Great End-of-Summer Bike Gear


Every month, we curate a collection of the gear that brings the most color to our cycling lives. This month’s roundup comes from Bicycling‘s free-range, Boulder wingnut Joe Lindsey, who lives for the summer dawn patrol, road or mountain.


1. Q36.5 Base Layer 2 
A base layer is a range extender; a good one is worth more than a jersey. The Q36.5 blows away every one I’ve tried in 20 years, with its luxuriously soft fabric that has a strange alchemy of characteristics: warm but airy, light, and with taffy-like stretch. Dries in moments. Never stinks. It’s one of the top five pieces of cycling apparel I’ve owned.
Price: $120


2. Silca Seat Roll 
For 15 years, my seat pack has been a square of waxed cotton canvas I bought from Rivendell for $3, secured to the rails with a Jandd ankle strap. Sadly, Rivendell no longer sells it. When mine finally dies, the Silca Seat Roll will replace it. It’s 26 times the price, but don’t hate: Based on Silca’s obsessive focus on quality, I predict that this handmade, limited-edition seat roll will outlast me.
Price: $80, with CO2 inflation kit


3. Pegoretti Duende 
I’ve seen this conversation play out on many a bike-industry ride. Brand rep: “What’s your personal bike?” Journalist: “A Trek/Specialized/Giant/Cannondale.” Rep: “You should test our new Cannondale/Giant/Specialized/Trek! It’s X-percent stiffer/lighter!” Here’s how it goes with me. Rep: “What’s your personal bike?” Me: “Pegoretti Duende.” Rep: “Oh. That’s a nice bike.”
Price: $3,350 (frame set)


4. Twelve-inch Staub fry pan 
A too-short list of what I’ve cooked in this cast-iron pan: hash browns, bacon, caramelized Brussels sprouts, pan-charred asparagus and tri-tip, soffrito for an all-day Bolognese sauce, cassoulet, fried eggs, quesadillas, and more. The enamel coating frees me from the inane cast-iron cleaning myths, which is good, because I use this pan almost every day. (Pro tip: Pick up a less-expensive cast-iron skillet from Lodge in the Bicyclingstore.)
Price: $150


5. Panaracer GravelKing tire
What if a tire could feel fast and supple, wear like a pair of Carhartts, rarely flat, and cost one-third to half of some Euro models? What if that tire was available in a 28mm width, with a pleasing rotundity that makes chip seal and broken pavement feel like new tarmac and mutes chop-and-rattle dirt roads? It would be 100-percent badassity—and this would be it.
Price: $45 per tire


FSA Unveils Wireless Drivetrain



One year following what was supposed to be its original unveiling, Full Speed Ahead finally unveiled  the electronic road bike drivetrain that we all knew was coming at least since last years Eurobike show.  After five years in the making, with two actual years of road testing to “get it right,” FSA’s WE (Wireless Electronic) drivetrain met a receptive audience for its first official public viewing during set-up day at the Eurobike show.

The drivetrain uses an ANT+ protocol and although touted as a “wireless” system, the WE drivetrain can be better described specifically as a half & half system. What that refers to is that the drivetrain system is wireless from the shift/brake levers, but there is a wire connected to each derailleur from the internally mounted seatpost battery. Although the presentation was on the brief side, some of the key points made to the room  of journos was the following:

* Total weight of the gruppo is a claimed 2090 grams.

* Consumer availability is scheduled for May 2017 and no price was disclosed.

* The entire KForce WE group consists of new levers, derailleurs, cassette and brakes.


Shifts on each lever are made via the two buttons located in a top and bottom position. Shift sequence can be customized via the WE app. Two different brake hoods were seen with the taller version (here) used vs a shorter version used in the disc brake spec’d bike. The shorter the better!

* One of the coolest features was the idea of  using two different brake lever sizes: standard and compact (the latter which is 6mm shorter). Though not talked about, we spotted two differently shaped brake hoods – apparently the final design is not set.

* The carbon KForce crank remains a hollow structure and will be available in six different lengths (160-180mm). The crank uses the BB386 bottom bracket which they helped develop.


The hollow carbon crank is an all new design. A 1x option is slated for future development.

* The front derailleur is considered the “brain: of the system. There are four different colored (Blue, green, yellow and red) lights to inform the rider on how much battery life remains. The derailleur uses a rack and pinion system for the mechanical movement and has an auto-trim feature. The system is charged through a port located in the rear derailleur.

