of 12° which is around double the angle of standard eyewear. According to Scicon, this results in reduced aerodynamic resistance across the lens area, better helmet compatibility and overall improved performance. Whilst on the subject of lenses, the AEROSCOPE uses the same superb SCN-PP lenses you’ll find on other popular Scicon models such as the AEROWATT and AEROWING. Both flexible and strong, Scicon’s inhouse testing shows the unique polycarbonate construction offers enhanced durability in the event of high impacts, together with excellent scratch and chemical resistance. In fact, should you manage to scratch or damage your lenses, the Scicon website even allows you to claim free replacement lenses for accidental damage, up to twice a year. All you need to pay for is shipping. Designed to block light up to 400 NM (including UVA and UVB rays) the AEROSCOPE lenses are coated with Hydrophobic and Oleophobic treatments to repel water, oil and dirt for clearer vision in all conditions. Even better, they also feature something called a VenteX ventilation funnel – essentially a small hole – situated just outside the field of vision above the nose pad to help boost airflow. This is great Struggling to find the right length sunglasses arms? One of the key points of difference with the Aeroscope is their adjustability. “…you’ll need to fiddle around TO GET YOUR SET-UP JUST RIGHT...” SPECIFICATIONS Frame colours: Crystal Gloss (reviewed), Black Gloss, White Gloss, Anthracite Gloss. Lens colours: Multimirror Bronze (reviewed), Multimirror Red, Multimirror Blue, Multimirror Silver, Photochromic Silver, Multimirror Green, Gradient Black, Green Trail, Pink, Clear. sciconsports.com news for preventing fog build-up, especially during early morning riding in the cooler months. Fog has been a recurring issue for me over the years, but I had zero issues during the month-long review. Beyond aiding visibility, the VenteX funnel is also one of the key access points when using the interchangeable lens system, which again I found very simple to use. One final point before we finish. Scicon explains the AEROSCOPE range features an innovative bio-based frame technology that uses, of all things, vegetable oil. This makes these sunglasses a more responsible choice compared to some of the nasties found in other conventionallymanufactured frames. In other words, they’re good for your eyes—and the planet. SUMMING UP With a RRP of around $340, the Scicion AEROSCOPE delivers high performance eyewear at a high performance price. Modern, lightweight and ultraadjustable, visibility is brilliant. Same goes for ventilation. Whilst weighing just 35 grams, they’re also tougher than they look and are designed to take a pro-level beating from the elements. Every Tadej, Dick and Harry will love them. I certainly did. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 51
STILL RESISTING TO MOVE TO DISC BRAKES, LUKE MEERS TEST OUT SOME ASTONISHINGLY LIGHT RIM WHEELS. Ucello Lightweight Wheels Y OU’VE PROBABLY NEVER HEARD of Uccello Cycles, a boutique, Melbournebased custom bike and wheel builder. Gavin, the man behind Uccello, selects what he deems to be the best combination of components to make superlight, aerodynamic and highquality wheels that won’t break the bank as much as the top brands. These wheelsets are right at the absolute pointy of the weight spectrum, much lighter than most top brands for similar rim depths. The rims are sourced from a manufacturer in China. It can’t be disclosed, but rest assured, the factory they come from is also the source of some brands we’d all know. Uccello will also custom-build wheels with other rims and hubs such as Chris King, but have especially chosen the combination of parts for their off-the-shelf options. These include Extralite hubs (made in Italy) front and rear, which live up to their name. The front hub (CyberFrontsp) is just 48g and is notably wide in spoke camber to maximise lateral stiffness. The CyberRear SP-T hub includes aluminium, titanium and carbon components. These hubs are fitted with Abec 5 sealed steel bearings. Not the ceramic bearings one might choose given all the options, but this compromise was intentional, to keep the cost down. The hubs are laced with Pillar bladed (2.0 x 0.9) titanium spokes; a nice touch, which also keeps the weight down and may help with “road feel” a bit too. The rims themselves are not the widest out there, at 26mm external and 19mm internal. But this is still nice and wide and definitely wide enough to comfortably match with 28 or 30mm tyres whilst also being suitable for rim brake options. The rim profile is that now quite familiar U-shape which seems to be the current choice for aerodynamic optimisation, especially when considering Ucello Wheels WORDS & IMAGES: LUKE MEERS WWW.BICYCLINGAUSTRALIA.COM 52 MARCH / APRIL 2024
wind as different yaw angles (not straight on). I’ve tested here the rimbrake version (yeah I’m still resisting). The rim-brake rims use a grooved-graphene hightemperature brake track which sounded kind of whirry and cool under brakes. This surface definitely seemed to improve braking power, especially in wet conditions, but also may increase brake pad wear rates. The rims are tubeless ready, hooked and use a solid rim bed, which means no rim tape required! For this review, I rode them fitted with Continental GP5000 S TR. Uccello offers three main “depth options” all available in rim and disc brake options. Tested here is the deepest and heaviest depth, the Road Race wheelset, with 45 and 55mm depths front and rear respectively. This wheelset (in rim brake) comes in at 1195g. My test set weighed 1199g on my scales. That is right, the heaviest rim brake wheels in their range are less than 1200g!! [N.B.1240g for the disc version]. This is very impressive. The lightest option in the range is the Flighweight Climber Disc. These 30mm depth wheels weigh in at a miserly 1020g (1045g for rim)! These numbers are hugely impressive. The middle depth option, the Grand Fondo (40 and 45mm front and rear) unsurprisingly weighs in between, at 1130g (rim) and 1160g (disc). SO HOW DO THEY RIDE? In essence, they ride as you would expect. I’ll skip most of the bits that you always hear in reviews. Yes, they “spin up” nicely and “just want to climb”. Yes, they feel great above 40km/ hr. All of the things you would hope for in a super light but still deep and aero wheelset. Importantly they felt comfortable to ride on without any sloppiness. But these are all subjective things. Ride any wheels in a tailwind and they will feel fast. Overall though, I found nothing to fault in the road feel and handling. So should you buy these wheels? I would have to be very much convinced by some of the marketing hype of the bigger brands to not choose these over anything more expensive. Classically elegant but with the latest technology and features, expect to see more Ucello wheels out there as the brand gains recognition and support. “...I’ve tested here the rim-brake version (YEAH I’M STILL RESISTING)...” SPECIFICATIONS Road Race (rim brake): $2495. Depth: 45mm front and 55mm rear Hubs: Extralite Spokes: butted, bladed titanium. Weight: 1195g More at: Uccellocycles.com.au The wheelsets range from $2495 to $2795, which is not as cheap as some of the more “direct from manufacturer” options but is very much at the more affordable end of the spectrum when compared to big brands. You could easily pay twice as much for wheels of similar profiles that are 100-300g heavier. In addition, in the package with my wheels, I received a lovely little book showing all the spoke tensions and wheel balance achieved for my actual wheels, a lovely touch that speaks to the care that you get with quality handmade wheels. Uccello seem pretty confident in the quality of their wheels, they offer free repair of broken spokes, for the life of the wheels, which says to me, that they don’t expect to see many breaks. As you can see, I’m a fan!! Shame I need to send them back now. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 53
AERO WHEELSETS AREN’T TYPICALLY ASSOCIATED WITH GREAT VALUE FOR MONEY. BUT THERE ARE EXCEPTIONS, AS PETER MANIATY RECENTLY DISCOVERED. TESTED: DT Swiss A1800 Wheelset I TS ORIGINS MAY DATE WAY BACK to the 17th Century. But the brand we today know as ‘DT Swiss’ officially came into existence in 1994, initially creating wire spokes before quickly adding the high-end wheel hubs for which it has since become synonymous. 2003 saw DT Swiss make its first foray into rim production. Two decades on, the Swiss components juggernaut has welcomed a series of entrylevel aero wheelsets—including the A1800 SPLINE 30 which I’ve been reviewing for the past couple of months. Positioned by DT Swiss as ‘Aero for All’, and priced at under $900 for the pair, the value alone calls for serious consideration. FIRST IMPRESSIONS The ‘A’ in the name stands for aero. But out of the box these tubeless-ready wheels don’t look (or feel) particularly aero. My initial reaction is ‘solid not spectacular’ – which, of course, is exactly what they’re intended to be. The A1800 SPLINE 30 isn’t about bells and whistles. Rather, it’s about creating a conventionally-styled hooked aluminium wheel for the masses that’s big on versatility and low on pretence. Given the rims are quite shallow at just 30mm, they’re reasonably weighty to pick up, registering 1,756 grams for the pair on my home scales (pretaped). Whilst 30mm isn’t a depth typically associated with high aero A quality aero wheelset from a respected wheel maker for less than $900 – that’s the DT Swiss A1800 that Pete’s been recently riding. longer than wheels without Pro Lock nipples. From an aero performance perspective, specifying internal nipples with aero spokes also reduces air vortices in and around the wheels which equates to lower drag, especially at higher speeds. As for the relatively modest 30mm rim height? DT explains it offers improvements in both aerodynamics and stiffness due to the shorter spokes compared with ultra-shallow rims, whilst balancing the optimal weightto-aero properties for an aluminium construction. TYRES The A1800 SPLINE 30 is a hooked tubeless-ready wheelset, allowing you to run with or without tubes. Whichever you prefer, DT Swiss recommends a maximum tyre width of 28mm to ensure optimal aero performance. Seating new tubeless tyres for the first time (I used Schwalbe Pro One 25mm for the review) was straight forward, however, I found both rims immediately started “…A BOMBPROOF AERO-OPTIMISED WHEELSET that should last you a very long time with minimal fuss...” performance, closer inspection reveals a few streamlining touches, headlined by bladed spokes and hidden alloy nipples to help optimise airflow and reduce drag. TECH & SPEC With a reasonably narrow internal width of 20mm (24mm external), the A1800 SPLINE 30 rims are disc brake only and built around DT’s entry level hubs – the super durable DT 370 with industrial stainless-steel bearings. In its latest iteration, the DT 370 freehub uses 18T Ratchet LN internals which replace the previous three-pawl system. 