpits aren’t natural partners either.

There’s no doubt that fitting drop bars – even short reach ones with a similarly short stem – makes the RC429 a stretch compared to a normal gravel bike. It’s definitely far more interested in going straight rather than turning compared than a conventional drop bar machine. When I pressed down on the wide Pro bars to snap the Pace out of its stubbornness, it actually fell remarkably well-weighted. There was no hint of it standing up mid-turn, jack-knifing under or just shunting straight on. It just felt like an assuredly lazy trail bike without the complications of braking-related geometry change.

Despite (or maybe because of) the tree trunk-sized carbon legs, the fork is remarkably forgiving. Speaking to Adrian at Pace he said he’d deliberately designed and tuned its layup to mirror the feel of the frame rather than going for a heavier, stiffer fork that could take more weight (it’s limited to 3kg per leg) – and I reckon he’s nailed it. That meant initial worries about walloping into roots or rocks or sending it down moorland singletrack as hard as the silly geometry encouraged flipped into a giddy, big grin charge wherever possible. Needless to say, leaving conventional gravel bikes far behind added even more encouragement to playing drop bar enduro and it was only when I started abseiling wildly down a notorious rocky red route that began to really question my life choices. Obviously, there’s nothing stopping you from switching between a rigid fork and a suspension fork while sticking with drops (it’s the Epic MTB fashion right now, don’t you know) to split the difference either. Especially as the rigid fork has an MTB style post mount brake, rather than gravel style flat mount. That would still leave you with all the multi-hand position and aero advantages of the drop bar, but with no need to back off at all, even on that rowdy red run.

Verdict

Pace has been pushing the boundaries of off-road tech since the late 1980s (yes '80s) and clearly isn’t stopping yet. Ignoring the drop bar/rigid option, the RC429 is a great XC/DC/adventure MTB with a smooth flowing distance friendly vibe and the 24-hour bikepacking fixtures to match without the excess weight you’d expect. If you’re feeling aggro, it’s got the angles to tackle properly tech trails too, though the RC529 is the better bet if that’s your bread and butter. Despite all the fixtures and the futureproofing UDH it’s very good value for a European made steel frame too.

And that’s before you add the genuinely useful drop bar / rigid option. This is almost as fast as a pure gravel bike (it’s a little less aero and heavier too) on the road or non-tech surfaces, but has a far greater appetite for saving you from dumb stuff whether you’ve got into it deliberately or accidentally. To be totally honest, while they’re definitely Marmite, I’m a real fan of the way the RC429's radical looks separate it from the masses of off-roadie bikes out there, and provoke the stares and conversations to match.

Test conditions

• Surface: Everything from road to loam, roots, boulder drops and loose rock
• Trails:  Road, gravel, natural XC, moorland singletrack, black red and blue grade trails centre and off-piste play trails

Tech specs: Pace RC429 'T Pack' GX AXS T-Type

• Discipline: XC / Trail
• Price: $5,576 / £4,999
• Head angle: 67.5º
• Frame material: Reynolds 853 steel main tubes 
• Fork: RockShox Pike Ultimate, 130mm travel
• Size: S, M, M/L, L (tested), XL 
• Weight: 12.45kg (L actual)
• Wheel size: 29in
• Chainset: SRAM GX 165mm arms with DUB bottom bracket. 
• Rear mech: SRAM Eagle AXS GX, T-Type
• Shifter: SRAM Eagle AXS
• Cassette: SRAM Eagle XX SL CS-1275 12-speed 10-52T
• Brakes: Hope Tech E4 180/160mm rotors 
• Tires: Schwalbe Racing Ray and Racing Ralph 29x2.25in 
• Wheels: Zipp 1Zero HiTop
• Bars: Burgtec 30mm rise alloy 800mm width
• Stem: Hope Freeride 35 x 35mm
• Grips: Burgtec Bartender
• Seat post: BikeYoke Revive with reset Triggy lever
• Saddle: Burgtec Cloud Chromo

Tech specs: Pace RC429 'G Pack' GRX carbon fork

• Discipline: Gravel / adventure
• Price: $4.684 / £4,199
• Head angle: 67.5º
• Frame material: Reynolds 853 steel main tubes 
• Fork: Pace rigid carbon fork 
• Size: S, M, M/L, L (tested), XL 
• Weight: 11.56kg (L actual)
• Wheel size: 29in
• Chainset: Hope RX-EVO 170mm arms with Hope stainless bottom bracket. 
• Rear mech: Shimano GRX
• Shifter: Shimano GRX
• Cassette: Shimano GRX
• Brakes: Hope Tech E4 180/160mm rotors 
• Tires: Schwalbe Racing Ray and Racing Ralph 29x2.35in front and Specialized Renegade, Control 29x2.35in rear tires
• Wheels: DT Swiss XM421 rims on Hope Pro 5 hubs
• Bars: Pro Discover Flare 31.8 x 480mm
• Stem: PRO LT 60MM 
• Grips: Burgtec Bartender
• Seat post: DT Swiss D232
• Saddle: Burgtec Cloud Chromo

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)

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

Canyon has launched two brand new cycling helmets that use a retention system that it claims to be a game-changing move.  The system is called HighBar and it uses plastic arms paired with a dial closure system to replace the traditional straps and buckles found in most of the best MTB helmets.

The system used on the Disruptr CFR and Stingr CFR helmets is claimed to offer benefits including a more secure fit (and, therefore, improved protection) better aerodynamics than a trad-strapped lid, more efficient cooling and less wind noise.

So by removing the traditional fit system has Canyon changed cycling helmets forever or fixed something that doesn't need fixing? 

What caught my eye immediately with these helmets is that the fit system – which I think looks rather unsightly and awkward – breaks the unwritten rule regarding wearing sunglasses on the bike!

The best mountain bike sunglasses are always worn with the arms over the helmet strapping, mostly because it's more comfortable, under means the strapping presses the arms into your head when tightened, and in a crash, they are likely to fly away from the face and eyes easily, but also just because it's way cooler looking!

Putting this tongue-in-cheek sunglasses issue to one side, why has Canyon changed something that's worked perfectly well in helmets forever? I had a look into the more serious claims to see what these premium-priced helmets have to offer, and if they can match up to some of the other leading helmets from rival brands.

For mountain bikers and most gravel riders, aerodynamics are not often top of the list when choosing the best off-road helmets. However, adequate cooling and precise fit are, and if Canyon's claims of watt-saving performance are true, getting faster is an obvious added benefit.  

Precision fit system details

The HighBar system is claimed to offer a "secure, precise, and user-friendly helmet experience with a simple twist of a dial". We are all used to the traditional strap system, with a correct fit achieved easily by adjusting the length of the strap, and ensuring the helmet is securely attached to your head. 

The HighBar system has only one point of adjustment and once the strap is rotated down beneath your chin (it flips up when not in use, for easier storage) it's a claimed simple twist of the dial clockwise will tighten and counter-clockwise will loosen. 

As well as a claimed perfect fit every time, it's also designed to offer easy, one-handed adjustment and a customized fit too.

It does look unusual but HighBar is keen to point out that they are "helmet industry experts who are re-inventing fit and retention to optimize the fit and performance of every helmet, for every rider, every time."

Safety, cooling and noise reduction

Canyon claims that the new CFR helmets will keep you cooler and will deliver a quieter performance than rival helmets. The Disruptr CFR is the all-rounder of the two aimed at XC, gravel and road riders, while the Stingr CFR is the dedicated aero helmet – both feature the MIPS Air Node crash protection system.

I'd be interested to know how the plastic retention system performs in a crash and whether they break away or are soft enough not to do damage, it does raise a question for me as the traditional material strapping performs perfectly well.

The helmets are also designed to keep you cooler as the plastic retention system is designed not to touch the rider’s skin.  Canyon claims that testing showed a reduction in skin surface temperature of 4.8ºC (40.6ºF) on areas where normal straps would usually make contact with flesh.

Wind tunnel tests have shown that the HighBar System can also reduce sound levels at the ears (6-7.5dB) compared to conventional helmet straps. That said, if you take the time to correctly set up any helmet there shouldn't be any flapping straps to make excessive noise.

Watts for free?

Canyon says that in its wind-tunnel testing HighBar system reduced drag and therefore saved valuable watts. 

In its tests on the HighBar strap vs a conventional strap, Canyon found a claimed 7-watt saving at 50kph and an even greater 10-20 watt saving at speeds of 60-70 kph which is said to equate to 33 seconds over 100km - which is quite significant and Canyon says it will give riders "pro-level performance boost." 

However, how many average riders are regularly actually doing 50-70 kph for sustained periods? These gains will mostly apply in the pro-pelotons rather than everyday gravel biking adventures or cross-country mountain biking.

"Your helmet can play a major role in aerodynamics, it’s one of the first things to hit the air when you’re riding," explains Canyon’s Global Director of Gear, Stan Mavis "Whilst the helmet form has seen shape changes over the years, the design of the helmet strap hasn’t seen any real innovation for over 100 years. That’s why we decided to collaborate with world-leading experts to create a line of helmets that would set a totally new standard for helmet performance, completing the Canyon offer from head to toe."

The helmets are already delivering on the global racing stage being worn by Canyon athletes including gravel racers Jasper Ockeloen and the Unbound 2023 winner Carolin Schiff. Luca Schwarzbauer also showcased the Disruptr CFR helmet at the recent Paris Olympic games in cross-country mountain biking.

Pricing and availability

Both models are available to purchase now directly from Canyon.com or via the Canyon app. The Disruptr CFR comes in White, Black, and Grey, with a claimed weight of 275g (M size). Priced at $330 / £289.95 / €299.95 it comes in sizes Small, Medium, and Large.

