BikeRadar.com Bikes & Gear

Royal Racing Tybyn gloves – in brief review

Rob Weaver — Sat, 18 May 2013 11:00:00 GMT

The lightweight, super thin Tybyn glove from Royal Racing has a 0.8mm Reba palm and a light, airy meshed backing that’s great for warmer days on the hill.

The fit is okay, but the main issue we’ve had with the Tybyn is the palm bunching when you grip the bar. Because the palm is so thin the bunching doesn’t feel quite as obstructive as it could be, but it’s still not great and really detracts from what we think could be a very strong glove.

The snot wipe on the thumb is useful and the lens wipe on the finger is handy too.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

Velocite Geos 2.0 Force review

Guy Kesteven — Sat, 18 May 2013 07:00:00 GMT

Despite our large sample being a very serious slab of bike, Velocite’s SRAM Force-equipped Geos is still relatively light. We figured we’d best tell you that, as Velocite work both direct and through bike shops, so you might actually not pull it out of the box yourself. More tellingly, you might not immediately realise from the ride either…

Highs: Reasonably light frame with forgiving rear and accurate front end. Can be bought direct or via your local shop for pro setup and sizing advice
Lows: Slightly soft power delivery and heavy wheels dull acceleration; it isn’t Di2 compatible, and kit value is shop brand rather than direct sell comparable. Sizing is limited, too
Buy if: You want an obedient and enjoyable but not punishing all-rounder

For a start, the Velocite own brand wheels are relatively heavy, and the Continental Ultra Sport tyres are fairly weighty too. There’s a bit of softness in the straight-gauge spokes, slim carbon cranks/spider and, seemingly, also the frame itself, despite the use of a BB30 bottom bracket.

These combine to make the Velocite slightly slower to accelerate than some, and the rider less keen to put a big gear into a full nelson and force things when faced with a steep climb. Once you’re rolling, though, it holds speed fine and we’ve certainly ridden much worse for the money.

The payback in terms of rear end smoothness becomes more obvious the further you ride, too. There’s a bit of chatter coming up the big diameter seatpost at slower speeds, but once you’ve got some flow going on, the compact-style sloping top tube frame definitely takes a lot of the sting out of badly fractured surfaces.

SRAM’s Force groupset is very similar to earlier Red

That said, you can’t relax totally in the rough, as even with a long stem and wide bar theoretically adding more flex into the cockpit, the front end is much less forgiving. It’ll jolt your hands and sting your wrists if you hit a big pothole head on and we had to regularly change hand position on longer rides.

On the plus side, you do get very accurate front wheel placement and no hint of braking judder even on the steepest plummets. A short wheelbase also kept the Geos very keen on direction changes too, but that front end beef meant it never started to feel nervous even at high speeds.

Build quality isn’t in doubt, either, as the Geos has full carbon dropouts and all-carbon bearing seats rather than alloy inserts for the oversized bottom bracket and tapered steerer fork.

The Velocite has a great finish and was very accurately made, too

Excellent frame alignment is also better than most big brand name bikes we clamp our calibrating tools on, although a limited four-size range does leave the largest and smallest riders in the cold.

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Royal Racing Drift jersey – in brief review

Russell Burton — Fri, 17 May 2013 11:00:00 GMT

You don’t get much bike jersey for less than 30 quid these days, so to find that the Drift costs about the same as a decent T-shirt was a surprise. As you’d expect, the fabric is a standard wicking mesh – but it does its job efficiently and without fuss.

The Drift is pretty robust in the face of abuse from a washing machine or under a pack. The fit is relaxed but neat around the neck and shoulders so that it’s never sloppy – and with construction details such as raglan sleeves, a taped neck seam and a heat transfer neck label, this is so much more than a basic cycling T-shirt.

The graphics are enough to be stylish but not so much as to be sartorially divisive. If you’re on a tight budget this is a good place to start: the no-nonsense style with beyond-basic detail is what makes it the value winner.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

3T Ergonova Team bar/Integra Team stem – in brief review

Warren Rossiter — Fri, 17 May 2013 09:00:00 GMT

3T’s Ergonova shape is quite possibly our current favourite from any brand. The smoothly flattened top flows into an expanding-radius compact drop that suits hands big or small. The tight transition into the drop offers plenty of wrist clearance, too. We honestly can’t think of anything we’d change to improve it.

The combo stem is the all-alloy version of the brilliant carbon Integra. If you’re a Garmin user, the combo mount is brilliant, though the stem carries a lot of extra weight compared to the bar.

The smart, hollow construction means you can run cables through the stem and hide a Di2 box within it as well. On the plus side, the boxy construction makes it massively stiff and a good complement to the wonderful bar.

An abridged version of this article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Focus Raven 29R 4.0 review

Justin Loretz — Fri, 17 May 2013 07:00:00 GMT

We’ve had the top of the line Raven 1.0 from Focus and ridden and raced it extensively. To say we got on famously with it would be an understatement. We were very excited, then, to see whether the entry level 4.0 model – which uses the exact same carbon frame as its more expensive sibling – could light our fire in a similar way.

Ride & handling: Comfortable, aggressive and versatile

The shape of the bike places you squarely between the wheels, a sensation helped by the relatively slack front end. We found climbing on the Raven particularly satisfying, with only the very minimum of body language required to coax traction from the 2.2in Continental X-Kings on slippery bits.

The 100mm Fox 32 Float Evo fork juts out purposefully at a slack (for this kind of bike) 70 degrees, promising high speed, loose ground handling that won’t twitch and jack knife you into every tree.

The Climb, Trail, Descend settings on the fork help with quick switches of damping characteristics, and the bike even has guides for remote dropper posts – Focus clearly believe the Raven bike should be in the high mountains, both climbing and descending on fast, meaningful trails.

Once over the top of the mountain – or hill – it’s a simple case of flicking the CTD switch to Descend, easing back and letting the bike roll. It has an natural ability, somehow, to stick you onto the right line.

The Raven has a ride that lets you forget you’re on a 29er, or that it’s aimed at any particular sub-genre of riding – at heart it’s just a great-handling mountain bike that lets you be a mountain biker. You might be laying down fast laps of a 24-hour endurance race or hike-a-biking a rocky, high mountain trail in the Lakes, but the Raven will inspire you.

