GRAN FONDO Cycling Magazine https://granfondo-cycling.com/ Mon, 18 Mar 2024 10:56:49 +0100 en-US hourly 1 https://wordpress.org/?v=6.1.5 Vorfreude – the new GRAN FONDO issue #026 is here! https://granfondo-cycling.com/vorfreude/ Wed, 13 Mar 2024 10:00:13 +0000 https://granfondo-cycling.com/?p=110106 110106 If we asked what you are looking forward to this season, what would you reply? In German, there’s another one of those untranslatable words that doesn’t have a direct English equivalent, but captures a very specific feeling of joyful anticipation: Vorfreude.

Vorfreude is where we turn in the depths of winter. It’s the why behind booking training camps on Mallorca and always including coffee stops. It’s knowing you’ve got an epic summer bikepacking trip planned, and it’s the reason why you’re counting down to post-work rides when the sun will still be high in the sky. On a tough training day or at the end of a lung-burning race, it’s the thought of how damn good it’s going to feel to finish, mingled with the taste of a chilled beer, the podium, or lifetime membership to the Cinglés des Mont Ventoux Club – just a few more pedal strokes to go.

Vorfreude would be nothing without imagination. Without it, those images won’t come true because they would never have existed. This is also what makes it so great, offering double the satisfaction, if you like. Thanks to Vorfreude, you can enjoy the future while still in the present. We’ve crammed this issue with Vorfreude: dreams, intentions, and also some seriously real experiences.

You can download the new issue now in our magazine app – free as always! If you don’t have the app yet, you can find it here in the App Store (iPhone/iPad) or in the Play Store (Android Smartphones & Tablets).

One of said experiences included accumulating airtime on the new Specialized Epic with Peter Sagan and Martín Vidaurre in Chile. We’ve summed it all up with an article that goes into Peter’s fresh Vorfreude after a few rather unhappy years on the road, why bravery is a prerequisite for change, and what makes a champion. Elsewhere, there may be traces of how we huffed and puffed our way through this interview, and learned how ebikes have changed Peter’s career.

Gravel racing has a blossoming future, but is it enough for a hit of Vorfreude? Depends who you’re asking! What’s your take on the way the sport is developing? How concerned are you about the impact a more competitive nature could have on the OG spirit of gravel? One thing is for sure: there are some very cool new bikes on their way! We’ve just had three World Champion-worthy bikes on test: the new Canyon Grail CFR Di2, the MERIDA SILEX 10K and 2023’s GRAN FONDO Mag Gravel World Champ, the Ridley Kanzo Fast. Mirror, mirror on the wall, who’s the fastest of them all?! We went to France to find out.

Gravel race bikes aren’t the only trend – all-road bikes are also en vogue, which is why you may have spotted us grinning wildly on the French Riviera, full of pre-season Vorfreude. Did the endorphins from exploring unpaved roads, signpost sprints and numerous Aperol Spritzes lead to some skinny dipping later that evening? Quite possibly. Off the beach and away from the Aperol, the new Specialized Roubaix was tested against a trio of hot competition, including the GIANT Defy, FOCUS Paralane and Canyon Endurace. Inside this issue, you can find out which proved itself to be the best all-rounder.

If you’re struggling to see the light at the end of the cold, dark winter, we know you’ll love the lyricism of GRAN FONDO staff writer Nils Hofmeister, who has scribbled down a poem that will transport you to God’s land.

The very same writer has also penned the story of his ailing heart: 130 BPM goes into the highs and lows of receiving a diagnosis that will literally put the brakes on your riding. But with Nils being part of GRAN FONDO, you will not be surprised to hear how he flexes his creativity and finds some wiggle room.

Are you into aero wheels and marginal gains? Good—because we’ve got you covered too. Pretty soon we’ll go live with a groundbreaking new project, but first we’ve got to do the legwork and that involves this issue’s article about wheel and tyre pairings. Ask yourself this: what use is the most aerodynamic wheel if it isn’t optimized for the tire that’s meeting the wind head-on?

For another example in the same theme: what use is having the best or fastest bike if it’s not optimized for you? AI bike fitting apps are a thing these days, so we tried out two of the top-rated apps and compared the outcome to what we heard from in-person expert bike fitters. Is this going to be another field in which AI could dominate or do humans have the advantage? Where will the differences appear?

Oh yes, and the best thing about getting a bike fit: the Vorfreude at how your future position will bring more comfort and more watts. Yes, please!

Are you chomping at the bit to get started in spring? Waking up to birdsong and hoping for sunshine? Us too! Fortunately, you don’t always have to wait, nor go straight to Spain. You can get the holiday feeling right here at home. Jan and Christoph went to the Black Forest for a cold start to the season. With TQ-powered e-gravel bikes and the hotel sauna to finish, they had an absolute blast and made sure that their Vorfreude levels were truly topped up.

Enjoy the mix of articles that have made it into this issue, and grab yourself some inspiration! Get the latest issue directly on your device if you already have our app. Otherwise, simply install it from the App Store (iPhone/iPad) or the Play Store (Android Smartphones & Tablets). Have fun reading. Here’s to maxing out the Vorfreude for whatever you’ve got planned for this year.

Der Beitrag Vorfreude – the new GRAN FONDO issue #026 is here! erschien zuerst auf GRAN FONDO Cycling Magazine.

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Tough business and epic vibes – A ride with Peter Sagan on the new Specialized Epic in Chile https://granfondo-cycling.com/peter-sagan-specialized-epic/ Tue, 12 Mar 2024 14:05:19 +0000 https://granfondo-cycling.com/?p=110995 110995 What makes a true champion, what are sporting achievements and money really worth, and why is it so important to have the courage to change? We met up with road bike rock star Peter Sagan and MTB prodigy Martín Vidaurre in Chile to talk about personal fulfilment, being a child, finding the right balance, and making life-changing decisions.

… Back wheel party!…

Huff, huff, grunt! We just ate like kings. And now I’m on a training ride with a full stomach? And not just any training ride, but with Peter Sagan and his Chilean teammate and national hero Martín Vidaurre. For those who don’t know him: the 24-year-old Martín won 8 out of 9 XCO World Cup races in 2022 in his last season as a U23 racer, and also won the 2021 U23 XCO World Championship. Just stay on them, I think, and ask myself if this was another one of those dumb ideas. Just like when Paul Ripke and I rode 200 km into the desert from LA to Palm Springs in the midst of an extreme heat wave with sauna temperatures?

This time, I actually “just” wanted to do an interview with Peter Sagan. Nobody told me that this would become so much more – and I couldn’t have foreseen it. Suddenly, they were like, “Come with us on our training ride. We’re doing some easy base training.” Easy… yeah, right – maybe for you ;). When two of the world’s best athletes do base training, for mere mortals like me that means going to the absolute maximum. Limit.

Full belly and in the midday heat – ideal conditions for base training?

As Peter and Martín roll off at a leisurely pace, chatting away, I can feel the tension building. The first few metres are still easy. But as the incline increases, there’s no keeping up. To make matters worse, I chose the more gravity oriented and heavier Epic Evo, while the two pros are riding the Epic S-Works with electronic RockShox Flight Attendant suspension. The two of them kindly wait for me at the trail head when I arrive dripping in sweat! Stressed? In fact, the opposite is the case. Peter and Martín tell me to take my time. I didn’t expect that, but it’s probably due to what Peter’s longtime mechanic and friend Mindaugas Goncaras told me earlier: “Peter is way happier now. The past three years I didn’t see him this happy doing road races. And now: he changed his career path and I can immediately see the positive changes in him!”

GRAN FONDO founder Robin (left) with Peter Sagan (middle) and Martín Vidaurre (right) at the trailhead.

It’s only now that I realise: This isn’t base training at all. The descent seems to interest them much more than the climb. I can hardly finish the thought before we carry on going. Peter leads, and I drop in behind Martín – the fastest of the three of us must sweep the track from behind, after all. We blast down the trail at Mach 10, hitting gaps, railing berms, and hucking off drops – a true, adrenaline filled, roller coaster ride. Wooosh! Sweet!

It feels like a party train with good friends. Like kids playing in the woods, showing off, and egging each other on in a friendly way. It’s all easy going. The stress of the Grand Tours and large team buses seem miles away. Only Peter’s TotalEnergies racing kit serves as a reminder of another world. A world in which he has made history and shook up the scene. No other cyclist has won the road world championships three times in a row, or won the green jersey seven times at the Tour de France. He’s won legendary races like Paris-Roubaix or the Tour of Flanders, as well as numerous other spring classics. Always relaxed, yet with a strong, cool, and likeable presence. No road cyclist has had as much of a rock star image as the 34-year-old Slovak. And he still has it. But his latest move has shown his true greatness and champion qualities – not just as an athlete, but above all as a human being.

Peter Sagan interview 2024: MTB & Paris Olympics

We spoke with Peter, Martín, and Mindaugas Goncaras, Peter’s longtime mechanic.

GRAN FONDO: Peter, if no one knew you and money was no object, what would you do?

Peter Sagan: I would do the things I did as a kid. Ride my mountain bike. I always wanted to try motocross but we didn’t have the money to buy a moto, and all the equipment. And MTB was the safest way to do what I wanted to do. And I was always going after that. I read everything I could about MTB. I didn’t do that many races until I was a junior. In the World Championship, I was 8th or 9th, but at least I knew next year I was going to be better because everyone that beat me was a year older than me. But now, I’m always the oldest one. It’s always nice to be in an environment where there are young people.

GRAN FONDO:GRAN FONDO: How is riding with Martín? Is there something you can learn from him?

Peter Sagan: He saw my first crash, and after that he told me it is all about the head, and being confident. I like him and it’s also fun to train with him. It’s very nice.
Not being with old guys. It’s nice to be with young people, because they’re full of ideas and ways to see the world, and you can always learn something from them.

Zwei gute Trainingspartner: Martín gefolgt von Peter!

GRAN FONDO: Mindaugas, you’ve been Peter’s mechanic and long time friend. How is this new chapter of Peter racing MTB for you?

Mindaugas: I was completely unfamiliar with mountain biking. From where I am, it’s a flat country. We have mountain biking, but it’s not the kind of mountain biking that they do here. So for me, I am still in the process of getting into mountain biking from a mechanical side. That’s all fine. I’m good with that, but all this knowledge about suspension… (laughs) I’m just beginning to get into it, and there are new things that didn’t exist in the past ten years. I was working on Shimano equipped road bikes, and now it’s all SRAM. And RockShox suspension. It’s a lot of new things to learn, but it’s fascinating, it’s interesting. Some days you have so much information that you feel exhausted in the evening. Not physically but mentally, because you have so much information to process in a very short time. But I like it.

Peter’s mechanic and good friend Mindaugas Goncaras, who’s been at his side since his time at Tinkoff.
“It’s a lot of new things to learn, but it’s fascinating, it’s interesting.”

And for Peter it’s almost the same. He’s okay, he was riding mountain bikes, he’s familiar with a lot of the things. But stuff like the RockShox Flight Attendant is completely new to him. We sat here with an engineer from RockShox, and we talked for a long time. He explained everything to us, and how it all works in easier terms. We had some questions, and he had answers for us, which is what we needed and was actually really helpful.

„My soul is from mountain biking.”

GRAN FONDO: Peter, what drove your decision to come back to mountain biking?

Peter Sagan:My soul is from mountain biking. I’m doing this because I want to finish my career doing fun stuff. Last year, at the E-MTB Cross-Country World Championships, that was the experience that made me decide to come back to mountain biking. It was so much fun! It was a great environment, and Specialized just walked me into the team. I was surrounded by amazing people and everyone tried to help me with what I needed. They showed me how to ride the course, what’s important and what’s not. Because it was such a fun experience, I decided: One more year and then we will see about mountain biking. And now it’s just happening, you know.

GRAN FONDO: Your heart’s been beating for mountain biking since your childhood, yet you ended up becoming a road cycling rock star. How come?

Peter Sagan: I mean, look at the road cycling world, it’s not that hard if you come from mountain biking. I started with mountain bikes, and for most of my life I only used road riding as part of my training for mountain biking. All my goals were focused on mountain biking. As a junior, I was also fourth in the world championships on the road, and I was second in cyclocross, but I won the mountain bike world championships. After that, I had the opportunity to join the Liquigas team, which became the Cannondale team later, and I was still continuing with both road biking and mountain biking with Liquigas. I talked to my coach – he has been my coach since I started as a junior. He told me: “Be careful with your decision. If they are going to offer you a place at Liquigas, that’s ok – but that’s big cycling. You’re going to do World Tour races, be in a World Tour team. In mountain biking, maybe you’ll never have that kind of money, but you’ll have success, and I can see you more in mountain biking than on the road. On the road bike, you blend in with everyone else, like a nobody. You’ll just end up as a domestique for somebody. But on the mountain bike, you can really win things, and be a World Champion, or Olympic medalist.” That was my dream, as a kid, I wanted to do mountain biking, not road cycling – that’s boring. But then the doors to the World Tour opened for me, and I got into road cycling. I think it was a good idea because, well, it’s never going to happen if you’re 34 years old – you’ll never be able to just jump into a World Tour team like this.

„I lost a lot of technique on the road, and now I have to work hard to get the technical stuff back.”

GRAN FONDO: How does this change feel for you?

Peter Sagan: It’s amazing to be here, and to feel this atmosphere I haven’t felt for a long time. That’s already great, and it’s a big motivation for me to be in an environment like this. It’s peaceful, you see. We are here, we see the ocean, the surfers, and it’s just beautiful (laughs).

But I know that I have to work hard. I took part in the 2023 XC World Championship in Glasgow. It was after a tough period because I just came from the Tour de France, and the Road World Championship. I had no preparation and just got on my mountain bike 3 days before, thinking I was going to be in the top 10. It opened my eyes because it’s not that easy against specialist mountain bikers.

In MTB, when I was a junior, I was good at downhill. I wasn’t the best because I had such great endurance, but because I dropped everyone on the downhills. They would catch up to me on the climbs, then I caught them again. Lap after lap, they got weaker and then I won the race because I was good technically. But now, in MTB I am the worst one technically. I have to practise a lot, and everyone is at the top level now, you know. I lost a lot of technique on the road, and now I have to work hard to get the technical stuff back. I’m in the gym a lot, and on the bike for endurance. MTB is a totally different kind of effort than on the road, because it’s to the maximum from the start to the finish. You can’t recover uphill or downhill. On the road, you can recover a little bit on the flat parts. Uphill is suffering, but on the downhill you can maybe recover a bit more, but in MTB, I can’t recover if I’m not good technically. I have to say, the confidence I had before, the way I could relax downhill, is gone. Now everything is new.

With everything I did on the road, I’m very thankful to my main sponsors Specialized and 100%. They’re supporting me with this project and my dream that I can continue maybe one or two years in mountain biking, and try to qualify for the Olympic Games in Paris. I have no expectations. Whether I’m going to be in the top 5, top 20, top 10 – I don’t know. We will see after the race. I just want to do the best, athletically, that I can do. And I know that all this comes with the experience of racing, spending time on the mountain bike, having fun with great people – the great group Specialized have created.

These calves look familiar – they were amongst the most feared calves in professional road cycling for 15 years.

GRAN FONDO: Peter, how much has mountain biking changed in your eyes?