24, 36 and 54 tooth upgrades are also available. Whilst the seals and axles are a little more rudimentary (and, yes, a little heavier), the Ratchet LN system itself features the same inner parts as the ever-reliable DT Swiss 350 hubs. Front and back, the aluminium rims are laced with 24 Aero Comp Wide bladed straight-pull spokes, each held reliably in position by hidden DT Pro Lock alloy spoke nipples. ‘Pro Lock’ is a patented DT process that injects a 2-part adhesive fluid directly into the nipple thread. When the nipple is turned on each spoke, the glue activates and begins to harden, holding the spoke more firmly in place. According to DT Swiss, this process extends wheel durability by maintaining optimal spoke tension for up to 20 times Wheel Test WORDS & IMAGES: PETER MANIATY WWW.BICYCLINGAUSTRALIA.COM 54 MARCH / APRIL 2024
leaking air along the join seam located at 6 o’clock to the valves. Whilst not entirely uncommon with new wheels before the sealant is given a chance to coat the inner surfaces, the initial ‘hiss’ is nonetheless a little disconcerting and something to be aware of. Within a few hours all was fine, however, so persevere. There are no such leaking issues with tubes of course, which is how I ran these wheels for about half the review period using lightweight TPU (thermoplastic polyurethane) tubes. ON THE ROAD The DT Swiss website waxes on about a ‘signature freewheeling sound’ – but for the life of me, I can’t hear a thing! Unlike its more expensive DT Swiss siblings, I found the DT 307 freehub to be whisper quiet, almost eerily so. Acoustics aside, the wheels roll along very smoothly, delivering a solid road feel with pleasingly assured handling. For an entry level freehub, engagement is also reasonably direct (but still far from immediate) providing just enough encouragement to keep you interested when you need to lay down the power. That said, there are definitely times when you notice the added weight. Acceleration from low speeds, for example, they’re a little laboured to get going at first, which suggests they’re far more suited to training than the stop-start of criterium racing. Once you do bring them up to speed and find a wheel to sit on, they have a sweet spot upwards of 30kmh – a characteristic typical of many aero-optimised wheelsets. Climbing performance is okay, but again there’s a clear weight penalty. SUMMING UP Compact, versatile and refreshingly affordable. The DT Swiss A1800 SPLINE 30 is a bombproof aero-optimised wheelset that should last you a very long time with minimal fuss. DT Swiss also offer a higher spec option of the same rims with DT 350 hubs. SPECIFICATIONS Model: A1800 SPLINE 30 Manufactured: Switzerland Rim: 30mm, tubeless ready clinchers (rim tape and valves provided) Rim Construction: Aluminium, hooked Rim Width: 20mm (int), 24mm (ext) Brake Type: Disc Hubs: DT Swiss 370 (18T Ratchet LN, centrelock) 12x100mm (front), 12x142mm (rear) Spokes: DT Aero Comp Wide straight-pull w/DT Pro Lock hidden alloy nipples (24F/24R) Measured weight (set): 1,756 grams (812g front, 944g rear, including rim tape) System Weight (max): 110kg Tyre Size(recommended): 25-28 mm Warranty: 2 years WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 55
NO STRANGER TO SEEKING ABSOLUTE EFFICIENCY ON THE BIKE, DR MICHAEL HANSLIP TESTS THE LATEST FROM SILCA. The Silca Bike Spa Experience T HE NEW SILCA BRAND IS THE baby of Josh Poertner. He purchased Silca from the original Italian family who had run it for over a century and then moved it to Indiana where he lives. If you aren't familiar with the old Silca, they made the default floor pump that everyone used last century. My mid-90s Silca Super Pista pump is still my backup pump after 30 years of regular use. My first bike had a Silca Impero frame-fit pump sitting on it ready to go into action after a puncture (they came in glorious colours but shops always had boring red or black in stock). Unlike the floor pumps, the frame pumps were best reserved for emergency use with their heavily plastic construction. New Silca provides an array of accessories, tools and the subject of this review, bike cleaning products. (And they still make great pumps.) Sold in a box of all four fluids with a microfibre cloth, or in individual bottles, these spa products will leave your bike looking shinier, cleaner and faster as well as resisting dirt better. STEP 1 Is DETOX. This cinnamonscented spray cleaner is the one product that was a revelation for me - this stuff is like magic against dirt. Designed for disc brakes and drivetrains, it is an aggressive surfactant that lifts the dirt off and then drips to the ground. Oh, and it turns red as it does so. You can literally see the dirt running off. Josh and Silca are big proponents of the waxed chain, so this solution will not attack wax. Not the shiny wax you might have on your frame and not the lubricating wax you might have on your chain. But dirt and oily substances are fair game. And gone in a few minutes. Some chain grime took a bit of scrubbing with a stiff brush. Silca Products Tested WORDS & IMAGES: DR MICHAEL HANSLIP WWW.BICYCLINGAUSTRALIA.COM 56 MARCH / APRIL 2024
Then rinse with water. It is worth noting that DETOX has the right properties to stay out of bearing seals, meaning even liberal application will not wash out delicate bearings. Josh told me when we spoke that all the water-based products in the spa meant they could add a scent to them without impacting their efficacy - so they did. STEP 2 Is SCRUB. This soap is super-concentrated and a bit over-the-top cherry scented. It also looks like radioactive lava; it's red and it fluoresces. I found that a capful in a 12 litre bucket (with about 8 litres of water) was a perfect amount to wash 2 bikes. Josh recommends, and I used, a microfibre mitten for this step. Wet the bike, go over it with the soapy mitten, then come back to pay attention to anything stubborn (if you've ridden in a coniferous forest before you'll understand how tenacious the sticky liquid they produce can be). Once it is clean, a bit of a rinse will have you ready for the next step. STEP 3 Is SEAL. In the automotive world there are amazing paint protection coatings that can cost thousands of dollars. Silca sought out something that would work in the spa process and settled on graphene for this step. Graphene is a super-thin flat molecule of pure carbon atoms arranged in such a way that they stick to the paint and then resist anything else sticking to them. So shake this bottle vigorously before application. Spray it onto the damp bike (don't go near the brake rotors in particular - slippery things have no business on rotors), appreciate the margarita scent and polish to a sheen with a microfibre cloth. For now you are done with the bike spa. Your bike should be relaxed and happy after all this loving attention. STEP 4 Is RENEW. This piña coladascented spray is meant to clean up the bike on the in-between times when it isn't dirty enough for a full bath, but you want it to look spanky again. Shake this one up vigorously too - it hasn't got graphene in it, but a patented air-hardening silicon dioxide paint protection formula (and that's what the white ring is at the top of your bottle) that complements the graphene protection in SEAL. The cleaners in this one surround and lubricate dirt particles so they can be wiped off the frame without scratching the paint. The thin layer left behind will harden A veteran user of Silca products, Michael Hanslip gives their comprehensive cleaning and paint protection products a ‘big gold star’. “...It is worth noting that DETOX has the right properties TO STAY OUT OF BEARING SEALS...” on exposure to air leaving the bike shinier and more protected than before. At least that's the theory. I tried RENEW a few times and my bikes were definitely delightfully shiny and unscratched after. It's hard to measure protection. The spray furniture polish I usually use on my frames seems to attract tiny particles to my frame - RENEW didn’t. As a waxing-friendly and expensive-paint-friendly washing system, the Silca spa is an experience. A good experience. The steps 2, 3 and 4 products are as good as anything I’ve ever tried in those respective roles. But it is DETOX that makes me happiest. Anything that cleans like magic and doesn’t make for squeaky brakes gets a big gold star from me. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 57