Frame & equipment: Sexy to look at, with a good fork

The Raven has some of the most extreme frame shaping we’ve seen on a dirt rig. The seatstays are wide but so flat you have to double check they’ve not been deformed in some autoclave accident…

More importantly, the design lets them work life leaf springs, and the Raven is the most bump-absorbing setup we’ve ridden. It gives the feeling of having 10-15psi less in the rear tyre than you do. You feel the benefit most over square-edged bumps, but the effect is working all the time, allowing you to remain seated and concentrate on pedalling.

The front end is a mix of a fat down tube and a flat top tube mated to a tapered-steerer compatible front end that promises laser-guided accuracy.

We wanted a shorter stem and to lose the conical upper headset cover to achieve a more trail aggro fit, but that’s it for complaints. We’d abscond with the Raven given half a chance.

Did we just gush over the Raven 4.0? Good, as this bike is worth it. It seems to find the best in your riding and amplify it, making the most of your skills and delivering a ride you’ll want to repeat as soon as you possibly can.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

Continental Mountain King II 2.2 Protection tyre review

Andy McCandlish — Thu, 16 May 2013 11:00:00 GMT

It’s worth noting that the Mountain King has changed dramatically over the last version with the same model name. The old one didn’t exactly light our fire, so it’s refreshing to see a complete turnaround with this incarnation.

The first thing we noticed was rolling resistance – it’s far better than we’d been expecting for the tread depth and pattern. This is no bad thing either, as the 2.2in (a 2.4in is also available) inflates a little too narrowly to be a confidence-inspiring front tyre, but excels instead at driving the rear. It seems to seek out grip on just about every surface and, despite the slightly hefty weight on our chosen ‘Protection’ reinforced sidewall model, it manages to feel sprightly and quick.

Much of this performance is down to the excellent Black Chili compound, which creates great traction even on slimy bedrock and roots, while maintaining excellent durability – these tyres still sported the little rubber ‘hairs’ on most of the tread blocks even after five or six hard rides.

If you want to spend less there are numerous versions available, from lightweight race ones to the heavier but protected construction suitable for the rough and tumble of all-mountain riding.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

PRO Athertons Downhill saddle – in brief review

Jake Ireland — Thu, 16 May 2013 09:00:00 GMT

Although aimed primarily at downhill use, the new Atherton saddle is really more of an all-rounder.

Hollow titanium rails keep the weight down, while the printed leather-like microfibre top covers strategically placed padding that’s well shaped and sufficient to ride long trail loops without even a hint of discomfort.

The Kevlar reinforced wear patches on the nose and wings are a worthy inclusion, with no signs of wear after a heavy winter of use, other than the fading of the bright graphics – something we’re not too disappointed about. The shape and width mean it won’t get in your way if you do need to get over the back.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

Cube Aerium Race – first ride review

Cycling Plus — Thu, 16 May 2013 07:00:00 GMT

With lighter evenings offering more riding time, now is the perfect occasion to get along to your local club time trial and test yourself against that least forgiving of judges: the clock. The Aerium Race sits second in Cube’s TT and triathlon aero range – and boasts the German company’s usual striking looks and eye for colour coordination.

At this price, seeing an aluminium frame is no surprise, and the material still has loads to offer. The frame is heavily hydroformed and triple butted, saving unnecessary weight and creating some wind-cheating tube profiles.

The down tube, seat tube and seatstays are all wing shaped, and the seat tube has a truncated trailing edge where it curves around the rear wheel, keeping the wheelbase tight and reducing drag. The top tube is ovalised horizontally, narrowing at the seat tube. Chainstays are suitably chunky.

Matching the seat tube’s wing shape is an aluminium seatpost with plenty of adjustment and a rear-loading twin-bolt clamp. Up front, the flattened blades of the gently curved full carbon Dedacciai Black Fin fork should help to cleave the air to save precious seconds.

The curved seat tube shortens the wheelbase

Our 52cm frame was a good fit for a rider who uses a 56cm Cube road frame, enabling a lower position without being too long for an aero tuck. At 12cm, the head tube is ideal, but the headset’s 23mm conical top cap limits minimum stem height for anyone sufficiently supple.

An adjustable cockpit is essential for a time trial bike, and Syntace’s aluminium stem clamps a carbon Profile base bar and extensions. The extensions can only be fitted above the base bar, but are adjustable for length; extensions and arm rests adjust independently for width.

First impressions are of a neutral handling bike that’s easy to settle into – great for time trialling generally and novices in particular. It’s important to be comfortable with your aero position because the gear levers are on the ends of the extensions. The Dura-Ace shifters have a foolproof action, but for riders used to STI, it might require a bit more thought.

FSA’s excellent SL-K Light carbon chainset with 53/39 rings runs in a slim BSA bottom bracket shell with widely spaced outboard bearing cups. Standing start acceleration is good, the oversized frame and stiff chainset efficiently converting energy into forward motion, helped by the stiff Easton wheels.

The EA50 Aeros have a shallow aero profile and bladed spokes, and once up to speed willingly sustain it on the flat, but even the Ultremo ZX rubber can’t hide their weight, and when the gradient increases, the speed suffers.

Ultegra is at the heart of a high quality kit spec

The 12-28 cassette gives a wide gear range, but the lack of 16 and 18T sprockets is frustrating, with two-tooth jumps often too much when trying to maintain a constant speed.

Handling is nimble and predictable, resulting in confident cornering on the extensions, and though we found the base bar handholds spindly for large hands, the well-shaped TRP carbon brake levers offer fine control. The Fi’zi:k Arione Tri 2 saddle has a wide, soft nose that helps when you’re riding on the rivet, and adds a modicum of comfort to an otherwise race-focused ride.

Overall, the Cube is a well-appointed entry point for tackling the ‘race of truth’, with quality componentry and contact points. The wheels are the obvious future upgrade, but are very competent performers until budget permits.

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Mavic Sprint bib knickers – in brief review

Rob Banino — Wed, 15 May 2013 11:00:00 GMT

The spring-weight Mavic Sprint bib knickers lost only 13g while being hung up to dry, but they’d only gained 66g during their hour of being ridden, putting them well above average for wicking.

They fit well too thanks to a multi-panel construction that hugs your legs and body so they feel supportive rather than tight. However, they aren’t the most comfortable – the pad is fine but the bib front is low and the legs barely extend beyond the knees and don’t stay put.

As soon as you pedal they ride up and quickly become, at best, a source of annoyance, and at worst an irritation.