* Coming attractions from FSA include a hydraulic disc brake, and a crank/ power meter combo.


FSA said that battery life for the drivetrain should be in the 2500 mile range.

* Three cassettes will be available: 11-25, 11-38, and 11-32. The clusters are made up of a combination of steel and titanium mix with a pair of multi-gear spiders in addition to the individual gears.

* For the 2017 racing season, team bikes from: Astana, Cofidis, Direct Energie, Dubai Skydive and the American based Jelly Belly squad. We were told that while the team training bikes will see 100% WE use,  they will be worked into the race bikes.

Pinarello Dogma F8 Sky Di2 review

Reigning Tour de France champ Chris Froome’s swoopy-looking Pinarello Dogma 8


Pinarello’s latest Dogma follows the philosophy of ‘if it ain’t broke…’, as the F8’s frame has stayed the same since its launch. This is no bad thing as far as we’re concerned, as the F8 featured marked improvements over its 65.1 predecessor. And as Froomedog claimed his second yellow jersey on this bike last year, it’s not like it’s slouching its way through France…

  • Highs: Impressive on-road manners and a great turn of speed
  • Lows: The one-piece bar/stem is very stiff; some rear brake rub; that price
  • Buy if: You want a Tour-winning machine that’s fast, aerodynamic and comfortable


Aero-optimised frame with neat details

As with many pro machines Team Sky‘s bike has an aero-optimised frame, in this case featuring main tubes with what Pinarello calls a ‘FlatBack Profile’. It’s a profile that’s usually referred to as Kamm-tail, a truncated aerofoil that has an aerodynamic advantage but that doesn’t contravene the UCI’s 3:1 aspect ratio rule [the depth of the tube can’t be more than three times the width]

But for what is essentially an aero road bike, the design is clean and fuss-free, even though it has some very neat touches. The bow-legged fork is designed to reduce turbulence from the rotating front wheel, while the fork crown is shaped to closely match the standard brake. The asymmetrical frame is typically Pinarello, and is claimed to equalise the drivetrain forces.

While the frame is essentially unchanged, the same isn’t true for the rest of the bike. MOST’s new one-piece Talon bar is designed to be as aerodynamic as the bike, complete with teardrop-shaped stem and spacers. But what truly impresses with the F8 is the comfort that the frame and fork deliver. A bike with oversized aerodynamic tubes could easily be rigid and uncompromising, but the F8’s rear end plushness, in particular, is impressive and the comfort really shines through.


Rock-solid front end

The front does feel stiffer than the last F8 we tested, which has to be down to the rock-solid-feeling one-piece wing bar, but the hooks have a great shape and the flats on the bar tops aren’t so wide that they’re uncomfortable on long climbs – something the F8 has seen plenty of.

There’s little that we haven’t already said about Dura-Ace Di2 and we couldn’t fault Selle Italia’s SLR saddle either. Froome and Co will be riding Shimano wheels, while our bike has 47mm-deep rimmed Corima A+ clinchers with Vittoria’s graphene-infused Corsa tyres. These are among the best tyres we’ve tried recently, offering compliance, speed and grip.

The wheels roll smoothly, at 1400g they’re pretty light and they’re fine performers in crosswinds. And, like the frame, Corima’s rims have pedigree, being ridden by Astana to victory in the 2014 Tour, the 2015 Giro and Vuelta and this year’s Giro. The carbon brake tracks did whistle occasionally under hard braking, though this lessened as the brake blocks wore in, and we could induce a little rear brake rub sprinting hard, though some fettling with a spoke key reduced this.

We believe that Pinarello’s Dogma excels as an all-rounder with aero considerations rather than as an all-out aero road bike, with a balance of reactive handling and speed that closely matches the Bianchi Oltre we tested last month. Cannondale’s Evo and the Focus Izalco may be more nimble through the bends, but the F8 has the better of both when it comes to flat-out straight-line speed.

The best tech innovations on show at the Rio Olympic Games


The best tech innovations, heat-triggered chameleon frames, outrageous helmets, left-side drivetrains, and more.

With the 2016 Olympic Games kicking off this month in Rio, bike brands are breaking out all manner of special gear, from a Specialized frame that changes colour when it gets hot, to an outrageous Smith Overtake helmet and matching glasses, to a left-side drivetrain Felt track bike, and much more. Some of these designs are ostensibly for eking out marginal performance gains; others are just to make a big visual splash. Hey, it is Rio, after all.