Peter Sagan: I raced the XC Olympic Games in Rio de Janeiro in 2016. I did one month of preparation without racing. I spent one month doing altitude training on the mountain bike – no racing, no experience – and I just went to the biggest event of mountain biking. I started well, but after I punctured twice, it was over. But that was also during the period of my best years. I just went for it, and relied on my muscles – I had good power, good numbers and stuff. But, you see, technically, I just ruined everything. After one lap, I punctured. Afterwards, I climbed back up, 20th, 15th, back into the top 10, and I kept going like that. But after I punctured again, I lost a lot of positions again. Well, now it’s also different because mountain bikes have changed so much from 2016 to now. It’s another eight years. I see mountain biking now, it’s a completely different world from what I saw eight years ago.

The bikes, the trails, the circuits, and racing style, everything’s changed. I have no expectations. That could be my strength. But then again, I have no experience.
But I know it’s going to be a tough year, you know? Yeah, it’s going to be a very tough year… But I try to have fun at least. Maybe mountain biking isn’t really that fun, because you have to live the athlete’s life. You have to sacrifice a lot of days away from home, travelling for races – it’s the same as on the road.
The only difference is you’re not going to have 21 stages one after the other like during the Tour de France. But in the end, you’re going to be away from home for a month because you have to go from one race to another. There’s no time to just hang around – you have to be in the right place for the next race. The travelling and the athlete lifestyle is going to be almost the same. I have to learn new things about mountain biking, though: suspension, tire pressures. Technically, I have to be much better, that’s for sure.

GRAN FONDO: Yo Martín, how about you? How has cross-country racing changed in your eyes in recent years?

Martín Vidaurre: Many people think that cross-country racing is becoming more technical. But I say it’s the other way around. It keeps getting easier. The bikes are getting better and better and better – but the tracks actually stay the same. Nové Město, for example, has been the same route for 15 years or more. Back then we rode the track with hardtails, then with full-suspension, and now we’ve got full-suspension with Flight Attendant. It used to be much harder to ride the tracks. They’re not really building a lot of new sections or big jumps. I hope things get more technical again. I like it when you must really climb, but also have to think about everything technically. Not just going full speed and attacking here and there – your technique is just as crucial.
Of course, I also see the challenge that riders of different levels must be able to ride the same track safely. Bigger jumps may not be a problem for the top men, but further back in the field, the world looks very different when you’re exhausted after dozens of laps. The same applies to women and juniors, of course. There are just so many different levels – and one track has to serve everyone.

Robin sweats, Martin laughs, and Peter… probably still at resting heart rate.

GRAN FONDO: Martín, how do you deal with the pressure to perform in cross-country?

Martín Vidaurre: I am Latino and have lived in Germany for 4 years. The expectations of how to behave as a professional were very different. For me, it’s one thing to be really professional and perform when you must. But that doesn’t mean I can’t laugh. Everyone thinks I’m just having fun. But the sport is not like that. It’s actually really hard. You have to train a lot. And sacrifice a lot. And that’s what I miss sometimes. But there are so many people behind me. I have a whole country behind me. When I race World Cups, I represent Chile – that feels like a different responsibility. It’s brilliant and inspires me a lot. And that’s something I carry in my heart. My family is very into sports, too. And, of course, they’re also backing me all the way.

Speed & style: Martín rides with incredible ease…
… and style!

GRAN FONDO: What is your recipe for success?

Martín Vidaurre: Nobody taught me how to race. I taught myself, and found my own way to win races. I ride very cleverly and also tactically. I like to try new things. That helped me a lot. If you want to be better than the others, you can’t just do the same thing as everyone else. You must try something new and see if that works or not. I like to make mistakes and then learn from them.

“Confidence is the most important thing, and getting it takes time.”

What were smart decisions or tactics – do you have an example?

Martín Vidaurre: Yes, for example, when I won my first world title, I was in first place in the race. I didn’t want to let the others draft behind me on the flat pieces. So I asked myself – what do I do, what do I do? You can’t just let yourself drop behind when you’re in first place. Then I said to myself, I’ll try something strange now. I pretended to have a puncture in the back and screamed: oh no, no. And then I let myself fall back and everyone thought I had a puncture and attacked. And then I stayed at the back of the others for a whole lap. After that, I was able to attack really well. That’s one of a few tactics that you can use as a junior that are a bit different. And they can help.
Or you ride at full speed from the start and try to stay at the front. If you don’t try, you won’t have confidence and without confidence you can’t actually do anything. Confidence is the most important thing, and getting it takes time.

GRAN FONDO: How much confidence do you need to compete at the top level in the XC World Cup?

Martín Vidaurre: A lot! You need a good foundation by nature. And then it’s experience and mindset. In South America, I always won races as a child because the level was easier. And that’s where I learned a little bit about how to win races. You must always be sure that you are doing the right thing. And that’s not so easy, because there are many different training methods. And there are just as many ways to tackle a race. Success naturally builds confidence as well – for me, winning races is important. And if you win one, then you must take that and keep going. You must always think that you’re the best rider on the track. Not always in life, because I’m not like that in normal life. You can’t think you’re the best all the time. But if you’re the best on the bike, you have to believe in yourself. All of this takes time.

Confident! – Yes, that’s the right word to describe Martín on the bike.

GRAN FONDO: GRAN FONDO: How much do you focus on yourself? How do you learn?

Martín Vidaurre: I am a person who is very open and likes to try new things. That’s how I’ve always learned as a child. In my first years [as an XC racer] in Germany, I copied something from everyone. I still do that today. Every rider has something to show that you can learn from. And if you learn something here and learn something there, that’s quite a lot in the end. You just leave what you don’t want. That has helped me a lot.

GRAN FONDO: What do you need to recharge your batteries or find your balance?

Martín Vidaurre: As I said, I am very open and love to have a lot of fun in everything I do. I always try to keep my pro life in balance. I don’t want to lose my own character. And that’s hard in professional sports because you always have to be very disciplined. I’ve been racing cross-country since I was a little kid. My whole family is very athletic. And when things get serious, I’m really focused and professional. But to recharge my batteries, I need balance. Being here in Chile is all I need. I love cars, motorcycles, and surfing. Stupid example maybe, but here you can drive a car without worrying about speeding fines. That’s like real freedom. You can also go north or south from here for a week and see no one. There you’ll have peace and quiet. You can do what you want. Be by yourself a little bit. Have time for me. I like that.

Teammates – What Peter Sagan and Martín Vidaurre can learn from each other

After a short breather, we’re back on the trail. I don’t have time to recharge my batteries. And I notice that I will soon struggle to keep up with the pace of the two pros. But then I realise how well these two exceptional racers actually match. One has what the other wants back. And the other has what the other is still chasing. On the one hand, you’ve got the young, witty Latino, who is already a national hero in his homeland and is bursting with fun, style, and a hunger to win, while also doing a great job of finding the right balance between professional competitive sports and just enjoying life. On the other hand, you’ve got Peter, one of the most successful and charismatic road cyclists of all time. An absolute rock star who, despite all his successes, has become anything but happier in recent years, now returning to his roots and starting to flourish once more. In this regard, he’s also trying to master the balance of fulfilment, fun, and professional competitive sports. To do that, he’s ready to start all over again, incredibly grateful, and almost humble – a true champion who doesn’t just shine on the podium!

With the millions in his account from his road racing days, Peter could simply have retired now. But real champions don’t just strive for achievements, titles, and trophies. They also want fulfilment. And this includes knowing when it is time for a change. Real success is living your truth and following your heart along with everything that inspires you. Peter knows that if he doesn’t follow his heart, he won’t find true happiness. This applies to exceptional athletes as well as to everyday folks like us.

No matter if sports, business, or relationships – what are all the successes, titles, and money in the world worth if you can’t look into the mirror in the morning with a grin on your face and say without hesitation: I’m doing exactly what I want to do. And the “what” can keep changing, depending on where you’re at in life.

A new chapter and new path. Well, actually not really new, but in some ways it is.

Our ride and conversations have shown the importance of balancing material success with personal fulfilment. And that the courage to change usually gets rewarded. Peter’s bold move to change disciplines shows that it’s never too late to take a new path, or return to your roots. Passion is the best compass because if you follow your heart and do what you really enjoy, you will inevitably come to a better place, even if it gets really hard at first.

A classic training ride? Not at all! The day was underlined by delicious food, amazing trails, and jumplines, followed by a bonfire by the sea. Can life get any better than this? It’s not just us that had this insight, but probably also Peter – whose comeback is doing him a world of good.

What’s next? The trail will tell. And the decisions that Martín and Peter make. 2024 will be a year full of growth and development, filled with more fun, ease, and guaranteed success – hopefully both personally and professionally! Because when you find your (new) balance, things will inevitably get better! Note to self: this doesn’t just apply to exceptional athletes, but to all champions!

Der Beitrag Tough business and epic vibes – A ride with Peter Sagan on the new Specialized Epic in Chile erschien zuerst auf GRAN FONDO Cycling Magazine.

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2024 ROSE BACKROAD FF on test – A gravel race bike gone aero https://granfondo-cycling.com/rose-backroad-ff-2024-test/ Thu, 07 Mar 2024 11:02:38 +0000 https://granfondo-cycling.com/?p=110720 110720 Gravel riding and gravel bikes have started to split into two distinct segments – gravel racing, and gravel adventure. ROSE have embraced this with the new BACKROAD FF, adding a dedicated gravel race bike to their line-up. Read our test debut to find out whether Fast Forward is only in the name or if it also applies on the racetrack.

ROSE BACKROAD FF | 8.3 kg in size M | € 4,999 | Manufacturer’s website

The name suggests that the BACKROAD FF is just a slightly more aggressive ROSE BACKROAD, but that doesn’t do it justice! ROSE’s new gravel race bike has been developed from the ground up, and it has more in common with the ROSE XLITE road bike than it has with its gravel namesake. Completing the package is a new one-piece gravel race cockpit, new gravel-specific aero wheels, and in-house aero frame bags with magnetic FIDLOCK brackets. Long time readers who have checked out our gravel race bike group test will know: gravel racing ≠ gravel racing. The wide range of increasingly popular gravel race formats can place extremely different demands on both the riders and their bikes. The ROSE BACKROAD FF promises to deliver both in longer gravel races like UNBOUND Gravel or The Traka, as well as in shorter UCI Gravel World Series races. Will the 8.3 kg gravel race bike make it onto the podium, and how much performance can ROSE deliver for € 4,999? We got to test the new BACKROAD FF extensively and were quite surprised when we uploaded our test rides to Strava.

The ROSE BACKROAD FF in detail

“Uh! What bike is that?” The black splatter on matt pink finish and lack of branding on the down tube make for a striking look, and a talking point for anyone who sees the bike for the first time. Moreover, the new ROSE BACKROAD FF makes no secret of its high-speed ambitions! The 50 mm deep profile ROSE GC50 carbon wheels, dropped seat stays, monocoque carbon cockpit, and aero details on the frame and fork ensure an aggressive look.

The stringy splatter finish doesn’t just look interesting, but also provides an interesting texture.
The aero details on the frame are reminiscent of the ROSE XLITE.

The frame of the ROSE BACKROAD FF was inspired by that of the ROSE XLITE road bike. This is especially evident when looking at the rear triangle, with its dropped seat stays and low bottom bracket, as well as the transition from the fork to the head tube. For a gravel race bike, the frame offers a generous 45 mm tire clearance, which – crucially – is in line with UCI regulations 😉

Like a certain other German direct to consumer brand: ROSE’s latest bike also features the new FIDLOCK QuickLoad frame bag mounts. Accordingly, ROSE offer tailor made frame bags for the BACKROAD FF, which sit flush with the frame and simply click into place.

The sizing is new too. ROSE are introducing an intermediate M/L size with the BACKROAD FF, thereby shifting the sizing spectrum upwards. In total, there are now six different sizes to choose from, catering to riders from 1.57 to 2 m tall. ROSE have cleared the BACKROAD FF for a maximum gross weight of 120 kg. That should accommodate those who haven’t yet reached their race form 😉

Gravel races keep getting faster, which is why ROSE are also introducing a new, aerodynamically optimised gravel wheelset together with the BACKROAD FF. According to ROSE, the 50 mm deep GC50 wheelset weighs 1,550 g without tubeless tape, and is optimised for 40 mm tires. Therefore, the front rim, which is aerodynamically more significant, is 40 mm wide to sit flush with the tire, whereas the rear rim measures just 32 mm in width to save weight.

With an internal rim width of 27 mm, the wheels should provide an optimal fit for 40 mm wide gravel tires run at low pressures. However, the aero-optimisation doesn’t stop at the rims. The internal spoke nipples and slender hubs are also designed to reduce drag. According to ROSE’s wind tunnel tests, the new GC50 wheelset is 7–9% more aerodynamic than its predecessor, the GC40.

The 50 mm profile rims are designed to reduce drag at high speeds…
… but they look fast regardless.

ROSE’s new one-piece gravel race cockpit also debuts with the BACKROAD FF, promising to offer a lot of comfort as well as aero gains.

Mysterious: The 20 mm rise on the handlebar…
… is mostly negated by the -10 degree stem.

The latest regulations at UCI races, UNBOUND etc. prohibit both time trial bars and the puppy paws position. To conform to this, the new one-piece gravel race cockpit is shaped in such a way that you can ride as comfortably as possible with your forearms on the tops while gripping the hoods, Tim Wellens style. The semi-integrated cable routing on the cockpit is aero, clean-looking, and easy to maintain. Furthermore, the 15-degree flare of the drops is intended to give riders more control on technical descents. The dimensions of the one-piece cockpit are frame size dependent. However, you can also opt for sportier versions with a longer stem and narrower handlebar.

Currently, the bike is exclusively available with 1x SRAM Force AXS and Rival AXS groupsets, but other builds are in the making and should be available soon. The Wolftooth chain guide, which has been specially adapted for the bike, bolts onto the front derailleur mount, and should keep the chain firmly in place. However, the chain guide limits the maximum chainring size to 46 t. As standard, the bike comes with a 42 t chainring fitted. Both the € 4,999 build with a SRAM Force AXS groupset, and the € 3,499 SRAM Rival AXS option come with an integrated power meter, which is not to be taken for granted at these prices!

Size XS S M ML L XL
Top tube 505 mm 527 mm 546 mm 564 mm 58 mm 603 mm
Seat tube 450 mm 482 mm 505 mm 525 mm 550 mm 585 mm
Head tube 100 mm 118 mm 134 mm 153 mm 171 mm 195 mm
Head angle 71,25° 71,75° 72° 72,25° 72,5° 72,5°
Seat angle 76,25° 75,1° 74,7° 74,1° 74,1° 74,1°
Chainstay 420 mm 420 mm 420 mm 420 mm 420 mm 420 mm
BB Drop 75 mm 75 mm 75 mm 75 mm 75 mm 75 mm
Wheelbase 993 mm 1005 mm 1016 mm 1030mm 1046 mm 1.067 mm
Reach 377 mm 387 mm 396 mm 405 mm 418 mm 432 mm
Stack 523 mm 542 mm 558 mm 574 mm 592 mm 616 mm

Rose Backroad FF 2024

€ 4,999

Specifications

Seatpost ROSE AERO D-Shaped 8 mm
Brakes SRAM Force AXS 160/160 mm
Drivetrain SRAM Force AXS XPLR 1x12
Stem Rose Gravel Race Carbon One-Piece Cockpit 100 mm
Handlebar Rose Gravel Race Carbon One-Piece Cockpit 400 mm
Wheelset Rose GC50 12 x 100/12 x 148 mm Through Axle
Tires Schwalbe G-One RS 700 x 40c
Cranks SRAM Force AXS 172.5 mm
Cassette 10-44 T

Technical Data

Size XS S M M/L L XL

Specific Features

Rose Aero Gravel wheels
frame bag with FIDLOCK QuickLoader System
Powermeter

The geometry of the BACKROAD FF is characterised by a relatively long reach compared to other gravel race bikes, which is paired with a rather low stack height. As such, the bike isn’t very compact, placing you in a rather stretched riding position. This is more like classic road racing geometry than that of many gravel bikes, again showing the influence of the XLITE.