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Spa Cycles Nidd saddle review

Cycling Plus — Wed, 15 May 2013 09:00:00 GMT

Yorkshire touring specialists Spa Cycles have branched out from bikes, and their kit range now includes a trio of leather saddles aimed at touring and long-distance cyclists. Though they make no mention of it, these are clearly aimed at the long-established leader in the leather saddle world – Brooks.

The Nidd is named after a Yorkshire river – yep, we had to look it up – and is Spa’s answer to Brooks’ venerable B17. They have a similar shape, rivets in the same place, saddle bag loops and three holes on the top. The frame and rails are chrome plated chromoly.

There’s no getting away from the fact that this is a firm saddle, and it is going to take a while to wear in, but if you look after it – proofing it occasionally – it should take forever to wear out.

The Australian cowhide is thicker than the leather Brooks uses, which makes it firmer still and slightly heavier. Ours weighed 601g, compared with around 540g for the Brooks. The 170mm width and 280mm length are also very Brooks like.

The construction doesn’t have Brooks’ artisan imperfections, and is uniform and first-rate. And, given the quirky language of the instructions, it has all the hallmarks of coming from the Far East not the English Midlands.

And while it is firm, we’d actually got in a few rides and a fair few miles before remembering we were actually testing it, which is a compliment for any saddle. You can adjust its tension using an Allen key (more convenient than Brooks’s spanner) and the side tension using laces; we didn’t need to. The chromoly rails also allow for an impressive amount of fore and aft adjustment.

If you want to strap a saddle bag to the Nidd’s metal loops, Spa just happen to have the nifty little Derwent bag in its range. And – surprise! – it’s half the price of Brooks’s Challenge tool bag.

Spa have delivered a product that genuinely challenges Brooks’ range. It might require a long breaking-in period and it’s certainly better with padded shorts rather than unpadded non-cycling wear, but this is a high quality, bargain priced product that – with some care – could outlast you. As with any leather saddle, try not to let it get wet (and if you do so, let it dry naturally), proof it periodically and ride, ride and ride some more.

Carbon has its place in cycling, but when it comes to saddles, steel and good old-fashioned leather have their place too. Who says trad’s dead?

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Kona Process DL - first ride review

Tom Marvin — Wed, 15 May 2013 07:00:00 GMT

BikeRadar has been putting the Kona Process DL through its paces, and finds the all-mountain and enduro bike to be a plush joy when the trail points down. Kona unveiled the Process alongside its Satori 29er, launched last year. Here they are head to head:

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Video: Kona Process DL vs Satori 29er

Ride & handling: Stiff and plush for all-mountain use

Climbing isn’t the Process DL’s primary purpose. It’s not the lightest bike in the world, and going uphill with the suspension left alone resulted in it bobbing, which wasn’t helpful for power transfer.

Fortunately, the Monarch Plus shock comes with compression adjustment and the ability to effectively add 50lb and 125lb of damping to push against when climbing. This certainly reduces the pain, but doesn’t eliminate it completely.

The relaxed head angle can also make more technical climbs a little tricky, as can the reasonably long wheelbase (46.9in for a Large). However, the 24x36 bottom gear makes the bike more than winchable up a hill, so challenging ascents certainly aren’t off the menu.

Being fair to the Process, it’s a bike designed to hits the descents hard. The weight, length and head angle immediately give a sense of stability when the trail points down. The 160mm Lyrik fork coped well with big and small hits, being supple enough to reduce the chatter of repeated hits through rock gardens.

It also coped well with drops and jumps and there were no obvious bottom-out clunks. The stiff chassis afforded by the bolt-through axle, power bulges and 35mm stanchions kept steering precise.

With a 160mm Lyrik, the Process is built for big hits

With its large section tubing, tapered head tube and bolt-through rear end, the frame (which is common to the cheaper Process) is certainly stiff enough, allowing you to push the bike hard into corners and through rocky sections without too much fear of being knocked off line.

In long, fast corners, the bike compresses into its travel a little, hugging the ground, inspiring the confidence to push it further. The High Roller 2 tyres hook up well on both dry and softer ground, although there is a slight no man’s land when the bike is rolled between the central and edge treads, though this just encourages you to lean the bike more.

The Monarch shock performed well, giving a consistent feel. With minimal stiction, it felt super plush, soaking up small and big hits alike. The only time we caught it out was with a completely uncomposed drop to flat where it bottomed out, although at that point it was set up softer to cope better with fast rock gardens as opposed to big drops.

Frame & equipment: Top quality spec lets you hit the trail hard

We rode the highest-spec Process DL, which comes with a 160mm Lyrik RC2 fork, X0 groupset and RockShox Monarch Plus HV RC3 shock.

The package as a whole is very cohesive – there are no obvious flaws in the spec, and everything is clearly designed to create a bike suited to descending but able to help you climb where possible.

The frame is built from 6069 aluminium, designed around a 66-degree head angle and 73.4-degree seat angle. Holding it all together is the RockShox Monarch Plus HV RC3 shock, which is simple to set up through its Solo Air design. Thanks to the Monarch’s adjustability from the dual flow rebound adjustment, you can set rebound speeds for small and big hits.

Increasingly, dropper seatposts are infiltrating gravity-oriented bikes, giving the rider the ability to adjust saddle heights for climbing and descending on the fly. The Process DL comes with the excellent RockShox Reverb Stealth, with its hydraulic line concealed inside the seat tube, reducing the risk of it getting snagged on passing foliage and rocks and keeping the lines clean.

The RockShox Monarch Plus HV RC3 shock

The wheels are an important part of the package on a bike like this; they need to be wide and strong, stiff enough to shrug off big hits, and light enough to get you to the top of the hill without busting a gut.

Kona have achieved this by including a full Stan’s wheelset with Flow EX rims. Stiffness is aided by a 20mm bolt through the front and a 142x12 bolt-through at the rear. The Process rolls on 2.4in Maxxis High Roller 2s, which benefit from extra puncture resistance from the EXO sidewalls.

The cockpit is taken care of by RaceFace’s 758mm wide Atlas bar and short 50mm stem. Contact points are handled by Kona GLOG grips, a WTB Volt saddle and Kona Wah Wah pedals.

Helly Hansen Dry 1/2 Zip Bike jersey – in brief review

Russell Burton — Tue, 14 May 2013 11:00:00 GMT

Riders of a certain age will instantly recognise the Helly Hansen signature stripe – and we like the way the motif has been worked into this bike-specific style. Somehow it just feels as if it will make us ride faster.