Disruptr CFR also comes with a magnetic port in the rear to take a Canyon's rear light with 5 modes and up to 30 hours of run time, available to purchase separately priced at $33 / £28 / €29.

The Stingr CFR is available in White and Black, and weighs in at the same claimed 275g. It's also priced at $330 / £289.95 / €299.95 and comes in sizes Small, Medium, and Large.

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

Rapha has had its big Summer Sale running for the last month and it's now entering the final weekend, with the sale officially ending on Tuesday, September 3rd at 23:59 BST.

The iconic British cycling brand has made the final reductions across its site including loads of its MTB and off-road riding kit, with MTB jerseys, pants, and gravel shoes all carrying big discounts.

Here at Bike Perfect, we have tested many items from the Rapha range over the years, and it has always delivered on comfort, performance, and style with many of its products taking spots as recommended products in our various buyer's guides.

I've dug around the Rapha Summer Sale on the UK and US sites and added my top ten picks on Rapha kit that I think are well worth checking out. With discounts up to 50% they won't be around for long and I suggest if you're looking to refresh your kit, you snap these Rapha deals up fast before it's all over.

Rapha sale deals

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

The future of where we ride

Let’s start this conversation by talking about the absolutely insane situation surrounding where we ride our bikes offroad here in the UK. Considering we’re talking about a multi-billion pound global business the fact that it’s increasingly based on illegal land use is crazy. 

Sure, there are privately built centres like Bike Park Wales which is going strong, but the news about the potential closure of facilities at public trail centres like Coed-y-Brenin is likely to be the first rumble of a serious storm. And it’s been brewing for a while because the lesson the original Welsh trail centers taught us - that it’s no use building new trails unless you commit to ongoing maintenance - still hasn’t been learnt. 

It's not just trail centers either, doing the recce ride for a new gravel/MTB route for Cycling UK last week showed that a lot of legally useable bike routes are far from useable in a practical sense. Either because they’ve been blown apart by storms, buried under skin ripping nettles and brambles or barricaded by farmers who know it’ll be years before the local council gets round to sending them a letter asking them to stop. 

The backlog to clear all of the outstanding rights of way issues before a ‘setting it all in stone’ deadline is absolutely vast too. It's no wonder that a lot of us are riding footpaths, deer tracks, or whatever ‘cheeky trails’ we can find/build to keep things interesting and keep the sport progressing. Even if that does a lot of reputational damage for our sport with landowners and other countryside users.

That all feeds a background of local authorities and national stakeholders like parks and forestry often being fundamentally hostile to bikers and massively short-sighted in terms of the economic gains we’ve proven we can bring to areas like the Tweed Valley in Scotland and Wales too. That’s the hard shoulder that groups like the SRAM-funded UK Trails Project or the volunteer/crowd-funded UK MTB Trail Alliance and a bunch of others are trying to relax. But even with shining examples like DMBINS to follow they also show an achingly patient process. 

If there’s one thing MTBers have proven time and again, it’s that we’re not only very impatient but have been an anarchic, insolent, "well f**k em, we’ll ride there anyway" bunch since the very birth of the sport. This is cool and all, but when you see how well-organized, professional, and determined the hiking and horse riding reps are when it comes to getting their (right of) way it’s no wonder we’re struggling.

The future of racing

Late last month it was the long-running and much-loved northern Enduro series PMBA announcing that the UCI British Enduro Champs they'd finally negotiated into existence after ten years would be their last race. Speaking to Kev Duckworth – the dynamo behind a decade of event and trail creation – it's due to several factors. He's lost the use of some venues for various reasons, overall event running costs are around 30% up compared to 2019, and Forestry England's fees are now 20% of the ticket price. Mainly it's been a big turndown in competitor numbers and those entries coming a lot later which makes it much harder to forward plan for efficient logistics. The much loved Naughty Northumbrian event has also been cancelled this year and Western Bike Events have reduced their number of races too.

Last week the fantastic flagship of racing, trail creation, and whole area revitalising that was the Tweedlove organisation also announced that the next couple of events would be its last. A group of riders and volunteers who were a big part of making Glentress, Golfie, and Innerleithen a top global riding and racing destination, finally sick of scraping by as things have got worse rather than better for 15 years. To quote TweedLove's founder Neil Dalgleish "bike industry sponsorship is a fraction of what it used to be, and public sector support for events like ours is generally sporadic and minimal – despite the number of visitors we attract to this part of Scotland" There’s a lot of rightful resentment from Neil and others about how grassroots racing - particularly enduro - has been exploited and then taken out of reach and out of touch with real riders by ‘official’ organisations like EWS, EDR and UCI. 

The future of bike buying

I’ve made numerous pleas to support the small brands and stand up for the ethics, ingenuity, and innovation that make our sport great in this column over the years and I’ll always wave that flag damn hard. 

If anything we should be grateful that bike buying is actually way behind the retail curve of pretty much anything else when it comes to independents – shops and brands – still managing to survive in the shadow of mega brands. 

With DJI, Honda, Audi, and even Ford coming into the mountain bike space recently, and Bosch, Yamaha, and Porsche already well established, even the biggest bike brands are now looking like the small indy kids. Which is, in fact, what they actually were when they were camper van sale-funded import businesses, touring bike builders in red farm barns, or selling spares from a trailer at bike races.

The future of bikes

Obviously, I love all of the new tech I get to play with and the future of bikes is probably the least concerning thing about riding right now. Sure I think e-bikes - like electric cars - are being massively mis-sold in terms of hiding very obvious reliability, maintenance cost, built-in obsolescence, minimal resale, and potential safety/insurance/access issues. 

But then everyone from the media to shops and brands has had as big a boost in revenue as riders have in easy climb and extra run stoke. So, of course, the industry is going to carry on trying to get everyone hooked on assisted pedaling because addicts are always the easiest to sell to.

Apart from that though, conventional bikes are now so totally sorted in terms of control, survivability, and how well even a 'meh' bike rides. As a result the most compelling ‘must have’ most brands can tempt us with is the ability to hide snacks and spares inside our frames.  They've even tried to convince us to ride road bikes on singletrack so we go back to breaking things and bursting tires like we used to!

The future is ours, but it’s not free

And here’s where I cleverly tie everything up - the answer to all the issues facing mountain biking is that too many of us are expecting too much for ‘free’.

We complain we don’t have anywhere to ride and that facilities are closing but then we park on roadsides rather than in paid car parks. And yes I know we pay taxes to support Forestry who have a mandated obligation to provide recreational facilities, but does dodging an £8 ticket to ride your £8000 bike really make you the new Robin Hood? 

We ride trails to death and blow their cover on Strava or Instagram, but we rarely help maintain them or go to council meetings to sit alongside the horse riders and hikers and defend their existence. We complain about the rising cost of bikes but we ignore deliberately durable innovations like Shimano LinkGlide in favor of wireless wizardry.

Commenters condemn the bike prices of some brands compared to others without stopping to think that the more expensive brands are likely the ones still supporting the media they’re consuming for free and the trail crews and advocacy efforts that create the trails they’re riding for free.

And don’t think for a minute I’m excusing some brands and media who use volunteer created trails for bike launches, photoshoots, etc. either without contributing to local trail group funds. They’re just another, big business version of the same ‘expecting stuff for free’ problem. Pulling maximum short term profit out rather than actually 'investing' in sustainable growth.

And I fully appreciate that ‘times are hard’ and sometimes saving money is a case of survival. But building a better future for mountain biking doesn’t have to cost you anything. Just swap a ride for a bit of bush-whacking or puddle-draining at your local riding spot. Or give some time to your local advocacy, trail building, or race organizing group so you have trails to ride and events to do. 

If you enjoy the content on Bike Perfect, tell your mates to come and check it out, or do your shopping through an affiliate link - it won't cost you any more and it might even save you money. As cheesy as the cliche now sounds, a thumbs up, like, follow, subscribe, or positive comment below media you’ve enjoyed does make a difference to creators and it’ll also make your algorithm more accurate. 

If you do spend some cash, spend it with brands that support those same groups and initiatives. And if you are thinking of doing an event then get your entry in early so the organisers can plan properly and pay the advance costs. Otherwise you might find the event you wanted to enter has joined the ever growing cancelled list.

Because at the end of the day, if we’ve got no good trails or events to ride, and nothing entertaining/interesting to consume when we’re not riding, then it doesn’t matter how good your bike is or how great a deal it was does it?

Shimano SPD pedals have been around forever and various models always feature in our best SPD pedal guide. The top-of-the-range Shimano XTR pedal was part of Tom Pidcock's XC gold-winning setup and they also appeared in my hottest Olympic XCO MTB kit feature. 

Having used the budget Shimano M520 pedal regularly I wanted to know how much they differed from the race-ready XTR pedals, so I decided to do a direct comparison to find out.

Before I get into the details the obvious difference is the cost. The top-of-the-range Shimano XTR PD-M9100 pedals (to give them their official title) come priced accordingly at $150 / £129 / €164. The wallet-friendly Shimano PD-M520 pedal is priced at $50 / £45 / €55. 

These are the RRP prices but by hunting around on Amazon you can occasionally find better deals on both.

1. Build quality and look

On first look both the pedals have a similar appearance, with the familiar double-sided clip-in mechanism, fixed cleat housing plate and spring-tensioned binding plates looking almost identical. The obvious difference is the color of the springs – the XTR gets nice shiny silver springs instead of the black ones on the budget model. The plates are also similar, with the XTR having a slightly duller finish. The hex key tension adjuster is also the same on both. Both pedals have a forged aluminum body, chromoly spindles and sealed bearings.