ROSE BACKROAD FF | SRAM Force AXS | 8,5 kg (manufacturer’s specification) | € 3,499

The more affordable version of the BACKROAD FF costs € 3,499, relying on a SRAM Rival AXS groupset (incl. power meter), and also featuring ROSE’s new gravel race cockpit. However, it doesn’t come with the new GC50 wheels.

The ROSE BACKROAD FF on the race track

3, 2, 1, GO! Despite its aero optimisation, the BACKROAD FF is quick to pull away. While you couldn’t quite call it exhilarating, the rather stiff GC50 wheels, fast Schwalbe G-One RS tires, and laterally stiff frame make for responsive acceleration. It even cuts a fine figure on steep climbs, with a lively feeling and stable handling.

Once up to speed, however, the BACKROAD FF plays its trump card. The race geometry is well suited to high speeds and puts you into an efficient riding position. Uncompromising racers might be put off by the 20 mm rise of the handlebar, whereas for others it serves as the optimal compromise, allowing you to stay in the aero position as comfortably and as long as possible. That said, combining a 20 mm rise handlebar with a -10 degree stem doesn’t make sense from our point of view, and probably has more to do with looks than with functionality. The ergonomics of the cockpit, on the other hand, were convincing throughout, providing a secure and comfortable grip whether you’re in the drops, on the tops, or on the hoods. The 15 degree flare of the drops offers plenty of control on technical descents and during sprints. The very stiff fork is particularly noticeable when cornering, ensuring direct and precise steering. In combination with the composed handling, the BACKROAD FF instils you with confidence at high speeds. However, the G-One RS tires reach their limits in the wet, even when running them at low pressures, and you should exchange at least the front tire for something more grippy for winter riding.

Although compliance isn’t the top priority on a race bike, the BACKROAD FF noticeably dampens small bumps and vibrations, which is definitely sufficient for the intended use. The wide rims allow you to run the tires at lower pressures, which further increases comfort and grip. Overall, this results in a fast gravel race bike which is comfortable enough to ride for long distances. This feeling was confirmed when we beat some of our personal records on Strava after the test ride on our local gravel loop. So, the BACKROAD FF undoubtedly is a KOM hunter too.

Helmet MET Manta | Glasses NAKED Optics The Volt| Jacket Gore C5 Shakedry | Bib Straede Aero Bib Shorts | Shoes S-Works Recon

Who is the 2024 ROSE BACKROAD FF for?

Clearly, the BACKROAD FF is the right bike for gravel racers, and aspiring gravel racers. Thanks to the comfortable cockpit and wealth of aero details, the BACKROAD FF should also perform well on long-distance races. Off the racetrack, it will deliver on fast jaunts, KOM hunts, and training rides, with the help of the power meter.

Our conclusion on the 2024 ROSE BACKROAD FF

After a week of race preparation in the Black Forest, some Strava PRs and KOMs, and plenty of home-stretch sprints, the ROSE BACKROAD FF proved to be damn fast. ROSE tick a lot of the right boxes with the BACKROAD FF, and at a significantly lower price than many of the competition. It is an uncompromising gravel race bike in almost all respects, with the build, handling and styling all pointing to high speeds and sprint finishes. Only the 20 mm rise cockpit could put some racers off.

Tops

  • value for money
  • racey look
  • convincing aero-concept

Flops

  • no 2x groupset option as yet

Der Beitrag 2024 ROSE BACKROAD FF on test – A gravel race bike gone aero erschien zuerst auf GRAN FONDO Cycling Magazine.

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First ride review of the new Specialized Porto cargo bike – A cargo bike for all bikers? https://granfondo-cycling.com/new-specialized-porto-cargo-bike-test/ Tue, 05 Mar 2024 17:00:58 +0000 https://granfondo-cycling.com/?p=110551 110551 A cargo bike had been the missing piece in Specialized’s product portfolio. The introduction of the new Porto longtail cargo ebike is ready to fill that gap and complete the Specialized range. During our visit to the Specialized Turbo Unit in the Swiss town of Cham, we had the opportunity to test their latest addition and find out why this cargo ebike is so important to the brand.

Nobody refuses an invitation to Specialized’s hallowed halls, the Turbo development centre in Cham, Switzerland. After each meeting, you’re a fair bit more knowledgeable and you get a sneak preview of the upcoming products. Last year, our E-MOUNTAINBIKE crew visited the centre to see what was cooking in the sports sector. This time Specialized’s Product and Category Managers – Dominik, Mattia, Vincent, Christoph and Stephan – took the time to show the DOWNTOWN team every angle of the new Porto cargo ebike.

Specialized Porto | Specialized 2.2 Cargo/710 Wh
from 39.9 kg in One Size |starting from € 6,500 | Manufacturer’s website

From a commercial point of view, the cargo bike segment is of secondary importance to Specialized. The expected sales figures are not particularly promising compared to models such as the Turbo Levo. From a strategic point of view, however, the cargo bike market is crucial for the Turbo Unit in Switzerland: Specialized want to be the brand of choice for all bikers.

After a long period of development, the Specialized Porto finally sees the light of day. It is the missing piece in the Specialized mosaic, the final element to fulfil the last remaining dream of die-hard bike fans.

Read the full review on DOWNTOWN-Mag.com

Der Beitrag First ride review of the new Specialized Porto cargo bike – A cargo bike for all bikers? erschien zuerst auf GRAN FONDO Cycling Magazine.

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2024 Canyon Grizl:ON in review – A fully equipped e-gravel bike https://granfondo-cycling.com/canyon-grizl-on-2024-test/ Tue, 05 Mar 2024 10:00:06 +0000 https://granfondo-cycling.com/?p=110549 110549 Purist? Nope! The Canyon Grizl:ON is crammed to the hilt with technical features and detailed solutions, which should appeal to a diverse target group. We took a closer look at the 2024 Canyon Grizl:ON and found out what this e-gravel bike is capable of.

Canyon Grizl:ON Weight: 15.51 kg [Size L, excl. frame bag] | € 6,999.00 | Manufacturer’s website

Canyon’s first e-gravel bike, the Grail:ON with its 85 Nm Bosch Performance Line CX motor and 500 Wh battery, was a bike of contrasts. A lightweight, sporty gravel race bike with a heavy full-power motor. Canyon’s new approach promises a more coherent approach. To this end, the German brand combine their gravel adventure bike, the Canyon Grizl, which has been optimised for a wide range of use cases, with the new Bosch SX light motor. Coupled with a wealth of additional features, the Grizl:ON should make for a capable all-rounder. Read on to find out whether the new approach delivers, and what’s behind all the features.

The Canyon Grizl:ON CF 9 in detail

At first glance, the Canyon Grizl:ON looks functional and inconspicuous. The “New Moon Stealth” (aka black) finish is timeless and suits the bike well. The suspension fork, oversized down tube, and wide handlebar result in a bombproof look that seems to yearn for off-road adventures. Upon closer inspection, however, you’ll notice some nice details.
The cockpit doesn’t look cluttered despite the wired lighting system. The computer mount – which can also be used as a smartphone mount via the SP Connect interface – and the headlight mounting point are all integrated into the stem.

Most striking of all are the integrated tail lights in the bottom of the seat stays. Since they’re dual-sided, you’ve got visibility from all directions, despite the low position. Why not just have a single tail light under the saddle? According to Canyon, the tail lights are less likely to get sprayed with dirt, and they look cool – what’s not to like?

The lighting system was developed in cooperation with the German brand Lupine. The headlight is an adapted Lupine Nano with a remote high and low beam function. The taillights are based on Lupine C14 models in aluminium housings. In the event of a defect, the individual taillights can be replaced with minimal effort. The entire lighting system is powered directly from the main battery. As long as the motor system is switched on, the tail lights are on, consuming about 0.5 W per hour. The bright headlight can be switched on and off as desired. According to Canyon, the permanently integrated 400 Wh battery of the Bosch SX system has enough reserves to power the lights for 1–2 hours after it will no longer power the motor.

Speaking of which, the Bosch Performance Line SX motor is more powerful than other light models, though it is also larger and heavier.
You can select your desired support mode via the interface in the top tube.
Cool! The wireless SRAM Force AXS derailleur is powered directly from the main battery.

In the summer of 2023, Bosch launched a lighter, more compact offshoot of the Performance Line CX. With a maximum output of 55 Nm, the Bosch Performance Line SX has 30 Nm less torque than the full-power model, though it’s capable of delivering the same maximum power of 600 W, which is significantly more than other light motors like the TQ-HPR50. The small powerhouse is fed by a permanently integrated 400 Wh battery in the down tube. As such, you must plug the charger directly into the bike for recharging. Fortunately, you can up the total battery capacity by an additional 250 Wh with the Bosch PowerMore Range Extender, which simply slots into the bottle cage.

To exploit the full smart potential of the Bosch SX system, Canyon spec all Grizl:ON models with the Bosch ConnectModule. This allows you to keep tabs on the bike via the Bosch eBike Flow app with the help of GPS tracking. However, you’ll need the premium Flow+ subscription to unlock this feature, which is free for the first 12 months and then costs € 4.99/month or € 39.99/year. Other free functions of the Bosch eBike Flow app include a navigation function, fitness tracking and Strava integration for automatic uploads. With Bosch eBike Lock, you can deactivate the motor, making it more difficult for thieves to steal the bike. The individual support modes and motor characteristics can also be customised via the app.

For those who want to delve deeper into the topic: we took a detailed look at the Bosch Performance Line SX motor, and compared it with 12 other current ebike systems in a comprehensive motor group test, hosted by our sister magazine E-MOUNTAINBIKE.

The 40 mm travel RockShox Rudy Ultimate suspension fork can be locked out.
The iconic Canyon S14 VCLS 2.0 carbon seat post offers ample compliance and comfort.

For comfort on the Canyon Grizl:ON CF 9, you’ve got a RockShox Rudy Ultimate suspension fork offering 40 mm travel up front, which, paired with the 45 mm wide Schwalbe G-One Bite tires, is sufficient for light trail use. Canyon’s leaf-spring inspired carbon seat post takes care of damping at the rear. Thanks to the movable carbon springs, you can also adjust the layback and angle of the saddle. Coupled with a relaxed, upright riding position, it promises to offer plenty of comfort, even on rough terrain.

Click! The tailor made frame bag attaches to the bike magnetically, and can be removed with a flick of the hand.
The frame bag leaves enough room on the top tube to lift the bike.

The new Grizl:ON boasts Canyon’s LOAD FIDLOCK QuickLoader frame bag solution, which debuted on the new Canyon Grail. The bags are tailor made for each frame shape and size, thus offering a perfect fit. What’s more, they attach to the frame magnetically using the FIDLOCK interface, making them extremely clean, quick, and simple to remove or attach.

Overachiever! The Canyon Grizl:ON has all the features you could wish for.

The mudguard/rack combination is compatible with the ORTLIEB QL3.1 system and can carry up to 15 kg.

If you need more space than is available inside the front triangle, you can significantly increase the onboard storage capacity thanks to the additional mudguard/luggage rack combination. While the mudguards reduce the tire clearance from 50 to 45 mm, they’re ideal for commuting and daily use! Detracting from its everyday practicality, on the other hand, is the lack of a stand mounting point. It’s not something anyone will miss on a sporty gravel bike, but it’s a must for a workhorse, allowing you to park safely even when fully loaded.

Canyon Grizl:ON CF 9 2024

€ 6,999

Specifications

Motor Bosch SX 55 Nm
Battery Bosch CompactTube 400 Wh
Fork Rockshox Rudy Ultimate 40 mm
Seatpost Canyon S14 VCLS 2.0 27.2 mm
Brakes 180/180 mm
Drivetrain SRAM Force AXS XPLR 1x12
Stem Canyon ST0037 60 mm
Handlebar Canyon HB0064 440 mm
Wheelset DT Swiss HGC1800
Tires Schwalbe G-One Bite Evo 700 x 45c

Technical Data

Size XS S M L XL
Weight 15.51 kg

Specific Features

Bosch SX-Motor
Frame bags with FIDLOCK QuickLoader system
fully integrated lighting system

Size XS S M L XL
Top tube 546 mm 568 mm 578 mm 597 mm 617 mm
Seat tube 462 mm 492 mm 522 mm 552 mm 582 mm
Head tube 117 mm 136 mm 156 mm 176 mm 198 mm
Head angle 69.5° 69.5° 69.5° 69.5° 69.5°
Seat angle 74° 74° 74° 74° 74°
Chainstay 439 mm 439 mm 439 mm 439 mm 439 mm
BB Drop XXX mm XXXX mm 25/25 mm 25/25 mm 25/25 mm
Wheelbase 1,056 mm 1,080 mm 1,092 mm 1,112 mm 1,134 mm
Reach 381 mm 398 mm 403 mm 416 mm 431 mm
Stack 574 mm 592 mm 621mm 630 mm 650 mm

The geometry of the Canyon Grizl:ON has changed significantly compared to the analogue model. At 69.5°, the head angle is three degrees slacker than on its analogue counterpart, the reach shrinks from 478 to 416 mm in size L, and the stack grows by 25 mm. This results in a much more relaxed geometry that places the focus on comfort, not on performance, while offering more composure and more control, especially when going off-road.

The Canyon Grizl:ON is available in four different variants. They all come specced with lights, a suspension fork, Bosch SX motor system including the ConnectModule, and a carbon frame.

Grizl:ON CF7 | 15.9 kg (manufacturer’s specs) | € 4,999
Grizl:ON CF DAILY | 17.6 kg (manufacturer’s specs) | € 5,499 | Incl. mudguards and rack
Grizl:ON CF TRAIL | 15.5 kg (manufacturer’s specs) | € 7,999

The much more off-road focused CF TRAIL version comes fitted with 50 mm Schwalbe G-One Ultrabite tires, and a RockShox Reverb AXS XPLR dropper post with 75 mm of travel.
It features a mullet drivetrain consisting of SRAM Force AXS and XO Eagle Transmission components, with a large mountain bike cassette, which offers a wide gear range for those really steep climbs.

The Canyon Grizl:ON on test

Turn on the motor, and off you go! There’s no need for the Canyon Grizl:ON to warm up. And you needn’t familiarise yourself with the handling either, as it’s intuitive and predictable.
The wide handlebar, slack head angle, short stem, and suspension fork are reminiscent of a mountain bike, ensuring precise steering, offering loads of control, and instilling you with confidence, whether on a leisurely cruise or on fast descents.