The Lifa fabric is super effective at both wicking and drying and although we expected some less-than neighbourly results from some back-to-back hard rides it stayed remarkably fresh.

There are two large rear pockets and these, combined with the neat cut, mean we’d recommend this for demanding XC types who want to travel fast and light. It’s not flashy, but the sheer hard-working nature of the fabric – together with the serious implications of those heritage Helly Hansen stripes – makes this a jersey we really want to own.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

Shimano WH-M785 XT wheels review

Josh Patterson — Tue, 14 May 2013 09:00:00 GMT

Shimano’s WH-M785 XT 29er wheelset is reasonably stiff and reasonably priced at US$799/£468. The UST rims are a breeze to set up tubeless and, thanks to the use of cup and cone bearings, the hubs are very easy to service. Unfortunately, the WH-M785 also has some significant shortcomings that make it less appealing than many of its competitors.

The 29in version of the WH-M785 weighs 1,850g per pair (850g front, 1000g rear), which, while heavy, is 10g lighter than the previous model. The UST rim has an undrilled outer wall, so there’s no need to fuss with tubeless tape. This is accomplished by brazing threaded aluminum inserts onto the inner wall of the rims. According to a Shimano spokesperson, this arrangement allows the company to extrude thinner-walled rims.

Twenty four double-butted, straight-pull spokes connect each rim to the hub. Both hubs use tried and true cup and cone bearings, which makes bearing adjustments simple and – with a bit of preventive maintenance – should keep things spinning smoothly for many years.

Shimano’s Center Lock system is used to secure the rotors

The rear hub has a steel freehub with 36 points of engagement. The front hub takes a 15mm thru axle, yet the rear is only compatible with a 135mm quick-release; there is no option for a 142x12 rear axle.

On the trail, the WH-M785 wheels performed reasonably well. The weight was noticeable, as was stiffness. Tire squirm was an issue when running high volume (29x2.25in) tires, a result of the disappointingly narrow (19mm) inner rim width.

While the 26in version comes in Trail and Race versions, there's one 29er wheelset that splits the difference in terms of weight and features. In the process, the 29in WH-M785 makes significant compromises that limit its appeal.

The 19mm internal width is too narrow to adequately support high volume mountain bike tires at low pressures, and at 1,859g the wheelset is a bit portly for cross-country racing. Shedding weight or increasing the internal width of the rim by a few millimeters would have made it appealing to at least one group of riders.

The lack of 142x12 thru axle compatibility is disappointing

Last but not least, the lack of compatibility with 142x12 thru axles makes this set a no-go for many modern mountain bikes.

Offering Race and Trail versions in the 29in wheel size, along with making it compatible with 142x12 thru axles, would solve our issues with this well built but underperforming wheelset.

Verenti Revelation Ultegra Di2 review

Guy Kesteven — Tue, 14 May 2013 07:00:00 GMT

The biggest brawl in the market this year is the one about delivering the best Shimano Ultegra Di2 deal. Verenti are certainly being very aggressive on price with the Revelation, though, particularly if the 20 percent off offer is still current when you’re reading this.

Highs: Surefooted, solid handling and muscularly fast all-rounder with an excellent build quality. Great price for Ultegra Di2 spec
Lows: Very spongy and confidence-sapping brakes; Ultegra Di2 is heavier than mechanical shifting alternatives
Buy if: You want a great deal on an electronic-shifting all-rounder at a very good price – and can cope with/change the brakes

If you’re looking for where corners have been cut in the Ultegra spec, the only obvious ones are the wide ratio Tiagra cassette and the light but worryingly spongy 4ZA brakes. Otherwise, the Rotor BB30 crank running in press-fit bearings is comparable on weight to Ultegra, and we’ve also no complaints about the easy to split and clean KMC chain.

A straight Top Trumps kit comparison sells the chassis short too. Both frame and fork are a competitive weight, and alignment is excellent. Eye-catching external shaping alongside the tapered head tube also stiffens up the front end noticeably when you’re pushing the limits through corners or mashing the pedals up a climb.

Ultegra Di2 adds weight but shifting is quick and faultless

While Di2 motors and battery make it a relatively heavy bike, the crank, frame and reasonable weight wheels mean it’s no slouch to get moving and can hold its own on climbs.

Where the Revelation really shines, though, is as a rolling road rouleur. Here its muscular physique and the über-efficient electronic shifting make it a great platform for powering out the miles.

You’ll occasionally get a bit of a beating – more noticeably from the front end – if the road turns belligerent, but the 25mm Vredestein tyres help sustain speed and rhythm. There’s something about the bike’s character that urges you to ‘man up’ and drive the gear hard to help lift you over the worst bits, rather than backing off and bouncing around in the saddle.

The tapered head tube contributes to a muscular ride

Further confirmation of that is provided by our default positions during testing. In theory, the tall head tube creates a more upright and comfortable cruising position, but instead we found we were dropping elbows and using the drops more than normal to get an aggressively low position and milk maximum speed out of the bike.

Its firm, no-nonsense feel syncs with a lower than average bottom bracket for very surefooted, trustworthy cornering. A good job too, as those fuzzy brakes are a definite weak link in an otherwise extremely strong value spec.

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Loopwheels – first ride review

Oli Woodman — Mon, 13 May 2013 14:27:00 GMT

BikeRadar first reported on Loopwheels last month, during coverage of the Bespoked Bristol show. Since then, the spokeless suspension concept has thrived via a pledge on crowdsource funding website Kickstarter, smashing an initial £40,000 target.

Loopwheels have clearly captured the imagination of many, and when we were invited to trial out the innovative carbon wheelset both on and off road we jumped at the opportunity. The Loopwheels were installed on a Dahon folding bike, the very same bike you'd receieve if you pledge £950 or more through the Kickstarter project.

On road

Out on the road, the Loopwheels accelerate in a way that you'd expect from a regular 20in wheel. Despite stomping the pedals we were unable to determine any unusual feedback.

While coasting or doing a trackstand, if you pump your bodyweight through both the pedals and bar you can feel the additional compliance the Loopwheels offer over spoked hoops. It's not an easy sensation to describe but we'd say it's not far from the sort of inherit flex a longboard or skateboard provides.

The rear Loopwheel on the Dahon test build

Potholes and gravel paths are smoothed out dramatically. Similarly, road buzz is dialled out to an unusual and satisfying level. We tried our best to upset the wheels both under high speed cornering and violent braking but lateral stifness was never an issue and the steerer/handlebar assembly of the Dahon test bike was flexing considerably before the wheels even got the chance to.