This is where the similarity ends though, as the XTR's build quality and overall better looks come into their own. Its wider, sleeker appearance gives it a very classy look. It measures 98.6mm in width compared to the 91.7mm of the M520. This is mostly due to the wider shoe contact areas designed for more stability. They are also rounded and polished to deliver better mud clearance. 

The budget model has smaller shoe contact areas and a slightly rounded axle but it's far more chunky. The XTR has a slimmer axle and bigger mud-shedding holes between the axle and mechanism. The M520 uses a plastic lock ring rather than the slick polished metal version on the XTR but both use run-on cup and cone bearings, which make both easy to clean and re-grease.

Branding on Shimano's top-of-the-range pedal is subtle, with just the XTR logo on the axle being the main visual clue to it being the brand's premium model. The big Shimano lettering that's on the M520 which for other groupset owners could be slightly annoying but is aesthetic you don't miss.

Build quality and look winner

The XTR takes this easily – although both pedals have a similar appearance you can't escape the quality feel, look and build of the XTR.

2. Weight

You'd be right to assume the XTR pedals are the lightest of the two sets on test and they have a noticeably slimmer appearance and a lower stack height of 15.1mm with the M520 being 17.6mm. The XTR weighs in at 156g with the M520 tipping the scales at 187g. This weight is for a single pedal unused and fresh out of the box. It's not a massive difference, just 31g or 62g for a pair, which means you're paying around $1.60 or £1.35 for every gram saved. So if you're not an XC racer and weight isn't your main concern then the M520 is a cost-effective option.

Weight winner

The XTR gets the nod on weight but it's close with the slimmer profile and build quality shedding the weight on the XTR. The M520 for those not fussed about the weight is the obvious way to go.

3. Durability

I've ridden various models in the Shimano SPD pedal range for years – firstly on mountain bikes, more recently while riding on the best gravel bikes and for my occasional dabble into cyclocross racing too. Across the range they are, in my opinion, almost indestructible and they keep spinning easily and continue to deliver the familiar clunk when clipping in and out, standing up to years of all-weather abuse, rock strikes, and crashes.

This is the beauty of the budget pedals – they will take an absolute hammering, perform brilliantly, and are easily serviceable. However, should you manage to damage them beyond repair (good job), buying another pair, at this price, doesn't hit your wallet. It may be frowned upon by Greta Thunberg, but Shimano has a sustainability and recycling policy that claims all its packaging for all its products is eco-friendly, but no mention of recycling the actual plastic and metals in the pedals.

The XTR version performs equally well and will take a beating just as happily. However, at three times the cost you won't be so keen to replace them so quickly. They also look so nice that I want them to retain their looks for as long as possible. One minor moan is that the cleat quickly started to wear through the highly polished contact patch on the XTR, which didn't affect the performance but for the price was slightly irritating. Additionally the supplied cleats on both, which are identical last well too.

Durability winner

The M520 gets this one, purely down to cost vs durability. The XTR soaks up everything you can throw at it equally well but the budget version makes the most sense for everyday riders.

4. Performance

I fitted one pedal of each model to the same bike for a direct ride comparison, adjusted both pedals to the same tension and rode in the Specialized S-Works Recon Laced shoe. The familiar Shimano clip and release action are similar on both, but the XTR is noticeably quieter and smoother, with a more definitive click that gives a more secure and locked-in feel.

The stability on both felt remarkably similar, and the difference in stack height or width had no noticeable effect. I did notice that the rounded shoe contact patch on the XTR, designed to let mud escape, coped better with the muddy conditions I rode in. 

In a full winter cyclocross race, I'd want the mud-clearing abilities of the XTR on my side. The XTR with its lighter weight would come into play in a race situation too and could make all the difference.

I can't really fault the M520s for performance though, they do everything perfectly well and you can't get away from the price, they’re a dependable performer that just keeps spinning and clipping in and out with ease.

Performance winner

It's a draw – for me, both pedals offer superb performance for their respective cost.

5. Overall

The good news is both pedals are excellent and make it into our best SPD pedals guide, ticking the boxes for performance and durability with ease. Nobody will ever be disappointed riding on either of these Shimano pedals or any of the other models in the range. 

For this head-to-head test, it has to go to the Shimano XTR pedal even though it's very close – closer than I expected considering the difference in the price.

Overall winner

XTR still has what it takes to deliver everything you'd want in an SPD pedal.

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

One of the UK's leading mountain bike events organisers, Tweedlove, has announced an end to its wide and varied events that include a highly popular MTB festival and Scotland's only enduro series – the YT Industries TweedLove Enduro series. 

"It's with a heavy heart and after several difficult years keeping everything afloat, these final races over the next couple of months will be our last," said TweedLove's founder Neil Dalgleish in a blog post announcing the decision.

The Tweedlove Festival, the last of which took place in June, has been part of the UK mountain-biking scene for over 14 years, and Tweedlove also organised popular races like the Glentress 7 XC, the Hope Enjoyro EVO, and the Bosch E-MTB challenge, as well as family-orientated events like the Glentress Family Day.

In the emotional blog post on the Tweedlove site, Dalgleish covered the demise of the festival in more detail with dwindling interest in enduro racing and the impact of COVID-19 being some of the main reasons. "We’re not going bust or anything dramatic like that, but it just doesn’t add up for us going forward so we’ll quit while the events are still strong," he stated.

Dalgleish added that costs had risen by 30% since Covid and with bike industry sponsorship at a fraction of the pre-Covid level it made for higher running costs saying "The bottom line is we can’t afford the salaries to attract or retain all the staff we need to do what we do."

The statement continues saying how the "whole enduro vibe had changed" mentioning the below-par management and changing direction of enduro racing at the top level. Dalgleish said "Enduro has moved towards elitism in the racing. Access to the big races has changed and much of the buzz and spirit has disappeared, which has had an impact on grass-roots events and rider participation."

TweedLove also hosted the Bosch E-MTB Challenge which was supported by Trek and had a host of e-MTB-related events including one of the UK’s biggest e-MTB demos, a test track, and e-MTB racing. Dalgleish said, "The development of e-MTB racing is still far from clear. The rise of e-MTB participation and racing is not proving an easy fix for organizers though, as e-MTB races need more stages, more bike scrutiny, and ultimately more work, staff, and facilities and this means a lot more cost."

For the events still yet to take place this year, TweedLove said, "the Glentress 7, Hope Enjoyro EVO, Glentress Family Day, YT Industries TweedLove Enduro Series Round 3 and Tour O' the Borders will go ahead as planned."

The YT Industries TweedLove Enduro Series Round 4, has been canceled, and refunds will be issued. 

In a sign that, perhaps, a more positive outcome could still be possible Dalgleish signed off his post by saying: "If anyone has any realistic proposals for how TweedLove can return, we’re all ears."

The full statement from Dalgleish can be read at TweedLove.

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

The Terra Powerstrap X4 is one of Fizik’s more modestly priced best gravel shoe offerings, employing their very own take on a traditional Velcro closure system. Without a Boa or ratchet buckle in sight, I was interested if this paired back design could still perform when the tarmac ends and the gravel adventures begin.

Design and aesthetics

The headline feature of the Terra Powerstrap X4 Gravel shoe is no doubt the ‘Powerstraps’ themselves. Fizik has developed its version on a traditional Velcro Closure system. Instead of any Boa or other ratchet-type buckles, the X4’s two wide nylon webbing straps are anchored at the base of the shoe and then wrapped around the uppers to achieve an enveloping and secure fit. The X4 outsole is a basic fiber reinforced Nylon affair, which still scores 6 out of 10 on Fiziks in-house stiffness index and has been designed for pedaling efficiency and comfort when avoiding tarmac. The sole has a grippy rubber tread which nicely envelopes the 2-bolt cleat area allowing for uninhibited walking and has a simple heel pad at the rear. The lack of any aggressive tread pattern strongly points towards the gravel market that the X4 is directed at.

The single-piece uppers are made from a durable synthetic material that has a limited number of perforations to allow for ventilation whilst still protecting against mud and rain. The reinforced toe area has additional protection on the outside to keep the uppers looking good after a few hike-a-bike escapades.

The padding on the inside is minimal and has printed silicone dots at the heel to help prevent heel lift when pedaling.

The Terra Powerstrap X4’s are available in the Mud Caramel color that we have on test and a Grey, Black or a mixed Grey/Black option.

Performance

I’ve used Fiziks before and know that the size 43 fits me well. For comparison, I’m also comfortable in a size 43 Shimano and Sidi. The Terra Powerstrap X4 is a nice-looking shoe, and it’s good to see an alternative closure system on the market. I can see the Velcro-based Powerstrap system making a lot of sense if you’re heading into the wilderness unsupported. Without any protruding buckles to get damaged by rock strikes or mishaps, the X4s should make for a very reliable option.

I’ve been testing the X4s for 3 months on gravel and light XC rides ranging from 1 to 5-hour duration, paired with Shimano SPD pedals. From the start, I found them extremely comfortable with no breaking-in required. The Powerstrap design certainly makes for a comfortable and secure fit, and I didn’t feel any pressure points when riding. The strap that criss-crosses the front of the foot does a great job of enveloping the forefoot. The only downside I can see is that adjusting the tension on the fly isn’t as easy as a Boa-type buckle but is still doable.

For general gravel riding the sole is stiff enough to keep a good pace and has enough compliance so that you don’t feel too jarred through your feet when things do get a bit hectic off-road. If you’re like me and like to push yourself on the climbs, then you may find the sole stiffness to be a little underwhelming which leads to unwanted flex at the midsole when going for it. If this is a concern for you, then Fizik has plenty of the other stiffer options in their gravel lineup. 