Due to the upright riding position, the Grizl:ON prefers a more leisurely pace on flat roads, though it gets along just fine without the support of the motor. As soon as you hit hilly terrain, the tide turns. The Bosch Performance Line SX packs a punch for a light motor, and will relentlessly push you uphill until reaching the 25 km/h limit. That’s a good thing, because steep inclines and climbs on loose surfaces prove to be difficult without support. The Grizl:ON offers plenty of control and precision on the descents thanks to the mountain bike-inspired geometry, which makes it a blast to ride on moderate trails and rough gravel. The damping provided by the suspension fork and leaf-spring seat post is a good team effort, offering a good level of compliance on rough terrain.

Shuttle mode! The Bosch SX pushes you relentlessly up the mountain.

For long tours with lots of altitude gain, you should have a range extender on board, and avoid using Boost mode. At maximum output, the powerful motor can drain the 400 Wh battery rather quickly. In the more economical support modes, however, the riding experience is much more natural and closer to analogue riding, as the power output is coupled to rider input.

Helmet Sweet Protection Falconer 2VI Mips | Glasses Oakley Sutro Lite | Jacket 7Mesh Men’s S2S Jersey LS | Trousers Pas Normal Studios Mechanism Bib | Shoes Fizik x PNS Ferox Carbon

Who is the Canyon Grizl:ON for?

Like its analogue counterpart, the Canyon Grizl, the Grizl:ON is a balanced all-rounder. It delivers great versatility, making it an ideal bike for everyday commuting and running errands. But the Grizl:ON is far more than just a commuting hack: it’s equally capable of weekend recreation, for bike path tours, and supported adventures into the almost unknown – as long as you’ve got a place to recharge 😉 .

Our conclusion on the 2024 Canyon Grizl:ON

Practical, solid, functional. With the Grizl:ON, Canyon present a coherent overall concept that delivers in most respects. Its wealth of features offer real added value, making everyday life and weekend trips just a little bit easier. Thanks to its progressive geometry, the Grizl:ON also turns out to be a fun off-road gravel bike for moderate trail riding. It fulfils its promise of versatility, making the Grizl:ON a true all-rounder. The only thing missing is a mounting point for a stand.

Tops

  • wide range of use cases
  • practical features
  • intuitive handling

Flops

  • no stand mount

For more information, visit canyon.com

Der Beitrag 2024 Canyon Grizl:ON in review – A fully equipped e-gravel bike erschien zuerst auf GRAN FONDO Cycling Magazine.

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Bianchi Specialissima RC in review – Race ready https://granfondo-cycling.com/bianchi-specialissima-rc-review/ Fri, 01 Mar 2024 15:00:44 +0000 https://granfondo-cycling.com/?p=110274 110274 Look fast, feel fast, go fast! All this appears possible with the Bianchi Specialissima RC. The new road bike from Italy makes waves with its unique looks and abundance of high-end components. But is it as fast and graceful as it looks?

Bianchi Specialissima RC I 6.6 kg in size 55 I € 12,749 I Manufacturer’s website

More than almost any other brand, Bianchi embody extravagant Italian design, solid performance and of course the distinctive bright blue colour “Celeste”. A legacy that dates back to 1885, with numerous victories in the Grand Tours in the hands of some of the most iconic riders, including national heroes Fausto Coppi and Marco Pantani. Bianchi’s enduring commitment to racing, even after almost 140 years, is evident in their portfolio. Virtually every bike is designed for performance. Following the introduction of the new Oltre, a specially designed aero race bike, Bianchi are now going in a very different direction with the Specialissima. The Bianchi Specialissima RC is crafted to be the ultimate all-round racer. Weighing in at an impressive 6.6 kg, the real question is: is there more to this road bike than just being light?

Truly unique and innovative, or just a rehash? The equipment and special features of the Bianchi Specialissima RC

Visually, it is immediately clear that something has changed on the Bianchi Specialissima. The previous model was much less distinctive, while the new design, with its swooping top tube and low seat stays, is unusual and somewhat bulky. Its lines and angles don’t form a harmonious overall picture, but rather a distinct, bold aesthetic. As an all-rounder, the Bianchi Specialissima RC needs a bit of aero, which is achieved with its flat, almost rectangular tube shapes. In general, it’s quite obvious that the bike is pretty sporty. And surprisingly for a Bianchi, it is predominantly black, although the iconic “Celeste” colour is present on the lower parts of the frame and forks before fading seamlessly into black and reappearing on the decals. Overall, this top-of-the-range model has a fairly subdued colour palette, by Bianchi standards. No alternative colour schemes are available for this high-end version.

Special in name and frame: the Bianchi Specialissima.
Blue on the bottom and black on the top: This colour gradient is only available on the top model.

Another new feature of the Bianchi Specialissima RC is that almost all the parts are from their in-house Reparto Corse engineering department. Apart from the gears, brakes and tires, there is hardly a part that doesn’t come from Bianchi themselves. An outstanding feature are the Reparto Corse RC carbon wheels, which are not only aesthetically pleasing but also equipped with ceramic bearings. The wheels have a rim height of 33 mm and an inner rim width of 21 mm, and are fitted with 26 mm wide ultra-sporty Pirelli P ZERO Race TT tires.

Another remarkable feature of the new Bianchi Specialissima RC is of course its low weight of just 6.6 kg for a 55 cm frame height. This is largely due to the use of extremely light components and thin paint. Despite the aerodynamic optimisation, the frame itself has not increased in weight. Bianchi have moved with the times in terms of maximum tire width: you can now fit tires up to 32 mm wide. Priced at € 12,749, our Bianchi Specialissima RC is equipped with the Shimano DURA-ACE groupset, with integrated power meter. The STI levers are mounted on Reparto Corse’s one-piece carbon cockpit, which in our case has a handlebar width of 400 mm. There’s more carbon to be found in the saddle carcass and D-shaped seatpost, too. A standout detail are the bottle cage mounts, which are not only a lovely Celeste colour, but also have a subtle texture. All in all, it’s an impressive package in terms of features, craftsmanship and attention to detail.

Almost all parts come from the in-house racing department Reparto Corse.
The top model features a fancy RC one-piece cockpit and lightweight wheelset.

Models and geometry of the Bianchi Specialissima RC

The Bianchi Specialissima is available in two different carbon versions. The Bianchi Specialissima RC and Pro models have high-modulus carbon frames, while the entry-level model uses a more economical carbon fibre, sacrificing weight to keep the price down. All of the latest generation Bianchi Specialissima models are equipped with SRAM or Shimano electric drivetrains – notably, no Campagnolo. Is this a departure from their own Italian racing heritage?

For racers on a budget, the Bianchi Specialissima COMP models start at € 4,999 and come with a Shimano 105 Di2 drivetrain. There are two other COMP versions with either a SRAM Rival eTap AXS or Shimano Ultegra Di2 drivetrain. In the middle of the range is the Bianchi Specialissima PRO, which uses higher quality carbon fibre. The PRO model also comes in two different versions, one with Shimano Ultegra Di2 and the other with a SRAM Force eTap AXS drivetrain.

“Fake it till you race it” should be the motto for a road bike with this geometry. Even if you’re not racing, it’s no gentle cruiser.

The top-of-the-range Bianchi Specialissima RC is available with Shimano’s DURA-ACE Di2 or SRAM’s Red eTap AXS groupset. It features the Reparto Corse RC carbon wheelset and Reparto Corse carbon cockpit. The intended use and target group of each model are also reflected in the gear ratios. Our Bianchi Specialissima RC with DURA-ACE Di2 has a 52/36 crankset and an 11-30 cassette. On the other hand, the Specialissima COMP with Shimano 105 Di2 drivetrain offers a more relaxed setup with a 50/34 crankset and 11-34 cassette. This gear ratio ensures that even less fit riders will find it much easier to climb a mountain pass.

Simply the best! The Shimano DURA-ACE on the Bianchi Specialissima RC performs at the highest level.
It goes without saying that a bike in this class should have a power meter.

As you might expect, the geometry of the Bianchi Specialissima RC is very sporty, but not to the extreme. In the 55 cm frame size, the top tube is relatively long at 55 cm, but not overly so. The reach of 391 mm maintains a moderately racy feel. A short-ish wheelbase of 988 mm makes the Bianchi Specialissima RC more agile than many other road bikes, and the short head tube length of 135 mm encourages the rider to adopt a low and aerodynamic position. The stack-to-reach ratio of 1.37 is particularly sporty compared to the rest of the geometry. All in all, the geometry is racy, but nothing extreme

Size 470 500 530 550 570 590
Top tube 514 mm 524 mm 535 mm 550 mm 560 mm 597 mm mm
Seat tube 420 mm 450 mm 480 mm 500 mm 520 mm 540 mm mm
Head tube 100 mm 105 mm 120 mm 135 mm 150 mm 170 mm mm
Head angle 70.5° 71.5° 72° 72.5° 73° 73° °
Seat angle 74.5° 74.5° 74° 73.5° 73.5° 73° °
Chainstay 410 mm 410 mm 410 mm 410 mm 412 mm 412 mm mm
BB Drop 58 mm 58 mm 58 mm 58 mm 58 mm 58 mm mm
Wheelbase 982 mm 983 mm 984 mm 988mm 996 mm 1,005 mm mm
Reach 379 mm 387 mm 386 mm 391 mm 497 mm 400 mm mm
Stack 486 mm 494 mm 520 mm 536 mm 552 mm 571 mm mm

Feel the speed! The Bianchi Specialissima RC on the test track

It’s hard to take your eyes off the Bianchi Specialissima RC. Not necessarily because you like it so much, but simply because it looks so different. But as soon as you get on, you are in attack mode. The riding position is quite aggressive, without being uncomfortable or awkward. However, it’s a matter of personal preference and physical ability. If you can’t touch your toes with your fingertips, it’s best to stay away from such a sporty position to avoid discomfort. The lack of headset spacers on our test bike resulted in a very low riding position, especially in the drops, so it’s advisable not to have a big meal before riding. Fortunately, the Bianchi Specialissima RC normally comes with a small stack of spacers, which makes the experience much more pleasant for us amateur racers.

Going fast downhill is the best feeling! The Bianchi Specialissima RC is light and fun to ride.

The handling is direct and dynamic. It offers an exhilarating ride, especially on descents with tight corners, yet you always feel in control. Fast direction changes are immediately transmitted and executed. This dynamic responsiveness is particularly noticeable at high speeds, especially in combination with the Pirelli P ZERO Race TT tires, which provide ample grip. The result is a kind of dynamic smoothness that inspires plenty of confidence. With the Bianchi Specialissima RC, the tendency is to want to push the limits – slow crawling doesn’t feel natural, but sprinting and putting the pedal to the metal just feels right.

There’s really nothing more to say about the Shimano DURA-ACE groupset. It is currently the best on the market. Every gear change is a pleasure thanks to its direct and precise nature. On the other hand, the 26 mm wide tires seem a bit old-fashioned – many current race bikes are fitted with 28 mm tires. However, the narrow tires only really affect the already firm compliance, which makes the Bianchi Specialissima RC a little uncomfortable on uneven surfaces. Nevertheless, it’s great for the lively and light ride feel. Speaking of lightness: Whipping uphill on such a light bike really is great fun. Every turn of the pedals makes you feel like you have wings. Of course, at some point you might run out of power and have to struggle uphill, but the lightness of the bike is palpable with every pedal stroke, aided by the excellent power transmission. With the lowest possible, but still quite sporty, gear ratio of 36 x 30, climbing hills isn’t exactly effortless. However, the Bianchi Specialissima RC isn’t a bike for long, relaxed rides. It’s far too firm, aggressive and race-oriented for such endeavours.

With the hero gear range of 36 x 30 in the lowest gear, you need to push hard uphill.

Mountain goat, aero sprinter or an all-rounder? Who is the Bianchi Specialissima RC for?

Bianchi describe the Bianchi Specialissima RC as an all-round road bike. The key question is what this description really means and whether the term “all-rounder” might be a little misleading. With its low weight, the bike excels at being fast on mountain stages and agile on climbs. Its aerodynamic optimisation also makes it a good choice for flat routes. In any case, it is well suited for all types of high-performance use, whether in amateur races, fast Fondos or for brisk training sessions. It is, however, less enjoyable for less intense activities such as relaxed group rides or extended four-hour zone 2 rides.

The Bianchi Specialissima RC is definitely a good all-rounder, but with one special purpose. If you want to go fast, this is the bike for you, if you can handle it.

Conclusion on the Bianchi Specialissima RC

With the Specialissima RC, Bianchi have done justice to their racing heritage. It is a truly sporty bike, quick to get up to speed and fun to ride. The equipment and workmanship are also of the highest standard. The mix of aero accents and weight saving is a total success and results in an extremely high fun factor as well as a speed rush. However, the low compliance and narrow tires mean that the surface you ride on needs to be chosen carefully. But if the conditions are right, it’s time to hit the road, Jack.

Tops

  • dynamic and very fast ride feel
  • prestigious and high quality componentslooks that stand out from the crowd
  • very low weight despite aero optimisation

Flops

  • low compliance
  • The top spec is only available in one colour

For more information visit bianchi.com

Der Beitrag Bianchi Specialissima RC in review – Race ready erschien zuerst auf GRAN FONDO Cycling Magazine.

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The Lab – Hyperice Normatec 3 Leg System – Rapid recovery thanks to compression https://granfondo-cycling.com/hyperice-normatec-3-leg-system-review/ Wed, 28 Feb 2024 10:00:54 +0000 https://granfondo-cycling.com/?p=110073 110073 Whether before or after training, the Normatec 3 Leg System of American brand Hyperice is intended to significantly shorten the recovery time of your legs with the help of compression. The associated Hyperice app has preconfigured recovery programs and a wide range of personalisation options. Read on to find out how the Normatec 3 Leg System fared in our test.

Hyperice Normatec 3 Leg System | Tester: Christoph | Duration: 4 weeks | Price: € 999 | Intended use: recovery, massage | Manufacturer’s website

Greetings fellow weekend warriors! We’re able to track our sleep, our recovery, and our effort. But what else can we do to improve our performance? We can shorten our recovery time and thus train more, obviously. With the Normatec 3 Leg System, Hyperice have introduced the successor to the – you guessed it – Normatec 2, and we didn’t pass up the opportunity to put it to the test.

What’s it all about, and who exactly are weekend warriors? Weekend warriors are people who pursue a sport, such as cycling, like they’re professional athletes. But since their weekdays are consumed by regular day jobs, they can only do so on the weekends. So they use the time they have to the fullest. Of course, it’s all the better when you can shorten your recovery time, so you can make the most of every day available.

Ask your doctor, not your pharmacist

We have no medical training and no medical laboratory to verify the effectiveness of the Hyperice Normatec 3 Leg System. However, you should find various studies on the subject, proving the positive effects of compression after training, in particular – compression has been shown to help reduce muscle damage and soreness.

Warning: please don’t use compression if you have acute thrombosis, a heart condition, or open wounds. In general, we recommend consulting your doctor beforehand, even if compression therapy is usually safe for healthy individuals.

Under pressure
When inflated, you can’t move your legs.

How do the compression boots of the Hyperice Normatec 3 Leg System actually work? The boots are made of an airtight fabric, which is divided into 5 overlapping zones per leg. The boots are placed around the legs and closed with zippers. You then connect the boots to the control unit. This includes the battery, the compressor, and a simple user interface. We mean simple in a positive way because you can get started by pressing just 2 buttons.

