REVIEW: POC goes big on SS21 Devour sunglasses

SUMMARY READ: A massive pair of shades aptly named the Devour. Features POC’s clarity lens technology, exceptional coverage, and is geared towards off and on-road (equally at home in either scenario). Adjustable temple lengths, easy swaps, Zeiss lenses, and a bright light spectrum star in this show. And they shine brightly.

USE CASES It’s stage 20 of the 2021 Giro D’Italia. We are roadside of the Splugenpass, spectating two-thirds on the way up the climb, now perched in city clothes, drinking a panache, and settling in to watch a little bike pedaling. Sunglasses on, a passerby shouts out, “now those are some big cycling shades.” Damn straight.

When the Devour frame was released, our reaction, coupled with the Internets’, was that POC broke the mold for oversized eyewear, following a trend blazed by 100%, Oakley, Smith, and others. Measuring nearly three inches top to bottom and six and one quarter inches side to side, yes, these are absolutely massive and equally divisive.

The undeniable constant however is the quality POC belts out with each collection (owing to their lens partners + in-house design?). In forests and brightly lit mountain passes (the latter not being their intended playground), they are so overwhelmingly capable. And their functionality - with three-tiered temple adjustment which creates complete customization - they are exceptionally good.

After 6 weeks of abuse, the Hydrogen White frame is showing some signs of wear (not as bright white anymore), but they are still rather resplendent. The MTB Silver Mirror Lens, while rated Cat 2 for light, is much more versatile than described, IOP.

Roadside atop the Albulapass. Even in bright light, these shades were great uphill and on descents.

ARE THESE SUNGLASSES OR GOGGLES? Yes, good question. These are very big sunglasses that definitely favour large faces. But never so much so that they look too big or out of place; the vibe is more performance and protection, not hilarity and irony. You will love them if you love the general Scandinavian POC aesthetic, a cool day out on the bike without convention, or just a great all-around sunglass to transition from road to trail with style to spare.

Comes with a clear lens for extra low light and trail rides. Priced at SFr. 299.00 and available in seven different frame colours and various lens types.

The many personalities of cycling part II: Oakley Sutro Lite Review

I’m not sure why this post has been the most successful in this young blog’s history. Honestly, it’s comprehensive enough and offers OK insights into one of the best Oakley frame shapes from recent years. Perhaps it articulated the frame’s design brief quite well. That cycling has, of late, moved beyond convention and is far from one dimensional. In any case, owing in some part to the posts’ popularity, Oakley was kind enough to send a Sutro Lite (in white) for this review. Fingers crossed the search results are just as good.

Spec wise this is a semi-rimless update (more on that later) of the Sutro frame shape. It was quietly launched late during last year’s truncated season on the faces of big name Oakley sponsored cycling royalty with the same or similar high-wrap shield concept. It boasts the same road-enhancing Prizm lens type - probably one of the best if not the best available - and the same adherence to creating something highly adaptable, well-suited to road riding, running, trail, post-ride coffee shop, for which the originals gained notoriety. When on, they feel more like a redesign than a revamp, due specifically to major functionality upgrades that will appease road-specific users who found fault in the originals.

Seen perched in the Swiss hills: a subdued and mostly perfect pair of cycling sunglasses.

Road impressions of the Sutro Lite were overwhelmingly positive. They come with (our opinion) an enhanced frame shape, textured gripping nose pads and rubberized arms (specifically where the sunglasses hit the helmet strap), or what we’ve dubbed, “the triumvirate.” A considered effort by a big name in performance cycling to get back to its roots.

Interpreted another way, one suspects that Oakley got a lot of feedback (some good some not so good) on the originals: great courier-inspired frame, cool-looking flared design. But the originals moved around way too much. Particularly on hot climbs and in high temps when sweat is pouring down.

Well, all previous qualms quashed. All concerns obliterated thanks to two things: the rimless design and much richer feature functionality. While the Sutro Lites still fall into the camp of oversized frames, they’re actually pretty tame relative to other Oakley designs and new 2021 releases. Also going rimless makes these much more performance-oriented. While that may come at the expense of street appeal, it’s a play to Oakley’s core user — the dedicated athlete. Rimlessness is next to godliness in cycling, and the added field of vision, especially in the periphery for lane changes, is unobstructed, amazing and arguable far better than the originals.

A pretty dope looking pair of shades in countless environments. Seen here with 24K gold lens type.

In summary (I love quick summaries), they’re a bit retro, a bit performance-driven, a little pricey and entirely worth it.

32 near weightless grams - a cycling sunglass geared towards medium to large faces. Retails for USD$184. Ten different frame colours available. More here.

Obey the Jensie: Silca's super smooth chain lube is awesome, says this highly unscientific review

Bicycle chains can be totally silent, frictionless, and experience up to 10x less wear during their lifespan. That’s the claim, at least, with the right lube. And while this humble bike blog can’t validate said claim in a lab, we can put forth this unscientific commentary to substantiate it, or at the very least, try.

Late last year, we took receipt of the lube seen above and have used it routinely on our road, gravel and MTB chains. Aside from a noticeable drop in black chain gunk (improvement compared to most mass petrochemical-based lubes), there are several reasons why we’re now using it exclusively (none of which involve Jensie’s spokesperson contract).

As one well known Cycling Tips editor put it, for evidence of the efficacy of wax lubes, think about what happens when you drip water on a hard wax candle. Waterproof. Now think about water coming into contact with your waxed chain when riding across different road or trail conditions. Sold?

To prove that this is the stuff of legend, Silca had Australia-based ZeroFriction Cycling test the lube to prove its efficacy (this is the world’s leading lubricant testing facility). They found its core formula to be the most silent running, and lowest-wearing drip lubricant ever tested. MIC drop. “It’s like noise-canceling headphones without the headphones,” added Silca CEO Josh Josh Poertner in a release.

Some details about the lube: this is an emulsified wax that goes on like any other drip lube but with subtle differences. Like every other lube, it requires a super clean or new chain for the ideal application. Unlike other lubes however, it requires a steadier hand for application on each chain link, rather than a liberal squeeze as you turn the cranks. (Otherwise, you end up for a very waxy, undesirably-lubed chain.) Once on, spreading the lube with two fingers across the chain ensures even distribution.