The tread on the sole is quite grippy but lacks the bite of a lugged profile found on the best MTB shoes. The cleat is nicely protected, and queuing up at the café for your Latte is uneventful. If you find yourself in muddy or slippery conditions, then keep riding as far as you can, as the X4s won’t be offering you much grip if you do land up hike-a-biking. The small grippy pad underneath the heel would also have benefitted from being larger to give more stability when off the bike. 

Verdict

The X4s have been easy to live with during the test period. They dry out reasonably quickly and clean up well with a brush and damp cloth. In hot conditions, the lack of ventilation panels or more dedicated perforations could lead to them running a bit hot, but in my opinion, the protection they offer from puddles and mud is worth it. They’ve been comfortable to use throughout testing but are a little lacking on the stiffness index for me personally. This won’t be a concern for everyone. If your riding takes you into the wilderness, then the reliable Velcro closure could be a ride saver, and if you're honest with yourself about your power output, then the Terra Powerstrap X4 could be a great choice.

Tech Specs: Fizik Terra Powerstrap X4 Gravel Shoe

• Price: $169.99 / £159.99 /  €159,99
• Weight: 710g per pair (size 43 tested)
• Sizes:  Standard and Wide fits available: EU 36 (US 4.5, UK 4) to EU 48 (US 14, UK 13.5)
• Colours: Mud Caramel (Tested), Grey, Black, or Grey/Black

Sigma Sports has some of the best gravel bikes available discounted in its huge Summer Sale. If you have been thinking of getting into adventure gravel riding, or fancy some gravel bike racing, now is a good time to be grabbing a discounted bargain.

Gravel riding is massive, arguably the most popular genre of cycling with gravel races and adventure riding events cropping up almost weekly. The British Gravel Championships are at the end of this month in Scotland and are sure to attract a huge field with top riders like Ineos Grenadier Connor Swift to Cyclocross National Champion Cameron Mason lining up in Gatehouse of Fleet. 

Sigma Sports also offers interest-free finance on sale prices and discounts of up to 50% from capable entry-level to race-ready gravel bikes. I had a look through the gravel bikes that have been discounted and compiled the five best options that tick the boxes for a great gravel bike at the lowest price possible. 

We'll be keeping a close eye on these gravel bike deals because, at such great prices, these bikes are unlikely to hang around for long, so if you're swithering on one, best to move quickly.

Sigma Sports gravel bike deals

1. Specialized Diverge STR Expert

The Specialized Diverge in its various incarnations has been around for years, it's one of the most popular gravel bikes, and for good reason. The Diverge has always been at the forefront of gravel bike technology and the latest Diverge STR takes gravel bike riding to the next level using suspension front and rear. The STR has 20mm of travel upfront using the Future Shock system seen in older models and now gets 30mm of travel on the rear.

The all-new Future Shock at the rear is a radical-looking hydraulic damper between the seatpost and the top tube and allows it to move independently from the rest of the frame. It's also tunable to suit each rider and terrain and Specialized says the system will boost comfort and control on even the roughest of gravel rides.

2. Cinelli Zydeco

My colleague Graham Cottingham reviewed the Cinelli Zydeco King and it delivered a "confident and controlled gravel ride". This was after an upgrade on the wheels and tires and this version comes with the Mavic Allroad1 wheelset which is a budget gravel wheelset that rode very well for me while I tested the Ribble 725. The tires are the same Schwalbe CX Comp K-Guard 38mm, so the best gravel tire upgrade may be on the shopping list with the money saved.

The highlight visually is the stunning multicolor paint job that makes the Zydeco stand out from the crowd. You also get the dependable Shimano 1x11-speed mechanical GRX groupset with GRX hydraulic disc brakes.

2. Cannondale Topstone 1 GRX

The Cannondale Topstone 1 features a SmartForm C2 aluminum frame and has all of Cannondale's expertise in aluminum craftsmanship built in. The lightweight frame is paired with a full carbon fork and a spec ready for the best gravel bike adventures. Topstone has a Shimano GRX 2x12-speed drivetrain and hydraulic disc braking with plenty of stopping power delivered from the 160mm rotors.

This model comes with 37mm WTB tires and WTB ST i23 TCS alloy rims, but there's plenty of clearance for up to 40mm tires, and you can add a dropper post if your adventures are hitting more technical terrain. It's a capable bikepacking workhorse designed for maximum cargo capacity with a load of fender mounting points for bikepacking bags.

3. Specialized Diverge Expert Carbon

This Diverge is one of the best gravel bikes you could ever hope to swing a leg over. From winning Unbound Gravel 200 with Ian Boswell to featuring the latest in gravel bike technology like Future Shock suspension.

This Expert model of the Diverge has a FACT 9r carbon frame and Future Shock 2.0 front suspension. The frame also has SWAT internal storage which gives plenty of space for tools, nutrition, and essentials in the downtube of the bike. SRAM provides the reliable Rival Etap AXS 1x12-speed shifting. Roval Terra C carbon rims are paired with the Specialized Pathfinder Pro 2BR 42mm tires.

4. Specialized Crux Expert

If the Diverge is Specialized's all-rounder gravel bike then the Crux is its ultimate lightweight gravel offering. At just 825g the carbon 10r frame borrows plenty from the Specialized Aethos – the lightest bike Specialized has ever made and it makes the Cruz a gravel bike that climbs like a dream and floats over the roughest of terrains.

The spec on the Expert version is great too, with the SRAM Rival eTap AXS drivetrain providing a great range of gears across the 12-speed range. Paired with Roval Terra C wheels and 38mm Specialized Pathfinder Pro tires, the Crux is ready to deliver race-ready gravel performance.

5. Orbea Terra M41ETEAM

Orbea says it has designed the Terra M41ETEAM from scratch and the result is a gravel bike ready to deliver and take the gravel experience to the next level. Terra M has a carbon frame designed to strike a balance between weight, comfort, and strength. The LOCKR system is similar to Specialized SWAT and stashes your essentials in the downtube

It has a SRAM Apex XPLR AXS drivetrain, alloy wheels and Vittoria Terreno Dry 38mm tires but has ample clearance up to 48mm.

How to choose the best gravel bike

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)

When Canyon first launched the Grail in 2018 it was the German brand's first and only gravel bike. Gravel was still in its infancy (bear in mind Shimano GRX wasn’t released until 2019) and nobody was sure what the future held for gravel. Canyon went bold with the Grail, rocking the bike industry with its unusual handlebar and oddly hunched headtube with the promise of fast off-road performance and comfortable ride quality.

A lot has changed in the last six years and gravel has become a multifaceted discipline in its own right. With the Grizl taking on the adventure duties in Canyon’s gravel range, Canyon has been able to cater the Grail to the specific needs of gravel racers. It's far more focused on speed now, gone are the wacky handlebars in favor of a new integrated ‘Double Drop bar’, plus revised geometry, enhanced aerodynamics, and a range of dedicated accessories are just some of the headline updates that should make the Grail even faster.

The results of these updates have already established the new Grail as one of the best gravel bikes competing in the gravel race scene, taking top spots at Unbound, Gravel World Champs, and FNLD GRVL to name a few. The Grail’s new race focus is undoubtedly quick, but what’s it like for the average gravel rider looking for a fast gravel bike? I have been testing the Canyon Grail CF SLX 8 AXS to find out. 

Design and geometry

In the pursuit of gravel speed, Canyon has completely redesigned the Canyon Grail leaving no stone unturned to optimize performance gains. Aero was a big consideration, with gravel racers frequently averaging over 35kph over long parcours making a bike cut through the air makes a huge difference. For the new Grail, Canyon borrowed tube shapes from its Ultimate road bike to improve airflow, semi-integrated the cabling, and replaced the Canyon S15 VCLS 2.0 leaf sprung post with a D-shaped post. In wind tunnel testing, Canyon says the new Grail saved 9.1 watts at 45 kph when tested back to back with an identical specced first-generation Grail.

Much of that 9.1-watt aero improvement can be attributed to the new one-piece carbon handlebar. The infamous two-tier ‘Double Decker’ handlebar of the original Grail has double the frontal area so that had to go and has been replaced by the new ‘Double Drop Bar’ design. Although the new handlebars have a far more conventional aesthetic, Canyon has deployed some unusual shapes to achieve its desired ergonomics. The handlebars drop slightly from the center point and sweep back by five degrees. The hood section of the bars has been extended giving more room for alternative hand positions and are flared by five degrees of flare, splaying out to 16 degrees in the drops. The CP0039 handlebar features Canyon’s new Gear Groove accessory mount, but more on that later. 

The aero savings don’t stop with new tube shapes and sleeker handlebars, Canyon has considered how riders can maintain those aero gains while still carrying everything they need for a ride. The Grail’s new Aero LOAD System consists of two elements; the Load Down Tube Storage internal frame storage and a Load Fidlock Quickloader frame bag. The storage is accessed through a hatch just above the downtube bottle cage and the hatch door also has storage for a 6-piece Canyon Minitool (included) and Topeak Micro Rocket pump (sold separately). The Load Fidlock Quickloader frame bag is sold separately too and fixed inside the front triangle using a Fidlock magnetic attachment. Not only does it add some easy-to-reach storage, but Canyon claims the Grail is 1.5 watts more efficient at 45 kph with it fitted. 

With the adventure-orientated Grizl in its line-up, Canyon was able to rework the geometry of the Grail for racing gravel. It wanted to increase the stability and predictability on rough terrain, which saw the the second-generation Grail’s head angle slackened by a degree (to 71.5 degrees) and increased the wheelbase by 27mm. On their own these changes would slow down handling, to combat this Canyon kept the 425mm chainstays, 69mm trail value, and 75mm bottom bracket drop of the original Grail across all sizes to avoid losing any agility.