Keep it simple
Having few buttons simplifies the user experience, but doesn’t allow for programmable presets.

To meet their customers’ wide range of requirements, Hyperice have equipped the control unit of the Normatec 3 with Bluetooth connectivity, allowing you to call up different modes or switch off certain zones via the associated app. Switching off certain zones can be especially convenient for those with shorter legs, as the upper zone can easily be deactivated. The modes offer preconfigured programs that can be used as a warm-up, for relaxation, or for targeted recovery, like after a run for example.

Simple
The connectors are easy to use and airtight.

However, it is a pity that you can’t assign shortcuts to the control unit. If you want to treat yourself to a special massage or just deactivate a zone, you must go through the app every time. At the time of the test, we weren’t able to create profiles in the app either. You have to set the zone deactivation every time you use it – it would be great if Hyperice let you save your settings in profiles.

Get comfortable!

Once you’ve selected the right program in the app, you’re ready to go. With a surprisingly quiet hum, the control unit springs into action and you can quickly feel air being pumped into the various zones. Once you have adjusted the intensity to suit you, you will feel a pleasant, firm pressure that moves alternately across the zones. We found it wonderfully soothing and relaxing. It’s perfect for laying back and reading the latest edition of GRAN FONDO.

The battery of the control unit is specified to have a 3-hour runtime, which we can confirm. So you can leave the charger at home on weekend trips, depending on how intensively you use it. It also works just fine while plugged in. Pro tip: check whether the battery is sufficiently charged and rather plug the control unit before you get comfortable. It’s very difficult to walk to the shelf and get the charger with the Normatec 3 Leg System in place.

Does it work?

According to some studies, compression therapy is supposed to help speed up recovery after training, which is precisely what we used the Hyperice Normatec 3 Leg System for. We also let it massage our legs on non-training days for relaxation. Due to the hum of the compressor and the rhythmic compression, it quickly soothes you. Your muscles should feel nice and relaxed after the massage, which radiates to the rest of the body.

It also felt pleasant when applied to severely sore muscles, and seemed to be beneficial. We can’t say with certainty whether it actually limited the severity of the muscle soreness or sped up the recovery. Nevertheless, it is nice to have your legs massaged by a € 1,000 device.

Our conclusion on the Hyperice Normatec 3 leg system

It’s easy to use, and feels great both during and after the massage. The Hyperice Normatec 3 Leg System delivers what it promises, at least subjectively. Thanks to customisable modes and a wide range of adjustment options, the Normatec 3 compression boots can be a worthwhile investment for ambitious athletes. 

Tops

  • pleasant feeling during and after the massage
  • quiet compressor
  • control unit is easy to operate

Flops

  • no individual profiles with saved settings
  • the price

For more information, visit hyperice.com

Der Beitrag The Lab – Hyperice Normatec 3 Leg System – Rapid recovery thanks to compression erschien zuerst auf GRAN FONDO Cycling Magazine.

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The Lab: Terra Ergolace GTX PEdALED x Fizik – Walk like a bikepacker? https://granfondo-cycling.com/pedaled-fizik-terra-ergolace-gtx-review/ Thu, 22 Feb 2024 10:00:05 +0000 https://granfondo-cycling.com/?p=110032 110032 A pair of shoes for all adventure occasions? The Terra Ergolace GTX PEdALED x Fizik shoes are designed with bikepacking and outdoor adventures in mind. They should perform on the bike, but, above all, they should also look the part and be waterproof thanks to GORE-TEX. Does this really make them bikepacking shoes?

PEdALED Fizik Terra Ergolace GTX I Weight: 842 g (/pair, size 45) I Preis: € 210.00 I Manufacturer’s website

If you’re truly passionate, you push AND ride, at least on exploration tours and adventure rides. In those scenarios, getting off the bike and pushing isn’t uncommon, and even considered part of the adventure. Sometimes you must get off the bike because the path on the navigation system isn’t a path in real life, or simply because the climb is too steep to ride with all your luggage. Or, of course, to grab a cup of coffee or a gelato at an ice-cream parlour. Setting up camp for the night, lighting the campfire, and pouring the boiling water over your instant meal also requires you to be quick on your feet. Wouldn’t life be so much easier and convenient if you had a pair of shoes for all these and more situations, on and off the bike, without having to carry a second pair? Best buddy boots? That’s precisely what the Terra Ergolace GTX PEdALED x Fizik bikepacking shoes promise to be. The collaboration between the two brands PEdALED and Fizik is intended to ensure both functionality and style. Thanks to waterproof GORE-TEX membranes on the outside, and grippy Vibram rubber soles on the bottom, they also promise to be the perfect shoes for all sorts of adventures. Can the Terra Ergolace GTX PEdALED x Fizik shoes make bikepacking life easier, or are they a bad fit?

Wet outside, dry inside – The features of the PEdALED Fizik Ergolace GTX shoes

The PEdALED Fizik Ergolace GTX shoes are based on the Fizik Terra Ergolace GTX model, which is constructed in a very similar way. Abrasion-resistant materials should serve as protective toe caps. The rest of the surface consists of a three-layer, waterproof, and breathable GORE-TEX membrane. The thick climbing rope style shoelaces run along the outside of the tongue. There are finger loops at the back to make them easier to slip into. An X2 outsole with an aggressive, directional tread and non-slip Vibram rubber compound is designed to offer a secure and comfortable footing when walking off-road. Like when you’re pushing or carrying your bike. With a stiffness index of 3 on a scale of 1 to 10, the bikepacking shoes tend to be on the softer side of the spectrum.

The loops help! The finger loops are very helpful when putting the shoes on and taking them off.
Pedal on the easy side: With a stiffness index of 3 on a scale of 1 to 10, these Fizik bike shoes are on the softer side of the spectrum. The shoes are compatible with SPD pedal systems.
Aggressive knobs ensure plenty of grip when walking off-road.

Hike a bike and/or bikepacking? What are the Terra Ergolace GTX PEdALED x Fizik shoes for?

It’s immediately evident that the Terra Ergolace GTX PEdALED x Fizik shoes aren’t made for racing, although the weight of 842 g per pair in size 45 (without cleats) certainly is respectable. In direct comparison, thoroughbred road bike shoes with carbon soles are only about 330 g lighter. And for € 210.00, the Terra Ergolace GTX PEdALED x Fizik shoes don’t break the bank either. In terms of looks, the bikepacking shoes are somewhere between hiking and trekking shoes, but cool looking. The intended use is clearly aimed at going off-road with hike-a-bike sections. In principle, they’re the ideal shoes for relaxed bikepacking tours that aren’t big on performance, but big on adventure. They cut an equally fine figure on coffee rides, where you spend just as much time on the bike as in the café. It doesn’t matter whether you’re riding a mountain, gravel or even all-road bike. Considering their casual look, the Terra Ergolace GTX PEdALED x Fizik shoes could also serve commuters. Due to their water-repellent uppers, the shoes aren’t primarily made for the summer. They’re ideal for spring and autumn, in a temperature range between 10 and 25 degrees.

The Terra Ergolace GTX PEdALED x Fizik bikepacking shoes in review

Like many bike components, shoes are a matter of taste and fit. What pleases some doesn’t necessarily suit others, and vice versa. In our opinion, these bikepacking shoes make a good impression. They’ve got a smart and very high-quality look, almost reminiscent of trail running shoes, though a bit chunkier. Nobody would notice that you’re wearing cycling shoes if you had to wear these day to day. However, the large GORE-TEX logo on the insides of the shoes is very prominent. Slipping into them is easy and quick. However, tying the laces is a bit slower compared to the Boa system, so they’re not the type of bikepacking shoes that you can slip on, tighten, and go. The fit is relatively snug. It’s absolutely fine for narrower feet. However, things can get a bit tight when you’ve got wide feet, especially if you wear the shoes for a long time. The toe box in particular has a very limited amount of room. The sizing corresponds to about that of standard sneakers, but those with wide feet should go up by at least half a size. The Terra Ergolace GTX PEdALED x Fizik shoes feel relatively light on your feet, which is mainly due to the light uppers. You can clearly feel the thick sole, especially when walking. The longer you wear them, the more comfortable they become to walk in. On a scale of 0 (super soft) to 10 (rock solid), the soles feel like a 6 when walking, even though the indicated stiffness index is 3. Nevertheless, they feel good to walk in, especially off-road and in slippery conditions. The shoes provide a lot of comfort and grip in these conditions.

The round shoelaces look nice…
… but they must be secured with the elastic tab provided since they have a knack of coming loose.

The shoes feel absolutely solid on the pedals. They don’t give the impression of super efficient shoes for a sprint to the finish. For that, the uppers are too soft, and the soles have noticeably more give than on high-performance road cycling shoes. The PEdALED Fizik shoes feel more comfortable just cruising and rolling along at a leisurely pace. That said, the soles are sufficiently stiff to put plenty of power down on the pedals, though the uppers feel more like in sneakers and therefore loose. The Terra Ergolace GTX PEdALED x Fizik shoes are only partially suitable for really bad weather despite the GORE-TEX membrane. Due to the low cut at the ankles, water can easily get into the shoes from above. This is the case even if you wear rain pants because they usually don’t go over the sides of the shoes. You would need additional gaiters or waterproof socks. The second minus point goes to the great looking yet impractical laces. Due to their round shape, they allow knots to come undone relatively quickly, and they can’t be secured 100 percent. As such, you absolutely must tuck them into the elastic tab on the tongue. On the other hand, they’re very pliant and easily conform to the shape of your feet.

Like water off a duck’s back! The GORE-TEX membrane makes a noticeable difference, keeping the shoes waterproof from the outside.
However, water easily gets into the shoes from above and from the side, even if you’re wearing pants.

Our conclusion on the Terra Ergolace GTX PEdALED x Fizik bikepacking shoes

The Terra Ergolace GTX PEdALED x Fizik are high-quality and practical bikepacking shoes with a special look. Despite GORE-TEX, they are only partially suitable for wet weather applications since they’re cut too low. They’re ideal as all-rounders for commuting or on bikepacking tours. For use cases like these, the fit could be even more relaxed. Nevertheless, they’re stylish cycling shoes that cut a fine figure both on and off the bike.

Tops

  • stylish shoes that aren’t immediately recognisable as bicycle shoes
  • excellent workmanship and a high-quality finish
  • good for walking in terms of grip and stability
  • feel light on your feet

Flops

  • slightly cramped toe box doesn’t fit the concept
  • only suitable for wet conditions to a limited extent without gaiters
  • round laces look nice but come undone easily

For more information, visit fizik.com

Der Beitrag The Lab: Terra Ergolace GTX PEdALED x Fizik – Walk like a bikepacker? erschien zuerst auf GRAN FONDO Cycling Magazine.

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The Lab: Additive Ceramics – Designer cups from the 3D printer https://granfondo-cycling.com/additive-ceramics-review/ Thu, 15 Feb 2024 10:00:18 +0000 https://granfondo-cycling.com/?p=109793 109793 Products from the 3D printer are trendy: bike frames, houses, and now coffee cups? Near Frankfurt am Main, the team of AdditiveCeramics manufacture 3D ceramics made of Westerwälder clay. We have tested the 3D-printed designer cups in our office regarding optics, haptics, stability and everyday use.

Additive Ceramics hnkl_404 | Tester: Jan Richter | Test duration 8 weeks | Price: cup € 29, espresso cup € 14 | Manufacturer´s Website

Modern technology meets traditional craftsmanship: the two young designers and founders of AdditiveCeramics, Maurice Rigler and Lennard Wilde, take a fascinating approach with their ceramic studio in Offenbach near Frankfurt. The two creatives design 3D-printed ceramic everyday objects at the interface between traditional and innovative procedures. What’s so special about this is that the millennia-old craft of pottery is being lifted to a new level by machine-based production and the speed associated with it. In addition to the automated production process, the 3D printer enables shapes and styles that would be impossible to achieve with traditional procedures.

Innovative looping: the 3D printer makes it possible.

The two founders therefore don’t understand themselves as competing with existing potteries: each product is designed in a way that it would be impossible to produce in a traditional way. Their focus is on aesthetics and minimalist design.

The cups, bowls, and vases of AdditiveCeramics are manufactured with a self-constructed ceramic printer that allows an unusual surface design: the numerous, very small clay loops could not be crafted by hand, or if you tried, it would amount to a veritable Sisyphean task – and fortunately 3D printers have not yet learned to complain. As mentioned earlier: it’s not the idea to oust craftsmanship. The finished and fired clay is post-processed by hand and glazed in the colours black, green, red and blue. The series is dubbed “hnkl_404”: hnkl stands for “Henkel” (handle) and 404 for the web error code “404 Not Found”, signifying the lack of content. The Name “hnkl_404” thus means “missing handle”.

Robust: still looking great – even after countless runs in the dishwasher.
Designer shot: the stylish way of drinking coffee.

What, though – apart from the manufacturing process – makes the cups special? At first sight, they look very unusual and thus make for an excellent conversation starter. The haptics are also something quite new. The 3D-printed texture feels good to the touch and the cups lie nicely in the hand. At first sight, you might think that the cups have heat-insulating properties due to the clay loops. But no: the loops don’t offer any protection from the heat. If you fill a cup with hot tea, you’ll burn your fingers like on any other cup without handle and insolation.

Pleasant haptics – but beware: the cup can get really hot!

Tuning tip: Lemon Rooibos iced tea:
– 15 g Rooibos tea
– 250 ml hot water
– 10 ml honey
– ½ lemon
– 1 pinch of Cayenne pepper
– ice cubes

With the cups of the tableware series hnkl_404, the young company AdditiveCeramics proves that fictile objects have arrived in the modern age. The innovative 3D printing process makes a completely new design language possible and pleases with minimalist design. Instead of uniform mass-produced goods you are handed a small designer object out of which coffee and tea tastes just that little bit better. Or so we think.

Tops

  • unique shape
  • high build quality

Flops

  • strong heat emission

For more information visit additiveceramics.de

Der Beitrag The Lab: Additive Ceramics – Designer cups from the 3D printer erschien zuerst auf GRAN FONDO Cycling Magazine.

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Design & Innovation Award Winner 2024 – The Oscars of the bike and outdoor industries https://granfondo-cycling.com/design-and-innovation-award-winner-2024/ Tue, 13 Feb 2024 10:00:57 +0000 https://granfondo-cycling.com/?p=109965 109965 The winners of the Design & Innovation Award 2024 have finally been announced! Curious?

The Design & Innovation Award is more than just an award. It’s the only award to feature comprehensive review, highlight potential and discuss the true value of innovation. Startups, established brands and international big players all vie for the favour of customers with new products, purported innovations, big promises and catchy slogans. But what’s hype and which claims hold water? What are the most promising developments actually capable of?

The award team has once more invested countless hours to analyse the most exciting products of 2024 for you. Here we present you the products that secured the coveted Design & Innovation Award in 2024.

Here we present the most outstanding products that have won the coveted Design & Innovation Award.

Der Beitrag Design & Innovation Award Winner 2024 – The Oscars of the bike and outdoor industries erschien zuerst auf GRAN FONDO Cycling Magazine.