We repeated this process thrice over a 6 week period, each time degreasing and reapplying the lube in a process taking no more than 20 minutes. We let the wax sit overnight, then with a clean dry rag, turned the crank about 30 times to clear out the excess (which is obvious as it dries white). Unscientific variable control again, but over that time we formed a couple opinions.

Without a specific DB measurement device, we do have to agree with ZF’s assessment: this lube really is quiet AF. But most importantly (is there anything more important than that, actually?), is the durability of each application. While we degreased and reapplied the lube mostly out of habit, we’re sure the chains didn’t need it. Two, three, four hundred kilometres later - they could have kept going. Quietly, too.

As with all lubes, effectiveness here will be determined by starting with a clean chain and adhering to an acceptable level of maintenance, whatever that means for you. This video helps break down the degreasing process. The air-drying secret sauce does the rest. Wipe and marvel at the chain’s cleanliness after each ride for even longer-lasting results. Again, unscientifically speaking.

Is this your next lube? It is slightly more expensive than others, sure, but silence is absolutely worth it. Super Secret Chain Lube is available at silca.cc.

REVIEW: Scott Centric PLUS MiPS, one of 2021’s most comfortable, classic looking road helmets

Seen above: our previous and primary reference to all things Scott (until maybe three weeks ago). Aero designs turned Dark Helmet memes. Happy days for the Internet, indeed. We’d test-ridden a Foil once, but ya, otherwise a cycling brand to which we’d had limited exposure.

With the receipt of the Scott Centric Plus with MiPS, all that has changed. All past perceptions, out. We are so impressed with the classicism and weightlessness of this design. More importantly, any gripes about the fit of the old Centric (which we’ve seen discussed online) can now be tossed out: this is one of the best fitting performance road helmets available in 2021. Full stop.

Scott graciously sent a large for these pages. It weighs in at a feathery 270 grams, comes high-vented in the traditional sense, has a rear rubber dial to customize fit millimetres at a time, features MiPS’ latest rotational impact protection, lots of latitude in helmet strap adjustability and perfectly placed vents for sunglass caddying.

Very feature-rich for a helmet that’s sold in most LBSs and online for about $200 EUROs (22OCHFs).

Stock pic from the Scott catalogue: a variant of the Centric in faded violet.

This is a complete redesign of the Centric design for 2021, and it shows. There’s an incredible amount of consideration and rider feedback that has gone into it, primarily from athletes on company-sponsored SCOTT SRAM and others. (For background, the original Centric hit the pro peloton in 2016; at release, both it and the Cadence (aero) were heavily touted as windcheaters. The fit and design however did not satisfy a select few.)

There are 18-ish vents on the new design and some refinements made to the Centric’s overall aesthetic. These are not minor changes; moreover, they are statements of the company’s design capabilities and their commitment to creating one of the simplest and best updates for 2021. A helmet that will satisfy both the road and cross-country market in spades.

The Centric Plus as sent: crisp and clean in matte white.

Ride feel From amongst the many helmets we see in the office, we very often struggle with the fit across sizes. A large is not a large across brands, with many helmets not catering to the fringes, the big-headed, to satisfy demand for lighter-weight helmets that still feature MiPS or an equivalent.

Not the case with the Centric Plus. There are no sacrifices made here: there is depth in the helmet to ensure an ample amount of protection and customization to ensure an excellent fit on the bike. I liken the functionality to early iterations of POC’s Octal (which have since changed); a design that was previously atop our podium but might just have been usurped with the Centric. No easy feat.

Generally speaking, this a low-weight, breathable and classic looking helmet that’s distinct enough to add a dash of style and weightless enough to barely feel it on when riding. Given that you’ll never want to test a helmet’s impact protection personally, this is ultimately the best measure of any road helmet’s appeal. Highly recommended.

REVIEW: Q36.5 launches unique shoe collection at autumn gravel camp in South Tyrol

Q36.5 has developed into a cult brand since its founding, sewing futuristic kit which is genuinely dissimilar to anything else like it in cycling. Having already established new boundaries in apparel, the brand launches road and gravel shoes, applying a similar design philosophy to its footwear.

“I was manic about cycling shoes throughout my career,” explains Q36.5 founder Luigi Bergamo at a press camp held last autumn in Italy which we attended. “What we are introducing furthers innovations in cycling shoes - from Look pedals, to Sidi buckles, to BOA dials. These were all revolutions in performance.”

Bergamo at the Unique Shoe launch last autumn in South Tyrol.

“Now we have a completed the Q touch concept – saddle, gloves and shoes – leveraging principles of thermoregulation and performance from our kit and applied them to something innovative in shoes.” 

Q36.5’s road and MTB/gravel shoes will be available in Canada and across parts of Europe this month. The shoes were developed after an in-depth last analysis done on 1,000 different feet types, 15 prototypes and 1,000 hours of testing. The heel, girth and instep have been designed precisely to contour the foot. The shoes’ “power wrap” (a soft touch sock sown into the shoe) holds feet in place to provide ergogenic aid during the pedal stroke.

The footbed – tested extensively by former pro and Q.36.5 marketing partner, Mario Kummer – reduces pressure in the foot by 10 percent according to the company. “It’s always a challenge to innovate – how stiff is stiff enough? How can we really take pressure away from the foot? The result – we believe – is a more comfortable, better performing solution than what is currently available today,” Kummer explains.  

To dial fit, Q36.5 established a partnership with shoe closure brand BOA, using their ubiquitous dials to control foot volume on both the road and MTB versions. (Interesting stat: sixty six percent of 2020 TDF riders rode on shoes with BOA dials.) The road version comes in black, white and mango and weigh in at 230 grs (size 44). The MTB shoe comes in the same colourway and just slightly heavier at 330grs. A stiffer carbon compound has been added beneath the toe box where the shoe taps on the pedals for all the extra watts. “This is not the lightest shoe in the market, but it is one of the most innovative and performance driven,” adds Bergamo. Both versions come with Elastic Interface memory foam insoles.  

Ride impressions — The riding at this press camp, led by Kummer, sits on the knife edge of gravel and trail riding, with roads punctuated by Dolomitic panoramas at every turn. We were offered a pair of the MTB versions to test and write about for this article and have since used them for a few weeks of trail riding in Switzerland. If ever riders struggle with finding a comfortable, high-performance shoe, this is one we can confidently recommend. The caliber of its design and quality of the build is clear from the moment they exit the signature Q shoe bag, complete with branded shoehorn – all the trimmings you’d expect for a shoe at this price point.