The only real negative we experienced was an occasional creaking from the Loopwheels, something that designer Sam Pearce is aware of and is currently addressing for production models.

Off road

We were also invited to trial freshly assembled Loopwheels on an off-road test mule. It was certainly a unique build – starting off life as a Cannondale Hooligan, it now runs a pair of Loopwheels, complete with a hydraulic disc at the rear and an 8-speed hub gear.

The front end of the off-road bike really was impressive, a combination of the travel offered by the Loopwheels and the use of Schwalbe's Mow Joe BMX tyre resulted in predictable traction and a level of comfort that a 20in-wheeled rigid bike probably shouldn't be able to provide.

The Loopwheels off-road test mule

The rear end felt similar but not quite as confidence inspiring, occasionally feeling a little spikey. Designer Sam Pearce knew the exact issue – in order to make way for the 8-speed hub gear, a small amount of material had to be removed from the carbon limbs of the wheel, altering the spring rate and ride characteristics considerably.

Yet this first effort clearly demonstrated just how much extra capability Loopwheels can add to a rigid bike. We managed to ride red-graded mountain bike trails on a 20in urban bike at a respectable pace, while having fun to boot.

First impressions

In their current form, the Loopwheels are a useful and unique solution for those who want to add comfort and versatility to a compatible bike.

Now is an exciting time for Sam and Gemma Pearce, the couple behind the Loopwheels project – the Kickstarter cash injection will ensure the tooling necessary to get the product on the market. Complete build Dahon folders equipped with Loopwheels will soon be available; expect a price of somewhere around the £1,200 mark.

Meanwhile, development of Loopwheels in other sizes will also continue, with 26in and 29in versions already in the pipeline. If one thing's for sure it's that we haven't heard the end of this story. Sam Pearce has succesfully reinvented the wheel!

Altura Raceline jersey – in brief review

Rob Banino — Mon, 13 May 2013 11:00:00 GMT

Altura’s Raceline jersey is relatively heavy to begin with, weighing in at 340g for a spring-weight jersey. But, despite its weight, it’s surprisingly adept at wicking.

The top performers in this area are the garments that gain as little weight as possible but are also able to shed that weight quickly afterwards. Given those criteria, Altura’s Raceline jersey is one of the best. It gained a very low 113g after an hour of riding but also lost an impressive amount (32g) in the following hour.

It’s also comfy, well tailored and warm. All there is to criticise are the fiddly garages at the top and bottom of the zip, which make opening and closing it a faff.

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Schwalbe Ultremo ZX Tubeless review

Cycling Plus — Mon, 13 May 2013 09:00:00 GMT

Tubeless road tyres have been on the market since 2006 – but you could be excused for not noticing. But after three years’ development, Schwalbe think their new Ultremo ZX Tubeless tyre offers a breakthrough in performance and design that will help it become mainstream.

A high performance road tubeless tyre needs to be easy to fit without any specialist tools, operate safely at around nine bar – 130psi – whatever the conditions, to not leak air, but to still have a similar sized bead to conventional clinchers because of wheel constraints. Most of all, it must still be competitively light.

An Ultremo ZX clincher and light inner tube weigh around 295g, whereas our tubeless versions weighed 308g each, which is impressive considering the completely new construction.

For strength and resistance to stretch, the bead contains carbon fibre, and the whole carcass is reinforced for integrity and puncture protection. The carcass has a butyl liner, vulcanised to make a single layer, saving unwanted friction and hugely reducing rolling resistance – Schwalbe claim it’s lower even than their lightest Ultremo ZLX clincher.

The reinforced carcass offers extra snakebite protection, and sudden deflations are almost impossible. With no tube to burst, a puncture usually results in only slow loss of air.

Schwalbe recommend adding 30ml of Doc Blue (made by Stan’s) sealant per tyre, which has no effect on rolling resistance but can seal multiple holes, even in the sidewall, in a split second with only nominal pressure loss.

We used Schwalbe’s Easy Fit Fluid applicator on the tyre beads, and fitting to our tubeless wheels was no harder than some clinchers. It evaporates after use, and after a few minutes of persuasion we inflated our tyres with a standard track pump – usually with tubeless tyres you need a compressor pump.

At various pressures the tyres feel smooth and surprisingly supple, the sidewall seemingly more flexible than with our clincher version – with the bonus of being able to run at lower pressures without risk of a pinch flat.

They feel more pliable than other tubeless tyres we’ve tried, and compared with the standard Ultremo ZX – one of our favourite race treads – they’re as rapid, corner with the same confidence, and react instantly when sprinting. Daily air loss was no greater than from a clincher tyre – and less than from a tubular – and they’re utterly reliable.

This article was originally published in Cycling Plus magazine, available on Apple Newsstand and Zinio.

Devinci Dixon Carbon RX – first ride review

Guy Kesteven — Mon, 13 May 2013 07:00:00 GMT

The alloy Devinci Dixon wowed us with its no-nonsense solidity and ‘can do’ attitude. Does the new lighter carbon fibre mainframe version misbehave just as well?

Ride & handling: Play bike that’s trail confident

The downhill-style cockpit, plus 160mm (6.3in) travel fork and slack steering angles showcase the Devinci’s instant authority. Northern Wrecking Crew chaos engine Alex certainly lost no time in throwing it down the steepest, sketchiest rock chutes for the camera.

It’s still slightly higher in the bottom bracket than we’d like to really grind it through berms or to match the drifting confidence of the most stable bikes in its category, but stiffness and feedback is excellent. That means plenty of warning at the ragged edge, and it always got us through unscathed however silly things got.

It’s also light and lively enough to whip or flick between the fastest lines with insolent ease. Reasonable weight and the firm feel of the Monarch shock also cuts out the need to add compression damping to the bounce prone Split Pivot for long, draggy hills.

It’s certainly not as fast as some 145 to 150mm (5.7 to 5.9in) travel bikes, but then it punches significantly above its weight in terms of how much hammer it can cope with.

The stiff seals of the fresh Monarch shock mean it struggled to show anything like the sensitivity and control of last year’s Fox damper, though. Hopefully a few months riding should loosen things up enough to restore the playful feel we were expecting.

RockShox assure us the new 2013 shocks the Dixon will be delivered with are smoother and more sensitive from the start too.