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Maximum flow for maximum speed? Miche Kleos RD carbon wheels in review https://granfondo-cycling.com/miche-kleos-rd-review/ Tue, 06 Feb 2024 10:00:51 +0000 https://granfondo-cycling.com/?p=109831 109831 The Miche Kleos RD wheelset promises the ultimate in flow and performance thanks to its sexy looks and ceramic bearings! It also aims to get the Italian brand back on track and leave the competition behind. Have the new wheels got what it takes to do all that?

Miche Kleos RD 50 I 1,504 g (wheelset) I € 2,349 I Manufacturer’s website

A few years ago, Miche celebrated their 100th anniversary. Founded in 1919, the brand is now a household name, especially amongst insiders – Miche have a big following, but not necessarily among the mainstream. Over time, Miche have made various drivetrain components – from cassettes to bottom brackets and cranks. While the Italian brand still have some of those on offer, they’ve become significantly more specialised in wheels, catering to almost every discipline. They were acquired by Italian bike brand Wilier in 2022. The latest addition to Miche’s portfolio are the Kleos RD carbon wheels. They come in three different profile depths and are proudly “Made in Italy”. We grabbed the 50 mm deep middle variant to find out whether the 1,504 g and € 2,349 carbon wheels can help us achieve the ultimate flow-state.

The speed devil is in the details – The technical specs of the Miche Kleos RD carbon wheels

There are marginal gains to be had everywhere you look. Just the wheels alone have countless performance-determining parameters. Each individual component plays a role. The Miche Kleos RD 50 wheels on test have rims with a profile depth of 50 mm, made using carbon fibres from Toray – one of the world’s largest carbon manufacturers. A combination of medium and high-modulus carbon fibres (T1000 and T700) should provide the ideal level of stiffness and responsive handling. Medium-modulus carbon fibres are more flexible than high-modulus ones, which are extremely stiff. The branding on the Miche Kleos RD carbon wheels is kept nice and discreet. The glossy black decals are very subtle on the matte black rims, and the black on black colour combination makes for an elegant look, likely to match well with any bike.

The RD on the Miche Kleos RD carbon wheels stands for Race Division, which makes no secret of their intended use.
The CeramicSpeed bearings in the hubs are designed to ensure minimal friction and maximum efficiency.
“Made in Italy”, on the other hand, should guarantee high quality standards.

With an internal rim width of 21 mm, they’re in line with the current status quo in terms of rim width. For the perfect aero fit, they’re recommended to be paired with 28 mm tires. The hub shells are made of T6 7075 aluminium. On the inside you’ll find CeramicSpeed ball bearings, which are designed to provide minimum friction while increasing durability. There are three different freehub options to choose from: Shimano HG, Campagnolo (Classic and N3W), and SRAM XDR. The preload of the hub bearings can be adjusted, which makes the premium carbon wheels surprisingly easy to maintain. All you need are 12 and 2 mm hex keys. The front hub features Aero-Blade technology. Essentially, this is a cover for the spoke ends on the brake side (left), which is said to reduce wind resistance. According to Miche, all the wheels were optimised with the help of wind tunnel testing. They’re laced with 24 spokes, following a 2:1 pattern from the hub to the rim. That is, there are 16 spokes on the drive side and 8 spokes on the brake side. Due to this arrangement, you’ve got two spokes on the drive side for every one on the brake side, which should result in less twisting and a more direct response when sprinting. The spoke nipples are made of 7075 aluminium. In total, our carbon wheelset with a Shimano HG freehub tips the scales at 1,504 g, and the set can be yours for € 2,349.

The discreet look and understated branding makes a classy impression.

High speed, aero, and racing – What are the Miche Kleos RD carbon wheels for?

Due to the three different profile depths, the Miche Kleos RD carbon wheels are suitable for a wide range of different scenarios and applications. In general, however, they’re all clearly aimed at performance and racing. Weighing in at 1,390 g (manufacturer’s specs), the Miche Kleos RD 36 carbon wheels are made for climbing thanks to their shallower and therefore lighter 36 mm profile. The rim width and price are identical to the RD 50 version. The latter variant is primarily aimed at all-rounders who spend less in the mountains and more time on moderately hilly and flat terrain. With a profile depth of 62 mm, the RD 62 variant is clearly designed for time trials and triathlons. Here, the internal rim width is wider too, measuring 23 mm. At 1,560 g, however, this has little effect on the weight, and none on the price.

Hit the road, Jack – The Miche Kleos RD carbon wheels on the road

The finish, look, and feel of the Miche Kleos RD carbon wheels make a very exclusive and high-quality impression. Of course, this also has a big impact on the impression of the bike on which they are mounted. Due to the subtle branding, they don’t look busy or crowded, with very clean styling. Our Miche Kleos RD 50 carbon wheels were fitted with 28 mm wide Goodyear Eagle F1 tires. They’re ideal for both the intended use and the rim width. To get the wheels up to speed requires some effort. The Kleos RD’s aren’t the most lively, at least not with a 50 mm rim depth. The acceleration is ok, but we would have expected a little more agility from such an exclusive and performance-oriented wheelset. However, once you’ve got them spinning at the desired speed, the carbon wheels certainly feel efficient. Great for hills and small mountains, though a bit too sluggish for big mountain passes.

Perfect fit! The Goodyear Eagle F1 tires were a perfect match in terms of looks, name, and intended use.

The Miche Kleos RD wheels had a positive effect on the bike’s handling, offering plenty of stability and composure in every situation. This is especially noticeable on the flats, but also on the descents, and on otherwise rather nervous feeling bikes. Once up to speed, the carbon wheels perform excellently. You’ll have no problem clocking speeds of over 30 km/h, even for long stretches. From a purely subjective point of view, they offer a clearly noticeable aerodynamic advantage. With the wind working in your favour, you can really feel yourself getting propelled forward. At the same time, however, caution is advised here! The deep profile rims will steer the entire bike in the direction of the wind when encountering heavy crosswinds, resulting in errant handling. However, this is the case with all deep-profile aero wheels. The sound of the freewheel matches the smooth ride feel: you’ll have to strain your ears to even hear it, making the hub sound just as understated as the wheels look. The wheels feel quite comfortable despite their high-performance aspirations, and poorly maintained roads pose no problem at all. They roll ultra-smooth on good roads. But even if things get bumpy, you don’t get the impression that it’s too much for these carbon wheels – they seem sturdy and robust.

Our conclusion on the Miche Kleos RD carbon wheels

The Miche Kleos RD carbon wheels leave a high-quality impression, both technically and visually. With the 50 mm profile rims, they make for ideal all-rounders in hilly and flat terrain. They’re sure to put a smile on the faces of anyone in the market for a high-performance wheelset, particularly fans of the brand. The aerodynamic optimisation makes a noticeable difference, letting you quench your need for speed. They also offer a smooth ride quality with more than enough compliance for a racing wheelset.

Tops

  • premium components
  • classy and subtle finish
  • easy home maintenance

Flops

  • not exactly lightweight

For more information visit miche.it

Der Beitrag Maximum flow for maximum speed? Miche Kleos RD carbon wheels in review erschien zuerst auf GRAN FONDO Cycling Magazine.

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Parapera Anemos Masterpiece – The least gram for the buck? https://granfondo-cycling.com/parapera-anemos-masterpiece-review/ Thu, 01 Feb 2024 11:20:53 +0000 https://granfondo-cycling.com/?p=109739 109739 Does it get any lighter? Probably not at this price. In addition to the impressive 7.07 kg on the scale, the Parapera Anemos Masterpiece boasts high-quality components from Schmolke and Campagnolo. But is this gravel bike also a masterpiece when it comes to having fun?

Parapera Anemos Masterpiece | 7.07 kg (size M) | € 5,999.00 | Manufacturer’s website

Does weight play a huge role on gravel bikes? Sometimes it does, sometimes it doesn’t. Our gravel race bike group test allowed us to experience first-hand that an increase in weight certainly doesn’t make a bad gravel bike. The Ridley Kanzo Fast won despite being the heaviest bike on test. Conversely, of course, that also means a lightweight gravel bike isn’t automatically the best. Weight, naturally, plays a much more significant role with road bikes, especially those made for climbing, where hauling less weight up the mountain means you can ride faster. If the lightweight gravel category doesn’t yet exist, then the Parapera Anemos Masterpiece is here to ring it in, tipping the scales at just 7.07 kg and therefore on par with some road bikes. You would expect a build featuring lightweight components from Schmolke to be light, of course. What’s truly surprising considering these specs is the price point of just € 5,999. So, where’s the catch with this matte black featherweight? We left no stone unturned to find it.

Slender and trim – The Parapera Anemos Masterpiece in detail

Weighing in at just 7.07 kg, it’s no surprise that the Parapera Anemos Masterpiece doesn’t have oversized tubes and deep aero profiles. The gravel bike looks delicate with its slender tubes and skinny fork. Components like the seat post, handlebar, and stem also match the svelte tubing of the frame. The transition from the seat tube to the skinny seat stays is particularly striking, consisting of a mono-stay adorned with the Parapera logo. In general, the Parapera Anemos Masterpiece is an absolute feast for the eyes. The simple and clean matt black finish with glossy black decals results in a high-quality stealth look. Apart from the logos, the frame isn’t lacquered, to save weight. It’s immediately evident that the Parapera Anemos Masterpiece isn’t a budget bike, and you wouldn’t guess that it comes in well below €10,000.

The premium Schmolke Carbon components contribute to the bike’s low weight…
… and they leave a high-quality impression.

The specced components further underline this impression. Schmolke Carbon, who have a particularly large following amongst weight weenies, supply both the TLO seat post and Gravel Carbon TLO handlebar. Even the Selle Italia SLR Boost Tekno Superflow saddle is made of carbon. Only the stem of the Parapera Anemos Masterpiece is made of aluminium, and it matches the Parapera logo perfectly when viewed from above. Apart from the thumb shifter, the Campagnolo EKAR controls also suit this clean and elegant gravel bike well. The Campagnolo Levante wheels are squarely aimed at gravel with an internal rim width of 25 mm. Combined with the 40 mm wide Schwalbe G-One R tires, this results in a coherent package.

The cables aren’t routed internally throughout, thereby muddying the otherwise clean look but also saving a few grams. Nevertheless, the cable routing looks pretty old school. Parapera’s weight saving ambitions presumably also came at the cost of adventure and everyday features like bosses in the fork or mudguard mounting points. At least there’s place for a third bottle cage underneath the down tube. You won’t find attachment points for a front derailleur, however – the Parapera Anemos Masterpiece is designed exclusively for a 1x drivetrain. Like almost all other Parapera bikes, this featherweight is configurable in the online shop.

Tuning tip: longer, steeper stem for a more aggressive riding position

Parapera Anemos Masterpiece – Geometry and intended use

Thanks to the use of T1000 carbon fibre, the frame is about 400 g lighter than the standard Anemos. The wall thicknesses of the frame are thinner in various places, there’s no way of attaching a luggage rack, and the maximum permissible weight limit has also dropped from 145 kg to 125 kg. As such, the intended use is clearly aimed at fast rides, elevation gain, and performance. Everyday practicality has had to take a back seat. According to Parapera, it isn’t even suitable for attaching frame bags. The geometry is quite relaxed for a performance-oriented gravel bike. The stack to reach ratio is 1.52 for the size M, which is clearly on endurance side of the spectrum. But the 145 mm head tube is quite short. In addition, the wheelbase is relatively long at 1,035 mm. As a result, the geometry should be sporty yet stable.

Parapera Anemos Masterpiece 2023

€ 5,995

Specifications

Seatpost Schmolke Carbon TLO
Brakes EKAR 160/160 mm
Drivetrain Campagnolo EKAR 1x13
Stem Parapera Aluminium Super Light 70 mm
Handlebar Schmolke Gravel Carbon TLO 440 mm
Wheelset Campagnolo Levante 12 x 100/12 x 148 mm Through Axle
Tires Schwalbe G-One R 700 x 40c
Cranks EKAR 170 mm
Cassette EKAR 10-44 T

Technical Data

Size XS S M L XL XXL

Specific Features

extrem lightweight
mechanical 1×13 Campagnolo Ekar drivetrain
Schmolke Carbon parts

Size XS S M L XL XXL
Top tube 520 mm 535 mm 555 mm 570 mm 585 mm 597 mm
Seat tube 470 mm 490 mm 510 mm 530 mm 550 mm 570 mm
Head tube 110 mm 125 mm 145 mm 160 mm 185 mm 200 mm
Head angle 70.5° 71.5° 71.5° 71.5° 71.5° 71.5°
Seat angle 74.5° 74° 73° 73° 72.5° 72.5°
Chainstay 430 mm 430 mm 430 mm 430 mm 430 mm 430 mm
BB Drop 77,5 mm 77,5 mm 75 mm 75 mm 72,5 mm 72,5 mm
Wheelbase 1,022 mm 1,024 mm 1,035 mm 1,050 mm 1,061 mm 1,076 mm
Reach 375 mm 374 mm 379 mm 390 mm 392 mm 403 mm
Stack 541 mm 560 mm 576 mm 591 mm 612 mm 629 mm

The Parapera Anemos Masterpiece in review

Grabbing the Parapera Anemos Masterpiece and lifting it up for the first time does feel somewhat magical. A gravel bike this light almost seems unreal. The minimal weight can also be felt on the first few kilometres aboard the bike. Not just in the incredibly nimble and fast acceleration, which invites you to get up to race pace in no time, but also in the overall riding experience. The handling of the Parapera Anemos Masterpiece can best be described as manoeuvrable and extremely agile. It just makes fast corners and winding trails a hoot. The steering is so fast that it almost feels nervous. Changing direction requires minimal input. This is convenient on technical climbs and descents, of course. However, you’ll have to acclimate to the playful handling on long gravel roads and high-speed descents.

Low mass = rapid acceleration. The Parapera Anemos Masterpiece gets up to speed extremely quickly.

You’d expect the tubing to be quite compliant considering the thin wall thicknesses. However, most of the bike’s comfort is provided by the seat post and saddle. The frame, on the other hand, feels rather stiff. Admittedly, it’s rather difficult to trust in the slender, almost delicate frame on rough trails at first. But the longer you ride the Parapera Anemos Masterpiece, the more confident you’ll feel. The components perform brilliantly together and are a lot of fun. As the geometry figures suggest, this gravel bike isn’t extremely aggressive. The riding position is rather balanced and centred. Therefore, the Parapera Anemos Masterpiece feels just as comfortable in the drops when you’re on the attack as it does on relaxed gravel tours. It doesn’t feel very racy, though fewer spacers and a longer stem could help.

Who is the Parapera Anemos Masterpiece for?

This question is easy to answer in terms of weight: anyone who likes their bikes to be as light as possible. If you’re looking for a gravel bike that’s optimised for weight and you enjoy lively handling, the Parapera Anemos Masterpiece is the perfect choice. However, the bike is clearly designed for quick jaunts with lots of elevation gain because it makes little sense for anything else. It’s not equipped for bikepacking or commuting. Anyone who values minimal design or everything carbon will also like this bike.