Here are a few of the notable just-for-the-Olympic designs we’ve seen so far.

1. Specialized Torch frames and helmets

Everyone recognizes the Olympic torch, right? Specialized is putting a very new spin on the very old motif with its Torch frames and helmets, which change color from red to yellow at 71F / 22C.

The paint treatment was used on the S-Works Amira for Lizzie Armistead, the S-Works Tarmac for Vincenzo Nibali, and the S-Works Epic FSR for Peter Sagan, among other riders. The S-Works Evade aero helmet will also got the Torch treatment for the Specialized-sponsored Olympic riders.


2. Smith x Bicicleta Sem Freio collaboration

Smith partnered with the Brazilian artists Bicicleta Sem Freio for a limited edition package of the Overtake road helmet, Pivlock Arena sunglasses, Lowdown sunglasses and a T-shirt.

Bicicleta Sem Freio (which means “bicycle with no brakes”) is the group name for the artists Douglas Castro, Victor Rocha and Renato Reno, who have painted murals around the world and done work for brands like Nike, Levi’s and Volkswagen.

4. Scott goes fluoro for Rio

6. Canyon Olympic paint

Canyon has 20 sponsored athletes from 10 countries in Rio

Proudly waving the colors of the Brazilian flag, Canyon custom painted Aeroad and Ultimate CF SLX frames for its sponsored athletes in Rio.

In all, there are 20 athletes from 10 different nations riding Canyon bikes, including top-flight cyclists like Alejandro Valverde (Movistar) and Trixi Worrack (Canyon-SRAM), as well as triathletes like João Pereira and Anne Haug.


7. Felt TA FRD

The Felt Racing Development team pursuit bike (TA FRD) is backwards. Well, not backwards, exactly, but the drivetrain is on the left in hopes of aerodynamic gains for the USA Cycling’s women’s pursuit team who hope to parlay their current world champ status into Olympic gold.

Why on the left? Over a 4km team pursuit track race, riders will encounter 64 left turns on the oval velodrome, and the right side of their bikes will be traveling ever-so-slightly farther and slightly faster than the left side of their bikes.


The bike also features asymmetrical airfoils, custom Hed wheels that can fit in a narrower fork, and a custom version of Vision’s Metron TT crankset with a prototype dual-sided Stages power meter. Oh, and Vittoria tubulars that are claimed to beat any rival in terms of rolling resistance and aerodynamics.

Team Sky has also ridden dual-sided Stages meters, but the company only sells the left-side meter.

“We believe in the single-sided meter’s ability and validity for training cyclists with power,” said Stages marketing manager Matt Pacocha. “Being a part of this project bike, however, presented an opportunity to for us to highlight our carbon technologies on the grandest stage, learn more and continue to test prototype dual-sensor technologies, especially by benefiting from the wealth of expertise that our national team’s best coaches and physiologists bring to the table.”



Amazing Paint Job! Ray’s fat-tire road

Ray liked the pink bike that I showed at NAHBS this year, so asked for a version with custom geometry to match his fit requirements. He also liked the pink, but asked for some blue too, so the team at Colorworks and I came up with a split blue/pink paint scheme.

The frame has a custom butted and gently curved integrated seatmast, with a Thomson seatpost modified to have an internal wedge to provide saddle height adjustment. There are four bottle cage mounts for long adventures, and a carbon headtube insert.

SRAM eTap means no gear cables to accommodate, so there is just internal routing for the rear brake cable through the downtube, to control the TRP flatmount mechanical disc brakes.

The tires are 35mm wide, mounted on Enve M50 rims, which are built on Chris King hubs with 12mm thru-axles front and rear. Final total weight is 17.5lbs complete as shown.


See more pictures here.