The inner liner of the adventure shoe feels effectively like a soft foam sock, loosened or tightened at 1mm increments with BOA dials. The result is a sublime contoured fit translating into joyous pedal stroke after joyous pedal stroke.  

The only knit – if we have to identify one – is heel cup fit, which could be refined – particularly when hike-a-biking in mud. The in-ride feeling otherwise is unparalleled. Much like wearing their clothing, it presents a very specific version of what cycling shoes should be. In this instance, an iteration we expect will be popular amongst very discerning cyclists.

(Unique Road Shoes CDN$690/EU$420, Unique Adventure Shoes $CDN590/EU$360. Available in white, black and mango).

Review: Spatzwear takes a stab at building best-ever winter base layer

Previously devout to merino layers under jackets and jerseys almost exclusively, the Basez 2 caught our attention in December after a colleague with whom we ride often recommended it. It is feature-rich with a woven fabric across the chest and arms and designed specifically to trap warmth during cold weather road rides.

Upon receipt (thank you Spatzwear for supporting this blog with product), expectations were high. The raised neck is outstanding and almost negates the need for a buff entirely; the fabric (a synthetic blend) is soft to the touch; the cut specifically in the torso and arms are the kind of details you want in winter kit; the weave (seen on other base layers, for sure) traps heat when worn. However is it one of the best base layers (as some recent reviews indicate), particularly in a kit market spoilt by choice?

Monikers like “best” are always hard to substantiate IMO, as diversity of kit in 2021 is never-ending. In Spatzwear, however, founder Tom Barras is on to something. He conceived the base layer with input from Alistair Brownlee; the company says pros now use it under official team kit for training — a Gabba-ish tip of the cap and statement to its quality.

“I designed the Basez 2 to be different to anything on the market - a garment to replace 2-3 other layers but offer the same warmth,” Barras explains in an interview done over email, himself a former professional. “When you add this to the long neck, dropped rear and thumb loops, you have what we think is the best base layer on the market.”

To create something that supersedes everything that arrived before is difficult, but not impossible. What is evident in the Basez 2 is a clear vision. The performance cut is sublime (we’re 185cms and 170 lbs and took a M/L) and a welcome and warm addition to rides in temperatures as low as -8C. We did not find it warm enough as a stand-alone under outer layers (as claimed), but this is entirely subjective.

What is undeniable is the commitment to solving the problem of cycling in cold, which is the inability to stay warm without unnecessary bulk. In this, Barras and the Spatzwear squad have made great strides. We definitely look forward to seeing which directions the company explores moving forward.

Spatzwear’s signature product however is their road shoe cover — the Roadman II — with its length, premium neoprene, taped and welded seams, thermal fleece lining, kevlar reinforcement and silicone water sealing just some of its features. We were sent this product too upon request for the base layer.

We’ve used a variety of shoe covers in the past. Some warm, some waterproof, but to find both is rare - till now. To give these a proper go, we wore them overtop a summer road shoe — the Giro Prolight Techlace. While aesthetically underwhelming, performance and quality of the Roadman II is of little doubt. Two to three-hour rides in temps between 0-5 degrees were realistic and did not end with a dash indoors (as is customary) to thaw out. Breathability was a little suspect, as by the end some moisture had built up inside the shoe. But if it’s a trade, we’ll opt for warmth over insubstantial moisture every time.

Almost makes winter cycling shoes obsolete.

Ridley's Helium SLX Disc: the Belgian bike maker hits all the high notes with this pure climber

Due to some tumult in the universe and several unforeseen postponements, the 2020 Ridley Helium SLX arrived at ours 12 months after its initial release. The wait was worth it. This beautifully built, accessible climber boast stiffness, responsiveness and fun — in short, everything you want in a classic road bike.

Strada Bianche was the originally proposed ride/test location for the Helium SLX. The prospect of images of its classic tubbing juxtaposed against the white Italian chalky roads excited both us and Ridley’s marketing dept. The race and GF cancellation however put those plans on hold. Instead, pictured above, the Helium SLX sits perched in Autumn in what is ultimately its natural habitat: the mountains of central Switzerland on the Walchwilerberg — an intensely steep 5KM climb and relentless proving ground for a bike’s ability to ride hard uphill.

Cyclist UK posted a really solid review of the Helium SLX Disc earlier in the year - a detailed look at the bike’s weight and build specs, along with some general ride impressions, many which we strongly agree with. For additional insight into the bike’s performance and specs, we suggest you read it in addition to what follows. Our test version was spec’d with Dura Ace Di2, Forza components and wheels and Vittoria Graphene Pro 2.0 tires. With a classic grey, white and burgundy paint job, this is a very high-end stock build that left little to be desired.

Anyone who appreciates cleanliness will immediately take note of the aesthetic and the subsequent weightless feel of this bike.

Often times on fancy test bikes, we’ll avoid riding a bike aggressively on gravel for want and desire to return the bike as it was delivered: near new. This frame, however, arrived with a couple clear signs of use, having made the rounds for various European bike reviews on sites like this one. Knowing this, we took the Helium SLX to climb steep switchbacks on road, on gravel and on surfaces where we wouldn’t likely venture with our own trusted steed. The confidence and competence of this bike in all the above situations shone through at every turn.

Objectively speaking, the bike and I didn’t have an immediate love affair — I found its airiness unnerving, particularly on tight descents. I found the Forza bars narrow, which also didn’t inspire the ride feel I’m accustomed to.

However once the fit was dialled in — with minor saddle set-back and handlebar adjustments — it was as if the bike was immediately transformed; the feeling of riding it exuded pure joy, particularly on climbs. Descending only got faster as comfort levels increased, aided by beautifully-modulating DA components. As for bike’s responsiveness on the flats, for a traditional non-aero-focused frame, the Helium delivered speed aplenty, buoyed (in part) by a slightly beefier head-tube that transferred out-of-the-saddle accelerations smoothly and responsively.

At Ridley HQ in 2018; the company has committed itself to performance, designing, testing and shipping bikes from its factory in Belgium.

The two things we enjoy most about the bike is its frame weight (780grams) and the “F-Steerer” technology (used on the Noah Fast bike aero bike) which allows for its integrated and very clean cockpit. This bike feels at once modern and traditional, accessible to home mechanics because of its adherence to tradition and simplicity but also it being feature-rich without excessive complications that have, in many ways, become the norm for modern builds.