DR MICHAEL HANSLIP WAXES LYRICAL ABOUT SILCA’S TAKE ON WAX AND EFFICIENCY. Silca Chain Waxing E LSEWHERE IN THIS ISSUE I reviewed the Silca Bike Spa set of cleaning and shining products for your bike. And there I wrote a bit about Silca the company - please read that article first. One remarkable feature of DETOX chain cleaner is that it doesn't attack wax. And Josh Poertner, owner of Silca, is all about chain waxing. Before this review got underway, Chris from Echelon Sports (the Silca importer) asked me if I used immersion wax on my chains. I've considered doing so for years. But never took the plunge (pun intended). Not to worry, Silca has both the immersion and the drip methods covered. With the identical product in different forms. A few days later I received a bottle of STRIP chain cleaner and one of Super Secret Chain Coating. STRIP is formulated to do one thing really well. It removes the thick, sticky grease from a brand-new bike chain that all are factory packed in. I've always found that factory grease provides good lubrication for a long time, but being sticky and thick it attracts every speck of dirt that goes near your bike and it is not a "fast" lubricant (see the inset on Zero Friction Cycling - they tested application. Once you have dripped the wax on your chain and backpedalled a little, the bike needs to sit for around 24 hours for the water to evaporate. If we compare immersion with dripping, immersion will fill the inner spaces of the chain 100% with wax. The drip will be sucked into the chain and fill the spaces, but 30% of it will evaporate, leaving around 70% filled with wax. So Josh recommends you do it a second time. Same procedure (see Silca's YouTube channel for details) but now you should have around 90% of the internal spaces filled with wax. Knock yourself out and complete a third application to achieve close to 100% saturation with wax. If you “…A dry chain shifts poorly, and costs you precious Watts. A DIRTY CHAIN WEARS OUT QUICKLY...” factory grease to be Wattage consumptive). In fact, the only time you should need STRIP is on a factory fresh chain. Since it doesn't attack waxes, it will do little to nothing in a wax system once the factory grease is gone. One bottle will treat 16 chains meaning you don't need to buy a bottle very often. With a clean and well-rinsed chain you are ready to go with the drip wax. This is also the time you could take the chain and immerse it in melted wax if that's your chosen option (the water will boil off in the hot wax). Super Secret is actually the immersion wax emulsified in water. It is about 30% water by volume. It settles, so shake it vigorously before Silca Wax Tested WORDS & IMAGES: DR MICHAEL HANSLIP WWW.BICYCLINGAUSTRALIA.COM 58 MARCH / APRIL 2024
immersion dip your chain and need a top-up before the next immersion, you can drip on the Super Secret because it is the same stuff. I like that synergy. Josh does a lot of the YouTube videos himself and I found them both informative and humorous. One thing I discovered that I had never thought of before was cleaning a waxed chain with boiling water. It makes such sense. The boiling water is sufficiently hot to liquify the wax and let it run out of the chain. An Earth-friendly solvent. Speaking of earth-friendly, all of the Silca fluids are made from the lowest-impact stuff available that complete the task. Even the very strong STRIP is mostly comprised of edible products (but don't drink the solvent!). The bottom line is that lubrication matters. A dry chain shifts poorly, and costs you precious Watts. A dirty chain wears out quickly. With top chains costing around $100 and matching cassettes more like $500, doubling or quadrupling the lifespan of these wear components will impact your cost of cycling enough to be worthwhile. Super Secret is good stuff. The bike shifts well. It runs for quite a while before it requires another application. I got caught in the rain and it continued to work even when saturated, and continued to work afterwards. The chain runs very smoothly and quietly. For me it ticks all the boxes for a good chain lube. One of the world leaders in drivetrain efficiency, Josh Poertner and his team at Silca have perfected many aspects of saving precious watts. ZERO FRICTION CYCLING AND WHY YOU SHOULD WAX YOUR CHAIN. A STEM-leaning cyclist (called Adam Kerin) in Adelaide started his own laboratory for chain and lubricant testing. He is now the world guru in fast and longlasting bike chains. The latest wax lubes (drip and immersion) provide the lowest friction and the longest lifespan (these two are intimately related) as displayed through the incredible testing protocol developed by ZFC. And as Silca ranks at the top of the league table, Josh is understandably proud (and has their reports showing how good Silca Super Secret is on his website - plus I got a hard copy with my review samples just to make sure I saw it). One thing that Josh and I discussed in our conversation was how wax lubes defy conventional thinking. I knew a (now deceased) pretty famous tribologist (study of friction as a science) cyclist who repeated often and loudly that wax was a poor choice for a lubricant because it doesn't replenish in use. As a solid, once it is removed from the moving surfaces inside the chain, the chain should now be "dry" and wear quickly. A lubricant like motor oil will be pulled back into place with the movement of the chain parts during use and keep the chain friction free for longer. ZFC demonstrates that this isn't true. All of the top lubricants, some providing for zero wear under dry conditions, are immersion waxes. Motor oil is a particularly poor choice for a bike chain as it is meant to be used in the closed system of a car's engine. It is quite sticky and attracts dirt. It is very mobile and will run out of the chain in use, leaving fresh oil to attract fresh dirt even if you wipe the chain clean prior to the ride. In fact, it will end up splattered on your right leg in use (ask me how I know!). Chains generally wear very quickly using motor oil. Go with wax on your chain. Real empirical testing shows it is the best. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 59
WE SPEND A MONTH ROAD TESTING REYNOLDS BLACK LABEL DB 46MM HOOPS, JUST HOW GOOD ARE THEY? 46mm Carbon Reynolds Wheels Tested R EYNOLDS, A NAME synonymous with topquality bike wheels, has raised the bar with their latest offering, the DB 46 road wheel platform. Promising to be the "Only Wheelset You Need," these wheels are designed to tackle diverse terrains, catering to both professional and recreational road and gravel riders. INNOVATIVE RIM DESIGN The DB 46 rim boasts a teardrop shape that widens to 31mm before tapering back slightly. Fully tubeless, each rim features a 21mm hooked tubeless channel, accommodating road tires with a sweet spot for 28mm through to wider gravel tyres. Reynolds' tried and tested approach to aerodynamics strikes a perfect balance between speed and stability and - as we’ll get to shortly - the new hoops performed faultlessly. STYLISH AND VERSATILE Upon unboxing, the modern matte finish and subtle '46 Black Label' decals exuded sophistication. These wheels instantly transformed our long term test bike, the Ribble Gravel Ti, giving it a fresher and more aggressive stance. Compatible with various tyre widths, these wheels blend seamlessly with the Ribble Gravel Ti, a genuine road/ gravel/all-road machine. PERFORMANCE BEYOND EXPECTATIONS Despite the 46mm depth, these wheels handled crosswinds admirably, Reynolds 46mm Wheels WORDS & IMAGES: NAT BROMHEAD WWW.BICYCLINGAUSTRALIA.COM 60 MARCH / APRIL 2024
Totally transformative. That’s how we’d best describe fitting these 46mm Reynolds wheels to our long term review bikes the Gravel Ti from Ribble. SPECIFICATIONS Inner Rim Width: 19MM Outer Rim Width: 28MM Rim Depth: 46MM Spokes: F20 | R24 Spoke Pattern: Front 2x | Rear 2x Weight: 1525g Technology: CR6, DET Hub: Front i9 | Rear i9 Shim HG Spoke Type: CX-Ray Nipple: Interenal 5mm Hex Alloy Engagement: 6° Pawl: 3 Decal: Black water slide Rim: Aero 46 Carbon Tubeless Disc Brake WHAT'S IN THE BOX? • 2 x Single Wheelbags • 2x75mm Tubeless Valve Stems • End Caps (12TA/12x142 installed 15TA included) • 22mm Tubeless Tape installed • Reynolds Owner's Manual providing a smoother and more comfortable ride than stock alloy wheels. Climbing, cornering, and straight-line cruising all experienced significant improvements, elevating the overall ride quality. The combination of a titanium frame and carbon wheels proved unbeatable, leaving us unwilling to revert to previous (stock) setups. EXCEPTIONAL QUALITY Reynolds' commitment to quality is evident in every detail, from packaging to simple tubeless setup instructions. Fitting super slick 35mm GoodYear Eagle F1 ‘AllRoad’ tyres and using FinishLine FibreLink sealant, tyre fitting, inflation, setting and sealing was a straightforward, clean and minimal fuss process. During the test period we topped up the air a couple of times, it drooping around 5 to 10psi between rides, but other than this didn't have any significant issues. THREE OPTIONS PLUS EXTRAS The Reynolds Black Label 46mm wheels come in three distinct build levels, each offering a unique combination of components and weight specifications. At the top tier, the Blacklabel 46 Pro DB wheels stand out as the premium choice. These wheels feature Black label Torch hubs, Sapim CX-Ray spokes, and alloy nipples, meticulously crafted with 20 spokes in the front and 24 in the rear. Remarkably lightweight, Reynolds claims a total wheelset weight of 1,397g for this high-end option. Stepping down the ladder, the Blacklabel 46 Expert DB wheelset (as tested) maintains the same top-quality rim but adopts 24 Sapim CX-Ray spokes for both front and rear wheels. These spokes are expertly laced to Reynolds/Ringle Super Bubba X Road DB hubs, which employ a three-pawl ratchet system with 8° engagement. Despite the slightly increased spoke count, the claimed weight for this wheelset rises marginally to 1,430g, offering a balance between weight and performance. Lastly, the Reynolds AR46 DB wheelset takes a different approach, utilizing Sapim Sprint spokes with brass nipples. Paired with the new Reynolds/Ringle hub that has a 3-pawl freehub mechanism with 12° engagement. Freewheel wise, they were middle of the road – not ‘look at me’ loud or ‘look down, something’s not right’ quiet. While slightly heavier than its counterparts, Reynolds states a weight of 1,604g for this variant, ensuring durability and resilience for riders seeking a more robust option. Shipped with top quality Reynolds wheels bags, plus pre-taped and supplied with 60mm tubeless valves, we were impressed with the packaging, attention to detail, instruction manual and other assorted accessories. CONCLUSION & BOTTOM LINE Reynolds Black Label 46mm is more than a wheelset; it was a truly a transformative upgrade to the Ribble Ti. They were fast, aerodynamic, looked great, and significantly enhanced performance. In fact, “…Reynolds Black Label 46mm is more than a wheelset; IT'S A TRANSFORMATIVE UPGRADE…” the enhanced every aspect of the ride and were sorely missed once removed, boxed up and sent back. To the price, and these bad boys come with an RRP of $3,499 however, like just about anything cycling these days, it pays to look around. We’ve seen them listed for $2,624.96. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 61