These Are the Hottest New Bikes of 2016



These five road and mountain bikes are some of the most-anticipated new rides of 2016


The 2016 Trek Madone 9-Series Project One Blew Us Away
First-ever aero road bike to receive unanimous praise from our testers


The Bianchi Specialissima: A Bike So Beautiful, They’ll Write Songs About It
We’re literally singing the praises of this ultralight carbon update to a storied Bianchi model


Cannondale’s CAAD12 Disc Dura-Ace Flexes in All the Right Places 
This hyper-engineered aluminum road bike improves on a model we already loved, with a tougher frame that lets us charge even harder


‘Climb to Heaven’ on the BMC Teammachine ALR01 Ultegra
BMC’s racy new offering adds further credence to the idea that aluminum is a force to be reckoned with, and makes hanging on speedy wheels a breeze


The Pivot Mach 429 Trail Hits the Sweet Spot
This mountain bike combines snappy shorter travel with relaxed geometry for a stable, yet playful feel

Lazer Genesis LifeBEAM helmet review

Wireless heart rate built right in, no strap required

If you’re tired of chest straps but still want to know your heart rate while riding, there are a few good options out there. The Lazer Genesis LifeBEAM, however, slickly integrates an opto-electrical sensor right into a helmet that not only reads your heart rate just like a traditional setup but in some senses, actually works even better.

The Genesis LifeBEAM starts out as a standard Genesis helmet with additional hardwareadded in. A sensor is positioned right at your forehead to detect the pulsing of blood, while a small electronics box at the back of the helmet wirelessly transmits the signal via ANT+ to any number of compatible devices. In essence, it’s much like the little fingertip sensor used by hospitals but in a different location.

The sensor is positioned right against your forehead

Setup is brutally simple. Just turn on the helmet, put it on, and then tell your compatible device to search for a heart rate signal. Afterward, you just need to fire up the system and your heart rate is instantly detected as soon as you put the helmet on – and we mean instantly.

Setup is brutally simple. Just turn on the helmet, put it on, and then tell your compatible device to search for a heart rate signal. Afterward, you just need to fire up the system and your heart rate is instantly detected as soon as you put the helmet on – and we mean instantly.

Whereas traditional heart rate straps typically need some degree of moisture in order to read the minute electrical pulses from your heart (which can occasionally take a while, especially in cold conditions), the LifeBEAM has no such delay. Long-time heart rate strap wearers might also find it surprisingly refreshing after so many years of regular use to not have that constricting elastic band around your chest.


The electronics box at the back of the helmet houses a small rechargeable battery, the wireless transmitter, and a blue LED indicator

We also found LifeBEAM’s 15-hour claimed battery life is be just about spot-on and, at 315g, it’s – somewhat remarkably – 4g lighter than a standard Genesis we used for comparison here in the BikeRadaroffice.

All of the features we usually like about the Genesis carry over, too, including a trim outer profile, Lazer’s comfy RollSys retention system, and compatibility with the snap-on Aeroshell cover.


Read more here.





This week Scott is launching three new road biking helmets. Scott says they are entering a new era of helmet development, beating key industry benchmarks with regards to both ventilation and aerodynamic performance.


Centric Plus

The Centric Plus was designed and developed for world class road and mountain bike racers. With ventilation as Scott’s priority, they leveraged their extensive aerodynamic expertise to make one of the best ventilated helmets in its class. These achievements go beyond the outside profile with optimization of airflow on the inside of the helmet as well. MIPS with Scott air technology provides the benefits of a MIPS brain protection system and features a unique construction to further enhance ventilation. From Scott’s testing, they found it is so efficient that it cools your head by 2.2% better than if you were not wearing a helmet at all.


Cadence Plus

The Cadence Plus was designed and developed for world-class road racers and elite triathletes. Aerodynamics is Scott’s priority on the Cadence Plus leveraging their extensive aerodynamic expertise to make one of the fastest helmets in its class. This was achieved through optimization of airflow on both the outside and the inside of the helmet. This too is equipped with MIPS and Scott air technology to provides the benefits of a MIPS brain protection system. Scott offers aero plugs and by simply clicking in the plugs the aerodynamic advantage of the Cadence Plus increases even more but sacrificing some of the ventilation.


Fuga Plus

The Fuga Plus is the perfect helmet for road riders who are seeking a high-performance helmet with the versatility to go beyond the road. It features the MIPS brain protection system as well as the Halo 3D fit system. The Fuga Plus also delivers exceptional ventilation with a removable visor.

Specialized Sequoia – steel adventure bike with disc brakes launched


Steel frame, disc brakes and 42mm tyres the key features of Specialized’s latest bike


Specialized has already taken aim at the gravel/adventure/all-road market with its AWOL and Diverge models but it has also resurrected the Sequoia from the back catalogue and designed a modern steel-framed, disc-equipped bike with big tyre clearance and all the features needed to make it a versatile choice for everything from touring to bikepacking.