The frame comes in sizes 2XS to 2XL, with all sizes rolling on 700c wheels. On paper, sizing is a little odd with the longer top tube and shorter stem setup, but I found the Canyon Size guide offered an accurate recommendation for my numbers. 

Components and build

Canyon has knocked it out of the park when it comes to the build spec of the Grail CF SLX 8 AXS I have on test and as far as I know, it’s unmatched around the $5,000 price point.

Fitted to the lightweight SLX level frameset (933g, medium, claimed), Canyon has specced a SRAM Force 1X wireless electronic groupset. The groupset offered slick faultless shifting performance and zero chain security issues throughout testing no matter how much mud and grime I subjected it to. To align with the racey nature of the Grail, Canyon has upped the chainring from 40t to 42t, which is paired with a 10-44t 12-speed cassette, giving a little more high-speed oomph, although this does come at the cost of steep grade spinning. The corresponding Force brakes are powerful too and have enough modulation to scrub speed effectively to keep everything under control.

Not only are you getting one of the best gravel groupsets but the Grail CF SLX 8 AXS is also equipped with the outstanding SRAM 303 Firecrest wheelset. Whether on the road or off, the 303 Firecrests are a fast wheelset featuring a 40mm deep rim profile, low weight, and 25mm inner rim diameter that works well with the best gravel bike tires. Canyon has chosen to spec Pirelli Cinturato RC 40mm tires combining a fast-rolling center tread with grippy cornering shoulder lugs. 

Up front, there is the aforementioned Canyon CP0039 Cockpit (60-420mm on the XXS and XS, 70-420mm on a S, 70-440mm on a M and L, and 80-460mm on the XL and XXL) which is finished in Canyon Ergospeed Gel bar tape. I got on well with the ergonomics of the new integrated handlebar, benefiting from the range of hand position on longer rides and finding they gave great control on descents although for a bike with aero intentions, a 44cm handlebar on a medium bike seems a bit wide. 

A Canyon SP0072 seatpost is topped with a Fizik Vento Argo X3 saddle. The seatpost’s seat clamp uses two cone sections that sit inside cups in the seatpost head giving infinite and exact saddle angle adjustment. In theory, the adjustment should be a simple case of loosening the bolt and tilting the saddle. Once torqued to the stated 15Nm, the angle-adjusting cups became extremely tight and I had to forcefully lever them free with a hex key when I needed to adjust the seat angle. 

Ride and performance

The work Canyon put into the new geometry is starkly obvious when riding the Grail CF SLX. Adding 27mm more length to a bike with an already longer-than-average wheelbase results in the Grail being spectacularly surefooted and confident through rough terrain. I hurled myself down some properly washed-out high-speed sections during testing and while everything around me started to blur, the Grail remained focused, purposeful, and in control. This doesn’t come at the cost of handling either, while it might not have the lightning reactions of some road-inspired gravel race bikes, the Grail still feels sharp and lively in the corners. The combination of the longer wheelbase, low bottom bracket, and balanced position allows me to confidently drive the tires into the ground to generate maximum grip when carving through corners. When riding with groups you can reap the Grail's cornering prowess by braking later, effortlessly out-cornering everyone, and exiting with more speed. It’s a lot of fun when riding with friends, and a potentially useful tool in a race scenario gapping wheels behind and opening overtaking opportunities through cornering sections.   

Not only does it carry considerably more speed through corners and over rough terrain than any other gravel bike I have ridden, it also has plenty of kick to quickly accelerate out the other end. It's direct under pedals, efficiently transferring every bit of rider input into forward motion to surge onwards whether you're powering up a climb or responding to an attack in a race. 

The stiffness that gives the Grail its sharp direct nature comes at the cost of comfort though. The Grail CF SLX’s stiff wheels, stout fork, and rigid frame deliver a good deal of trail feedback to the rider. It’s not designed to be a comfortable cruiser though and I think it's forgivable considering the Grail’s fast rather than far focus. Within the racing remit and usual gravel race surfaces it’s still acceptably comfortable. If your gravel is on the rougher and longer end of the spectrum, you may be better suited to a more forgiving frame with space for tires wider than 42mm.

I can't quantify any real-world aero benefits, although the Grail feels efficient and able to maintain speed better than a non-aero bike. As I don’t race gravel, the actual aero performance has little consequence, it feels faster though and that's all that matters. 

I tested Canyon's Gear Groove Computer mount and Load Fidlock Quickloader frame bag, both of which feel well designed, fit perfectly, and worked well. The frame bag is a win-win for practicality and speed if Canyon’s aero claims are to be believed, although it’s a bit smaller inside than I expected. There’s still enough space for snacks or a few tools, plus I think the bike looks great with it fitted 

All this Integration harbors some additional costs and potentially major inconveniences. It's great to see downtube storage on a gravel bike but to get the most out of it you need to buy a specific pump (Topeak Micro Rocket Carbon Pump) to fit the hatch clip and/or the Load Tool Pack internal frame storage accessory sleeve – so you can store tools and accessories inside the downtube. It's a similar story with the fork, rather than having bosses on the legs Canyon sells these neat Fork Sleeves that fit onto the forks, except they don't come with any cages so you will need to buy those as well. Do you ever ride at night? Well bad news, because there is no round handlebar section or mounts with an underside action camera fixture to use your current light. The only fitment to attach a light to the integrated bar and stem is by using the Gear Groove, and guess what, the only mount uses a Canyon-specific magnetic light fitting. 

To make matters worse the Grail suffers from integration inception. As all handlebar accessories rely on the Gear Groove, you can't run the aero extensions and a light at the same time which is very limiting for ultra events, you will also need to buy a specific Aero Extension Computer Mount if you want to attach your GPS computer to your aero bar setup. 

That means although the build spec of the Grail CF SLX 8 AXS is brilliant for the money, there are some additional costs when it comes to kitting out your Grail SLX as any mounts you already own won't be compatible. I think Canyon could have been charitable and included a GPS mount and Load Tool Pack with the bike rather than the customer having to fork out $58.99 / £51.90 extra so they can fit a GPS computer to the bars and use the internal frame storage on the bike. I feel that some of the proprietary accessories are overly expensive as well. The Load Fork Sleeves which, as far as I can tell from the pictures, are no more than some shaped plastic and three bolts which cost £55.95, the Defend Fast Fenders retail for £119.95, and Canyon’s 800-lumen light is priced at $159 / £95.95. 

Another issue is availability, at the time of writing, most sizes of the nifty magnetic aero frame bag are out of stock in the UK and I have previously seen the standard GPS mount out of stock in the past. On top of this, the Gear Groove Aero Extensions, Load Fork Sleeves, and mudguards aren’t even listed on the US site either.

My final gripe is the unused internal routing holes under the handlebar sometimes whistle when riding which can be irritating.

Although the handlebars are comfortable, I wouldn’t be surprised to see owners switching to a standard gravel handlebar and stem setup, sacrificing a little aero for the ability to tailor fit and increase accessory convenience and choice by ditching the Gear Groove. It’s also worth noting the above integration frustration only applies to the CF SLX and CFR models, the more affordable CF SL model’s CP0039 handlebar has the same dimensions but doesn’t feature the Gear Groove. Instead, it has a more conventional two-bolt ITS fixing for accessories.

Verdict

If you are willing to go all in with the integration, then the Grail is a super fast race-focused gravel bike. The handling and control of the Grail make it one of the most capable and controlled gravel bikes I have ever ridden. Cornering is utterly instinctual, generating grip and offering stability that allows you to carry speed through corners effortlessly. It's fast in a straight line too, quickly spinning up to speed and eating up miles of gravel with ease.

The double-decker bar put the original Grail on the map – although many will be pleased to see the back of it. The new one-piece Double Drop cockpit has a more conventional aesthetic and a comfortable controlling position, but it’s plagued with its own unconventional accessory mounting issues. If you’re happy to commit to the Canyon ecosystem and your bike fit suits the handlebar dimensions, you will get on well with the Double Drop bar. If you don’t, the good news is you can replace it with a conventional handlebar and stem setup, at your expense mind you.

If you're specific with your setup or just unwilling to fall in line with the Grail-specific Canyon ecosystem then the Grail SLX is going to be limiting. I wouldn’t particularly class myself as either and I still feel that Canyon has gone too far down the integration rabbit hole. The Grail SLX is an outstanding bike to ride and the accessories I tested alongside the Grail worked well, but I think it's too restrictive to live with. To avoid the integrated woes of the Grail CF SLX, the Grail CF SL 7 AXS with a gravel wheel upgrade will offer the same amazing ride quality, sacrificing the internal downtube storage for a handlebar with a more conventional two-bolt attachment. If racing isn't a priority, I would be opting for Canyon’s Grizl CF SLX 8 EKAR (UK), Grizl CF SL 8 EKAR (UK), or Grizl CF SL 8 1by (US) instead. The Grizl carries a touch more weight but it rides really well, has more tire clearance, zero integration woes, and costs considerably less so you could also upgrade to a lighter set of wheels too. 

Test conditions

• Temperature: 50 to 90 degrees F / 10 to 32 degrees C
• Conditions: Wet and muddy to hard and dusty
• Trails: Gravel, forest tracks, farm roads, singletrack, and road

Tech specs: Canyon Grail CF SLX 8 AXS

• Frame: Canyon Grail CF SLX
• Drivetrain: SRAM Force XPLR AXS, 12-speed
• Brakes: SRAM Force AXS HRD D2, 160mm
• Wheelset: Zipp 303 Firecrest
• Tires: Zipp 303 Firecrest, 40mm
• Bar and stem: Canyon Cockpit CP0039
• Seatpost: Canyon SP0072
• Saddle: Fizik Vento Argo X3
• Sizes available: 2XS, XS, S, M, L, XL, 2XL
• Price: $5,599 / £4,949
• Weight: 8.1kg (medium tested)

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)  

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

Standert of Berlin launched its race-ready Kettensäge gravel bike last year with three models. The cult German brand, specializing in steel and aluminum framed bikes, has now updated the Kettensäge with two new colorways – a beautiful Cherry Kiss red and an equally nice beige Team Edition.