PETE MANIATY RIDES WHAT HAVE QUITE POSSIBLY BECOME HIS FAVOURITE ROAD SHOES EVER, HANDMADE ITALIAN NORTHWAVE VELOCE EXTREMES. Northwave Veloce Extreme F OUR MONTHS IS AN ETERNITY in cycling. Just two issues ago, I was reviewing Northwave’s impressive-butnot-quite-perfect Extreme Pro 3 road shoes. At the time, they were the top dog in the Italian footwear giant’s impressive stable of performance road shoes. But not any longer. After hundreds of hours of discrete real-world and ergo testing by a small army of professional riders – including Northwave ambassador Filippo Ganna, who reportedly raced the entire 2023 season in them – last October saw the official launch of the Veloce Extreme. 100 per cent designed and handmade in Italy, Northwave has taken the considerable lessons learned from the past to create the Veloce Extreme, before adding in a liberal helping of new technology and a Stelviosized mountain of lab testing. The result is what Northwave triumphantly declares are the best high performance road shoes they’ve ever released. After wearing them for the best part of two months over the festive season, I can only agree. FIRST IMPRESSIONS Out of the box, the Veloce Extreme oozes quality. It’s clear these shoes are very well made. They look and feel fast; appropriate given that’s exactly what ‘Veloce’ means in English. Aesthetically, the monochromatic styling is clean and modern with a touch of brooding contrast thanks to the jet-black tongue and oversized ‘NW’ logos on the outer side of each shoe. Northwave hasn’t worried too much about colourways, you can choose black or white and that’s it. The other thing I noticed almost immediately was their weight. You certainly wouldn’t call them heavy, but without cleats and footbeds, each shoe still comes in at 285 grams (size 44). For reference, that’s actually a bit more than the equivalent size in Northwave’s Extreme Pro 3 model, while several rival brands currently boast top-tier road offerings between 25-45 grams lighter per shoe, which is around 10-15 per cent lighter. Of course, as with most things in cycling, weight isn’t everything “…Northwave ambassador Filippo Ganna, who reportedly RACED THE ENTIRE 2023 SEASON IN THEM...” New Northwave Shoes WORDS & IMAGES: PETER MANIATY WWW.BICYCLINGAUSTRALIA.COM 62 MARCH / APRIL 2024
and it’s important to consider the entire package. But I’d be lying if I said I didn’t notice – and, if you’re a weight weenie, you will too. THE TECH As you’d expect for shoes with an RRP just shy of $700, the Veloce Extreme wraps your feet with an impressive amount of tech. Some features we’ve seen before on previous Northwave models, such as the superb SLW3 dual closure system developed by X-Dial. But there’s plenty of new stuff too. The most noteworthy is a completely redesigned and patented sole system known as Powershape HT, short for ‘High Tail’. Engineered from unidirectional carbon with the maximum Northwave stiffness rating of 15, the new HT sole looks very different to the original Powershape sole, extending high up along the inner edge of the heel cup. According to Northwave, this asymmetrical design allows your heel to maintain its natural position more easily when riding, whilst also better supporting the inside and arch areas of your foot. Testing data shows foot rotation and ankle movement is significantly reduced which, in turn, engages more muscles to maximise thrust during each pedal revolution. Also optimised for the new Powershape HT sole is an updated and lighter version of Northwave’s ARS (Anatomic Reticular Support) system, which I first experienced when reviewing the Extreme Pro 3. In a nice extra touch, the rubber heel pads are now easily replaceable to help extend the life of the shoes. All you need is a hex key to remove the screw under the footbed. THE FIT Fit is hugely personal. I learned years ago Northwave shoes just work for me and my widerthan-average feet, and the Veloce Extreme is no exception. Whilst undeniably stiff thanks to their 15-rated carbon soles, I still found the shoes surprisingly accommodating. They’re firm where they need to be firm, with just enough space around the toes and heels for a comfortable yet stable ride. Having struggled with ‘tongue rub’ during the previous Extreme Pro 3 review, I was also very pleased to see the welcome return to an underlapping upper design that effectively wraps to the shape of your foot with no traditional tongue and, as a result, zero pressure points. Coupled with two fully independent SLW3 closure dials offering precision micrometric adjustments – one across your toes, the other across your instep – the Veloce Extreme fit is super snug without ever feeling tight. On the flip side, and entirely consistent with previous Northwave models I’ve worn featuring an underlapping upper, the opening is a touch narrow, so it’s best to fully release both closure dials when putting them on. To further accommodate the hugely varying shapes of riders’ feet, Northwave also provides two pairs of anatomical footbeds with the Veloce Extreme – 5mm (slim fit) and 3mm (regular fit) – for an even more customised fit with extra support to the arch and metatarsal areas. The Veloce is a super slick looking shoe that can increase maximum power output by up to 4 per cent and foot stability by 9 per cent – plus reduce the ‘Rate of Perceived Exertion’ by a whopping 15 per cent. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 63
Shoe design and development continues to surprise and impress us with NorthWave again leading the charge. These kicks not only look sensational but have been tested to boost power and performance. THE DATA Hyperbole has long been a dear friend of the cycling industry. However, in the case of the Veloce Extreme, Northwave has pretty much released all their lab data to prove their excitement is founded on science, not just marketing department bluster. In particular, the Veloce Extreme was subjected to an exhaustive bio-mechanical study of sprint tests, incremental tests and constant power tests to examine the performance of the new Powershape HT sole compared to the previous Powershape model. The findings showed the Veloce Extreme design can increase maximum power output by up to 4 per cent and foot stability by 9 per cent, both significant numbers in a sport that continues to be defined by marginal gains. ‘RPE’ (Rate of Perceived Exertion) is also reduced by a whopping 15 per cent. In other words, these SPECIFICATIONS Sizes: 36 to 48, half sizes from 39.5 to 45.5 Colours: White and Black Compatible with: Wahoo SpeedPlay and SPD-SL pedal systems RRP: $699.95 things can help you transfer more power to the bitumen with less perceived effort. Who doesn’t want that? THE RIDE As mentioned earlier, Veloce is the Italian word for ‘fast’ and these shoes certainly deliver when it comes to speed. In fact, they deliver brilliantly against pretty much every performance measure. I found the ultra-stiff soles and precision fit combined to provide a really direct feeling of power and efficiency, with only a very slight trade-off in terms of overall comfort on longer rides. For the first few weeks of the review, I used SPD yellow cleats with six degrees of float and they were impressive enough. As a little experiment, I then swapped to SPD blue cleats (which I’ve typically used for racing over the years) with just two degrees of float. Almost instantly, I felt the alreadyexcellent power transfer went to another level again, especially on faster rides and training pace lines, in a great example of how seemingly small changes can often deliver real improvements out on the road. Just finally, given the review took place during the hottest part of the Aussie summer, it’s also worth mentioning the micro-perforated upper on the Veloce Extreme offers plenty of ventilation, as do four large air channels integrated into each sole to further regulate temperature and promote airflow around hard-working feet and toes. WHO ARE THEY FOR? These are serious shoes for serious riders, with top-shelf quality across the board. Veloce Extreme is best suited to performance-focused athletes who want a rigid, race-proven road shoe that helps them maximise every watt on every pedal revolution. Whilst I found them very comfortable – increasingly so the more I wore them, as you’d expect – they’re certainly less forgiving than more endurance-oriented shoes, so they’re probably not an ideal choice if you tend to focus more on long-distance and/or casual riding. Oh, and given the lofty price-tag, deep pockets will also come in handy. 64 New Northwave Shoes MARCH / APRIL 2024 WWW.BICYCLINGAUSTRALIA.COM