Forever fans of traditional tubbing, simplicity and feel — this bike appeals on multiple levels. A great descender, an all-star climber and loyal lieutenant that does not disappoint. At the price (EUROS 6,400 for the Ultegra equivalent), it is offers accessible performance that should appeal to most. A machine that is truly comfortable and more importantly, fun to ride, in almost every environment. More details here on Ridley.

Alba Optics cycles through uncertainty to make a rather awesome pair or sunglasses

By mid-summer, during an albeit brief post pandemic period when global infection rates cooled and cycling participation soared, Alba Optics was under a massive inventory crunch. Local retailers were meeting domestic demand, but a surge in rider desire to sport new kit emptied out most of their DELTA and STRATOS models online. “Like the rest of the world, Covid-19 caught us off-guard,” explains Alba co-founder Piergiorgio Catalano over interview.

In Alba Optics, retailers and stockists had taken a bit of a flyer. A three-year-old company headquartered outside Milan wanted a piece of the cycling apparel industry yet it now had no inventory to sell. A good problem, in most circumstances, but less so when future production hinged on a supply chain buckling under the weight of restrictions. While their frames, lenses and packaging were made 20km from their studio, it was unclear when stock levels would normalize.

As September rolled around, several weeks after we first connected with Alba, we had a pair of DELTAs with photochromic lenses in hand (thanks, Erin.). Their site was back to normal too, showing availability for most of the frames that have made the young brand popular.

After weeks of riding in the DELTAs, we can confirm two things: the frame shortage and growing brand following for these retromodern specs are entirely well deserved.

At a press camp with Q36.5. Pictured left, the DELTA clear with photochromic lens. Perfect in fast changing light conditions as we ascend out of the valley to forested Dolomite gravel. On the right, retired pro Mario Kummer.

Small brands like Alba Optics offer something more than just sunglasses — a fact their co-founders Luca Gentile and Piergiorgio Catalano are acutely aware of. They’re a signal seen by others that success is valued in many ways, not just in podium finishes. In Alba, riders see a bit of the everyday. Solitary moments — however ironic, since they are shared relentlessly on IG — on trail, climbing passes, basking in sunny summer miles or shivering through early winter efforts; in the inglorious moments we all share, Alba is one small unifier joining a global community rallied around riding.

The company takes pride in being located in cycling’s manufacturing heartland, dedicating itself to exploring the tiny details and nuances of Italian craftsmanship to which the brand proudly ties its name (Alba is also the name of a town in Italy’s Piedmont region). Gentile and Catalano explain that Alba — at least to them — means exploring new life and writing your own rules — an ethos that helped them leave their jobs two years ago to dedicate themselves fully to the company.

“When Luca and I quit our full-time jobs,” Catalano adds, “we wanted Alba to build a collection with a few signature styles, keeping it simple but doing it well.”

The DELTA’s on the left. Outstanding for changing light conditions.

After five weeks of riding with the DELTA — on dark morning trails, high UV roads in northern Italy and in the rain — we can confirm these specs are up to just about any task. The photochromic lenses are the perfect compliment to riding in changing conditions, adapting to dark tunnels in seconds and immediately darkening in bright conditions. A true all-rounder.

While they are undeniably handsome and unique, the only knit with the frame is the arm length — a bit short if you suffer from having a rather large head or face (guilty). Perhaps the STRATOS model with adaptable arm length is better suited to these riders, myself included. (Both the SRATOS and SOLO frames solve for this with adjustable arm lengths.)

The DELTA however is a true stand out in a sea of large frame shapes — a very distinct and performance-driven design that knows few boundaries save, perhaps, for your ability to find a pair. The DELTA SNW VZUM™ FLENS is available from Alba Optics for 199 Euros.

RMU Launches MTB Cargo Collection on Indiegogo

Because I recently bought a MTB, I am suddenly interested in cargo bags, accessories, float, sag and a bunch of other kit and words whose name and uses are somewhat foreign but slowly becoming less vague and meaningless. Add to this list new product from RMU - a Colorado/Whistler based company better known for its skis, gear, design, and manufacturing prowess. They are now entering the MTB fray with a crowdfunder, using the same or similar fabrics and engineering from RMU’s technical equipment and applying it to Tailgate Lockers, Enduro Fannys, and their MTB Utility Belt.

In road life, these products have little to no use. Frankly even the thought of wearing them seems more than slightly obscure and even a little bit more bizarre. But in MTB life, where I now notice people wearing fanny packs and bags to ride - and whose utility is becoming obvious for storing massive tubes, repairs kits and H2O and other gear - these items are suddenly taking on new purpose to the point where I’m more than curious to try them and to see where this whole thing goes.

RMU started in a garage in 2008, by pressing skis by hand in exchange for beer. This sounds pretty cool. Today they make skis with only renewable energy in their Swedish factory and are headquartered in Breckenridge and Whistler. Details on the MTB kit are up on their site. Hopefully the bits go into production soon so we can try em out.

Rapha x Palace skateboards debut distinct kit at today's Giro D’Italia ITT

I don’t know what to make of it, exactly, but I do know awesome kit when I see it. And this Rapha x Palace collab - debuting at today’s opening ITT stage of the 2020 Giro - is exactly that. A kit masterminded by the EF braintrust in a way that they only could.

Now, I know nothing about Palace. But they seem cut from the same cloth as some of Rapha’s more eccentric designs and plenty capable of pandering to team personalities with style. The entire fleet of team bikes, POC helmets and eyewear will also feature a distinct Palace paint job during the Giro. Finally. No more confusing the traditional pink for the leader’s jersey.

Cycling loves its rules and this kit flies in the face of tradition, leveraging a team of designers that is alien to cycling’s aesthetic and its origins. You gotta love that. This year’s Giro features three time trials and a slew of mountain stages. Mimicking the chaotic kit, expect plenty of chaos and fast-changing weather to animate racing in the final week, especially stage 18, when riders go over the Prato side of the Stelvio. Happy Giro, everyone.

Pinarello Introduces Limited Edition Dogma F-12

Pinarello announces a new collaboration with architect Hani Rashid using the Dogma F12– Pinarello’s flagship road bike – as its canvas. A long-time admirer of the brand, Rashid worked with Fausto Pinarello to reimagine the Dogma F12 aesthetic from the ground up, considering geometrical, aerodynamic and engineering needs to reimagine the F12 aesthetic. 