Standert also recently celebrated its tenth anniversary and in those ten years, it has grown from its humble beginnings as a café and bike shop in Berlin to a global cycling bike brand. Standert founder and CEO, Max von Senger, says the brand is redefining modern cycling, and its best gravel bike to date, the race-ready Kettensäge reflects the classic Standert style with framesets meticulously handcrafted in Europe, matched with stunning paintjobs and then finished with componentry.

The Kettensäge borrows the racing DNA of its popular Kreissäge (Circular Saw) RS road bike and translated it into a gravel racer. Kettensäge was recently put to a real-world test in the toughest conditions – the Standert-supported 'Road to Desolation' gravel race in South Africa’s Karoo desert, which featured 179km of unforgiving terrain and nearly 3,000m of elevation.

Built with premium 7000-series Dedacciai Aegis alloy made in Italy. Standert reckons that modern race bikes don’t all have to be made only out of carbon, and its collaboration with Dedacciai combines state-of-the-art light tubing, designed for racing and high-performance aluminum bicycles matched to the Standert-proven racing performance taken from the road. The frames are welded by hand and hand-painted with a claimed weight of 1,590g, the carbon fork at 400g, and the complete bike depending on spec chosen around 9.4kg on a 54cm model.

The gravel bike geometry on the Kettensäge is similar to their more adventurous Erdgeschoss (Ground Floor – sorry, no saw reference) gravel bike but gets more of a race-ready fast gravel geometry with a longer reach of 390mm on a 54cm model and a 71.5-degree head tube angle to give an aggressive riding position on the bike. Standert also includes its 'Project Compact' seven stock size range from 48 to 60cm, designed to fit gravel racers tall and small.

As a race-ready gravel bike, the Kettensäge doesn’t go for full bikepacking mounts. It has two standard bottle cage bosses plus direct bolt-on top tube bag mounts and the fork has fender mounts, so could also be a capable multi-day gravel adventure bike, but Standert has the choice with their more adventure-themed stainless steel Erdgeschoss gravel bike. 

The best gravel tire of choice for most fast-gravel racing riders is a 40mm tire, and that's what comes on complete Kettensäge bike builds in the form of Challenge tires. It can also accommodate up to 700x45c.

Other features of the Kettensäge include fully integrated cable routing, with a straight 1.5-inch headtube, routing all the cables through the headset into the frame. Inside the headset, integrated cups have CeramicSpeed SLT bearings/

The Kettensäge also gets a wider MTB-width 73mm threaded T47 bottom bracket optimized for gravel bike drivetrains and is also compatible with mechanical or electronic 2x setups. Flat mount disc brakes, 12mm thru-axles with light SRAM Maxles, and the future-proof UDH (Universal Derailleur Hanger) mounting for the rear mech complete the standard Standert, with customization choices available on wheels, groupset and finishing kit.

Pricing and availabilty

The two new colorways are available now along with the existing choices of the Team Edition dark green with pink graphics, 'Give ’em Hell Caramel' tan and 'Yolo Barolo' red with orange logos. The Kettensäge frameset in any color, with the bottom bracket standard of your choice starts at €2,199

A complete Standert Kettensäge starts at €5,399 with alloy wheels and Shimano GRX 2×11 build. The SRAM Rival/Force XPLR AXS wireless 1x starts from €5,000 with alloy wheels. There are also plenty of possible upgrades to choose including DT Swiss carbon wheelsets, and the choice of 3D-printed Fizik saddles priced up to €7,599.

The bikes are available to order at standert.de and ship anywhere in most color and size combinations, delivery times are between one to two months depending on the choices of components.

With the crossover between mountain biking and gravel riding kit sometimes blurred, it’s no surprise that the 100% Altis mountain bike helmet gets a gravel model. 100% is a cool brand and an early adopters of the whole oversize riding glasses frame thing,  so this model appeals to me as a mountain biker who also rides gravel.

The Altis Gravel sits at a very attractive price point of  $115 / £89.99 / €106, so if you’re in the market for a dedicated gravel bike helmet this may well appeal. But is this helmet anything other than a peak-less version of its mountain bike helmet, and if so how does it transition to use with gravel riding?

Design and specifications

The Altis Gravel looks pretty different. Most noticeable are the 14 large vents. Rather than adopting lots of smaller vents like other best gravel bike helmets, this lid opts for less but bigger – that’s the mountain bike DNA for you. There's also the extended rear, which adds a ton more protection than a regular XC or road lid – a mainstay of all good mountain bike trail helmets – so that extra coverage is great to see. The EPS liner is covered by a polycarbonate shell that swoops in shape to create an organic-looking profile which also covers the more vulnerable lower edges of the foam for increased durability.

It uses its own Smartshock Rotational Protective System rather than a Mips liner for increased protection. 11 flexible, blue, 2cm long rubber plugs are attached to the eps liner on the inside and the helmet's padding to create a suspension system with a gap that, in the event of a crash, works to absorb some of the energy by compressing. It also provides 360 degrees of movement to help with rotational forces to your head. The padding is a lot thicker than regular road helmets to add more protection and deeper levels of comfort and gets an anti-microbial treatment.

To the rear, an adjustable turn-wheel ratcheting fitment system takes care of fit and a simple Nexus push-in snap-buckle keeps it in place. It’s available in sizes XS-S / S-M and L-XL and five colors which includes a more radical black camo.

Performance

So is it just a peak-less version of its mountain bike helmet? Yes and no.

Weighing in at 326 grams, the Altis is quite heavy for a gravel helmet and 45 grams lighter than its mountain bike counterpart, so some weight may have been shaved somewhere, but it could just be the removal of the peak. 

It seemed to sit a little high on my head, which could be in part due to the Smartshock system, but comfort levels are hard to ignore. The thick padding is a welcome change to the thin padding of road helmets and the Smartshock plugs seem to add another layer of comfort. 

The snap-buckle is easy to use and the adjustable ratcheting fitment system at the rear offers up a safe and secure fit. 

I’d previously been wearing a S-Works Prevail II helmet for road riding. After I transitioned to gravel, I kept wearing it as it’s so light and vents really well, but as the trails got more tech I did start to feel pretty vulnerable wearing it. 

The Altis is a step-down in venting but a big step-up in protection. Its build is pretty burly and even with those large vents it does feel a bit warmer to wear, but I didn’t overheat in hot weather. That said, I felt really well protected with a deep-seated fit and the dropped rear adding that extra level of protection and a really secure fit. There’s no internal adjustment for the rear fitment cradle which may cause a fit issue with some but for me was spot-on – luckily.

This helmet's shape and aesthetics won’t appeal to everyone. It’s a little bulky, especially towards the front but if you are after great protection in something akin to your mountain bike helmet then it could be for you.

Verdict

I like the Altis, it’s an affordable model that utilises some features that make a great mountain bike trail helmet. With a great fit, high levels of protection and comfort. It isn’t the lightest or most breezy on the market and the design won’t appeal to all, but I think I’ll be using it a lot and come winter it could be a game changer for a bit of added warmth.

Tech specs: 100% Altis gravel helmet

• Price: $115 / £89.99 / €106
• Sizes: XS-S / S-M / L-XL
• Colors: White, Black, Camo, Snake Skin, Tan, Grey 
• Construction: Eps liner over polycarbonate outer shell
• Protection: Smartshock Rotational Protective System
• Weight: 316g (S-M tested)
• Rival products: Fox Crossframe Pro, Oakley ARO3 Allroad

The GoPro HERO12 Black is the best MTB action camera currently available and it's carrying a brilliant discount in this Amazon Prime Day GoPro deal. Amazon has reduced GoPro's flagship adventure camera by up to 29% (depending on your location), which makes it a brilliant deal worth grabbing quickly.

The list of features on the GoPro HERO12 Black ticks every possible box making it the perfect companion for recording your mountain bike rides and adventures.

The HERO12 Black has a best-in-class image quality with 5.3K video that gives 91% more resolution than 4K, and 665% more than 1080p. It also captures crisp detail and cinematic image quality with High Dynamic Range (HDR) while also taking 27MP photos. You can also grab stunning photos up to 24.7MP of your favorite shots from your videos using the GoPro Quik app.

Along with the outstanding image quality, the HERO12 has the award-winning HyperSmooth 6.0 Stabilization. HyperSmooth already set the bar for smooth footage in earlier GoPro cameras, but the HERO12 Black makes it even better by maximizing HyperSmooth AutoBoost, so even the shakiest footage comes out silky smooth.

If you're looking for more deals, you'll probably be interested in our Amazon Prime Day cycling deals article, where we've dug around for the best off-road cycling deals already available on Amazon and across the internet.

And if you're after more tech, then check out our dedicated Amazon Prime Day Garmin deals article.

I like to keep my bikes as clean as possible. It's part of my post-ride routine to wash and lubricate my bike, removing the day's trail crud and keeping everything clean and pristine.

A quality pressure washer can help make light work of removing grime off your best mountain bike. I've been hunting around for deals in the Amazon Prime Day 2024 sale and a pressure washer that features in our best pressure washer guide – the cordless and compact Worx Hydroshot Pressure Cleaner is currently discounted by 35%, which makes it a bargain purchase, on a power washer that comes loaded with bike-friendly features.