The S-Works Aethos THE OWNER OF WAY TOO MANY DREAM BIKES, ROD GILL RIDES & DESCRIBES HIS DREAM BUILD S-WORKS AETHOS. WAY BACK IN 2021, Specialized released a rule breaking, UCI illegal (but still UCI approved!), revolutionary instrument of meme rebellion to be known as the Aethos (‘Ay Thoss’, not ‘E Thoss’ which is the way anyone other than an American would correctly pronounce it). Apparently, the target audience would be a climbing obsessive, non-racing, ‘just for the pleasure of it’ cyclist intent on weeding out everything other than the pure essence of cycling for their n+1. In other words, a cyclist who is steadfast in ignoring the machinations of the bicycle industry marketing machine and the lemming inclinations of ‘fashion’. It seems the target Aethos rider is a rider seeking the ‘pure cycling experience’, whatever that means. I kind of got the impression that the target Aethos rider would be a hipster kind of rider: bearded barista-centric, purposeful influencer of curated counter-trend anti-establishment establishment culture. Something like a conspicuous consuming, virtue signalling purveyor of inconspicuous consumption… The whole show smelt a touch contrived. But the seed set. I liked the bit about it being a pure climbing bike and UCI illegal. I loved the bit about nonintegrated cable routing and aero nothing! A bike for non-pro cyclists! Maybe the bike a pro would choose once retired. 1 1. With its classic stance, the Aethos certainly breaks the Specialized mould and has become one of their most respected and desired models. 2. Rod, the owner of an almost obscene number of dream bikes, has equipped the Aethos with the best of the best. 3. The bike constantly surprises and has an astonishingly light 585g frame – the build comes in a full 2kg lighter than some of the author’s other bikes. Aethos Tested WORDS & IMAGES: RODERIC GILL WWW.BICYCLINGAUSTRALIA.COM 66 MARCH / APRIL 2024
SPECIFICATIONS Weight: 6.09kg without pedals, bottle cage and out front mount Frame: Fact carbon 12R monocoque Fork: Fact carbon 12R Seatpost: Alpinist carbon Handlebar and Stem: S-Works Shallow Bend carbon bar and S-Works alloy stem Levers: Shimano Dura Ace 12 speed wireless Rear Derailleur: Shimano Dura Ace 12 speed wireless Brakes: Shimano Dura Ace with 140mm rotors Cranks: Shimano Dura Ace 12 Speed 52-36 Cassette: Shimano Dura Ace 12 Speed 11-34 Chain: Shimano Dura Ace Wheels: Specialized Alpinist CLX II with DT Swiss EXP internals and spokes Tyres: S-Works Turbo 2BR 28c Saddle: Body Geometry S-Works Power with carbon rails Pedals: Look Keo Carbon Blade Titanium spindle Biddon Cage: S-Works Zee Cage II carbon Price: $18,400 without pedals, bottle cage or computer mount Distributor: Specialized 3 2 WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 67
The Aethos breaks the mould and oozes class, style and sentimentality – it’s the classic bike that includes 2020s touches. Somehow I managed to find an enlightening video from Aethos head engineer, Peter Denk. Posted on their ‘Specialized University’ (!!) YouTube channel I was intrigued by the sheer undisguised engineering enthusiasm he was showing while watching one of the 100 plus iterations of the prototype Aethos frame being tortured on a bending, stretching, pulling machine. Kind of like a torture rack for bikes … the deformations of this frame were declared to be ‘beautiful’ and stunning. And instrumental to the rather radical design that was happening through these endless tests. The results are not subtle. The Aethos frame is very, very different from just about every other frame out there. Maybe the Aethos is not just a puff of marketing smoke after all. The most obvious feature of this frame is its extraordinarily tiny, 1980s era bottom bracket junction. And a huge head tube, with all tubes tapering out to to that headline head tube. It’s all very off-trend for sure. And then we notice that all the tubes here are round! Just like in the old ‘steel is real’ days. There is nothing aero going on here. Nothing. And then, gasp! – even on the very top of the line S-Works edition, the bars and stem are not integrated! There are exposed brake cables and a separate bar and stem! And check those seat stays out. They are not dropped. They are not bent. They are good old fashioned twigs that bend. And, yes, there is more! The seat post is round and, wow, the clamp is just a good old fashioned external collar. There really is a genuine revolution going on here. The carbon layup is unlike anything we have seen before. The S-Works edition frame has no, as in zero, carbon stiffening layers. Which means that when you ride the bike, nearly 100 per cent of the carbon is loaded, as opposed to around 60 per cent of the carbon in a more usual frame layup. And this fully loaded carbon layup is hugely instrumental to the way this bike rides. Really. No marketing spin here. This bike rides unlike anything I have ever ridden before. And, spoiler alert, it’s all good. Peter Denk claims that the extraordinary lightness of the S-Works Aethos frame 68 Aethos Tested MARCH / APRIL 2024 WWW.BICYCLINGAUSTRALIA.COM
(585g) was a side-benefit of the design. Not the intent. The main intent was to realise climbing magic. To realise a bike that could be both extraordinary in the hills and utterly controlled everywhere else. Fast everywhere, but very, very compliant (comfortable) to ride. Impossible? Hard to believe, yes. And believe I did not until I got to ride the bike. But believe I now do. You have to ride this bike; you really do. It is a revelation. Notice that it’s only now in this piece that I am about to reveal that this entire bike weighs in at 6.08kg for my size 56. Yes, it is a disc brake bike. Yes, that does include the full Dura Ace 12 speed Di2 ensemble with a 4iiii power meter. And those wheels. They were created with the Aethos, for the Aethos. They are the Specialized Alpinist CLX II hoops, now tubeless ready and hooked as they should be – 21mm internal, 33mm deep, 1.265kg. And soooooo compliant. But stiff. An utterly perfect match to the Aethos. The hubs are DT Swiss EXP with SINC ceramic bearings, and the spokes are DT Swiss Aerolites. My final surprise is the ride quality. I did not expect a ride like I get from my Cervelo Caledonia 5 (the bike Lotto Jumbo rides for Paris-Roubaix), but that’s what this bike provides. Ride quality is the core quality of this bike. It’s an attribute that makes you want to ride and ride for ever more; surely that’s the essence of pure cycling. I rather think that the S-Works Aethos has totally blurred the one-time distinction between endurance and pure racing designs. For me, the Aethos combines my Dogma F with my Caledonia 5 while being 2kg lighter than either. What’s not to like? The monstrous 2BR S-Works Turbo rubber the bike came with. Burn those tyres lest you get a puncture out on the road. You will not be able to get them off the rims without dynamite. Yes, the Aethos is expensive, but it’s still around $7,000 cheaper than a Dogma F or Colnago C68. Bargain! And, yes, technically, you can’t race it at any UCI sanctioned race without filling the downtube with lead or, if you are evil, slow melt ballast ice. “…the target Aethos rider is A RIDER SEEKING THE ‘PURE CYCLING EXPERIENCE…” But do yourself a favour. Don’t go down the tubeless path. Ditch the monstrously heavy tubeless nastiness for tube type tyres and swap in a set of Tubolito TPU tubes at 24g a piece and you will unleash the potential of the wheels and the bike. Never was a bike more tuned to Tubolitos than this. This set up is lighter than going tubeless (with sealant) and way easier to live with. Go tubed! That’s consistent with the aethos of this Aethos. So, how does theory meet practice on the road? You know the big selling point for eBikes? It’s the electronic kick you get from a motor in the hills. Guess what? You get that very kick from this ‘analogue’ Aethos by virtue of its extraordinary frame and wheels. This thing launches you up a hill and insists on pulling you all the way to the top. And then tries to emulate a Colnago C68 or Dogma F going down! Who knew this bike could descend as well as it climbs?! No it is not quite as fast as the latest aero super bikes on the flats. But if you are not a pro, should you really care? You are hardly going to notice the lack of aero given how utterly engaging is its ride. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 69
2024 Orbea Orca: The Pinnacle DUBBED A LIGHTWEIGHT FLYER, WE FLOAT UP SOME LOCAL CLIMBS ON THIS ‘WINE RED’ ORBEA ORCA. "LIGHT, LIGHT, LIGHT…" These three words resounded in our minds as we unleashed the 2024 Orbea Orca M20 for a mesmerising ride. The dreamy model, finished in a deep 'Wine Red,' immediately captivated our senses, setting the stage for a thorough exploration of this exceptional road bike. In a world where choices often simplify, the realm of road bikes seems to defy the trend, offering an array of drool-worthy options. As we navigated the vast landscape of choices, the Orbea Orca emerged as a standout contender, beckoning us to delve deeper into its capabilities and features. The cycling landscape has undergone significant transformations, with classic climbing bikes, once declared superseded by all-round endurance bikes, now making a triumphant return. The 2024 Orca spearheads this resurgence, challenging the prevailing notion that nimble and lightweight bikes had enjoyed their time in the sun. Instead, with the latest Orca, Orbea introduces a unifying genre of all-rounder race bikes, blending maximum aerodynamics (for efficiency) with minimum weight (for fun). The geometry of the Orca, largely unchanged from its predecessor, delivers a natural front end with a touch of raciness. This ensures a comfortable yet performanceoriented riding experience, a balance sought by riders looking for a versatile platform that excels in both climbing and mixed terrains. As we embarked on our journey with the 2024 Orca, the realisation dawned that lightweight bikes undeniably offer a speed advantage in certain scenarios. The professional peloton increasingly embraces the philosophy that being first to the summit holds little value if you're last on the descent. This line of thinking is exemplified by teams like 1 2024 Orbea Orca WORDS & IMAGES: NAT BROMHEAD WWW.BICYCLINGAUSTRALIA.COM 70 MARCH / APRIL 2024