Frame & equipment: Carbon isn’t the only Dixon difference

It’s not just a straight template copy of the alloy bike. The top tube is 15mm longer, which is very welcome, and it’s stiffer overall, despite the claimed 350g drop in weight.

The super deep press-fit bottom bracket area has replaceable ISCG threads, the Split Pivot rear end uses a 142x12mm screw-thru axle, the front mech is direct mounted and there are clips for the dropper post cable or hose.

The linkage flip chip allows a slightly taller, higher cross-country ride or a more connected, lower and slacker character, which is where we left it. Devinci extend their lifetime ‘no questions’ warranty to the carbon frame too.

The build we tried in the desert of the Interbike demo days was slightly off spec, with lighter Easton Haven wheels (instead of solid Mavic EN321 rims) and a Kashima-coated version of the Fox 34 fork. The default spec is good value, though, comparing favourably with a lot of boutique alloy offerings.

The massive Boobar bar, chunky Easton Haven stem and trustworthy Schwalbe tyres are control-boosting highlights.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

Devinci Dixon Carbon RX – first ride review

Guy Kesteven — Mon, 13 May 2013 07:00:00 GMT

The alloy Devinci Dixon wowed us with its no-nonsense solidity and ‘can do’ attitude. Does the new lighter carbon fibre mainframe version misbehave just as well?

Ride & handling: Play bike that’s trail confident

It’s certainly not as fast as some 145 to 150mm (5.7 to 5.9in) travel bikes, but then it punches significantly above its weight in terms of how much hammer it can cope with.

RockShox assure us the new 2013 shocks the Dixon will be delivered with are smoother and more sensitive from the start too.

Frame & equipment: Carbon isn’t the only Dixon difference

It’s not just a straight template copy of the alloy bike. The top tube is 15mm longer, which is very welcome, and it’s stiffer overall, despite the claimed 350g drop in weight.

The massive Boobar bar, chunky Easton Haven stem and trustworthy Schwalbe tyres are control-boosting highlights.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

Tioga Surefoot MX Comp pedals - in brief review

Jake Ireland — Sun, 12 May 2013 11:00:00 GMT

The Surefoot MX pedals are Tioga’s budget flatties. The pins arrive separate to the pedals, along with a spanner to wind them in, and are conically shaped with 5mm spanner flats on the base. They’re resistant to bending and won’t tear out easily – our pins remained intact throughout testing.

Seven pins on each side provide a good amount of grip with a flexible soled shoe. Stiffer soled shoes tended to sit on the platform bulge around the axle area and not grip quite so well.

Although the pedals still spin smoothly, the bearings have developed a small amount of play. At this price, it’s no surprise a simple ball bearing arrangement is used, but we’d rather pay a little more for sealed cartridge bearings.

This article was originally published in Mountain Biking UK magazine, available on Apple Newsstand and Zinio.

Specialized S-Works Roubaix SL4 review

James Huang — Sun, 12 May 2013 07:00:00 GMT

Set aside your notions of the Specialized S-Works Roubaix SL4 being some cushy doctor/lawyer machine. While the geometry and positioning says "endurance bike", the rest of the bike screams "race me", with a rigid backbone, an impressively low weight, and a ride quality that's likely firmer than you expect – for better or worse.

Ride & handling: Smooth yet firm

Specialized has hardened up its flagship Roubaix considerably for this year, setting aside its previous Barcalounger-like glide in favor of one that's surprisingly two-faced. On the one hand, it utterly erases any hint of road texture or buzz and feels more like you're riding an air hockey puck made of butter on a red-hot table.

Seriously, on even moderately good pavement this thing is smooth. If vibration was like a field of greens, this new Roubaix is like some guy with a machete who's hopped up on caffeine and speed.

Specialized Zertz elastomeric inserts on the Roubaix SL4

Yet for all the bike's remarkable ability to gloss over smaller imperfections, the frame is much harsher on washboarded dirt roads, potholes, and frost heave than previous Roubaix iterations.

In some ways, the unusual COBL GOBL-R seatpost picks up where the frame leaves off and does a much better job out back than we expected with bigger impacts. But, unfortunately, there's no corresponding aid up front. It's almost as though that air hockey puck made of butter is gliding across the table only to be violently whacked right back at you.

Mind you, this seemingly disjointed ride quality isn't necessarily a bad thing, depending on your wants and needs. The trade-off for that firmer ride is a far sharper personality than before in terms of pedaling responsiveness and handling precision.

Unfortunately, we don't have independent numbers to support this but after spending an appreciable amount of time on Specialized's Tarmac SL4 last year, we'd dare say that this Roubaix gives up nothing in terms of efficiency (and a recent conversation we had with Omega Pharma-QuickStep rider Sylvain Chavanel seems to back up this assertion).

Mash the pedals and there's a greater sense of urgency than there has been with previous Roubaix models, especially when you're attacking steep grades or sprinting for a sign. Likewise, there's almost no perceptible give when torqueing on the bar, and high-speed handling is utterly predictable, with minimal twist front-to-back as you snake through corners.

As with previous Roubaix chassis, handling tends towards the stable end of the spectrum as opposed to the more point-and-shoot nature of the Tarmac. Crit racers might find the Roubaix SL4 to be a little too lazy for their liking, but most people will probably have few complaints with such rock solid high-speed stability.

What's indisputable, though, is that this sucker is light. Total weight for our 52cm sample without pedals is just 6.41kg (14.13lb).

Frame: More 'Tarmac with Zertz' than classic Roubaix

Visually speaking, there's little to hint at the new carbon fiber Roubaix SL4's firmer ride, as it's a distinctly evolutionary progression from the previous SL3 version.

Distinctive features include the way the humongous down tube and top tube effectively wrap around the head tube to promote front-end stiffness, the tapered seat tube that morphs from round up top to rectangular down at the OSBB (Specialized's version of PF30) bottom bracket shell, and the now-trademark curved and flattened 'cobra' top tube.

One key feature borrowed from the Tarmac range is the new one-piece bottom bracket and asymmetric chain stay assembly, which supposedly boosts drivetrain efficiency under power.

The seat stays are straighter and offset further from the centerline of the seat tube up top, too, which Specialized claims further increases rear-end stiffness – to the tune of nearly 20 percent compared to the SL3 if you believe company claims.