The Sequoia comes in three builds priced from £950 to £2,500. Each features a steel frame with thru-axles, disc brakes, mounts for mudguards and racks, a new tubeless wheelset and 42mm tyre, and a carbon fork and vibration damping seatpost on the top-end model.

Aero might be the buzzword for race bikes, but away from racing it’s all about adventure, a word that is inspiring a whole new category of road bikes and accessories, with bikepacking all the rage and events like the popular TransContinental Race promoting a new sense discovery and a whole new approach to riding that is new for the younger generation of cyclists that haven’t been weaned on old school touring and Audax.

Most of the regular Specialized bike range features frames made from carbon fibre and aluminium, so it might seem a surprise to see the company introduce a steel frame back into its 2017 range, but it’s a nice reminder of the company’s roots, which all started with steel bicycle frames – the Sequoia was first introduced in 1981.

The Sequoia has a frame made from custom and size-specific Premium chromoly steel tubing with a FACT carbon fibre fork on the top-end models, and a chromoly fork on the entry-level bike. The frame bristles with eyelets for racks, mudguards, cargo and extra water bottles, making it ideal for everything from commuting, touring, Audax to bikepacking. There’s also internal routeing for a light cable, so you could add a front dynamo and power both lights from it.

While the choice of frame material might be traditional, in every other way it’s a thoroughly modern bike. It has a carbon fibre fork, thru-axles, flat mount disc fittings, tapered head tube, super skinny seatstays and the company’s Cobble Gobble carbon fibre seatpost, designed to provided seated comfort, on the top-end model.

Specialized is using 12mm thru-axles at both ends, with a 142mm rear axle so there should be no issues with wheel compatibility that have plagued its Tarmac Disc and CruX Disc.CruX Disc.

Tubeless tyres make a lot of sense for adventure bikes, minimising punctures through the use of liquid sealant in place of inner tubes. The Sequoia rolls on new Specialized Cruzero tubeless rims, with a wide profile that makes the ideal platform for the new Sawtooth 2Bliss Ready 42mm tyres. The bike will accommodate up to 45mm tyres if you want to go wider.

The Sawtooth tyre has been developed to handle any road surface from smooth tarmac to loose gravel, with a tread pattern comprising sharp angles and edges designed to provide grip in the loose, but tightly packed enough to be fast rolling on the black stuff. Specialized uses the same Gripton compound it uses for its road tyres with a reinforced centre tread section, and the casing is reinforced with an Endurant material to provide protection and cope with the extra weight of a fully loaded bike. They’re also tubeless compatible.

The top-end model gets the same CG-R seatpost as found on the Roubaix, which is designed to provide a bit of added deflection to take the sting out of the ride. There’s also a new handlebar with a 20mm rise and flared shallow drops, providing more control when riding in the drops on fast and loose terrain.

Geometry is key to any bike, and for the Sequoia the company says the numbers and angles thread a line between a traditional road bike and a touring bike. The bottom bracket is lower (66.5mm drop) and the wheelbase longer (1,053mm) with a slack 71.5-degree head angle and 50mm fork rake producing a 68mm trail, so it should provide very stable handling whether loaded with luggage or unladen. All numbers quoted are for a size 56cm, and there are six sizes to choose from.

Look 795 Light review



Look’s flagship 795 shows a maker positively obsessed with the idea of integration. The stem, crank and seatmast cap are all absorbed into a holistic design.

  • Highs: Fast on good wheels, pretty stiff
  • Lows: Integration adds hassle, substandard stock hoops
  • Buy if: Your heart is set on a look, and you’ve already got the high-end rolling stock to get the most from this bike – or a pocket full of cash

Since the launch of the fabulous 695 in 2010, integration has formed the French brand’s focus. Bicycles are, for better and worse, simply a collection of components. In aiming to integrate more components together, Look – famed in the 80s for inventing clipless pedals and pioneering carbon frame development – hit upon a rich seam of potential for further innovation.

The question is, does this approach produce a better bike or is it innovation for its own sake?

There are two versions: this Light and the Aerolight with integrated brakes. In the UK the Light is available as a complete bike with Shimano Ultegra or as tested with Dura-Ace. The Aerolight is only available complete with Dura-Ace.