of Performance and Elegance 1. The ‘Wine Red’ Orca at the Smiths Creek lookout on the way to picturesque Cottage Point north of Sydney. 2. Ultegra level discs provided plenty of reassuring stopping power. 3. The bike is shipped with Orbea’s OEM tyre partner Vittoria’s 28mm Corsa Pro’s. SPECIFICATIONS Frame: Orbea Orca carbon OMR 2024, monocoque construction, HS 1,5", BB 386mm, powermeter compatible, Rear Thru Axle 12x142mm, thread M12x2 P1, internal cable routing. Fork: Orbea Orca OMR ICR 2024, full carbon, 1-1/8" - 1,5" tappered head tube compatible, Thru axle 12x100mm, thread M12x2 P1. Headset: FSA 1-1/2" Integrated Aluminium Cup Crankset: Shimano Ultegra R8100 34x50t Shifters: Shimano ST-8170 Cassette: Shimano Ultegra R8100 11-30t 12-Speed Rear derailleur: Shimano Ultegra Di2 R8150 Front derailleur: Shimano Ultegra Di2 R8150 Chain: Shimano M8100 Handlebar: OC Road Performance RP21 Alu SL, Reach 80, Drop 125 Stem: OC Road Performance RP10, -8º Brakes: Shimano R8170 Hydraulic Disc Wheels: Oquo Road Performance RP35TEAM Tyres: Vittoria Corsa N.Ext G2.0 Foldable 700x28c Front wheel axle: Orbea Thru Axle 12x100mm M12x2 P1 Hollow Rear wheel axle: Orbea Thru Axle 12x142mm M12x2 P1 Hollow Seatpost: OC Performance XP10-S Carbon, 27.2mm, Setback 20 Saddle: Fizik Vento Antares R7 Alloy Rail 140mm Weight: 6.7kg Price: $8,999 3 2 WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 71
Jumbo-Visma, renowned for their riders changing bikes mid-race. The Orca taps into this ethos, presenting a design that prioritises weight without compromising on overall performance. And talking the pro peloton, Orbea have replaced Ridley as team Lotto Dstny’s bike sponsor – the Basque brand now ridden by the Belgian team. The team will be using a range of Orbeas including two new model Orcas – the OMX and OMR. We are riding the OMX, with a frame weight of 750g in size 53cm and a fork of 360g, targets riders seeking peak performance. On the other hand, the OMR, with a frame weight of 1030g painted and a fork of 410g, strikes a balance between weight and functionality. Beyond the realm of weight, the Orca differentiates itself with a distinctive design choice – the absence of a dropped stay. In a sea of race bikes where silhouettes often become near cookie-cutter in design, the new Orca stands out with a classic appearance “…ORBEA ARE SPOT ON WITH THEIR HIGH PRAISE – this bike eats up the hills and remains hungry for more...” 72 2024 Orbea Orca MARCH / APRIL 2024 WWW.BICYCLINGAUSTRALIA.COM
CLOCKWISE FROM LEFT: The steep roads of Cottage Point and the Akuna Bay loop north of Sydney were perfect test grounds for the new Orca. Fitted with Shimano Ultegra Di2, lightweight carbon wheels and a slick build kit, the bike not only looked good but performed flawlessly and was a joy to ride up the climbs. The seat post hex bolt is neatly hidden under this bubbler flange, and below, a thoughtful Orbea inclusion is the outfront GPS / computer mount. - a little like the Aethos - that conceals its modern race bike attributes. The question arises: Is this a nostalgic nod to bikes of old, or a deliberate design choice that aligns with the demands of the modern rider? Yep, Johnathan Swift seems to have been spot on! The Orbea design team emphasised that this platform is about more than just lightweight construction and climbing prowess. Descriptions like instant acceleration, agility, vibration damping, and excellent power transfer pepper their prose, promising an exhilarating ride. For enthusiasts who ride for sheer joy, the sensation of speed often outweighs the numerical speed itself. While the sensation of speed holds importance, gravity still determines the pace in steep and slow terrain. Orbea recognise this and reinvented the 2024 model Orca under the ‘Praise The Light’ moniker. Marketing and spin is typically the last thing we think of when actually out riding, and particularly with a raised pulse and heavily breathing up a climb. But Orbea are spot on with their high praise – this bike eats up the hills and remains hungry for more. FRAME DESIGN The design philosophy relies on round shapes and tube profiles to achieve high stiffness at a low weight. This not only ensures an agile and responsive ride but also simplifies the manufacturing process by avoiding sharp edges. The Orca's construction extends to every aspect of the bike, with the seat post, seat tube, seat stays, and down tube all decisively round. The front, in typical Orbea fashion, also showcases round shapes, especially at the transition between the head tube, down tube, and top tube. The fork follows suit, boasting an extremely slim and elegant profile that complements the bike's overall look and aesthetic. Despite its focus on lightweight construction, the Orca doesn't neglect aero features. Integrated cable routing, a narrow top tube, and slightly aero-optimised tube profiles contribute to the bike's visually quick appearance. OQUO COMPONENTS Complementing the new Orca, Orbea's component brand OQUO introduces its first road and gravel wheels. Launched at the end of 2022, OQUO initially entered the scene with MTB wheels and has now ventured into the drop bar market. The range encompasses wheels for traditional road racing under 'Performance Road' and gravel/ all-road wheels with a 25mm inner width under 'Road Control.' Notably, the brand takes pride in the 'Mini Hook' concept, a hybrid of hookless and hooked rims that combines the best of both worlds. The OQUO wheel range spans from 35 to 57mm deep carbon and alloy rims, all equipped with Zipp hubs. The manufacturing process involves a blend of 'human touch' and automated production technology, taking place near Orbea's headquarters. Our test bike was fitted with the OQUO RP45LTD carbon wheels, and they impressed us in every way. With 28mm factory fitted Vittoria tyres, the smooth, clean and fuss free wheelset complemented the modern yet classically elegant frameset. So far as the Orca lineup goes, the OMX M20i LTD stands out as a bargain with its overall finish, Ultegra Di2 and carbon wheels. Handing back the Orca – much like finishing a bottle of the good stuff – left an indelible mark. It’s an elegant, stylish, attractive and beautifully performing bike … one we miss and can highly recommend. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 73
Pinarello Grevil F: The Dogma for the Dirt ADDING YET ANOTHER DREAM BIKE TO HIS COLLECTION, DR RODERIC GILL REVIEWS PINARELLO’S GREVIL F. 1 Pinarello Grevil F Tested WORDS & IMAGES: RODERIC GILL WWW.BICYCLINGAUSTRALIA.COM 74 MARCH / APRIL 2024
I T’S VASTLY EASIER NOW TO ASK ‘who doesn’t make a gravel bike’ than who does. For practical purposes, the choice is close enough to infinity to stop anyone from choosing amongst some kind of short list. The list is too long to be short. So, it’s probably more sensible to start a search at the category level and go from there. The big three categories might be racing gravel, fun gravel and adventure gravel (as in bags and stuff). Not that a pro racing gravel bike can’t be fun or might be harnessed with bags if you insist. Just in the last few months we have seen companies like Enve, BMC and Colnago launch or intend to launch competitive racing gravel bikes. The Enve Mog looks amazing, The new BMC Kaius is a vision of class. And we all know Colnago is still intent on releasing a gravel version of its C68. Then there’s a new Crux from Specialized and a new Stigmata from Santa Cruz. All possible winners. Now that objectivity is out the window, my interest was nudged by the notion of a Pinarello Dogma F for the dirt. Enter the new Grevil F (well at least new in terms of a substantial re-development of the old Grevil from 2020 or so). The words used to describe the old model included ‘intoxicating speed’, ‘snappy handling’, and ‘seriously expensive’. I was less impressed by concerns about ‘difficulties when it gets really rough’ and ‘limited off-road versatility’. So I waited. 3 2 SPECIFICATIONS Weight: 7.3 kg without pedals Frame: carbon monocoque Fork: Pinarello ONDA carbon Seatpost: Pinarello MOST carbon Handlebar and Stem: Pinarello MOST Jaguar carbon/Tiger aero alu TiCR integrated Levers: Campagnolo Ekar 13 speed Rear Derailleur: Campagnolo Ekar 13 speed Brakes: Campagnolo Ekar 160mm front and back Cranks: Campagnolo Ekar carbon 40 1X Cassette: Campagnolo Ekar 13 speed 9-42 Chain: Campagnolo Ekar Wheels: Campagnolo Levante 700c Tyres: Maxis Rambler 40mm tubeless Saddle: Prologo Dimension Nack Pedals: Crank Brothers Candy 11 titanium Biddon Cage: Deda Gabbia Price: $15,500 Distributor: DeGrandi Sports Distributor: FRF Sports 1. Polarising from every angle, the Grevil is certainly a ‘love it or loathe it’ shape. 2. Well suited for long and fast gravel, and particularly races, the Grevil is purely and simply ‘the Dogma for the dirt’. 3. The Pinarello pedigree ensures a stunning finish and perfect attention to detail. WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 75