Helmet Specialized S-Works Prevail 3 | Glasses Scott Sport Shield | Hat 7 Mesh x ciele HDcap | Neckerchief 7Mesh Chilco Neck Warmer | Jacket 7 Mesh Men’s Chilco Anorak | Bib VOID Winter Cycling Pants| Shoes Scott Gravel Pro

Our conclusion on the Parapera Anemos Masterpiece

The Parapera Anemos Masterpiece is consistently optimised for weight, resulting in an insanely light gravel bike. This is underlined by the bike’s overall subtle and classy look. The lively and efficient handling also suits the bike’s character to a tee. Despite this, the riding position aboard the Parapera Anemos Masterpiece feels too relaxed for a race bike. However, the weight-to-price ratio is hard to beat, and should leave you with enough change to make any desired adjustments.

Tops

  • ultra-light gravel bike
  • very coherent design, look, and feel
  • high-end components

Flops

  • performance ambitions don’t quite match the riding position
  • Campagnolo EKAR is high-maintenance

For more information visit 1bike4life.com

Der Beitrag Parapera Anemos Masterpiece – The least gram for the buck? erschien zuerst auf GRAN FONDO Cycling Magazine.

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Luxury is lame – Why spend so much money to remain hidden in the flock? https://granfondo-cycling.com/luxus-is-lame/ Tue, 30 Jan 2024 10:00:46 +0000 https://granfondo-cycling.com/?p=109093 109093 There’s a collective sigh as another € 10,000 charcoal grey aero whip goes by. Fully equipped, how predictable. Are we talking cool, innovative, or just ostentatious? Hold up, hold up. Firstly, it’s all the above – plus downright unimaginative. So, when did luxury items become so bland and uninspiring? Why are they just not cutting it these days?

If we’re talking luxury, you will probably picture an overpaid, pretty average footballer taking a Boeing 747-turned-private jet, refurbed by a Saudi prince and featuring golden thrones throughout. Swish, swanky, and way too in-your-face for our humble European sensibilities. When it comes to bikes, we’re firmly in the understated court: it’s so good that we don’t need to shout about it. We’ll take the painfully expensive carbon wheels, but leave out the decals – just give us an anodized titanium frame, and kit with minimal logos and flashiness. Call it quiet luxury, if you will.


When it comes to public perception, us cyclists are the self-disciplined section of the population that braves the elements on brutally stiff carbon saddles. You’ll have to look elsewhere for an ultra-comfy gold throne. But that doesn’t mean luxury is absent. Instead, when cyclists want to flex luxury, it is measured by owning stuff that others within our world dream of.

A top-of-the-line carbon aero racer makes one statement. A titanium bike with a custom built wheelset makes another. One says you’re on team marginal gains whilst the other puts you in team heritage with a penchant for quality craftsmanship.

But if you want to use your curated high-end bike for peacockery, then you’re unfortunately displaying something of a lack of imagination, because how can using an online configurator to spec your bike with off-the-shelf components be an indicator of taste? Where is the art in letting the algorithm put together a high-ticket outfit? The answer to both is simple: by following the will of the bike industry sales teams, your peacock game will be lacking. That is, unless the outcome can genuinely be labelled as inspiring and novel, rather than indistinguishable from everyone else on the roads.

We ride uniform grey aero race bikes in uniform jerseys in muted tones in order to blend in with the flock, if you will. All the money we spend goes on playing it safe. Yep, it’s ridiculous, but it’s to avoid attracting attention. Heck, if you have the money to have fun, why are you not relishing it?

The same applies at home too, where our assimilation misery continues. Once you’ve positioned your Vitra armchair and switched on your Ingo Maurer lamp with your Rolex-clad arm, you’ll be living large – in the most tastefully boring way possible. Even the beam of a €3,000 lamp can’t make vapidity shine. Design is one thing; style is another, and neither of these should be mixed with hollow, label-bagging consumerism.

But back to bikes, where prestige obliterates creativity. We’ve been conditioned to spot (and rate) other people’s groupsets and wheels. Once we’ve clocked the brand and the desirability of the component (based on its weight, obviously), our next step is easy: interpret and pass judgement.

Lightweight costs money, but that’s what makes it all the more appealing. In our world, weight has long been the only real benchmark for exclusivity. So we left the engineers in charge of relaying what was desirable on a bike—individuality and style didn’t come into it, but the ultimate carbon fibre layup was everything. This weight obsession wasn’t sustainable though, because the next bike that would get launched would be even lighter, and on it went. Nowadays, weight is no longer the only benchmark; it’s joined by aerodynamics, which means we’re now letting the wind tunnel determine what’s high-end and what’s not.

And funnily enough, airflow couldn’t give a damn about feeling or style.

So, it comes down to what we wear – and once again, we’ve outsourced our sense of style and individualism to brands who dictate our tastes. Mostly good stuff, that’s for sure, but we’re not exactly in the mind to pick clothes based on superlative breathability, comfort or durability. No, our sartorial tail feathers are what allow us to fit in. Your €300 windproof jacket doesn’t just protect your core, it also protects your ego.


Can luxury have a different look? What about the gold leaf and diamond-covered Colnago? This bike has more of the private jet vibe about it, making a song and dance that we’d probably call ostentatious, but at least it’s not boring.

But is there another way to approach luxury? We love things that have personality. Things that haven’t been slicked back and optimised down to their very core. Sidestepping the industry indoctrination of groupset hierarchies and aero obsession won’t be easy, but it’ll be worth it. If you’re reading this, we don’t have to explain the luxury in hand-selecting components for your much-loved bike or getting a patch to cover the hole in your go-to down jacket. You can’t put a price on untethering yourself from the norm and finding your own style lane. We’d argue that this is the most luxurious thing out there.

Spend your money wildly – it beats being bland.

Der Beitrag Luxury is lame – Why spend so much money to remain hidden in the flock? erschien zuerst auf GRAN FONDO Cycling Magazine.

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MTB or gravel bike? Specialized S-Works Epic World Cup vs Specialized Diverge STR Pro https://granfondo-cycling.com/specialized-s-works-epic-world-cup-vs-specialized-diverge-str-pro-review/ Thu, 25 Jan 2024 10:00:27 +0000 https://granfondo-cycling.com/?p=109548 109548 Two full-sussers, optimised for maximum performance off the beaten track: the Specialized S-Works Epic World Cup vs the Specialized Diverge STR Pro. A high performance XC mountain bike or a fully suspended gravel racer? Which is faster, which is more versatile, and what makes the difference? We tested both bikes head-to-head in Tuscany!

The boundaries between MTBs and gravel bikes are becoming increasingly blurred. And the semi-ironic comment to “buy a mountain bike; it’s the gravel bike of tomorrow” has become increasingly common – mostly from the drop bar faction. They’re not entirely wrong: more and more gravel bikes rely on MTB technologies. Dropper posts, mullet drivetrains, 29″ tires, and suspension are no longer uncommon features. Bike brands are also developing proprietary gravel technologies, like the rear suspension system of the Specialized Diverge STR, to make their gravel bikes even more capable or comfortable. On the flip side, some XC bikes are turning to increasingly radical measures in the pursuit of efficiency. Is it a full-susser or a hardtail? We asked ourselves this question when Trek launched the Supercaliber in 2019, and again with the introduction of the new Specialized S-Works Epic World Cup. Both bikes rely on flexible carbon seat stays and a beautifully integrated shock in the top tube. Two different yet similar looking systems with the same goal: maximum efficiency! On the hunt for marginal gains and podium finishes, XC race bikes are becoming lighter, stiffer and ever closer to modern off-road oriented gravel bikes – at least on the spec sheet.

Gravel bike or MTB? Which is right for you and what’s the difference? A group test of bike concepts.
What are the different suspension systems? And why does drop-bar suspension necessarily differ from MTB suspension? Our suspension bible has the answers!

For all those who can’t decide between MTB or gravel bike, we’ve already put the two concepts head-to-head in a detailed group test. And if you want to delve into the various suspension systems of drop bar bikes, our in-depth suspension bible is precisely what you’re looking for.

What do the roadies of GRAN FONDO magazine know about mountain bikes, you ask? Well, our editorial team are no strangers to off-road tech, reviewing all kinds of bikes for our sister publication ENDURO magazine. Big jumps, long travel, volume spacers, and shim-stack tuning are just as much a part of our daily lives as leg shaving and espresso. You’ll be hard-pressed to find other roadies out there who are as well-versed with mountain bikes as we are ;). However, this is not intended to be a generic comparison of MTB and gravel concepts. Instead, it’s a shoot-out between two specific bikes: the Specialized S-Works Epic World Cup vs Specialized Diverge STR Pro!

Sibling rivalry? The Specialized S-Works Epic World Cup and Specialized Diverge STR Pro in direct comparison

“Innovate or die” has been Specialized’s motto for decades. The Epic World Cup and the Diverge STR are two perfect examples of this, representing two extremely exciting, high-tech bikes in the Californian brand’s range. Although they look completely different, they compete in similar terrain off the racetrack! After all, both bikes have the same goal, just from different perspectives. From a roadie’s point of view, the Diverge STR looks like a monster truck with front and rear suspension, a mountain bike cassette, and big knobby tires. For mountain bikers, the ultra-lightweight Specialized S-Works Epic World Cup with its efficient rear end and aggressive geometry is like a Formula 1 race car among MTBs. It’s clear that these two bikes have a lot in common when it comes to their intended use. Their spec sheets also show how similar these bikes actually are, despite looking so different.

In direct comparison: weight, travel, and tire width

S-Works Epic World Cup: 9.6 kg (size L, excluding dropper post) | Specialized Diverge STR Pro: 9.4 kg (size 56)
Front travel:
S-Works Epic World Cup: 110 mm
Front travel:
Diverge STR Pro: 20 mm
Rear travel:
S-Works Epic World Cup: 75 mm
Rear travel:
Diverge STR Pro: 30 mm
Tire width S-Works Epic World Cup: 60 mm
Tire width Diverge STR Pro: 42 mm

The differences in their specs and features are still there, but the gap has grown much smaller. But should you even pay attention to this at all? Ultimately, it’s the overall concept and how the bike rides that counts. But how do the technical specs affect the bikes’ performances? What’s faster, what’s hotter? Is one of them more versatile? And what sets them apart? Tire width, travel, or something entirely different?

The Specialized S-Works Epic World Cup – Made for the podium

Specialized S-Works Epic World Cup | 9.6 kg (size L, excluding dropper post) | € 12,500 | Manufacturer’s website

As efficient as a hardtail, yet as smooth and controlled as a full-susser. Specialized are breaking new ground in many respects with the S-Works Epic World Cup, turning to their know-how from the drop-bar sector with the aim of making the Epic World Cup a world cup winning bike. It’s uncompromisingly trimmed for speed. To save weight, Specialized rely on a carbon lay-up based on their ultra-lightweight Aethos road bike. The suspension was specially developed for the Epic World Cup in collaboration with RockShox, boasting sophisticated technology that claims to save precious seconds on the clock. There is no need for a lockout lever, since the fork knows exactly when to give way without any additional input from the rider. The Brain technology of the RockShox SID SL Ultimate Brain fork works via an inertia valve. If the force comes from above, due to the weight of the rider on the handlebar, for example, the valve remains closed. In the event of an impact from below, it opens and makes 110 mm of travel available. The force required to open the valve can be adjusted via the Brain Fade knob. In the firm setting, the specially developed RockShox-Specialized SIDLuxe WCID Ultimate shock requires a lot of input to get it to budge. This offers a stable and efficient pedalling platform and only frees up travel when required. Sounds interesting? Our colleague Simon put the bike through the wringer for our sister magazine, ENDURO, here.

No need to reach for the lockout lever!
Once correctly set up, the suspension of the Epic World Cup releases its travel only when it’s needed.
3,2,1, bang! The Epic World Cup charges forward with every pedal stroke.

The rest of the components of the Epic World Cup will even turn the heads of die-hard roadies, largely consisting of the Control SL range from Specialized’s in-house Roval brand. The Roval Control SL wheelset weighs in at just 1,240 grams, taking weight savings to the extreme. The one-piece Roval Control SL cockpit puts you in an aggressive position with its negative 12° stem and 8° backsweep.

Lightweight, baby! The Roval Control SL wheelset and lightweight casing of the Specialized S-Works Fast Trak tires minimise inertial mass.
The aggressive Roval Control SL cockpit suits the bike to a tee with its 760 mm width and 70 mm stem.

Specialized also save a lot of weight on the seat post, since the Epic World Cup comes specced with a rigid carbon post. To make better use of the advantages offered by a mountain bike, we swapped the Roval Control SL seat post for a RockShox Reverb AXS dropper post. This makes the Epic World Cup almost 500 grams heavier, but the freedom of movement gained is worth it to us.
The remainder of the components are also optimised for minimum weight and maximum racing efficiency. You won’t find a SWAT storage compartment in the down tube or a hidden tool mount on the Epic World Cup. The many small and large weight savings add up to a remarkably light full suspension XC bike, with the standard build without the dropper post weighing (roughly) just 200 grams more than the Diverge STR Pro! Sure, the S-Works variant of the Diverge STR is lighter still, but the small gap is amazing, nonetheless, considering the significantly longer suspension travel and wider tires on the Specialized S-Works Epic World Cup.

Size XS S M L XL
Top Tube 541 mm 581 mm 612 mm 641 mm 670 mm
Seat Tube 392 mm 395 mm 410 mm 450 mm 500 mm
Head Tube 93 mm 93 mm 95 mm 110 mm 125 mm
Head Angle 66.5° 66.5° 66.5° 66.5° 66.5°
Seat Angle 74.5° 74.5° 74.5° 74.5° 74.5°
BB Drop 61 mm 58 mm 57 mm 57 mm 57 mm
Chainstay 430 mm 430 mm 430 mm 430 mm 430 mm
Wheelbase 1089 mm 1124 mm 1150 mm 1181 mm 1212 mm
Reach 380 mm 415 mm 440 mm 465 mm 490 mm
Stack 603 mm 600 mm 600 mm 614 mm 628 mm

As expected, the geometry of the Epic World Cup is aggressive. With a head angle of 66.5°, which is rather slack for an XC race bike, it also offers a lot of composure on the descents, instilling you with confidence. The special paint job undoubtedly also provides a boost to your ego. The colour-matched RockShox SID fork, the smooth fade, and the red shimmering effect are real eye-catchers.

Helmet POC OMNE Air MIPS | Jersey POC M’S Air Tee | Socks Pas Normal Studios | Shoes Giro Sector

Is this still gravel? The Specialized Diverge STR Pro

Specialized Diverge STR Pro | 9.4 kg (size 56 with 3 bottle cages) | € 9,000 | Manufacturer’s website

The Specialized Diverge STR caused quite a stir in the drop bar world during its official launch at the end of 2022. A full-suspension gravel bike? You might as well buy a mountain bike then, right?

Specialized remain true to their philosophy of innovation with the Diverge STR, rethinking the topic of suspension on a gravel bike from the ground up: instead of relying on mountain bike components, they developed a completely new damping system specifically for the requirements of gravel riding. The replaceable seat tube acts as the spring, with different stiffness options available to tune the ride. The shock inside the top tube operates on the pull stroke, offering controlled rebound and compression damping, thereby preventing uncontrolled bouncing. Up front, you’ve got the Future Shock 2.0, which sits in the head tube under the stem. It consists of a small coil inside a damping cartridge, allowing you to adjust the rebound by a total of 9 clicks via a dial on top of the stem. As such, you’ve got on the fly adjustability, offering everything from a plush, open setting to a firm platform that doesn’t bob, (though you can’t lock it out completely).