Colours are inspired by the Dolomites in Italy. One combination references Summer and Autumn where deep shadows and glinting gold light washes over the rugged mountains; the second palette celebrates the Winter and Spring, still capped in snow with traces of azure water falling across the silver walls of stone.

Two original Hani x Pinarello F12 complete bikes will be raffled off, supporting World Bicycle Relief via eBay Auction. The Auction runs through Monday October 5 at 12pm Pacific.

• Project Website: https://www.hanixpinarello.com/

• eBay Auction Link

Conti's cream-walled GP5000s: a sophisticated combination of style and performance

Continental releases a Tour de France edition GP5000 clincher with cream side walls, satisfying demand from a significant segment of road riders chasing at once durability, performance and style. This is such a striking update to the original (released in black) that one wonders why it wasn’t apart of the GP5000’s initial launch in 2018.

“We don’t just come out with a new tire because the market demands it,” explained Oliver Anhuth, Continental’s global head of marketing, at the time of the initial release. With the GP5000 credentials now well-known, Conti has seemingly relented to influencer demand for a handsomer version, and true to form, manages to satisfy all camps with a smooth, fast-rolling road tire that leaves nothing behind.

Using the same cream colour as the Terra Speed gravel tire released earlier in 2020, the TdF edition has a distinct hue of tan compared to Schwalbe, Vittoria and others. One can assume Conti is using this year’s TdF merely to launch what will become a mainstay in their lineup. “Technology, handling and performance are always the major factors for a new release and we’re happy with how this one turned out,” said Continental spokesperson Sarah Hohmann-Spohr about the release over email.

Cream-walls celebrate what is definitely a unique 2020 TdF satisfying a large segment of style and performance-minded road riders. Priced at €69.90, they are being sold in a modern/ traditional width of 25mm and come in at a claimed weight of 255g per tire.

The GP5000s come complete with Continental’s traditionally stiff tire bead; once mounted they are every bit the fast-roller as the original, cornering and climbing quickly, rolling easy on smooth tarmac - only in an undeniably better looking casing. Cycling snob or not, they look pro AF.

While Conti has historically erred on the side of traditionalism, never pandering to market demand simply because, the aesthetic to which this design ascribes - simplicity, beauty, multi-facetedness - is akin to Continental’s personality itself, striking a balance between style and performance to which few others can match. On wet and dry roads, they feel grippy and great to ride; neither modish nor performance seekers will feel as if they’ve had to sacrifice here.

We expect them to be a popular choice at the Tour and for a long time following. Find them online while you can.

First look: race-proven performance in an ultralight wheelset with Roval’s just released Alpinist CL

Roval Components has just released a tidy looking climbing wheel — an ultra-light (1365 grams) set that pairs climbing capability with featherweight rims. Already proven at the UCIWorldTour level (see Remco Evenepoel’snotable 50 kilometre breakaway in the Tour de Pologne), they’re designed to offer low rim and spoke mass, easy maintenance and plenty of performance at a price point that’s accessible to most. Samples are in short supply; for now, specs and images below.

• Carbon, Clincher (tube-type) / Rim Depth: 33mm  / Rim Width: 21mm internal

• Hubs: DT Swiss 350, CenterLock, Sealed Cartridge bearings, DT Swiss Star Ratchet internals, 12mm thru-axle compatible, convertible to Quick Release. Shimano HG freehub.

• Spoke Count: 24 front, 24 rear

• Spokes: DT Swiss Aerolite T-head

• Nipples: DT Swiss Alloy Pro Lock Hexagonal

• Front Spoke Pattern: Two-cross/Radial (2:1) Rear Spoke Pattern: One-cross/Two-cross (2:1)

• Hand-built

• Weight:  601g (f) 764 (r) 1365g (set)

• MSRP: $1600

Extras: Roval padded wheelbag. No-Fault crash replacement policy. Lifetime warranty. See Rovalcomponents.com for more.

What makes the wheelset interesting, according to Roval, is the Alpinist rim, which has been “optimized to provide minimal weight without sacrificing Roval's signature ride quality.” Features include a carbon layup to minimize weight and optimize strength and durability, Pro-Lock alloy spoke nipples with standard sizing, DT Swiss hubs made from the reliable and easy-to-service Star Ratchet drive system. Hope to have a chance to see it on the road soon.

A handsome looking climber indeed.

One Hundred Percent strikes a perfect balance between style and substance with the 2020 Hypercraft

The Hypercraft - with metallic fade, crystal-clear laser-cut blue face shield, standard secondary clear lens and weighing a puny 23 grams - is another example of 100%’s ambition to push limitations, weaving carbon into nylon to create the “lightest and most durable frames possible.” So is it hyperbole or are they - like the Speedcraft and others - glasses that punch above their weight?

There are three criteria by which sunglasses are judged: venting, vision clarity and style. As for venting, the rimless design creates ample breeze; riding up two hour climbs in an unusually hot Swiss sun, not a wisp of perspiration hits the lens. Rimless cuts are outstanding for this reason. As for vision clarity, like much of what the company makes, the Hypercraft are hard to find fault with. Roads are illuminated in HD in variable conditions.

As for style - much like buying a bike - the call is subjective as to whether or not these end up on your face. 100% frames favour larger, rounder face shapes. If you wear larger helmets, you're blessed to be riding a bike in a particularly glorious period where manufacturers keep making frame shapes larger and larger - a category into which the Hypercraft falls. They are a larger frame - yes - but that is why they are also a glorious one.

The metallic fade is so on point with influences currently seen in cycling, I reached for them repeatedly as I wrote this. The finish is resplendent to individuals who appreciate subtlety - to others (we got the Blue Topaz Multilayer Mirror Lens for review), they are simply another pair of glasses until you get a closer look.

There are several pairs of glasses in high demand right now for their weightlessness, performance and style. Both the Delta frames from ALBA and Oakley’s Sutro come to mind. But the Hypercrafts - as we get set to welcome back racing - conjure up images of speed, summer and style. A balance between what’s possible in cycling tech balanced against the needs of cyclists.

For these reason, they will become a signature frame shape for years to come, hopefully in iterations that continue to challenge notions of what a stylish, performance-led pair of shades are supposed to look like.