The Grevil makeover to the magic ‘F’ level (‘F’ is the very serious stamp Pinarello reserves for it’s top-end bikes) came in mid 2022 for model year 2023. The upgrades, apparently, are a vast improvement, including lower weight, stiffer (of course), increased tyre width to 50mm, more aerodynamic and, faster (of course). I liked the bits about ‘swooping curves’, internal routing, and it having the looks and handling of the Dogma F - which I purchased at the beginning of 2023 (see my Dogma F review in the Nov/ Dec edition of this illustrious journal). So I was pre-sold on the prospect of a Dogma for the dirt. What more could anyone want? Without the prospect of a demo, I did desktop research and deep dived for review opinions on compliance. No one had anything but praise so the order was placed. This Grevil F is a looker! It really is a visual analogue to the Dogma F. The champagne and black colourway is a winner but the big one was its global launch with no other option but Campagnolo Ekar! Win! Yes please. This is my third Ekar bike and Ekar is perfection for gravel. Towards the end of 2023, Pinarello widened the choices for groupos to include Shimano’s new Di2 electronic GRX (another winner) and SRAM Rival if you insist. The opening bid for the Grevil F is AUD$12,000. But that price means reasonable but unreasonable aluminium Fulcrum wheels, aluminium bars and a boat anchor saddle. I’ve mentioned in my previous 3T Exploro Ultra review my fixation on the perfections of Campagnolo Levante wheels. So Levante’s were ordered, along with a Prologo Dimension Nack saddle (150g for the best shorty in the business) and an upgrade to Pinarello Most carbon Jaguar bars (the MoST Tiger Alu stem is fine). And, naturally, Crank Brothers Candy 11’s because I am an idiot. The total weight is now just over 7kg (size 56 or 550 in official Pinarello terms). But the price now sits at $15,500. But that’s still $10k less than “…Now that objectivity is out the window, my interest was nudged by THE NOTION OF A PINARELLO DOGMA F FOR THE DIRT...” 4 76 Pinarello Grevil F Tested MARCH / APRIL 2024 WWW.BICYCLINGAUSTRALIA.COM
the Dogma F, so it’s a bargain! (Therapy needed). The geometry is interesting. The head angle is 71.75 (slackish) and the seat tube is 73.5 (steeper than 73 for the Dogma F). Reach is a modest 382mm and stack is 393.5 (almost the same as a 2023 Trek Supercaliber mountain bike). Fork trail is 69mm and chain stays stray out to 425mm (suggesting a stable ride less ‘twitchy’ than a road bike, like, say, the Dogma F (a bike not intended for beginners!). There’s something very purposeful going on here design wise. But what matters is what happens when it’s ridden. First observation (keeping in mind the Levante wheels) is impressive, if not astounding, compliance. My teeth are safe. Indeed, this bike is more compliant than the Cervelo Aspero 5, and the 3T Exploro Ultra also in my collection. And that is with the 40mm Maxis Ramblers the bike came with. Keep in mind, though, and this is a big selling point these days, this bike can take 50mm tyres which almost eliminates the need for carrying a spare set of 27.5 wheels for fatter rubber as per the Exploro Ultra Ekar. I will restrict my comparisons to the other gravel bikes I actually ride, as opposed to the thousands of others that might be compared. My context is fast gravel roads (as opposed to, say, single track or fire trails which we also have). My context also includes lots of up and down hills to the degree that almost every ride I ride involves over 1,000 metres of climbing. The most obvious comparison is with the Cervelo Aspero 5. The Aspero and the Grevil F share an almost identical design brief and are very commonly matched together in the big gravel rides you might sign up to. They are a similar price and a similar quality of build. Geometries are a ball park match. The Grevil F is faster, everywhere. And more compliant, with the same dimension tyres. The Grevil is an even better climber and is also surprisingly more comfortable for Long Stupid Rides (to borrow a Cervelo tag) than the Aspero. But these differences are marginal. You can win a race on either and love both. The 3T Exploro Ultra is a more rugged option with even more versatility. And I think the 4. The gravel bikes wavy form may not be for everyone but it certainly is eye catching. 5. The Grevil’s boxy downtube aides the overall build’s aero attributes. 6. With a head angle of 71.75 degrees and longish wheelbase (1007mm in size 53), the bike is fast, stable and built for business. 3T wins in a block headwind due to its Sqaero Aero design. The Exploro is more ‘out there’ in terms of gravel centricity. You’d probably find the Grevil F a better option for sealed road sections than the Exploro but not by much. And even that might be just psychological given the blocky looks of the 3T. The Grevil F is a supreme handler and is very obviously a close relative of the Dogma F. It’s handling precision is greater than my Exploro, the Aspero 5, Lauf True Grit, the Open UPPER, and all of my CX bikes (Giant TCX, Pinarello CX and Focus Mares). In short, the Grevil F and the Dogma F are siblings with a difference. But the DNA is shared. The Grevil F is truly a Dogma for the dirt. And as it says on the tin, or actually the down tube, it’s all about Full Gas Everywhere. Without being beaten up. This is a bike for a 200 mile race (Dirty Kanza/ Unbound) or for an 80km hoon. Race it against your roadie mates and then Pass Everyone in the dirt. Oh, and Ekar Rules! Last, if you are superficial, the Grevil F and the Dogma F would look amazing together on the roof of your Porsche! 5 6 WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 77
THREE-TIME NATIONAL CHAMPION LUKE PLAPP IS ONE OF THE WORLD’S MOST TALENTED AND EXCITING BIKE RIDERS. HERE LEE ‘HOLLYWOOD’ TURNER SPEAKS WITH THE 23YO POWERHOUSE. One-On-One With Plappy L EE TURNER: I’M WITH LUKE Plapp, the three-time Australian champion … Luke out of your three wins which one do you rank the highest? LUKE PLAPP: Woah … that’s a tough one. I think they’re all very, very different races. In each one I had to work out my competitors and think about how to beat them on an individual level. I think probably the second one was where I raced the best and kept my cool. They’re all as special as each other and I know how highly prized the national road jersey is. LT: NOW THE NATIONALS ARE MOVING TO PERTH, WHAT ARE YOUR THOUGHTS ON THAT? LP: I think it will bring up some difficulties with travel, that said I hope big numbers of people can still get there and support it. The first year might be a bit of a struggle but I hope the second and third years it will really get going and be a great race. You only have to look at how big the Boxing Day Papas is in Perth to see how much support is behind the local scene there. Plus of course Ben O’Connor, Sam Welsford and Jai Hindley – some of the world’s best cyclists, are from WA. LT: HOW DO YOU MANAGE THE EMOTIONS OF ONE WEEK WINNING THE NATIONALS AND THEN BEING IN A BAD CRASH AND OUT OF THE TDU? LP: It really hurt, mate. I probably had my eye on the TDU more than anything. I specifically trained for Willunga and after crashing out was quite emotional watching that Willunga stage, and seeing the group that came to the front. I was looking forward to that GC battle and I think the team, with me, Yatesie and Harper would've changed that race. I’ve had a few quiet days eating chocolate (laughs) but I’ll pick myself back up then get over to Europe and start the season with Paris-Nice. LT: WHAT ARE YOUR OBJECTIVES FOR 2024? LP: I’m focused on the Giro – all the stage races in the first part of the year plus our altitude camp are our lead-up to the first Grand Tour. After the Giro there’s 10 weeks ‘til the Olympics – that’s my focus. The two selection races for the Olympics are at the Giro so that helps. I’m there and will give those TT races my all, after that, it’s all in for the Olympics. LT: IF YOU COULD WIN EITHER AN OLYMPIC GOLD, TOUR DE FRANCE OR THE ROAD WORLD CHAMPIONSHIPS, WHICH WOULD YOU PICK? LP: Olympics gold … I don’t even have to think about it. To me, the Olympics is the pinnacle of sport and it’s why I wanted to become a cyclist in the first place. LT: WHAT MADE YOU GO FROM INEOS TO GREENEDGE? LP: I think I needed a fresh start, mentally and physically, with my race programme and my condition. Plus I love and miss Australia. I think the team morale and Aussie banter on the team bus helps a lot – I think it brings the most out of me and helps with results. And when I’m happy I’m definitely the best version of myself. Even so early in the season, I can see that it’s been the right choice. Bang BANG WORDS & IMAGES: LEE TURNER WWW.BICYCLINGAUSTRALIA.COM 78 MARCH / APRIL 2024