All three builds use the same Look ADH carbon aero road bar, Selle Italia Monolink SLR Flow saddle and Mavic Aksium Elite wheels. That last item might jar but they are only intended as training hoops – UK agent Fisher told us that Look expects customers of these bikes to already own at least one set of high-end wheels. This is common practice for time trial bikes but certainly unusual for a high-end road bike.


Signature Look details

The signature feature of the 795 is the front end. The top tube is radically raised to line up with the Aerostem. It makes the bike appear very tall – and the look divides opinion – but at least it’s different.

To allow height adjustment without using spacers and ruining that smooth line, the stem can tilt +17° to -13° using an internal mechanism, giving 57mm of vertical range for a 110mm stem. Even so, it couldn’t get down to my preferred 12cm drop despite a lofty 80.5cm seat height.

What’s more, adjustment requires hitting it with a hammer alarmingly hard (we watched a Look technician do it) to release the wedge clamp.

The new Zed 3 crankset is a work of art. It’s made as a monocoque, with the two arms, the axle and the fairing all one piece. It has mountings at both 110 and 130BCD, so you can run any rings you like, and it’s fitted by passing the left crank through the bottom bracket, necessitating the huge 65mm diameter BB.

Because the cranks are expensive to make, Look came up with a smart solution to provide enough length options: the Trilobe insert can be rotated through three positions to give effective lengths of 170, 172.5 and 175mm. On the down side, the unique axle size and thick arms limit your power meter options; neither cranksets nor Garmin Vector 2 pedals will fit.

Look’s E-Post 2 seatmast cap includes an elastomer to damp vibration, though the effect is slight and the ride is firm at the bar and pedals. Its quill-type clamp is elegant but fragile so a torque wrench is essential. It comes with Selle Italia’s Monolink system though it can also take regular saddles, so you’re not tied to the SLR Flow that suits some but is narrow and firm.

Our main concern for the 795 was that the small junction at the head tube and top tube would be a weak link in the handling. It’s actually more robust than expected, if still missing the ultimate precision of the most poised bikes. It’s even better under power, the lower half of the frame resolute against any effort.



Light by name, not light enough out of the box

After my first day of testing up in North Yorkshire was abruptly ended by a storm, the second day dawned with snow flurries in the air, leaving no doubt over what to wear: everything. I reprised the route, east then down Blubberhouses and north to Glasshouses, at which point I joined the route of stage 1 of this year’s Tour de Yorkshire at its most interesting point.

Flat from Beverley to Harrogate, things get spicy from Pateley Bridge. Having had no call for inner rings up to this point, you’re faced with a 16% wall out of the town, and then another, then a third, each cruel ramp separated by winding sections that remain steep enough to prevent much recovery.

Being far from fully fit, I admit to being grateful for the 795’s 34×28 bottom gear, otherwise an odd choice on an aero bike. Satisfyingly stiff, the Look climbs decently but its weight and especially the wheels prevented it from sparkling.

In all, the climb continues for 4km and rises to more than 350m, affording incredible views. With 10cm of snow by the roads and a block headwind, it was a hard slog from here and the sweat from the climb was chilling me so I sought refuge in a café, where a large coffee and a piece of cake the size of a house brick gave a boost to see me home. Still, I think it was the hardest and slowest 75km I’ve ever done.

At 7.45kg including the pedals, and at this price, this bike really stretches its ‘Light’ moniker. What’s more, Look doesn’t make any claims for the aero gains of the 795, which is unusual these days. The NACA-derived airfoil shapes are skinny and clearly prioritise low wind yaw angles. Does it feel fast? On these wheels, no, it doesn’t – though nothing would.

This should be an even pricier bike with worthy wheels and a sub-7kg weight. Instead, it’s an uncomfortable compromise, hobbled with desperately disappointing Mavic Aksium Elites, which are dandy on bikes at a quarter of the price but not acceptable here. They’re flexy, slow and undermine the frame’s high stiffness.

When we did eventually try some upgrade wheels, as Look expects customers to do, we found there isn’t clearance for 25mm Conti GP4000S II rubber on wide Enve 4.5 clinchers. With 4.5 tubs fitted instead, the 795 felt much brighter and faster, though not as spectacular as it should have.

Similarly priced aero-road rivals from Giant, Scott, Canyon, Ridley, and more, come with far superior wheels and a chassis that outperforms the 795. In that context, the awkwardness of the integrated parts is even harder to forgive. This isn’t a bad bike, but you’d have to really want a Look to ignore its competition.