Modern kit that tips its cap to the past: Vitti Cycling kit review

Vitti’s Process Jersey is emblematic of the company’s goal to fuse classic design with aspects of modern performance. Both are excellent bits of kit you’ll reach for routinely.

Vitti Cycling celebrates the stylistic elements that go hand-in-glove with riding a bike. On a sundrenched day in central Europe, we set out in their Process Jersey and standard bibs to see if the handsome designs are more than just window dressing.

The company - which claims a dedication to research, sourcing and the classicism commonly associated with cycling’s post-war golden age - is, like all company’s grappling with a dynamic market. Vitti is adapting with new releases, including winter kit, expected to drop in 2020.

Littered with welcome details: classic colour blocs in pale pastels, laser-cut sleeves, zipper guards and logoed French collar.

Race kit suited for different conditions: road test

The demands on modern cycling kit are many, as increasingly riders are asking for more technical apparel that still balances the high-wire act of style and substance. Vitti walks this line by manufacturing kit that boasts ride-enhancing fit in a pleasingly designed package. This is the company’s race-fit top tipped for “short training rides, fast crits, or all-day efforts;” it feels fast, fits next-to-skin (medium jersey, 6’1 and 172 lbs), comes with three rear cargo pockets and has aerated panelling. Laser-cut sleeves are unrestricting and stay put. The best stylistic element are pink zipper guards. A pleasant and unexpected pop of colour.

Standard bibs are technical enough and come with a slim and pleasingly shaped silhouette (we wore a small). The chamois feels luxurious (though of unknown origin; they seem to be white-labeled), low profile and logoed with the signature “V’s”. Leg grippers keep the laser cut ends from riding up while wide white ribbed suspenders fit like formal wear, keeping with the company’s goal of going bespoke. A subtle white logo - like those commonly adorning 50’s, 60’s and 70’s designs pair perfectly. A high waist keeps everything (stomach included) in its place. The elastane blend seems to offer some compressive benefit.

Vitti’s kit is near perfect. A zippered stash pocket for essentials on the Process Jersey and a more dense chamois could make it even better. These are very minor knits, of course. Undeniably what has been achieved here is the balance founder Guidi Vitti sought to create when building a new company: heritage-minded kit with enough substance to satisfy the market’s middle segment - cyclists who value looking good with most of the performance qualities found in higher-end, but more future-focused pieces.

The Process Jersey sells for 160 euros; navy blue bibs 225 euros.

Inspiration for adventures to come

A year ago, Wahoo set out to put together a short film about four adventure-seeking riders in the UK as they rode the historic South Downs Way Trail. The film was shot by George Marshall and the riders were Liam Yates, Sophie Edmonson, Anna Mcleod, and Neil Phillips. The voice-over and intro feature the legendary Sean Yates, who spent many years training in the area during his racing years. Pretty cool.

The full route from Winchester to Eastbourne is over 100 miles of chalk path & ancient roads, with 3500m of elevation gain along the way. For the past 8000 years, the trail has served a number of purposes, but was namely a way of linking fortresses and settlements along the UK’s southernmost edge, with many serving as the first response to incoming invasions during wartime. Today the South Downs Way is protected by National Trail status and is open to cyclists and hikers. Happy Thursday. More new content coming on the site tomorrow.

Review: Velocomp’s Powerpod powermeter

Theoretically perfect but the device needs work.

With a race history of burning matches too soon and chasing leaderboards absentmindedly, I set out to find a powermeter I could train with on my road, cross and mountain bikes ahead of Dirty Kanza without buying three different devices. Finding one to work in different environments, on different bikes that swapped seamlessly and quickly, however, was more difficult than I thought.

Why are there no interchangeable powermeters?

There are pedal-based powermeters aplenty (Garmin, SRM), but they’re designed for road. Assioma’s can apparently be modified to be MTB-cleat compatible, but this isn’t a purpose-designed solution and I was reluctant to buy a pair only to bust them open with a plumber’s wrench.  

Enter Velocomp and their Powerpod: it fits in your palm, sits under a Garmin on a K-Edge out-front mount, is backed by science (yes, science) and in powermeter parlance, is cheap at US$249. Most importantly, it’s fluid across bikes. We contacted John Hamann, CEO and founder of Velocomp, for details.

How it works

Put simply, the Powerpod measures acceleration. While “traditional” powermeters use a strain gauge, the Powerpod uses an accelerometer to measure force exerted to push forward against an environment. “Accelerometers are mass-produced, extremely accurate and used across major industries, including automotive, aerospace and defense,” said Hamann during several interviews.

The Powerpod reads 800 measurements per second, including as the rider moves from left to right, up and down, and can observe as you turn the crank through wobble. Throughout its development, user and pro team feedback was inputted (Tinkoff-Saxo, CCC and Team Colombia have all used it) which has helped with some refinements.

Compared to a strain gauge, the Powerpod’s accelerometer technology has no stress on the components and is not temperature dependent, which should make it more durable. That said, users (ourselves included) experienced that getting it wet clogs the intake and impacts outputs until dry. Not ideal (but also not uncommon with accelerometer devices).

The Powerpod comes with “Isaac” branded software, and though dated (think MS’95), gives you all the data you want, which can then be dissected further in their online community. It is charged via USB and has a battery life of 25 hours, including internal memory for each ride, and can be charged while riding.

On the road

The user experience isn’t challenge-free. To begin, the Powerpod syncs to a Garmin or Wahoo device via speed sensor on the wheel hub (which you need to purchase separately so it can identify each bike) and mounts on any GoPro mount (it comes with one that connects to the bars, but the best solution is the K-Edge Garmin holder with GoPro mount). Assume around $100 additional cost for each bike if you don’t have these items handy.

Each speed sensor syncs to the Powerpod unit to identify the individual bike, then the sensors must initially be calibrated through a one-time ride of around 10 minutes as the Powerpod locks in user data.

This is certainly a greater nuisance then spinning the crank backwards a few times, but you only need to do the out-and-back calibration (“O&B” in Powerpod lingo) one time for each bike. At least that’s the intent. We did multiple O&B’s for each bike, getting wildly different results. Sometimes it was too windy, sometimes too bumpy, sometimes the Powerpod sync’d with the wrong sensor.