CLOCKWISE FROM LEFT: Plappy at the TDU press conference. Big fans of each other, Lee ‘Hollywood’ Turner catches up with Australian cycling sensation Luke Plapp at the Tour Down Under in Adelaide. And Luke at the start of his ill-fated Tour Down Under. LT: PLUS THERE’S CERTAINLY SOME TALENT – CHRIS HARPER FOR EXAMPLE WHO IS POWERING. LP: Yes, Harps is flying! He has really stepped. He is fast uphill and also on the flats as well … he’s the complete package. He really is becoming a super domestique. LT: AND IT MUST BE GREAT TO HAVE YOUR MATE KEL O’BRIEN ON THE TEAM AS WELL. LP: Yeah I was just talking to him 15 minutes ago, and I said “Mate it’s so good to be racing on the same team”. It’s the same with Blake Quick, it’s really special that I’ve got those guys on the team with me. They know how I move around a bunch and where I like to be, and I know the same about them. It really is special to have that connection with teammates when you're racing. And when you’re there with your best mates you really can find that extra little bit. LT: ARE THERE OTHER WORLDTOUR AUSSIES YOU’D LIKE TO HELP GET TO THE TEAM? LP: (Laughs) I’d love to! I’d love to help try to get Jai Hindley one day, or Ben O’Connor. We’ve got such a well-rounded team of Aussies now that can do it all. LT: THERE’S ALL THIS GRAVEL NONSENSE GOING ON NOW, ARE YOU A GRAVEL GUY? LP: Mate I f%^&ing hate it. LT: I’M SO GLAD TO HEAR THAT, I HATE IT TOO. THAT’S FANTASTIC, LET’S MOVE ON FROM GRAVEL. WHAT ABOUT THE ERGO? LP: I hate that as well. LT: GEEZ WE ARE REALLY LIME BROTHERS, THIS IS FANTASTIC. LP: I can’t stand riding inside – get me out on the road anytime. LT: WHAT’S IT BEEN LIKE GOING FROM A PINARELLO TO A GIANT? IS THERE MUCH OF A DIFFERENCE? LP: The Pina is a great all-round bike and really rides well. But the Propel is lighter and faster in a straight line. It’s an out-andout sprint bike and a dream to ride. I haven't ridden the TCR yet because I can get my Propel close to race weight – it’s so fast. Plus the Australian colours on my race bike look incredible. LT: WRAPPING UP, ANYTHING YOU’D LIKE TO ADD. LP: In this Olympic year I would love to be on the travel and I’ll miss it. But my other aim is being a GC rider in the future and hopefully be on the podium at a Grand Tour. So that’s why I’m currently away from the track. But I have faith in the boys and look forward to seeing them on the top step again. LT: OK LUKE, FIVE QUICK-FIRE QUESTIONS – WHITE SOCKS OR BLACK? LP: White. LT: LONG OR SHORT SOCKS? LP: I’ve been known to wear long socks but occasionally I’ll go the Bradley Wiggins and wear no socks at all. LT: SLEEVES – LONG OR SHORT? LP: All the way down to the elbow. LEE: OH YES, I LOVE THIS … WHITE SHOES OR BLACK? LP: Black shoes shouldn’t even be made. LT: LUKE PLAPP, THANKS SO MUCH FOR YOUR TIME. LP: Cheers Hollywood, it’s an absolute pleasure. “…after that, it’s ALL IN FOR THE OLYMPICS...” WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 79
FINALLY. THE MOST TALKED-ABOUT PRO CYCLIST FOR THE PAST FIVE SEASONS IS GOING TO HAVE A CRACK AT THE BIG ONE. AND HE ISN’T GOING THERE FOR A LOOK-SEE, WRITES ANTHONY TAN. Spin Cycle: It’s Just Time Tour de Pologne. Sadly, disaster struck at the Giro di Lombardia on August 15 when descending the Muro di Sormano, colliding into a low wall and consequently being thrown off a bridge, where he landed some 30 metres – yes, 30 metres! – below. Diagnosed with a fractured pelvis and right lung contusion, it could have been so much worse. Not just career-ending, but life-ending. Season 2021: With his first race back also his first Grand Tour, a semi-successful return at the Giro d’Italia where he stayed in the top 10 on GC for two weeks before a crash on the seventeenth stage. Nothing broken but enough to go home. DID HE JUST SAY THAT? His focus turned to the Olympic Games and road worlds. Ninth in the time trial in Tokyo and a TT bronze at the Worlds in Belgium were his best results – but the most talked about cycling personality became Mr. Did He Just Say That? when, on national television, he aired his grievances about riding for Wout van Aert in the road race: "(In the team meeting before the race) I said straight-out that I thought I might be able to win in a certain scenario. 'Do I get a chance or not?' I asked – 'No’ was the answer.” Strangely, days before Julian Alaphilippe won his second consecutive world title in Flanders, he responded to criticism from cycling great Eddy Merckx, who said he should not be included in the Belgium lineup because of his willingness to serve only himself. “I'm here to work for Belgium, for Wout (van Aert), because I know that it's the chance of his life to be world champion. He's in the form of his life, and it would be stupid of me to ride for myself. On this parcours, no one is stronger than Wout.” Team-mate Jasper Stuyven best summed up the prevailing mood: “I think that Remco should sometimes be slowed down by his entourage. He still has to learn when he can and cannot say things.” N INETEEN YEARS YOUNG WHEN he made his World Tour debut, the results from his 2019 season could easily have been the palmarès of a top-20 pro in their pomp. Two general classification victories, five stage wins, a solo victory at the Clásica Ciclista San Sebastián (a one-day WorldTour race held a week after the Tour de France), and a silver medal in the time trial at the road world championships. The question as to whether he needed a year or two as an espoir (Under-23) before joining the big boys was answered with an emphatic “Neen!”. (I’m showing off my rudimentary Flemish but that’s ‘No way, mate!’ in our lingo.) The next year proved it was no fluke: four stage race wins from four attempts including overall victory at the World Tour-ranked Spin Cycle WORDS: ANTHONY TAN | IMAGES: SIROTTI WWW.BICYCLINGAUSTRALIA.COM 80 MARCH / APRIL 2024
WALKING THE SQUAWK If 2021 was the year he talked the talk, 2022 was the year he walked the talk. (Or should that be squawk?) Four stage race wins including the Tour of Basque Country and La Vuelta a España (just his second Grand Tour), in Liège-Bastogne-Liège his first Monument, and at season’s end, an indisputably successful sojourn Down Under where he was crowned road world champion in Wollongong. All accomplished before his 23rd birthday. For Season 2023, the progression was set to continue leading to the Giro – which of course he was expected to win. Overall victories at the UAE Tour and Catalunya, followed by a successful defence of his title in Liège, confirmed he was on track. Dutifully, he opened his Giro account with the opening stage and maglia rosa to boot. Three days in, he gave up pink to a breakaway rider but predictably got it back on the ninth stage time trial – and then contracted COVID… Would he now ride the Tour de France? The answer cometh a fortnight later: “Not this year.” Explaining further, in a press conference before the start of the Tour de Suisse, one of two lead-up events to the Tour, he said: “You have to understand, I did six months of preparation for the Giro, and three months on a naked mountain (being Mount Teide in Tenerife), so I was in peak shape at the Giro. “It is an option, but you guys (the media) would be sad about that. If I get dropped on the first mountain stage, it would be like a big bomb explosion in Belgium. It's almost impossible (for me) to go to the Tour de France without expectations." TO ERR IS HUMAN Instead, he chose to focus on the national championships, the Worlds time trial, and the Vuelta. National champs road race – tick. Worlds TT in Glasgow – tick. La Vuelta… Well, given the lack of prep compared to his The hype is real … Months out from the big one – the Tour de France – the focus is firmly fixed upon Remco Evenepoel who wishes for nothing more than the top step in Paris. “…If I start the Tour de France, it's allin, I WANT TO BE AT 150 PER CENT…” WWW.BICYCLINGAUSTRALIA.COM MARCH / APRIL 2024 81
debut showing in 2022 or that year’s Giro, I’d say tick. No, he didn’t come close to winning (to everyone’s surprise including his own, American Sepp Kuss did that) but he won three stages – two in the third week following his implosion on the thirteenth stage to the Col du Tourmalet. Perhaps most importantly, he found out what it’s like to be fallible. And rather than quitting like he could’ve done when all GC hope is gone, he hung around and showed the insatiable Belgian media, his team-mates, his sporting directors, his team manager, his coach, his family – and himself – that he’s got the qualities of a fighter, a champion; someone who doesn’t just say they can win, but can win. Last June when he made the decision not to ride the Tour, he said: "If I start the Tour de France, it's all-in, I want to be at 150 per cent. It was just a logical decision not to take the start of the Tour.” Fast forward six months to the Soudal Quick-Step team presentation on January 9 in Calpe, Spain, where his 2024 race schedule was laid bare and the answer is now different. “It's just time to ride the Tour. I will be 24 in two weeks. Every year you skip the Tour, there is one (year) less. I am now in my sixth year as a professional and it is time to discover the Tour. “Mentally and physically, I am ready.” FOUR BIG NAMES, FOUR BIG TEAMS I am, of course, referring to Belgian wunderkind Remo Evenepoel. Upon hearing the worstkept secret in cycling, Tour de France director Christian Prudhomme couldn’t be happier. “Four different top names in four different teams is sparking a lot of enthusiasm,” he said, referring to Evenepoel, Jonas Vingegaard, Tadej Pogacar, and Primoz Roglic. “And of the four, we know that we have two riders who can attack no matter where or when. I’m talking about Pogacar and Evenepoel, capable of opening up a gap wherever they are least expected. It’s nice to witness their audacity, compared to more thoughtful riders like Roglic and Vingegaard.” With the atypical finish in Nice because of the Olympics in the French capital – and a time trial, no less – Prudhomme has been praying for a battle royale à la 1989 LeMond-Fignon since he took the helm of cycling’s blue riband event in 2007. “I'm going to make Paris-Nice (in March) my first big goal,” Evenepoel said, where he will face-off against Roglic for the first time since the Slovenian switched teams to BORA -hansgrohe. Closer to Tour time, Evenepoel, Vingegaard and Roglic will meet at the Critérium du Dauphiné from June 2-9, while Pogacar, who is riding both the Giro and Tour this year, will not race in between the Grand Tours. “The run-up to the Tour will be special. I will have to start there with a fresh head to overcome the hectic pace every day.” And once at Le Tour, “at least one” stage win and a top five overall is what he’s aiming for. Bold, but not beyond him. Netflix producers, pay attention - this could be the best series of ‘Tour de France: Unchained’ yet. BELOW: (far right) 24yo Remco in the climbers jersey at the Vuelta and (ABOVE) at altitude during the final Grand Tour of 2023. 82 Spin Cycle MARCH / APRIL 2024 WWW.BICYCLINGAUSTRALIA.COM