The beauty of the Worx Hydroshot is its cordless performance – no need for a power cable, hose or the inevitable tangled cables that always happen. The Hydroshot has a maximum water pressure of 320 Psi (22 Bar) water pressure, which can effectively eliminate caked-on dirt, it's also adjustable making it ideal for delicate areas of the bike like bearings or suspension seals. It also draws water from a bucket or any other source that can take the suction hose that comes with the Hydroshot.

This deal also comes with two batteries and the Worx Lithium-ion Battery Technology is designed to deliver long-lasting performance. You also get various lance attachments including a handy snow foam sprayer and a collapsible water bucket.

This great deal is UK only, but below you'll see the best prices on the Worx Hydroshot in your territory. If you're not in the market for a power washer our Amazon Prime Day 2024 cycling deals page has plenty of MTB and off-road bargains, that are being updated as they appear – so be sure to check that out.

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.

Swedish brand POC has been around since 2004 and has garnered a strong following in the road and off-road markets. POC specializes in helmets, eyewear, protection, and apparel, with a strong leaning towards design and innovation, it certainly isn’t afraid to push boundaries.

We recently received the brand's latest high-end ‘road’ orientated helmet called the Cytal Carbon (currently being used by the EF Pro Cycling team) and were keen to see if such a road-focused design can lend itself to fast gravel or XC riding. Take one look at the start line of an XC race or the pointy end of a gravel event, and you won’t see a MTB helmet peak in sight. Racers often choose what would normally be considered a ‘road’ helmet in the pursuit of saving weight and keeping cool – a skinsuit often completes the look. I haven’t gone as far as donning a skinsuit for this test, but I have managed to test the Cytal Carbon off-road, with some fast XC and gravel riding, to see how it performs.

Design and aesthetics

Even for POC, the Cytal Carbon has a unique look. The side profile of the Cytal Carbon has a pronounced shape that is unlike anything else I’ve seen and results in five huge openings at the front of the helmet. Clearly POC’s design intent for the Cytal Carbon was to prioritise ventilation and there’s even a hint of form over fashion, which is refreshing in sport where fashion can sometimes take precedence. The unique design element of the Cytal Carbon is the carbon wing which forms an integral part of the helmet’s structure to improve ventilation, aerodynamics, and structural integrity. The carbon wing is very much a functioning element of the design and isn’t simply there to look expensive. The wing covers a large portion of the top of the helmet, but when you look inside you begin to see the benefit of the wing design. The five large frontal openings direct air into huge uninterrupted channels that run over the top of the head. The wing has variable shape and thickness to increase air velocity over the head before exiting at the back of the helmet.

For impact protection, POC hasn’t gone with MIPS here but has instead relied on targeted and optimized EPS density to manage impact forces. POC also claims that the carbon wing, which has a Koridion foam core, also helps to transfer forces across the helmet. Reassuringly, the Cytal Carbon has achieved a top-scoring five-star rating from Virginia Tech’s independent testing.

The whole body is wrapped in a premium-looking Polycarbonate shell to protect the EPS core and help with durability. Foam padding runs along the channels over the top of the head. A separate brow pad is included in the box, which allows for a more traditional brow pad if you’re particularly prone to sweat dripping onto your glasses.

There is the usual cradle design at the back of the head with a micro-adjust ratchet dial to cinch things into place. The cradle can be moved through four height positions to achieve a customized fit.

POC has included some strips of grippy rubber material on the left and right front openings to help with sunglasses retention if you want to store your glasses there roadie style.

Three sizes are available; Small (50-56cm), Medium (54-59cm) and Large (56-61cm), and at the time of launch only the Black version being reviewed will be available.

Performance

Everything about the Cytal Carbon feels super premium, from the exposed carbon wing to where the shell blends seamlessly into the EPS core – all expected given the hefty price tag. I found the size medium fitted my 56cm head well, and the micro-adjust dial does an excellent job of cinching things down without causing any unwanted pressure points.

In the time that I’ve had the Cytal Carbon on test, I’ve used it on long XC and gravel rides and on some steeper terrain in my local woods. In all test conditions, I was impressed with how stable it felt and I didn’t detect any unwanted movement or vibration. At no point did I experience the tell-tale sign of the brow of the helmet knocking against my glasses. For what is ostensibly a road helmet, the Cytal Carbon has performed admirably when off-road.

The Cytal Carbon feels very light on the head and is at least 100 grams lighter than my more trail-focused riding helmets. The way the pads have been distributed on the inside also helps with the light feel on your head. It’s worth noting that this kind of road-focused helmet doesn’t provide the extended coverage at the back of the head or over your temples that a trail helmet provides. The perched-on top-of-your-head look and feel will also be a bit strange if you’re more familiar with deeper-fitting models.

The huge openings at the front of the helmet that create the slightly quirky look, are incredibly good at directing airflow over your head and I am in no doubt that this is the best ventilated helmet I’ve ever used, on or off-road. There is, however, one downside to these huge openings, in that they have a habit of hoovering up any flying insects in your path. If you’re lucky, the wee beasties will get directed out of the exhaust vents at the back of the helmet, but on a couple of occasions, I needed to stop and remove the helmet to let them escape. 

Verdict

The excellent fit and superb ventilation result in a very unobtrusive riding experience. For gravel or XC racing in hot conditions, the Cytal Carbon would make my shortlist. It’s worth bearing in mind the head coverage is limited by virtue of being a road-focused helmet, and if you do go the route of using a road helmet, then there are lighter and less expensive options on the market. Essentially the POC Cytal Carbon is a premium product, that brings genuine innovation and provides incredible ventilation, albeit with a striking look and very hefty price tag.

Tech specs: POC Cytal Carbon helmet

• Price: $400 / £360 / €400 / CAD $500 / AUD $575
• Weight: 274g (size Medium tested)
• Sizes: S, M, L
• Colors: Black

Halo’s Drove line wheelset is designed as an all-around option for gravel, bikepacking, cyclocross, and road riding at a wallet-friendly price point. We loved the GXC gravel tire when we reviewed it, so we were curious how Halo's budget alloy wheels stacked up in comparison. Has Halo used its years of making bombproof low-cost MTB and dirt jump rolling stock to build some of the best gravel wheels out there?

Design and specifications

Don't let the low price fool you. These are suitably modern wheels with many of the features you want for gravel or bikepacking in a seriously robust package. They look good, too, with their high-gloss black finish, stainless steel eyelets, and matching spokes, nipples, and hubs. They come ready-taped for tubeless but without valves, so you'll need to source them elsewhere.

The rims are 21mm internal and 26 external diameter, which Halo says makes them ideal for tires from 25mm up to 45mm. Depth-wise, these have a shallow rim at 24mm, and they are connected to the hubs using 32 spokes with color-matched brass nipples. Though they are heavier than an alloy equivalent, brass nipples are far more robust and less likely to break when the time comes to adjust them further down the line. Halo has also gone to the effort of using a version with a protective electrophoretic deposition coating, which not only makes them a classy-looking black color but is also more corrosion resistant.

The hubs are from Halo's Ridge Line MTB range, which means they should be well-sealed and deal with the worst of the Northern Hemisphere winters, but they are also only available in a six-bolt fitting. Functionally, that makes little difference when riding, but it's worth noting if you're using these to upgrade your existing wheelset.  If your current setup uses the center lock mounting standard you will need to factor in the extra cost of a set of rotors when purchasing.

The rear hub uses a four-pawl system with a 36-tooth ratchet ring, which gives you an engagement angle of ten degrees, which is perfectly adequate. They come set up for 12mm bolt-through front and rear, though replacement end caps are available to purchase aftermarket if you need a 15mm front axle or quick releases. This is handy for those looking to upgrade bikes bought before the now commonplace 12mm front axle became the norm.

There are also 650b versions available, which, provided you have enough clearance, means you can upsize in rubber for a smoother ride. There's even a dynamo front hub option for those planning a bike-packing epic or simply after something to survive the daily commute.

With 32 spokes, brass nipples, and mountain bike hubs, these are never going to be a weight weenies' dream, and at 2,080g, they are certainly on the heavier side. For example, the DT Swiss G1800, though a bit more expensive at $542 / £429.99 / €429, is nearly 250g lighter at 1,832g. But to be fair to Halo, the Drove Line's ride lighter than the scales suggest, and at this price point, I would take longevity and reliability over a few saved grams any day, so it's good to see they have really paid attention to the key details.

Performance

Fitting tires was a painless affair once I had fitted the valves. I actually had a pair of Reserve’s fancy Fillmore valves, which make seating tubeless tires easier. Their fast flow design makes blowing the tire up quickly much easier, though I see no reason why normal tubeless valves wouldn't work just as well here. I spent most of my time riding these with the excellent and speedy  Schwalbe G-One RS fitted, though I also used some beefier rubber from Zipp and ERE research.

The weight is noticeable compared to some of the other fancy wheelsets I've used lately, though they do feel surprisingly nippy and nimble considering their mass. They are well built with good even tension across all spokes, which I think helps give them a more sprightly feel than you would expect. 

On smooth surfaces, they felt responsive, reacting well to accelerations and being pretty good at holding speed despite being decidedly un-aero. I also found them very comfortable on medium-sized gravel. The shallow rim and usefully wide rim bed did a good job of muting and damping trail feedback. They don't have the floaty ride sensation of something fancier like the ERE research Tenaci G40 or the much wider and more MTB style Hunt 4 Season Gravel disc X-wide, but they do a very good job, especially when you consider how cost-effective these are.

I used these on one of my recent micro adventures to a Youth Hostel, and I think they work great as a bikepacking and adventuring option where reliability trumps everything else. The use of solid components, normal J-bend spokes, and readily available parts means they are likely to last a very long time, but can also be easily repaired by a bike shop wherever you may be.