We did eventually get the O&B syncing dialed with help from the Velocomp helpdesk (essential a direct line to Hamann); this was a huge help. (Velocomp is a small, founder-led business. Kudos to that.) They worked through our issues and identified some firmware updates which they are working on.

Once synced, the Powerpod worked well on road and cross bikes. But don’t focus on power outputs on a continual basis as it does make adjustments to average out. It can spike when switching to a new bike, but after a couple minutes of riding it recalibrates (consistent across a given ride with smart trainer and Quarq outputs). (Note that it doesn’t work well with front shocks (i.e. on a mountain bike) as the rapid up-and-down motion causes it to assume herculean climbs in rapid succession, so would need to lock-out the fork.)

Conclusions

The Powerpod is mostly accurate when it syncs and is working; it takes effort however to make that happen. The main issues (i.e. rain sensitivity, hardware + software glitches and internal device tinkering) add to the generally finicky nature of the unit.

Perhaps a firmware update and a few more O&B rides will get it working on the road bike. Who knows?We’ve got the K-Edge mounts and speed sensors, so willing to keep trying. For users with a high degree of patience and technical aptitude and who are willing to sacrifice consistency and accuracy for cost and flexibility (excluding mountain bikes, of course), the Powerpod could be worthwhile, particularly as Velocomp continuously works to address several known user issues.

This is a small, entrepreneur-led business with a potentially groundbreaking device; one has to expect some troubleshooting which is typical within early-stage tech companies.

While writing this article, the Powerpod stopped working altogether; I had to go out and buy a small allen key to open it and tighten the circuitry, which was frustrating. It was synced with support from Velocomp, but it has yet to deliver accurate ride data. Most recently, normalized power was 514 watts (!) over a 120-kilometer ride, including some downhill stretches over 1000 watts, despite not actually pedalling. We’ve been unable to get usable results on any bike other than the cross bike, despite multiple O&B’s, hard resets and reboots.

This is a guest post from Toronto-area cyclist, Bram Walters.

Review: Ortlieb’s is the top tube bag to which most others aspire

Bikepackers have long known what roadies are slowly figuring out: stashing gear inside a bike bag makes more sense than riding with bulging jersey pockets.

I’m one of three to meet up for a weekend ride in the mountains outside Zurich. Instead of road kit, I wear a shirt. Instead of stuffing jersey pockets (which I didn’t have) with food, tubes and essentials, I opt for a top tube bag. Conventional? No. Commonplace? Soon.

Kit caddies from Ortlieb, Roswheel, Apidura, Restrap and others are making this atypical approach to road rides increasingly common and in turn, making road rides a lot more practical. Shirt flapping in wind, I bathe in the freedom of unorthodoxy. I see no turning back, only more people realizing that this is in fact a better way to ride.

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Quickly becoming essential. Specs: 170 grams; rubberized nylon and completely waterproof; heavy duty, waxed, easy to access zipper; stow-away zipper locker; easy-to-attach velcro straps.

Construction Ortlieb’s top tube bag is made from rubberized nylon (imagine a high-end dry bag and you’re there). The reinforced velcro attachments and straps are expedition-grade and customizable. The zipper comes partially waxed to help with opening, closing and waterproofing. The pulley is finger-molded and has a stow-pocket to avoid bouncing around. Inside is one large 4L pocket (versus component pockets); four liters is a lot of space to fit a jacket, food, tubes, tent poles - whatever. When in place there’s minimal moving around on the top tube, if any (and no visible scuffing on the frame). The frame fits directly underneath the top tube from end to end with room for two bidons, which are easily accessed when in use.

Set up The Ortlieb comes with 6 velcro compression straps (three fixed, one of the front and rear, and another spare). In five minutes, it’s attached securely to a bike’s top tube and is easy to modify for internal and external cable routing, fixed firm in place with the head tube and down tube straps. On two 55cm frames, the bag tucks neatly away on the tube and is (nearly) undetectable when in use (there’s the odd leg graze when pedalling which is to be expected depending on your set-up).

On the road Out on the road, the Ortlieb is a conversation piece. The orange outlined zipper and distinctive shape elicit comments from skeptics and purists, all of whom eventually realize how practical a top tube bag is several hours into a ride. Carrying capacity alone makes a strong argument for on and off road rides: four liters carries tubes, cartridges, levers, food, wallet, phone, gilet, arm warmers and a jacket, if needed. Try fitting that into bulging jersey pockets.

In-ride, I’d say the strength of the zipper is the bag’s only shortcoming — it’s made for off-bike access and needs a good yank (two hands) to get open if you want your mobile for pictures. (Keep you phone in your bib pocket and problem solved.) This is a very minor trade off, of course. Ease of access or weather-ready for anything. On long rides or multi-day epics, the latter wins IMHO.

All the weight you’d typically haul in jersey pockets relocated to a lower centre of gravity whilst you ride. Jersey bulk is gone, the ride is made more comfortable by having nothing to carry. While pockets are “supposed” to be stuffed with essentials, they need not be (seat rolls were step one in this direction; this is the evolution). Of the hundreds of kms we did for this article, all felt more adventurous courtesy of this bag (cheers, Ortlieb). Its ruggedness, quality of construction and practicality bestow a feeling of freedom to the rider when in use, which hasn’t grown tired; on the road, this thing flies in the face of traditionalism.

It might not look “pro,” but as times goes by, that seems less important, overshadowed by the comfort and practicality of using it in any circumstance. Definitely an outstanding bit of kit.

Closing note: handlebar bags are great on long rides, too, but if you can bare the odd knee-graze, top tube bags are better: hands sit unimpeded on the tops and TTBs carry just as much.

Chrome drops news shorts, Peter Sagan makes a cameo and Osmo talks hydration at REVEAL

In what might soon become industry norm, several cycling and outdoor brands showed-off plans for product releases and 2020 projects yesterday at REVEAL — a live-stream event designed to fill gap left by cancelled physical tradeshows due to COVID-19.

Among the presenters: OSMO nutrition talked soon-to-be-released formulations focused on osmolality (primarily determined by the amount of carbs, amino acids, and proteins in a drink) and their continued partnership with Peter Sagan, who made a cameo during presenter Allie Nicols’ discussion.

Elsewhere Chrome talked about product development in wind tunnels – WTF? — and extended heat-dissipation testing going into new products. The new Madrona shorts, for example, are among the company’s planned summer releases, built with water resistant, four-way stretch, and low-key reflective hits; Chrome has updated several of their popular bits (the Fulsom short) in different colorways for SS20, too.