Wooosh! The Diverge STR Pro glides over bumps like a magic carpet.

 

Both the rear suspension…
…and the front suspension can be adjusted on the fly.

 

The rest of the components suit the concept of a high-performance all-rounder. The 42 mm wide S-Works Tracer tires offer grip and compliance with low rolling resistance, capable of excelling on almost all surfaces. They proved as much in our big gravel tire group test. The SWAT compartment in the down tube, triple bosses in the front triangle, and eyelets on the fork offer lots of on-bike storage options, so you can be prepared for all eventualities on epic rides. The mullet drivetrain, with its large 10–50 t MTB cassette and 40 t chainring, offers plenty of reserves for steep climbs. Evidently, the components of the Diverge STR Pro have been carefully specced, catering to many different use cases. The Satin Blaze/Violet Ghost Pearl Fade paint job looks as extraordinary as it sounds: the flip-flop effect gives the colour a different shade depending on the light and the angle from which you look at it, making the Diverge STR Pro one of the most extravagant bikes on the gravel.

Size 49 52 54 56 58 61
Top tube 527 mm 540 mm 556 mm 570 mm 586 mm 597 mm
Seat tube 390 mm 430 mm 470 mm 500 mm 530 mm 560 mm
Head tube 100 mm 100 mm 115 mm 130 mm 155 mm 182 mm
Head angle 70° 70.5° 71.25° 71.75° 71.75° 71.75°
Seat angle 74.5° 74.25° 74° 74° 74° 74°
Chainstay 429 mm 429 mm 429 mm 429 mm 429 mm 429 mm
BB Drop 80 mm 85 mm 85 mm 85 mm 85 mm 85 mm
Wheelbase 1,023 mm 1,027 mm 1,034 mm 1,044 mm 1,060 mm 1,078 mm
Reach 365 mm 374 mm 383 mm 392 mm 401 mm 410 mm
Stack 569 mm 576 mm 593 mm 609 mm 633 mm 659 mm

The progressive geometry has a relatively long reach and wheelbase for a gravel bike, intended to boost your confidence on the descents and offer a comfortable long-distance riding position, while remaining efficient and aerodynamic. The somewhat steep seat tube angle compensates for the sag of the rear future shock suspension. On paper, this results in a modern all-rounder with massive reserves for all kinds of adventures. Time to race the bike on our test track! For those who want a more in-depth look at the Diverge STR, check out Robin’s detailed review in GRAN FONDO.

Helmet Sweet Protection Falconer Aero 2Vi | Eyewear Alpina Ram HR Q-Lite | Jersey Rapha Explore Technical T-Shirt | Bib Rapha Cargo Bib | Shoes QUOC Gran Tourer II

Gravel shootout! Specialized Diverge STR Pro vs Specialized Epic World Cup

Right. Let’s get down to business. What are these bikes capable of? Do the differences run deeper than just the shape of the bars? We took the Specialized S-Works Epic World Cup and Specialized Diverge STR Pro to bella Italia to find out just that, indulging in Dolce Vita, lactic acid, and some serious wattage battles. Tuscany offered us the ideal conditions with its long gravel roads, winding trails, countless steep climbs, and excellent coffee.

On your marks, get set, Go! When pulling away, the Epic World Cup shows what it’s built for. The ultra-lightweight Roval Control SL wheels and ample grip of the 2.35″ Specialized Renegade rear tire allow it to take the lead. 1:0 for the Epic!

The lively acceleration of the Epic also makes it the bike of choice for Tuscany’s countless steep climbs, with gradients of more than 20% and loose surfaces. Since the suspension of the Epic World Cup decouples the rear wheel from the rest of the bike, it sticks to the ground even over big bumps, generating traction whether you’re standing or sitting, which isn’t the case with the Diverge STR. Add to this the 34 t chainring and 10–52 t cassette on the Epic World Cup, and it’s unbeatable on the climbs, leaving the Diverge STR Pro behind. The rear wheel of the gravel bike struggles for traction, especially on loose or rough terrain. This is where you’ll notice that the Future Shock suspension decouples the rider and not the bike, with the rear triangle remaining completely rigid. The rear tire is more likely to bounce off the ground when rolling over big obstacles. As such, the rear tire will spin out unless you time your pedal strokes carefully. 2:0 for the Epic.

The Epic World Cup provides unparalleled levels of acceleration and traction…
…allowing it to take the lead on the climbs.

Once the two bikes have been brought up to speed, the tide turns. On straight sections, both the Diverge STR Pro and the Epic World Cup break the 30 km/h mark with ease. In the long run, however, the Diverge STR Pro proves to be more efficient, making it significantly easier to maintain that pace, which is largely due to the more aerodynamic riding position. 2:1, the Diverge STR is catching up!
The 6 additional teeth on the chainring of the Diverge STR Pro offer more reserves at the upper end, allowing you to keep pedalling at a comfortable cadence for longer on fast, smooth descents. While the Epic World Cup puts the rider in an aggressive riding position, and you can get into a more aerodynamic stance by grabbing the handlebar closer to the stem, the drops of the Diverge STR offer significantly more comfort and control, letting you keep a finger on the brakes. That way you stay tucked for longer, and save energy. 2:2 – even!

Fast for longer! The Diverge STR Pro is more efficient at high speeds, pulling away from the Epic on the long haul.

You can adapt your riding position on the Diverge STR Pro to suit the situation. From stretched and aero in the drops to comfortable and upright on the tops, it allows a mixture of different riding positions, which significantly increases long-distance comfort. The Epic World Cup forces the rider into an aggressive position, and to hold it for a long time requires a certain level of core strength. Both bikes do a remarkable job of absorbing bumps and vibrations. The Future Shock system on the Diverge STR Pro and the RockShox air suspension on the Epic World Cup performs convincingly throughout.
The Diverge STR Pro is surprisingly capable on the descents, but the wider tires, wide, flat handlebar, slacker head angle, and 110 mm travel fork on the Epic World Cup let you maintain control at significantly higher speeds.

That tractor feeling!
The Epic World Cup instils you with confidence on fast descents.

In terms of handling, both bikes are highly predictable and composed, coupled with precise and direct steering. Regardless of whether you’re on a tight and winding trail or a fast and open straight, the Epic World Cup and the Diverge STR Pro both are a blast to ride, making you feel confident and in control. It’s a tie!

The biggest common denominator: they’re fun!

MTB or gravel bike? Which suits you best?

Unfortunately, there’s no general answer to this question. Ultimately, you should never choose a bike based on the category; you should pick a specific model, regardless of the label! However, in the case of Epic World Cup vs Diverge STR Pro, we can make a clear recommendation!

Specialized Epic World Cup 2023

Specifications

Fork RockShox SID SL Ultimate Brain 110 mm
Rear Shock RockShox SID WCID 75 mm
Seatpost Roval Control SL - mm
Brakes SRAM Level Ultimate Stealth 180/160 mm
Drivetrain SRAM Eagle Transmission XX SL 1x12
Stem Roval Control SL 70 mm
Handlebar Roval control SL 780 mm
Wheelset Roval Control SL 29"
Tires Specialized Fast Trak S-Works T5/T7/Specialized Renegade Control T5 2.3"/2.3"

Technical Data

Size XS S M L XL
Weight 9.6 kg

The Epic World Cup is aimed squarely at the racers: uncompromising, aggressive, light, and fast, predestined for fast sprints, steep climbs, and technical descents. If you think a longer travel bike will always be more comfortable, think again. The Epic World Cup is much more aggressive than the Diverge STR Pro, requiring a high level of fitness to be fun on a long ride. The Epic World Cup is a thoroughbred race bike, which is underlined by the lack of dropper post to save weight, which we think definitely belongs on every mountain bike. In short: if you’re looking for a comfortable all-rounder, you better look elsewhere. The Specialized S-Works Epic World Cup is at home on the racetrack!

Specialized Diverge STR Pro

€ 9,000

Specifications

Fork rigid fork
Seatpost S-Works Carbon Seat Post
Brakes SRAM Force 160/160 mm
Drivetrain SRAM Force eTap AXS / XO1 1x12
Stem Future Stem, Pro 100 mm
Handlebar Roval Terra, carbon 420 mm
Tires Specialiozed Tracer 28"

Technical Data

Size 49 52 54 56 58 61
Weight 9.42 kg

Specific Features

Future Shock Suspension System both front and rear.
Very high level of compliance
SWAT Box storage compartment in the downtube
Many parts are in-house designed and manufactured

The Specialized Diverge STR Pro looks like an extravagant off-road specialist, but it turns out to be a very versatile bike. Admittedly, it can’t keep up with the Epic on tight racetracks with steep climbs and loose ground, which is home turf for the Epic World Cup, but it makes up for it with versatility. It excels on everything from asphalt to singletrack, where it proves to be comfortable, sporty, capable, and loads of fun. Unfortunately, the shocks on the Diverge STR increase the number of moving parts that require regular servicing and can wear out over time. However, that comes with the terrain, as the Specialized Diverge STR Pro is a high-tech gravel bike.

Conclusion

The boundaries between XC and gravel are becoming increasingly blurred. In addition to the shape of the handlebar, however, there are very clear differences. A drop-bar bike isn’t necessarily sportier than a MTB. You’ll find specialists and well-balanced all-rounders in both categories. On fast straights, however, even high-end XC race bikes can’t keep up with skinny-tired gravel bikes. And gravel bikes like the Diverge STR Pro are becoming increasingly capable off-road, though they’re a far cry from modern mountain bikes, which is good. Easy singletrack is more fun on the Diverge STR Pro, because it’s less forgiving.

Der Beitrag MTB or gravel bike? Specialized S-Works Epic World Cup vs Specialized Diverge STR Pro erschien zuerst auf GRAN FONDO Cycling Magazine.

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magped’s magnetic gravel pedal in review – Is clack the new click? https://granfondo-cycling.com/magpeds-magnetic-gravel-pedal-in-review-is-clack-the-new-click/ Tue, 23 Jan 2024 10:00:39 +0000 https://granfondo-cycling.com/?p=106659 106659 magped have introduced a new type of magnetic pedal designed not only to provide a smooth circular motion, but also to protect your joints and ensure easy release in critical situations. The question remains: is it possible to make a magnetic pedal which maintains a secure grip, but is also easy to get out of when you need to? We checked it out for you.

magped GRAVEL | Tester Erik | Test duration 3 months | Price € 189.00 | Weight 212 g per pair | Manufacturer’s website

magped launched their magnetic safety pedals in 2018, and have since evolved to produce pedals for a variety of bike categories. Using a patented magnetic mechanism, these pedals allow the shoe to be removed from the pedal safely, quickly and easily. This innovation has created a new category of pedal alongside flat and clipless pedals. We tested their gravel version and were immediately impressed. Weighing just 212 g per pair, we haven’t come across a lighter gravel pedal yet! That said, at € 189, these pedals are in the upper price range.

Cling instead of clip! magped GRAVEL pedals use magnetic forces to connect your shoe to the pedal.

Preparation

To maximise the performance of magped GRAVEL pedals, you’ll need a 2-hole SPD shoe. Instead of a cleat, a flat metal plate is screwed on to make contact with the magnet in the pedal. There’s also a positioning plate supplied to help centre the connection at the ideal point of the magnet. Before your first ride, it’s important to adjust the magnet’s height to ensure optimum grip. Fitting the magpeds to your bike is the same as fitting any other conventional pedal. Then, simply slide your shoe over the pedal and wait for the distinct “clack” sound that indicates you’re securely attached.

Three pairs of these spacers are included in the kit.
The aim is to set the ideal distance to the sole of your shoe.

First impressions

The first thing you’ll notice is that the shoe is not rigidly attached to the pedal. Instead, it allows a subtle, natural rotational movement without compromising the connection between the shoe and the pedal. As a result, there’s no need to adjust the pedal to accommodate external knee rotation, unlike, say, an SPD pedal.
The pedal can be engaged and disengaged in any situation and, after a short period of familiarisation, the whole process is intuitive. Once you have “clacked in”, the shoe sticks to the pedal, stays connected and resists pulling forces. In normal gravel riding conditions, the system holds well and also gives a smoother circular motion – a clear improvement over flat pedals. However, a crucial point to remember is that a magnetic connection is not a fixed mechanical one, as is the case with a clipless pedal, so it is always possible to pull out of the pedal if you apply enough force. In our test, the pedal only disengaged at extremely high cadences, with a significant amount of force, or when the rider suddenly tried to lift the bike with the pedal. On longer rides, the system feels remarkably comfortable and natural, largely due to the small amount of float allowed by the pedal. We deliberately created situations requiring rapid or unexpected dismounts and the system performed flawlessly throughout.

We didn’t notice any difference in grip in wet conditions, although it’s logical that a thick layer of dirt on the pedal or shoe could potentially reduce the magnet’s hold. However, in our test with the Five Ten Hellcat Pro shoe, we found that dirt hardly adhered to the flat metal plate. During use, simply wiping the shoe against the ground or the pedal is enough to remove most of the dirt. Alternatively, a puddle will do the trick with no noticeable loss of functionality. When the shoe becomes slippery with mud, it’s a little harder to engage the pedal, but once it’s “clacked in”, full functionality is restored. Thanks to its streamlined design, the pedal itself doesn’t easily accumulate dirt. In addition, both the metal plate on the shoe and the magnet on the pedal have large, flat surfaces, making them easy to clean.

Metal to the pedal! Instead of cleats, magnetic metal plates are attached to the compatible 2-hole SPD shoe.

Who is the Magped for?

The pedal delivers what it promises and, in our experience, falls somewhere between a flat pedal and a clipless pedal. However, if you’re expecting the full connection performance of a clipless pedal, you’ll be disappointed. It’s not a complete replacement for a clipless, as it can accidentally disengage under higher load – in extreme situations this could lead to a loss of control. This pedal represents a new category with its own characteristics, and that’s a good thing. There is a slight compromise in holding power for the benefit of safe disengagement at all times. If you deliberately choose these characteristics, the magped pedal offers a thrilling experience – kudos to the inventors.
We see the magped pedal primarily as an upgrade to the flat pedal, ideal for riders looking for increased pedal control and a secure connection for pulling on the upstroke without compromising comfort when disengaging. It’s particularly suited to the fun-oriented rider who prioritises enjoyment over squeezing out every last ounce of performance.
If you’re an ambitious or performance-oriented rider looking for the firmest connection to the pedal, want to extract maximum power from the pull phase, and are comfortable dismounting from a clipless pedal, then you should stick to the tried and tested clipless system.

The magped GRAVEL is an incredibly lightweight and straightforward pedal. It offers superior grip and control compared to a flat pedal, yet allows for effortless disengagement. Despite the tight fit between shoe and pedal, the foot can still rotate slightly, which we found to be remarkably comfortable while riding. Depending on your intended use and performance requirements, the magped GRAVEL can offer a notable advantage.

Tops

  • better grip on the pedal
  • very light
  • easy handling
  • metal plate on shoe doesn’t interfere with walking

Flops

  • high price
  • spacers may need to be adjusted to fit different shoes

For more info visit magped.com

Der Beitrag magped’s magnetic gravel pedal in review – Is clack the new click? erschien zuerst auf GRAN FONDO Cycling Magazine.

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