The hub engagement is more than good enough, too. Sure, there are quicker hubs out there, but these are as quick as most will need. Again, a solid, reliable hub is far more preferable to me than a quicker but more temperamental alternative.

I think the main market for these is people looking to upgrade the original equipment wheels on their bikes. On-budget gravel bikes can often be woefully underperforming and I think these offer a solid improvement in ride feel and durability giving a worthwhile upgrade to most cheap gravel bikes.

Verdict

Though heavy, these offer a noticeable benefit over a lot of the wheels you find on budget bikes with sensible spec and design choices that should lead to many miles of trouble-free riding.

Throughout testing, the wheels have been faultless and give a far better ride than you might expect for such a keen price point. The hubs are smooth, solid, quiet, and with good engagement. However, I would much rather see the use of a center lock rotor mount to save on upgrades and ease of fitting, but once fitted there's no difference in ride quality.

A solid and reliable wheelset for a great price, the Halo Drove wheels have a lot to like. Despite the obvious weight penalty, I think they ride faster and smoother than many others and make a great low-cost upgrade on budget gravel and adventure bikes.

Tech specs: Halo Drove Line Alloy gravel wheelset

• Price: $382 / £330 / €TBC 
• Inner Rim Width: 21mm
• Outer Rim Width: 26mm
• Rim Depth: 24mm
• Diameter: 700c and 650b 
• Spokes: 32
• Weight: 2,080g (with rim tapes fitted)
• Hub: Halo Ridge Line
• Engagement: 10 degrees
• Freehub: Shimano HG, Shimano Microspline, Sram XD

Canyon's product range covers just about everything you could possibly need from bike to kit, whether you're hitting the trails, gravel tracks, road, or the urban commute. Up until now, there has been one glaring omission among the product lines as Canyon hasn't offered any type of footwear. 

That has all changed with the launch of Canyon's Tempr CFR XC and gravel race shoe. Canyon has pulled in the expertise of Carl Bird and Eric Horton, of FORM8ION, and worked alongside some of the top brands to make a shoe that can compete with the best gravel shoes and XC shoes.

“Our first shoes straight out of the block are pushing state-of-the-art performance and have already proven themselves at the highest levels of racing. We are known for challenging the status quo with our design expertise and our athlete input. With these shoes we’ve achieved another innovation milestone," said Canyon’s Stan Mavis, Global Director Gear.

Canyon’s Factory Racing (CFR) denotes that these shoes are aimed at racing and the shoes have already taken victories in elite-level Gravel, Cyclocross, and XC thanks to Canyon athletes such as Petr Vakoč, Zoe Bäckstedt, Luca Schwarzbauer, and Dante Young.

The shoes use Canyon's own PerformFit Wrap system to hold the foot in place and use two Li2 dials to tighten the shoe and offer fine-tuned adjustment. Inside the shoes feature a full-length CFR carbon sole for maximum power transfer and a PUREFIT360 insole developed in collaboration with Solestar. The outsole uses Vibram Megagrip for traction when you need to walk. Canyon claims that the Tempr CFR shoes weigh in at 290g (size 42).

Alongside the Tempr CFR Off-road shoes, Canyon has released an on-road version too. Tempr CFR Off-road shoes come in black with gum tread, or grey or white with a black tread, and feature minimal branding on the heel of the shoe

Canyon's new shoes are available in EU sizes between 36-48 with half sizes from 40.5 to 46.5 exclusively from Canyon.com, priced at 329,95 EUR.

We have already shown you what really caught our eye from this years's Eurobike show for e-MTB and MTB, so here’s what peaked our interest gravel-wise. You could easily think it's just a show for electric bikes these days, but there was still plenty of tech for the pedal-powered fans out there, too. 

1. Buffalo S2 WBR two-speed bike

The latest Buffalo bike could well be the most important gravel model at the show. It's a long way from the sort of bikes you find at events like Unbound, but considering it's designed to be used on rough and sandy surfaces for mile after mile, I think it fits well within the same spirit. The bike is part of World Bicycle Relief, a not-for-profit charity set up by one of the SRAM founders back in 2005, that aims improve lives in sub-Saharan Africa by getting people onto bikes which will make their daily tasks easier.

The original Buffalo is a fantastic success story, with nearly 800,000 bikes being made and sold to communities in Southern Africa, but its single-speed setup limited the terrain in which it could be used. The Buffalo S2 solves this with a very clever and seriously robust system that uses two chainrings and two freewheels connected by a shift ring. Changing gear is done by backpedaling half a revolution, so there's no need for a derailleur or any cables, which makes it easy to look after and ideally suited to the rough roads it will encounter. It’s also designed to be repaired as easily as possible with basic tools.

For more info and to donate to the fund, check out worldbicyclerelief.org

2. Classified and TRP Vistar 16-speed electronic groupset

Classified probably had some of the biggest news in the drop bar world at Eurobike with the introduction of its 16-speed electronic groupset in conjunction with TRP. Don't panic though, as that doesn't mean there's a new 16-speed cassette. Riders control the gears with one shifter that uses a combination of the seamless 2-speed hub shifting with a wireless 12-speed rear derailleur. That gives 16 individual gears operable from a single shift lever with no overlapping gear ratios.

We have tested the Classified system and have been impressed with its operation, especially on the Ridley Kanzo Adventure, as it had the shift function integrated into a GRX Di2 lever. This update now means there are more build options for bike suppliers, and the automated shifting makes it even easier to use on the trail.

For more info, check out Classified-cycling.cc

3. K-Edge 1x Race W gravel chain device

Fresh from the latest Unbound gravel event, K-Edge had this neat-looking chain device on display. As some gravel courses get gnarlier, the need for better chain retention arises. That's easy if you have a front mech tab, but many bikes are now 1x specific to enable bigger tire clearances and still keep chainstays short, which leaves no mounting point for a chain guide. That's where the latest guide from K-Edge comes in.

Using frame bottle cage bosses, the brand has designed a chain guide that should fit pretty much everything. It's super adjustable and comes with all the bits you need to fine-tune it for your specific setup. The guide itself is also angled with the frame side guide plate being longer, which means should your chain come off the ring, you can still backpedal to re-seat it without dropping the chain and having to get off, which is handy for those racing.

4. Passoni Cicloprato custom-built Titanium bike

I should admit that a Passoni has long been at the top of my lottery win list of dream bikes, so I felt I had to include the brand here as I spent way too long at the stand admiring the bikes and discussing my other favorite thing – Italian cuisine. The Italian custom masters' latest gravel offering, the Cicloprato, was no exception. With near-endless custom build possibilities and beautiful finishes all hand-built at their Lake Como base, the bikes are real head-turners, though builds start at €7,599.

5. Bulls 3D-printed Mache-Ti bike

At the other end of the titanium spectrum was this futuristic-looking Mache-Ti gravel bike from German brand Bulls, which uses polished 3D-printed sections and regular straight tubes. The bike is almost at odds with the rest of the enormous range of e-MTB and MTB bikes they had on display, but they have made great use of the tech to create a very modern-looking machine and have even gone for a full titanium fork to match.

It also looked very good value compared to other bikes using similar tech I've seen. At €5,999 with an SRAM AXS groupset and carbon wheels, the Mache-Ti is a bike we would love to get some miles on to see how the modern tech equates on the trail.

6. Giant Revolt Advanced Pro

We tested the original Giant Revolt Advanced back in 2022, and the brand announced the latest version at the show. It shares many of the features from the previous incarnation but has added additional frame storage options, plus finishing kit like the SLR XR D-Fuse carbon handlebar and D-Fuse SLR seatpost that add more compliance.

It looks like they have addressed the issues Guy Kesteven found when testing, too, with the option for a longer wheelbase with its flip-chip at the rear dropout for more controlled handling and some proper off-road rubber. The Revolt is still sticking with front mechs though. The Revolt Advanced Pro 1 costs $5,800 / £4,899. 

7. ERE research GT25 wheels

We tested the ERE Research Tenaci GA40 wheels last year and loved its comfort and floaty feel on rough trails, thanks to its large box section rim. Their latest carbon wheelset aims to combine many of its features with a lighter, shallower, 25mm deep rim. 

It still retains the 26mm internal rim width, ratchet hubs, and Sapim spokes, but these will be nearly 200g lighter, which will make a difference on climbs and accelerations. We look forward to getting a set of these out on the trail soon.

8. Shimano S-Phyre SH-XC903 XC9 shoe

Shimano’s latest top-of-the-range XC shoe is a lightweight race option with a double Boa setup and features such as a lock-down heel to keep the shoe secure and light. It's also got a grippy enough outsole for when you need to get off and run. Though billed as an XC race shoe, I think these would make a great gravel race shoe too. I've been a long-time user of the road equivalent of these and think the super supportive heel cup and roomy fit would be great for long off-road rides as well as frantic XC racing.

They come in three colors and are a wide-fit version. Like other Shimano shoes, there should be plenty of room in the toe box too.

9. Deuter Rogla 5 lightweight hydration backpack

Deuter has been making backpacks for over 125 years and they had some great stuff on show. We have reviewed some of their more MTB-focused packs before, like the Attack 20, and loved the high quality and useful features, and the latest Rogla 5 looks like it continues in the same vein.

Using lots of tech from their trail running range, the Rogla 5 is a lightweight, close-fitting rucksack that looks perfect for gravel use. It has a 2-litre bladder and enough storage space for essentials. There are also some very neat wide pockets on the shoulder straps that are perfect for storing snacks and items you need to get quickly, like your phone or money. There's even the possibility of fitting a filter to the bladder for those riding in areas where shops are limited and you need to access water from potentially iffy sources. Lightweight packs are gaining in popularity in gravel events, and the Rogla 5 looks like it could be just the thing for an adventure ride.

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