Will tradeshows and events come back online after 2020? WIll the cycling and outdoor biz move towards virtual reveals and away from events like Outdoor Retailer and Eurobike? REVEAL points at a possible solution for shelter in place, as the industry looks for sales and signs of normality. Once life resumes, if it resumes, we’ll see if low-cost, high-quality digital events like these continue.

If steel makes you feel like you’re flying, thank Tom Ritchey

While baking banana and sourdough breads have become the unofficial pastimes of quarantine, I find myself crawling down a different rabbit hole these last few weeks: the idea of riding a RItchey. Chalk it up to boredom (though there is no shortage of awesome cycling prose to troll right now) or a shunning of bent top tubes; I feel myself getting sucked into its steely vortex.

It’s completely irrational, of course. There’s no real reason for it. I’ve never ridden one and honestly the reviews describe a “timeless aesthetic of small-diameter steel tubing with more modern touches such as an integrated head tube, subtly sloping top tube, and a carbon fork” that provides an unrivalled ride quality but lacks some of the snappiness of its modern carbon cousins. (Who wants that?) But that’s not it’s appeal. This Gear Patrol article compares riding modern steel to flying. Christ, I like flying, you? If that’s what you get from timelessness, simplicity and a mad scientist tinkering away in the woods building bikes, sign me up. Flight or no flight, I want some.

No complete framesets exist in Europe for test rides at the time I connected with Ritchey, so instead we chat with Jeff Lockwood, Ritchey’s International Marketing Manager, for a look at Ritchey and to possibly explain an irrational pinning for something timeless, steel and designed by a legendary bike builder with 40 years of awesome on his palmeres.

HNH: Ritchey frames have taken on a near mythical status in cycling. Why? JL: It really comes down to one thing. Or rather...one person: Tom Ritchey. Of course, the bikes and components he's created over the years deliver a truly unique ride quality that people deeply connect with, but it all starts with him. It started when he was building his own bikes when he was a teenager and it continues to this day. Tom is very careful and purposeful when he creates something. It's of the utmost importance for him, for any frame that bares is name, that it is designed and built in a truly logical way. You're not going to see any fads on Ritchey bikes. And it's not a 'simplicity' thing. In fact, his reasoning for a lot of the features on Ritchey frames, and how those details contribute to the ride feel, are actually quite complicated. But it all boils down to how Ritchey bikes ride - and they ride amazingly well. This, combined with the absolutely inherent honesty of Tom...which spreads across everyone in the company...really resonates with people. It's quite magical, honestly. 

HNH: There are a lot of frame builders in 2020. How does Ritchey match-up? JL: There are a lot of insanely talented builders out there doing some really, really cool stuff. And it's great to see. Many builders today are of the bespoke variety. Meaning, they're not necessarily producing bikes in larger numbers, and those bikes usually...and rightfully so...command quite a high price. The ride quality of any Ritchey bike absolutely rivals most custom or handcrafted bikes out there. But the accessibility of Ritchey is much more realistic. Ritchey framesets are not cheap, but they're much more affordable than many alternatives. We like to say it's "custom performance at a privateer price." This is all, of course, in addition to the high level of heritage, history and legacy that ships with each Ritchey.

HNH: Where are the frames built? Where are the majority sold? JL: Tom researches, develops and designs all bikes and components from his home workshop in California. Tom rides more than 10,000 miles each year. All Ritchey framesets and components are built in Taiwan. Ritchey Asia, based in Taiwan, is where all our product development and production lives. We have a great staff there that keeps production tight. I'd say it's an even split between Europe and the US for where Ritchey frames are sold. Same for Ritchey components, such as bars, stems, posts, wheels, saddles, etc. 

HNH: Walk me through the Logic Disc. How was it reimagined from the Logic? JL: At the end of the day, the Road Logic Disc is nearly identical to its discless sibling. But you wouldn't know that for how much development went into the bike. Tom spent a lot of time making sure the chainstays properly supported flat-mount discs, yet kept the ride experience the same. I don't know how many iterations and sample frames we went through, but it was a lot. People were asking for a disc version of the Road Logic for years...me included. But we would not release it until it lived up to Tom's high standards. Just about everything is the same on the bike as the non-disc version, though it accepts slightly wider tires.

The Road Logic Disc in slate and blue.

HNH: Does Ritchey carry the same cache in Europe versus NA? JL: Quality and good taste know no geographic boundaries. But in all seriousness, I believe the Ritchey brand is revered equally on both continents. The European business for Ritchey was established in 1995 in Switzerland. Ritchey, over all, was still a relatively small company back then, so the US and European divisions grew together. Being, literally, at the start of the mountain bike revolution put Ritchey in the minds of cyclists all over the world. And that's been galvanized by its continued innovation, staying power, and consistentcy flowing through the company. Discerning cyclists everywhere want what Ritchey represents and what it offers. Ritchey frames and components are not commodities. 

Drink it that steely splendor.

How has COVID impacted the company and where does it see itself when the dust settles? Ritchey is still open for business and shipping products. Fortunately our supply chain has not suffered too badly because of the crisis. Taiwan, for all companies producing there, has been open through all of this. Locally, there might be some delivery delays when ordering from the Ritchey web site and online retailers because couriers such as UPS, DHL, etc. are overburdened and not as fast at delivery as usual. Unfortunately our trusted local bike shops are closed across Europe. This has had some impact on Ritchey, but I'm more concerned how the closure of those bike shops impacts the communities around those shops. People need their bike shops. Especially since, at least here in Belgium, I'm seeing many, many more people cycling than before the crisis. I'm confident that when things ease up, many of these "new" cyclists will stick with the sport and bring their bikes to the shops for repair or to buy new bikes. Staff at our Swiss and California offices have been working from home for at least a month, and everything is running just about as normally as it usually does. Our Swiss office is in the Ticino region, just on the other side of the border with Italy. It will be a bit lean for a little while, but Ritchey is, fortunately, uniquely positioned to weather the storm of this crisis.

How involved is Tom in the biz? Yes, he certainly is. He is the sole owner of the company. While he does not "run" the company - things such as payroll, shipping, inventory, etc. - he is head of product development. Every single Ritchey product must pass through his hands and be approved by him before it goes into production. 

Find out more about Ritchey frames here.