Many brands vary tubing sizes and shapes according to frame size, but Specialized has gone one step further with the Roubaix SL4 by varying the lower steerer tube diameter as well, to help maintain the same ride quality across the range: 1 1/8in for 49-52cm sizes, 1 1/4in for 54-56cm, and 1 1/2in for 58-61cm. All sizes get a standard 1 1/8in diameter up top.

The top/down tubes effectively wrap around the head tube to help stiffen the front end

Other features include well executed internal cable routing that's convertible for mechanical or electronic drivetrains, molded-in bearing seats for the integrated headsets, a carbon fiber sleeve for the press-fit bottom bracket cups, and hollow carbon fiber dropouts.

Tire clearance is refreshingly generous. The stock 25mm-wide Specialized Turbo Pro clinchers actually measure closer to 26mm across, and 28mm ones fit easily.

Actual weight for our 52cm frame is 961g including the seatpost collar, rear derailleur hanger, and anodized aluminum water bottle bolts – just 40g heavier than the similarly sized S-Works Tarmac SL4 we tested last year. The matching 390g fork tacks on a more significant 80g weight penalty but, even so, they're impressive numbers.

Equipment: Wide-range gearing and lots of lightweight bits but so-so brake performance

Specialized offers not just one but two top-end S-Works Roubaix SL4 variants: the monumentally expensive US$12,000/£8,500 Roubaix SL4 Di2 Compact with Shimano's latest Dura-Ace electronic group and the somewhat more reasonable US$8,000 Roubaix SL4 Red Compact with a SRAM Red 2012 group, which we've tested here (UK markets get a Dura-Ace mechanical build option for £6,500).

In addition to the SRAM Red 2012 group (which includes the company's BB30 crankset instead of Specialized's own FACT carbon cranks), nearly every other line on the spec sheet is filled in from the Specialized corporate parts bin: Roval Rapide CLX 40 carbon clincher wheels, 25mm-wide Turbo Pro tires, a compact bend carbon fiber handlebar clamped in an adjustable-angle forged aluminum stem, the aforementioned COBL GOBL-R carbon seatpost, and a cushy Body Geometry Toupe RBX Pro saddle with carbon rails.

We've already tested the SRAM Red 2012 group extensively, so there were no surprises there. The drivetrain shifts precisely and reliably under power, and it runs much more quietly than previous iterations. The impressively accommodating stock gearing is 50/34T up front and a mountain taming 11-28T out back.

The rear derailleur cable is routed through the chain stay and hollow carbon fiber dropout

Specialized swaps out the usual SRAM chain for a KMC X10SL that's visually augmented with a black DLC (diamond-like carbon) coating. It runs quietly and shifts well but after a couple of months of steady use, including a few wet and nasty rides on local dirt roads, the snazzy finish is already starting to wear.

Previous experience on SRAM's latest linkage-enhanced single-pivot rim brake calipers has shown them to generate heaps of power, with very good lever feel and modulation. In this instance, however, braking performance from the Roval Rapide CLX 40's carbon sidewalls and the included carbon-specific pads (made for Specialized by SwissStop) was more inconsistent.

Braking performance in dry conditions with freshly surfaced pads is about average as far as carbon rims go, with passable initial bite but a very progressive build-up in power the further back you pull the lever.

That performance degrades tremendously when the pads are even somewhat dirty or glazed, however – which doesn't seem to take long. In one instance, our hands actually started to cramp towards the bottom of a sketchy 300m (1,000ft) dirt road descent with lots of loose switchbacks. Needless to say, things don't improve when the rims are wet.

Specialized contracts these pads from SwissStop, whose carbon-specific pads we've generally found to be among the best available in the past. In fairness, sanding down the glaze and grime restores braking performance normal, but even then it's never as good as other setups we've used, such as SwissStop's benchmark Yellow King pad.

"The red pads have been like a red version of Yellow King but with a bit less power which came with the color change," said Christian Heule of SwissStop.

That said, he also told BikeRadar that Specialized has already discontinued the red pads in favor of the company's far more capable Black Prince carbon-specific compound.

Details, details – a small decal keeps the long valve stem from rattling

Otherwise, the rolling stock fares quite well. The wheels are notably light at just under 1,400g (claimed), they spin exceptionally well on the stock CeramicSpeed bearings, the well-damped ride is a good match for the chassis, they're reasonably stable in crosswinds, and the internal-cam skewers generate heaps of clamp force. The Turbo Pro tyre's supple casing rides smoothly, too, and its round profile is predictable in corners, with a gently progressive turn-in.

Hidden nipples on the rims will slow down any required truing, however, and we feel this type of bike could certainly benefit from an internal rim width greater than the 16.2mm used here.

Otherwise, the rest of the Specialized bits passed with flying colors. We found the densely padded saddle very comfortable for long days in the saddle, and while fitter riders might prefer a handlebar with more drop, the compact bend one used here is comfortable and well shaped.

Despite having an extra shim included to provide the angle adjustment, the forged aluminum stem is solid and creak free, too.

Switch-hitter

Given such disparate performance characteristics, the question becomes a matter of whom Specialized has built this thing for.

Enthusiast riders who want a premium rig for comfortable long-distance cruising might very well want something with a more progressive ride quality. Racers, on the other hand, will enjoy getting to the finish line feeling a little less beat-up on more poorly maintained courses, but might take issue with the higher stack height and more leisurely handling (we had to use a -17-degree stem to replicate our typical, not-super-aggressive position).

Specialized marketing man Chris Riekert puts it this way:

"I think for years the idea of a comfort bike being laterally stiff enough to race was absurd. The best way to make an endurance bike better is to make it faster. The new SL4 provides the exact same amount of deflection as the Roubaix SL3 but is a substantial amount more laterally stiff.

"In my experience on the bike, there is a perception that the SL4 is stiffer on large impacts because the frame is only allowed to bend in a vertical path, whereas the SL3 could soak up some of the hit in lateral movement. That is a large reason why we pushed so hard for the system of the sharper SL4 frame paired with the COBL GOBL-R to deal with large impacts."

Race bike DNA on an existing endurance platform

Riekert doesn't necessarily dispute our findings on the bike, but poses the question in this manner: "Is the best endurance a) the softest ride or b) the best blend of comfort and performance?"

We can't answer that question for you, but on more than one occasion we climbed off this thing wondering what it would be like with fast-rolling, 28mm-wide open tubular tires (which would largely offset the frame's curious ride quality), a slightly shorter head tube (do aggressive positioning and comfort have to be mutually exclusive?), and the option of hydraulic disc brakes – all of which we're estimating would add about half a kilo but mind-blowing versatility. We're allowed to dream, right?

Bryton Cardio 60T watch – in brief review

Triathlon Plus — Sat, 11 May 2013 11:00:00 GMT

Undercutting the Garmin Forerunner 910XT computer by an impressive £70, the Bryton Cardio 60 comes with speed/cadence and heart rate sensors and is packed with features.

You can set your own workouts, use some decent pre-programmed ones or download sessions from the BrytonBridge2 web portal. The watch is intuitive to use and looks sleeker and is lighter than chunkier Garmin Forerunner models.

The Cardio 60 charges and uploads to the website via USB, and has 16 hours battery life. BrytonBridge2 is easy to use and provides plenty of numbers to crunch and even uploads direct to Strava with one click.

Make sure that you connect to BrytonBridge before use, though. We charged up and started using the watch without doing this and encountered frustrating glitches – lost GPS signal and incomplete route details.

This article was originally published in Triathlon Plus magazine, available on Zinio.

Felt Nine 3 review

Justin Loretz — Sat, 11 May 2013 07:00:00 GMT

The Nine 3 shares its modular monocoque carbon frame with the top of the range Nine 1. As the frame’s the very heart of any bike, it’s always a great place to begin when looking for quality in a ride.

Ride & handling: Heavy but trail tough

The Felt Nine 3 feels Tonka toy tough and it’s a friend on trails you don’t know, feeling stout and secure beneath your feet. It’s not a bruiser, though – the extra weight is component-borne rather than from meat in the frame.

This chassis is a race weight, fine-tuned item, but one with an element of finesse, especially in the rear end, which was relatively very comfortable. The 71.5-degree front end places a bit more weight over the bar than we’d like, but this is a hangover from Felt’s desire to make this a serious race bike, which it is.

In stock form you don’t want to be stopping and starting it – the 12kg (26lb) weight tells – but once rolling it holds speed very well. Wise upgrading will reveal the lithe blaster that’s lurking under the decals.

It’s a fast steering bike that will please riders who like pinpoint slow-speed precision.

Frame & equipment: Solid SRAM shifting and a comfy rear end

Felt have gone for the benchmark tapered head tube for a more stable front end when the action hots up. The headstock is beefy – in fact, it makes the very large down tube, with all its flex-resisting strength seem normal size. That steeply sloping top tube is narrower, but still a stout old thing in relation to the skinnier seatstays.

Seatstays are the de facto place for engineering in some bum-cosseting vertical compliance, and there’s a power delivery upside to such flex. You can stay relaxed in the saddle, and on the gas, when you might otherwise be hovering tensely. That ability’s enhanced here by Felt’s decision to go with a flexiest size of seatpost, the now unfashionably (because dropper posts rarely fit) skinny 27.2mm.

Componentry is a mix of mid-field, reassuringly solid X9 and X7 SRAM running gear with a non-series S-1000 2x10 alloy compact crank. The fork is a 100mm travel QR1-axle Recon Gold with leg top lockout, the next model down in the RockShox pecking order.

One issue that really should be fixed is the rear brake hose routing. As it passes the headstock it’s loopy, ugly and prone to waving in the wind. We also suggest losing the conical Aheadset bearing cap as it adds 2cm of height to the front end, and lowering the stem by removing spacers.

The Nine 3 is a workhorse that performs well in stock form, and a bit of wise component upgrading will, over time, leave you with a real weapon.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

Endura FS260 Pro II bib shorts review

What Mountain Bike — Fri, 10 May 2013 11:00:00 GMT

These shorts might technically be roadie items, but the thinner, fast-wicking Fieldsensor fabric means they’re very comfy and almost unnoticeable when worn under shorts, too, especially in warm weather.

Detailing is excellent, with the mesh straps having Lycra edging for superb, abrasion-free fit. The back extends high up but the flatlocked seams mean it’s undetectable even with a pack on. A mesh centre panel prevents any clammy sensations.

The multi-density antibacterial pad provides all-day support without bulk. It’s slightly stretchy too, which helps it sit well. It’s well ventilated, meaning less sweat to get uncomfortable. The elasticated leg hems have silicone grippers that prevent movement, but they can dig in ever so slightly.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.

X-Fusion Hilo SL dropper post review

Guy Kesteven — Fri, 10 May 2013 09:00:00 GMT

X-Fusion’s new dropper seatpost is a definite improvement on its previous design, but it’s not as ‘SuperLight’ as suggested. The company’s pricing is keen rather than killer when compared to its forks too.

A switch to an alloy rather than steel shaft – plus a new clamp design – helps drop 100g from the weight of the previous Hilo 125 post. Yet at 554g with remote cable and lever it’s no lighter than the benchmark RockShox Reverb, though it’s lighter than the KS LEV and Fox DOSS posts.

Unlike with the KS LEV, CrankBros Kronolog and internally routed Reverb Stealth, the cable coming from the very top of the post means you still have to deal with the potential paint rub/tyre catch issues caused by the loop of cable expanding as the post drops.

Still, X-Fusion have redesigned the mechanism itself with a much better filth-protected cable and hidden clamp rather than the old ‘looped over the top‘ design. That means both units we have on test have already survived longer without seizing than previous Hilo posts, and neither is showing any significantly slower/stickier cable action.

The new fore and aft bolt clamp with reversible lower cradle is also a lot more secure if you bounce off the saddle on a big G-out or crash than the old side bolt design was. The available 30.9mm and 31.6mm sizes will fit most bikes.

The much-copied Maverick-style joystick slides neatly under the shifter windows of Shimano gear – on either side of the bar – for a very neat cockpit setup. Pushing the lever in any direction drops the saddle smoothly down to any point you want in the 125mm stroke.

The Maverick-style joystick makes for a neat control area

Extension speed can be controlled easily by varying the air spring pressure, but it was only after talking to X-Fusion in the US and confirming that the shaft soft-stops 12mm short of the collar that we stopped trying to crush it all the way down.

The double key-way design keeps any rotational twist tolerable and it still performs no worse than new even after several months of daily riding. Seals, pressure, cable and so on are all still fine even after ‘that’ UK spring, with none of the air leak or freezing-solid issues we’ve experienced on DOSS seatposts in sub-zero conditions.

While the pricing isn’t as dramatically aggressive as X-Fusion’s fork range, it’s still significantly cheaper than Fox and RockShox options. However, it’s outgunned on value by KS posts with comparable technology.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio.