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14 of the best and fastest 2018 aero road bikes — wind-cheating bikes with an extra turn of speed

October 20, 2017, 12:00 am

≫ Next: Cycling's top tech trends for 2018 and beyond

≪ Previous: 17 of 2018's best disc brake endurance & do-it-all road bikes

With elongated tube shapes and other wind-cheating features, aero road bikes provide a small but handy speed boost.
Sleek shapes make for a distinctive look.
Recent aero road bikes have alleviated the harsh ride that plagued some early models, thanks to improved use of materials.
Frame aerodynamics is still a marginal gain; if you're wearing flappy clothes an aero bike is a waste of money.

In just a few years aero road bikes have gone from The Next Big Thing to a mainstream bike option. The latest models have been tweaked to be faster than ever, according to the manufacturers, and to alleviate the harsh ride that characterised some early aero bikes.

Aero road bikes essentially draw aerodynamic features from time trial bikes into a road frame, and balance the demands of weight and stiffness into a package that, on paper, looks to be the ideal all-round choice.

At any decent speed, most of your effort goes into overcoming air resistance, so reducing a bike's drag means you'll go faster, or ride at any given speed with a lower power output. Who doesn't like the sound of that?

Most of your air resistance comes from your body rather than your bike. Wearing non-flappy clothing will help, as will losing weight. But the 20% or so of air resistance from your bike is enough for engineers and designers to focus on making road frames and products more slippery through the air. In the pro peloton aero road bikes have been quickly adopted, where the margins of victory are very slim and there has been a focus on gaining ever smaller performance gains over the years. Merida Reacto 2017 seatstays.jpg

Weight, or the lack of it, used to be the main driving force of frame development. Along with stiffness, it was a cornerstones of bike design. These days most bikes are light, many well below the UCI’s 6.8kg weight limit (which doesn’t affect non-racers anyway), and come with more stiffness than is sometimes comfortable.

All that has made aerodynamics more important. Specialized has built its own wind tunnel, for example, and most manufacturers are testing in other facilities. Nevertheless, aero road bikes haven't converged on a perfect, slippery shape. Different engineers prioritise different ways of improving aerodynamics but there are shared design trends: skinny, aerofoil-shaped tubes, integrated brakes, and internal cable routing.

Let's take a look at the latest aero offerings.

Colnago Concept — £3,150 (frameset)

Colnago has joined the aerodynamic arms race with the Concept, a full blooded aero race bike that is a serious step forward from the Italian company's first aero road bike, the V1-r.

The Concept has all the capability to dice with the fastest in a race situation. Its stiff frame, deep-section wheels and lightweight give it an insatiable appetite for speed. It's quick in all circumstances: climbs, descents, flat and undulating roads – the bike shines everywhere. This is an exciting bike to ride fast, and like all good aero road bikes it encourages you to ride flat-out.

That firm ride, and frame and fork stiffness ensure the Concept accurately follows your inputs, whether through the handlebar or pedals. It reacts positively whether you're blasting an uphill sprint finish or bombing through a curving descent.

The Concept isn't just for racing. It provides adequate composure and comfort, allowing you to tackle long distance rides at a few notches below race pace and not be dealt a hammer-blow to the lower back the moment the tyres encounter anything but a super-smooth surface. The front end of an aero race bike can often be overwhelmingly harsh, but the special headset and fork steerer tube that Colnago has developed mean the Concept is smoother up front than would normally be expected on an aero road bike.

Merida Reacto — £1,250-£9,500

Merida has updated its Reacto to be, it says, lighter, more comfortable and more aerodynamically efficient than before. It has done this by slimming down the tube shapes and introducing a lower seatstay connection with the seat tube, among other things.

Merida – a Taiwanese brand although much of its engineering is undertaken in Germany – says that the new Reacto is more aerodynamically efficient than the previous version by about eight watts at 45km/h. That equates to around 5%.

Comfort has been increased through redesigning the seatstays and giving the S-Flex seatpost a slimmer cross section and a bigger ‘window’ – a notch that’s cutaway to allow more downward movement.

For 2018, Merida is offering disc brake versions of the Reacto for the first time.

Boardman Elite Air — from £1,900-£6,000

Boardman's Elite Air 9.2 (£2,299.99) is just the ticket if you're looking for a fast bike with a good spec. It's a great package and the performance is impressive.

Some aero bikes can be a handful, but thankfully the Air 9.2 is a neutral ride most of the time. Considering the amount of side profile, it's really not that much of a handful in the wind. Okay, our reviewer had a couple of interesting moments getting hit by a 30mph sidewind on one ride, but it's generally pretty predictable.

It's fast, it's firm but not uncomfortable, and it responds well under power. There are a few minor niggles – the brakes aren't the best, and some of the components are worth an upgrade to get the best out of the frame – but if you're looking for a fast bike for racing, triathlon or even time trialling then it's very much one to consider.

Read our review of the Boardman Elite Air 9.2
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Storck Aerfast Platinum — £10,949

Buying the Storck Aerfast Platinum is a massive outlay, but boy, oh boy do you get one hell of a return on your investment. It's a sub-6.5kg race weapon, with aerodynamics that work in the real world, and it offers comfort levels to challenge most endurance bikes.

Taking plenty of things it has learnt from its astonishingly good Aernario, Storck has pushed the design even further down the aerodynamics route, and what it has created in the Aerfast is a bike that's not only unbelievably fast, but light and stiff too.

If you're in the market for an aero bike, speed is going to be topping your list of priorities, and that's where the Aerfast truly excels. At lower speeds the Storck feels like any other bike to ride, any other superlight bike that is, but as you ride faster it feels like a permanent tailwind is nudging you along, a friendly hand on your back as you watch the numbers climb on the Garmin – with little more effort required than there was 5mph ago. It's a wonderful feeling, and one of which you never tire.

Read our review of the Storck Aerfast Platinum
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Cervelo S3 Disc— TBC

Cervélo has redesigned the S3 Disc to smooth out any penalties that might occur from adding disc brakes. The result is a frame that it claims is 9% stiffer, a touch more aerodynamically efficient, and lighter by 40g compared with the regular rim brake model.

There's a lot to like about the Cervélo S3 Disc. If you want pure speed with the reassurance of hydraulic disc brakes, it's a very good option: it's extremely fast and the handling is lively and direct – just what you want from a race bike – but its composure on rough roads falls some way short of its key rivals. If you're willing to overlook its lack of comfort, it's an explosive bike.

Read our review of the Cervelo S3 Disc Ultegra Di2
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Ridley Noah SL — £4,000-£6,400

Aero and discs? It's getting more common as bike makers figure out how to mount disc callipers without adversely affecting aerodynamics.

Ridley calls its collection of speed-enhancing aerodynamic features FAST. It includes the slotted F-Split fork with a gap running down the centre and F-Surface Plus, a tube shape that combines an aerofoil profile with a groove that helps keep the air flowing smoothly over the surface to reduce drag.

As for the discs, Ridley believes they're simply a better way of stopping.

Read about Greg Henderson's Ridley Noah SL
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Pinarello Dogma F10 — £4,499 (frame & fork)

Developed in collaboration with Team Sky, the Dogma F10 is the bike upon which Chris Froome won the 2017 Tour de France. The F10 uses FlatBack tube profiles – a Kamm tail sort of shape with a rounded leading edge and chopped off tail, and Pinarello has shaped the down tube so that you can mount a water bottle without ruining the aerodynamic performance. Up front the fork is derived from the company’s Bolide time trial bike with aerodynamically shaped legs and a crown that's integrated into a recessed down tube.

Find a Pinarello dealer

Canyon Aeroad CF SLX — £3,199-£6,349

The second-generation Aeroad CF SLX has been inspired by the work that Canyon did on its futuristic Speedmax time trial bike, with razor sharp aero tube profiles and an optional one-piece handlebar and stem. Much of the company’s focus was on reducing the Aeroad's frontal surface area, so along with the new cockpit there’s a narrower hour-glass shaped head tube to help reduce drag. Other changes include a variant of the Trident tube shape used on the Speedmax, and a seat tube that hugs the leading edge of the rear wheel.

The Aeroad CF SLX is available in both rim brake and disc brake models.

Read our review of the Canyon Aeroad CF SLX 7.0 Di2
Read our review of the Canyon Aeroad CF SLX Disc 8.0 Di2
Check out our complete guide to Canyon's road bikes

Specialized S-Works Venge Disc Vias eTap — £8,500

If you're going to fly, you need to be able to rein in that speed. Disc brakes give finer modulation of speed with less effort at the lever so as you're whooping into Alpine hairpins you can brake later and waste less valuable speed.

As well as its aero frame, the Venge Vias has an aero handlebar and stem. The almost complete lack of external cables further reduces drag.

Read our review of the Specialized Venge Vias Expert Disc
Read about Mark Cavendish's Venge at the Tour de France
Find a Specialized dealer

Scott Foil — £2,499-£10,999

The Foil arguably kicked off the whole aero road bike trend, bringing aerodynamic design that was once the preserve of time trial bikes to regular road bikes. For 2018, Scott has added disc brakes, arguing along with other manufacturers that you can go faster if you can slow down better. That's on top of the last series of updates to the Foil that saw the down tube lowered and wrapped around the fork crown, and a smaller rear triangle and internal seat clamp in the top tube.

Don't make the mistake of thinking this is an uncomfortable aero bike. Mathew Hayman rode over a few little bumps on his way to winning Paris-Roubaix in 2016.

Read our coverage of the 2016 Scott Foil launch
Find a Scott dealer

Trek Madone 9 Series — £3,500-£9,500

Once an all-round lightweight race bike, the Madone has had a complete aerodynamic makeover. It features a version of the Isospeed decoupler borrowed from the Domane to provide some comfort and it’s wrapped up in a frame with Kamm tail shaped tubes. Like Specialized, Trek has also developed its own brake callipers that are designed to integrate with the fork and seatstays. The head tube features flaps that open and close to accommodate the movement of the brake when the fork is turned.

For 2018, prices are down out of the upper stratosphere with a new model, the Madone 9.0 (above) that's priced at £3,500.

Read our coverage of the 2016 Trek Madone launch
Find a Trek dealer

Giant Propel Advanced SL 0 Disc — £8,999

Giant has added disc brakes to the Propel Advanced lineup for 2018, claiming that the flagship model, the Propel Advanced SL Disc, has the highest stiffness-to-weight ratio of any bike in its class and a lower drag coefficient at a wider range of yaw angles than the rim brake version.

“One of the key breakthroughs is a new truncated ellipse airfoil shape – a design that lowers drag at a wider range of wind angles than traditional teardrop frame tubing,” says Giant. “Engineers also found that, with proper integration, a disc-brake design can actually improve aero performance compared to rim-brake configurations.”

As well as a stunning paint job, the top of the range Propel Advanced SL 0 Disc has a full Shimano Dura-Ace Di2 groupset and Giant's own SLR 0 Aero Disc wheels with a 42mm deep front rim and 65mm rear.

The Propel disc range starts at £2,999 with the Propel Advanced Disc.

Read our review of the Giant Propel Advanced 1
Read our coverage of the original Giant Propel launch
Find a Giant dealer

Lapierre Aircode SL – £2,899-£6,999

French brand Lapierre has given its Aircode a major update for 2018. The frame profiles have been refined, and are now shaped using a combination of NACA and Kamm tail profiles. The down tube, for example, transitions from one to the other to keep drag low while increasing lateral stiffness at the bottom bracket. Other changes include a revised geometry, shorter chainstays and fork rake that has been reduced to bring it closer to the Xelius SL. There's also a new aero seatpost, direct mount brakes and 'TrapDoor technology' whereby the Di2 battery is housed in the down tube for better weight distribution.

Lapierre has integrated the fork crown into the down tube to bring the front wheel closer to the frame. It’s also using a direct mount brake calliper which allows the fork crown height to be lower than with a standard brake.

Read our coverage of the launch of the Lapierre Aircode SL
Find a Lapierre dealer

Bianchi Oltre XR3 – £2,800-£4,600

Bianchi took the Oltre XR2 as its starting point for the XR3's design and then altered many of the tubes and features, resulting in a very different bike. The head tube is new, for example, the aero design fairly similar to that of the XR4, and the seat tube is new too, although it is still cut away around the leading edge of the rear wheel.

The Oltre XR3 features Bianchi's Countervail technology, Countervail being "a patented viscoelastic carbon material with a unique fibre architecture that cancels up to 80% of vibrations while increasing the stiffness and strength of carbon frames and forks", according to Bianchi.

The Oltre XR3 is nimble and sharp handling, and it offers a ride that's smooth by aero road bike standards.

Read our Bianchi Oltre XR3 review
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Cycling's top tech trends for 2018 and beyond

November 7, 2017, 3:07 am

≫ Next: 10 of the best 2017 & 2018 £1,000 to £1,500 road bikes

≪ Previous: 14 of the best and fastest 2018 aero road bikes — wind-cheating bikes with an extra turn of speed

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Cycling's top tech trends for 2018 and beyond

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10 of the best 2017 & 2018 £1,000 to £1,500 road bikes

November 21, 2017, 3:00 pm

≫ Next: Giant NeosTrack GPS Computer

≪ Previous: Cycling's top tech trends for 2018 and beyond

[This article was last updated on November 21, 2017]

If you have £1,000 to £1,500 to spend on a road bike, you really do get a lot for you money. A benefit of spending this sort of money is that the bikes start to get much lighter than those costing half as much, which will have a significant impact on the ride quality and performance, and your times up your local hills.

Shimano 105 and Tiagra are the dominant groupsets in this price range. While there is a lot of own-brand kit for parts like wheels, handlebars and saddles, which is no bad thing (manufacturers have really raised their game with own label components), there is a lot more branded kit from the likes of Mavic and Fizik.

Giant Contend SL Disc 1 2018 — £1,198.99

Giant has two families of endurance bikes, the Defy series with carbon fibre frames and disk brakes throughout the range, and the Contend bikes with aluminium frames and a choice of discs or rim brakes. This is the top model in the six-bike Contend family. It has Shimano's excellent-value Shimano 105 11-speed transmission, and Giant's own hydraulic disc brakes. We liked the rim-braked 2017 version, but though it could use better brakes.

Read our review of the Giant Contend SL1
Find a Giant dealer

Ribble CGR — £1,438.99

Cross, Gravel, Road, that's what the CGR initials stand for on Ribble's latest all-rounder. A disc brake-equipped, mudguard-shod 'do a bit of everything' machine that makes a lot of sense for the rider who doesn't always want to stick to the tarmac. Thankfully, this jack of all trades is no master of none.

Thanks to Ribble's online bike builder, you can have any spec you like. The CGR starts from £799 with Shimano Sora; the price here is for the option with Shimano 105 and hydraulic brakes, which gives a good combination of slick shifting and powerful stopping.

Read our review of the Ribble CGR

Fuji Roubaix 1.3 — £899

Fuji characterises its Roubaix as a race bike and has completely reworked the frame for 2017, putting it firmly in the category of Very Light Aluminium at a claimed weight of 1,100g.

The fork is all-carbon, as befits a lightweight bike, and there are Shiano 105 gears and brakes to make it stop and go. The Oval Concepts finishing kit includes a chainset with Praxis rings. It looks like an excellent package for the money if you're in the marker for a fast, light traditional road race bike.

Boardman Road Pro Carbon — £1,350

Boardman is making some great bikes this year – both in terms of performance and value – and the Road Pro Carbon is no exception. If you're after a disc brake road bike that's engaging to ride, you should certainly take a look at this. If you're looking for a more versatile all-rounder, it's not such a good fit.

Given that this bike comes from an endurance mould you might expect the ride to be more forgiving than it actually is. The Boardman doesn't have the surface-taming characteristics of something like a Cannondale Synapse or a Trek Domane, it's much more of a road bike feel. It's not uncomfortable, but it is firm. It's well balanced in that the front and the back give about the same level of feedback from the road.

Certainly the frame and fork are a package that's worthy of some upgrades here: it's a very well-balanced bike that responds well to pretty much every kind of road riding. The steering is very predictable and never nervous, and I had no issues with any wobbles, vagueness or lift-off descending at speed.

Find a Boardman dealer

Read our review of the Boardman Road Pro Carbon

Cannondale CAAD12 105 2018 — £1,149

When it was launched the CAAD12 set a new benchmark for all-aluminium frames; it still puts a lot of carbon bikes to shame. With a frame weight under 1,100g for the disc brake and regular versions, it's not much heavier than carbon either. Cannondale package the frame with a full Shimano 105 groupset, carbon fibre fork with tapered steerer tube, 52/36 crank, Mavic Aksium wheels and a Selle Royal Seta S1 saddle. You can also have it with disc brakes for an extra £300.

Read our report from the CAAD12 launch
Find a Cannondale dealer

Canyon Ultimate CF SL 7.0 — £1,449

German company Canyon has made quite an impression in the UK with its direct-to-consumer business model meaning big savings for those prepared to bypass the bike shop for their next bike purchase. The Ultimate CF SL is produced using the same mould as that the Ultimate CF SLX we tested a while ago, it's just using a cheaper carbon fibre. That keeps the price lower. Although the weight does go up a bit, it's still light at a claimed 940g. This is the entry-level model built with a full Shimano 105 groupset, Mavic Aksium wheels, Continental GP 4000 25mm tyres, Canyon's own bars and stem and a Fizik Antares saddle.

Focus Paralane 105 2018 — £1,499

Focus' Paralane range of go-anywhere endurance/gravel bikes includes this Shimano 105-equipped bike with a hydro-formed aluminium frame. Like other disc-equipped Focus bikes it has the German company's clever RAT quick release axles as well as plenty of tyre clearance and easily-fitted Curana mudguards. We loved the carbon fibre Paralane Ultegra when we tested the 2017 version; this bike brings Paralane versatility to those who don't have three grand to spare.

Find a Focus dealer
Read our review of the Focus Paralane Ultegra

Trek Émonda SL 4 2018 — £1,500

With a lightweight carbon fibre frame and Shimano Tiagra group, this speedster from Trek's racing range is a good deal.

The Emonda line is Trek's take on making the lightest road bikes it can produce for a given price, which means the frame here is worth upgrading as the parts wear out; it wouldn't be shamed by a Shimano Ultegra group.

Find a Trek dealer

Vitus Bikes Zenium SL Pro Disc - Superlight Ultegra — £1185.49-£1316.99

Recent price increases mean getting a full Shimano Ultegra group with disc brakes on any bike under £1,500 is unusual, making the offering from Chain Reaction's house brand excellent value with Ultegra spec on an aluminium frame. It comes with Michelin's fast Pro 4 tyres in 25mm width and there's room in the frame to go up to 28mm for versatility.

The frame is the same as the 2016 Zenium SL Disc, which our Stu Kerton really liked when he reviewed it. The SL tames the previous Zenium's harshness a bit, but this is still a fast bike. "I like it," Stu wrote. "It feels purposeful, a kind of 'this is what I am, deal with it' type of thing. With a lot of bikes these days trying to be a bit of an 'everything' option, it's good to get on board something that can just be smashed about a bit and ridden hard."

Read our review of the Vitus Zenium SL

Rose Pro SL Disc 105 — £1,213.26

German direct-sales operation Rose has some very keenly priced bikes, like this disc-braked sportive/endurance model that boasts and aluminium frame with room for 28mm tyres, and a full Shimano 105 groupset with hydraulic brakes. When he reviewed the next bike up in the range, the Ultegra-equipped Rose Pro SL Disc 3000, Stu Kerton said "Thanks to its neutral handling and impressive build spec, the Pro SL is the ideal steed for a day in the saddle with no surprises."

Read our review of the Rose Pro SL Disc 3000 Hydraulic

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Giant NeosTrack GPS Computer

January 17, 2018, 1:45 am

≫ Next: Giant reveals new Propel Disc aero road bikes

≪ Previous: 10 of the best 2017 & 2018 £1,000 to £1,500 road bikes

The Giant NeosTrack is a good GPS that packs a fair bit of functionality into a well-rounded package. The battery life is excellent and day-to-day training use is its bread and butter. Navigation is poor, though.

Pros: Great battery life, not expensive
Cons: Interface a bit clunky, route display is poor

Giant has teamed up with GPS company Brtyon to produce the NeosTrack, and Bryton has form for making some decent units, so my hopes were high.

> Find your nearest Giant dealer here

The NeosTrack is a fairly big GPS (92.9 x 57 x 20.3mm, 78g) with a 2.6in monochrome LCD screen, and attaches to your bike with a quarter turn mount. It's not quite the same as a Garmin mount (or, indeed, the Bryton mount) so you'll need to use Giant's own mounts, and O-ring and out-front mounts are supplied in the box. They're fine, with no issues with fitting the mount or engaging the computer.

The NeosTrack has five hardware buttons. The one at the base of the unit turns it on, and also activates the backlight (which you can also set to stay on if you prefer). Then there are two on each side, which deal with stopping and starting recording and working through the menu system. They're a bit fiddly to use with gloves on, but not too bad.

The NeosTrack is a fully-featured GPS computer, and you can pair ANT+ and Bluetooth LE sensors to it. It can also connect to WiFi, allowing you to upload activities or download routes without going through your phone. Realistically, though, you're most likely to pair the NeosTrack to the app on your Android or iOS device. That allows you to upload activities and automatically sync with Strava or TrainingPeaks. It'll also make you aware of any firmware updates, and give you the option to apply them. You can also do this from a desktop computer, but essentially the two things are the same: the app is just a wrapper for the website, and the website is designed to mostly be used on mobile. So some of the screens look a bit bare.

The app also lets you create routes on your phone, although like all phone-based routing generators I've tried it isn't anywhere near as easy as doing it on a desktop computer. Again, you can use the web portal, but the route creation isn't nearly as good as it is on Strava, for example: you can't drag points around, so if you're planning a long route and you decide to change the middle bit, you're a bit stuck. If you go down the Strava route you can drag a .gpx file onto the GPS when it's plugged into your machine, just like you would with a Garmin.

The NeosTrack has five configurable data screens: you can choose how much data you want on each, and what metrics you want to see. It's pretty easy to move stuff around, and the default sets make plenty of sense too. Setting them up isn't quite as easy as it is on some other GPS computers (especially ones with touchscreens) but it's probably only something you're going to have to do once, or at least infrequently.

You can set up up to seven bikes on the NeoTrack, and input all your personal data too.

Testing and tracking

Recording your rides isn't the only thing the NeosTrack is designed to do, though. It comes bundled with a set of standard tests – functional threshold power (FTP), max heart rate (MHR), lactate threshold (LTHR) and max aerobic power (MAP) – that you can run directly from the computer, either outdoors or on a trainer. On top of that you can input your own interval sessions and follow them, although it's a pretty fiddly job to get them set up through the user interface. Obviously you're going to need to add a power meter for an FTP test, or a heart rate monitor for a MHR/LTHR test.

The tests work okay: it's not quite the interactive experience of doing one on TrainerRoad/Sufferfest/Zwift but it'll do, especially if you don't do indoors. You can store your testing data within the NeosTrack app and track your progress there.

> Buyer's Guide: 11 of the best cycling GPS units

The NeosTrack is also designed to allow you to follow the routes you've uploaded. Here it falls down a bit, because it uses Bryton's semi-3D route rendering which has always been, and continues to be, awful. Instead of simply showing you the line and your position upon it, it attempts to render a quasi-3D looking-into-the-distance view based on what's coming up. I say 'attempts' because the render is so poor, and changes so much, that it's almost impossible to use at times. And I'm not talking about picking the right road on an acute fork, I'm talking about knowing which way to go at a right-angle T-junction. I found turn-by-turn instructions worked about as well as a Garmin, which isn't really high praise, but they're usable. If following GPX routes is something you do all the time, this is probably not the computer for you.

If you just want to log a lot of riding, though, it might be. It's pretty reasonable at £150 and does a pretty flawless job of keeping track of your rides, with uploading to the cloud a simple process, even if it's a bit slow.

The battery life is second to none: Giant claims it'll do over 30 hours, and while I didn't get to those heady heights (it was cold and dark, and I had the backlight on a fair bit) I did manage well over 20, which is a whole lot more than you'll get out of your Garmin Edge. Through the summer it'll probably be near what Giant claims it to be.

Verdict

Great battery life, and good for logging lots of riding, but routing isn't very good

road.cc test report

Make and model: Giant Neostrack GPS Computer

Size tested: n/a

Tell us what the product is for

Giant says: "Designed in collaboration with Bryton, this powerful yet price savvy unit features a 2.6' screen, a massive 33 hour battery life, ANT+ and Bluetooth connectivity, plus turn by turn breadcrumb navigation. The unit is impressively light for the size, coming in at just under 80g. Designed to meet a variety of training needs for cyclists, there's an option to plan and perform workouts in the 'Giant lab'. The 'testing' option allows you to record your max heart rate, lactate threshold heart rate, FTP and MAP (max aerobic power). The step by step instructions on screen make it easy to follow, with the results auto imported into your account to improve your training zones and ride feedback. All of your data is stored in the NeosTrack app via Bluetooth or Wi-Fi upload, available on Android or iTunes. From here, you can easily set up auto upload functions to popular training apps such as Strava or TrainingPeaks. From the NeosTrack app, you can plan routes and upload back to the head unit with ease. The Giant NeosTrack comes supplied with a charging Micro USB cable, out front mount, stem mount and band fittings in the box."

Tell us some more about the technical aspects of the product?

From Giant:

- High-sensitivity GPS receiver

- As used by Team Sunweb pro cycling team

- Intuitive, easy to use user interface

- Navigation via GPX file upload or device ride history

- Accompanying NeosTrack APP available to download from Google Play or iOS APP store

- Connects to ANT+ or BLE devices

- Large easy-to-read 2.6' LCD Anti-glare display

- Enhanced battery life: Up to 33 hours on a single charge

- Di2 compatibility via Bluetooth

- Training Smart System: Provides a variety of power data (Current Power/IF/TSS/Pedal Balance) also with pre-loaded 'FTP' test protocol and 'To Plan' function, which allows tracking physical condition and customised workouts

- File Compatibility: Ride data saved in 'fit' file format for uploads to popular training software sites such as TrainingPeaks™, Strava™, etc.

- IPX7 waterproof protection

Rate the product for quality of construction:

8/10

Rate the product for performance:

6/10

Rate the product for durability:

8/10

Rate the product for weight (if applicable)

7/10

Rate the product for value:

7/10

Tell us how the product performed overall when used for its designed purpose

Pretty well for ride logging and data display, less so for routing.

Tell us what you particularly liked about the product

Great battery life.

Tell us what you particularly disliked about the product

Route display is poor.

Did you enjoy using the product? Yes, so long as I wasn't relying on it for navigation.

Would you consider buying the product? Probably not.

Would you recommend the product to a friend? Maybe, depending on what they use a GPS for.

Use this box to explain your overall score

It's a Good GPS, and might suit you very well if you want a ride logger and the ability to hook up ANT+ and BLE sensors. Extras such as testing will only be useful to some riders. Routing is the weak point although turn by turn is better than following the line.

Overall rating: 6/10

About the tester

Age: 43 Height: 189cm Weight: 92kg

I usually ride: whatever I'm testing... My best bike is: Kinesis Tripster ATR, Kinesis Aithein

I've been riding for: Over 20 years I ride: Every day I would class myself as: Experienced

I regularly do the following types of riding: road racing, time trialling, cyclo-cross, commuting, club rides, sportives, general fitness riding, fixed/singlespeed, mountain biking, Mountain Bike Bog Snorkelling, track

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£149.99

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Giant Neostrack GPS Computer 2018

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Giant Neostrack GPS Computer

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Road.cc rating:

Weight:

115g

Road.cc verdict:

Great battery life, and good for logging lots of riding, but routing isn't very good

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Giant reveals new Propel Disc aero road bikes

August 28, 2017, 9:00 am

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Giant reveals new Propel Disc aero road bikes

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Video first look: Giant Propel Advanced Disc

March 20, 2018, 3:00 am

≫ Next: 20 of the hottest 2018 road bikes, part 1: Specialized, Trek, Giant, Colnago & more

≪ Previous: Giant reveals new Propel Disc aero road bikes

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First Look - Giant Propel Advanced Disc

Video first look: Giant Propel Advanced Disc

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20 of the hottest 2018 road bikes, part 1: Specialized, Trek, Giant, Colnago & more

April 13, 2018, 2:00 am

≫ Next: Tech Rumour: Could Team Sunweb switch from Giant to Cervélo next season?

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20 of the hottest 2018 road bikes, part 1: Specialized, Trek, Giant, Colnago & more

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Tech Rumour: Could Team Sunweb switch from Giant to Cervélo next season?

May 16, 2018, 7:26 am

≫ Next: Tech Rumours: Giant to replace BMC and Dimension Data to lose Deloitte sponsor in 2019?

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Tech Rumour: Could Team Sunweb switch from Giant to Cervélo next season?

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Tech Rumours: Giant to replace BMC and Dimension Data to lose Deloitte sponsor in 2019?

May 17, 2018, 8:12 am

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Giant Propel Advanced Disc

May 20, 2018, 7:45 am

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≪ Previous: Tech Rumours: Giant to replace BMC and Dimension Data to lose Deloitte sponsor in 2019?

The Giant Propel Advanced Disc is an efficient, firm-feeling road bike with aerodynamics designed specifically with disc brakes in mind. It's not the lightest bike available for this kind of money but it's fast whether you're soloing off the front or sprinting for the line.

Pros: Stiff and efficient, strong aero credentials, excellent disc brakes
Cons: Not especially lightweight, you're tied into using Giant's handlebar and stem

Rim brake versions of the Propel have been in the Giant line-up for years, but this is the first time that disc brakes have been added. Although rim brake Propels are still available, they're all based around the previous frame design; the new version is disc brake only.

> Find your nearest dealer here

The Propel Advanced Disc might not lurch forward like some lightweights do when you accelerate out of a slow turn, but that's not what aero road bikes are all about. It's designed with efficiency in mind, both in terms of aerodynamics and stiffness. The aero side of things is difficult to discern (I'll cover aerodynamics in a bit) but this bike certainly feels stiff when you stamp on the pedals, with very little flex to speak of even when you're standing up and giving it everything you have.

This stiffness extends to the front end with a head tube that features Giant's Overdrive 2 design with a 1 1/4in upper bearing and a 1 1/2in lower bearing. Giant's own alloy Contact SL Aero handlebar doesn't flex much when you haul on it either, which is notable because some aero options do thanks to their slim profile.

You'd have to say that the Propel Advanced Disc provides quite a firm ride, and that might or might not be to your taste. By that I don't mean that it's uncomfortable – it's not that – but it is, yeah, firm. This isn't a gran fondo or endurance bike, it's a race bike (even if you don't race it) and that comes through in the feel.

That said, I got on fine with Giant's Contact Forward saddle with a composite base that flexes enough to take the edge off things, and Giant's own 25mm Gavia Race 1 tyres are set up tubeless so you can run them at lower pressures than you otherwise would without the danger of pinch flatting if you hit a pothole.

The Propel Advanced Disc treads the middle ground in terms of manoeuvrability, flicking around ably when you want to move within a group or change your line on a fast descent, and it isn't too much of a handful in crosswinds compared to other aero bikes I've ridden, partly thanks to Giant speccing a shallower-section (42mm) SLR 1 Aero Disc wheel at the front than at the back (65mm).

In terms of aerodynamics, Giant says that the Propel Disc had a detailed development phase involving its engineers and experts at the Aero Concept Engineering facility in Magny-Cours, France. They used a moving mannequin and spinning wheel on the bike in the wind tunnel in order to get accurate data.

The result is a bike that features a new truncated ellipse aerofoil profile. You probably know the deal by now because it's a formula followed by other brands: designers come up with an aerodynamically efficient shape and chop the trailing edge of the profile off square to save weight, improve handling and stick within UCI rules, while maintaining most of the wind-cheating performance.

This aerofoil profile is used for the fork legs, most of the frame elements and the seatpost. Giant uses other features that we've come to expect of aero road bikes over the years, such as a hidden seatpost clamp – it's a wedge system that sits within the top tube/seat tube junction – a seat tube that's cut away around the leading edge of the rear wheel, and a horizontal top tube.

One other key feature is Giant's own aero handlebar and stem system that leaves no exposed hydraulic brake hose and just 5cm of gear cable showing on either side (between exiting the handlebar and entering the stem). I'd explain how it works but a picture paints a thousand words...

Essentially, Giant specs an aero handlebar (the dimensions of the tops are 56mm x 26mm) and has added a composite cover to the top of the stem. The gear cables and brake hoses run under there, then through some rubber shrouding that sits behind the headset spacers and into the frame. The stem cover is held in place by 2mm hex bolts that are a little fiddly, but nothing you can't handle.

The other important fact regarding aerodynamics is that, as mentioned, the new Propel framesets are disc brake only. Giant says it found that with proper integration a disc brake design can be more aerodynamically efficient than a rim brake bike.

'This is because the location of traditional callipers (either in front or behind the fork crown/legs) creates 'dirty' air,' says Giant. 'Opening up the fork crown area (by placing the disc-brake callipers down at the hub) means that the air hitting the new disc-brake calliper has already been disrupted by the leading edge of the tyre/wheel. This effect is further enhanced by an asymmetric fork that helps smooth out airflow over the calliper.'

There are three Propel Disc platforms and various builds, and here are the main features of each:

The top-level Propel Advanced SL Disc has a frame and fork made from Giant's Advanced SL-grade carbon composite, an integrated seatpost and a Contact SLR Aero composite integrated handlebar and stem. The fork is a one-piece construction.
The Propel Advanced Pro Disc has an Advanced-grade carbon composite frame and fork, a non-integrated seatpost, a Contact SLR aero composite handlebar and a Contact SL Aero alloy stem. The fork is full-carbon but it's not a one-piece construction.
The Propel Advanced Disc, which is the one we have here, is also made from Advanced-grade composite, but the fork steerer is alloy, as are the Contact SL Aero handlebar and stem.

Putting the integrated seatpost to one side, the frame and fork profiles are identical across the range. Giant doesn't say that the Propel will save you a certain amount of time over a given distance, but does say that it is the fastest disc brake aero road bike it has tested at all wind angles except zero (when the apparent wind is coming from straight ahead).

The only times you'll get a zero apparent wind angle are when the air is completely still, when you're riding directly into a headwind and when the wind is coming from directly behind you. Giant's engineers reckon that this is rare and claim that the Propel is the fastest bike in its category in real world conditions. Giant also says that the Propel has a lower drag coefficient at a wider range of yaw angles than its non-disc brake predecessor.

Geometry

The Giant Propel Advanced Disc is built to an aggressive geometry, which is what you'd expect of a bike designed for speed. We have the M/L model here with a 545mm seat tube, a 570mm top tube and a 165mm head tube. The stack is 562mm, the reach is 398mm, and both the head angle and the seat angle are 73 degrees.

The height of the front end is boosted by a whopping 5cm of headset spacers. Chances are you'll want to drop that, at least a little, by chopping down the fork steerer. This requires that you take the top cover off the stem in order to access the headset's top cap. You can only refit the cover if the top of the steerer sits flush (or nearly flush) with the top of the stem – but you can run the stem without the cover for a while if you just want to try out a couple of different handlebar positions for size.

While we're talking about such things, the aluminium alloy Giant Contact SL Aero stem is 110mm on M/L versions of the Propel, and it will soon be available aftermarket (£150) in 80-140mm lengths. You don't get a choice of angles so it's just the number of headset spacers that determines handlebar height. It's down to the individual dealer whether they'll swap to a different length stem if you want one. You don't need to disconnect the cables or brake hoses in order to swap the stem, by the way.

The unique clamp shape means that with this stem you're tied to using a Giant handlebar for the duration (it's 42cm wide on our M/L size bike) because nothing else will fit (the Giant Contact SL Aero bar on the Propel Advanced Disc is alloy, although a composite SLR version is available in 40cm, 42cm and 44cm widths for £249.99). The cynical among you might figure that Giant does this to keep you true to the brand. Maybe, but on a bike that's all about aerodynamics it also makes sense to use components that have been specifically designed to work together as a complete system to minimise drag.

That's fine if you get on well with this bar, and I did. I liked the ergonomic shape of the drop and didn't find my wrists hitting the tops while I was down there. I also found the deep, aero section tops really comfortable during climbing.

However, you can't alter the angle of the handlebar and if you don't like the bar's shape or level of stiffness you're stuck, so make absolutely sure that the Contact SL Aero bar works for you before handing over your cash.

The unusual shape of the handlebar means that although you can fit a rubber-backed bike computer mount with O-rings, you can't clamp an out-front mount to it. Instead, Giant gives you an out-front mount that fixes to bolts that hold the stem's front plate in place. It's a neat solution but the mount currently has inserts only for Garmin Edge and Giant Neostrack computers and Giant doesn't have plans to extend that to cover a Wahoo Elemnt Bolt, for example. The last we heard, Giant was going to speak to RaceWare to see if there was enough demand for it to produce other inserts, and you can buy third party out-front mounts that fit to stem bolts for other devices.

Wheels and tyres

As mentioned above, Giant specs its own SLR 1 Aero Disc wheels, the rear one with a 65mm-deep composite rim to reduce drag, the front one with a shallower 42mm-deep rim for greater stability in crosswinds. Makes sense. The rims are the same as on Giant's top-level SLR 0 wheels but with lower end DT Swiss hubs. Both the front and rear wheels are 12mm thru-axle.

I went on a couple of really windy rides during testing and only noticed a significant effect on handling compared to shallow section rims when descending at [checks Strava] about 40mph with the wind gusting across me. Of course, some people (and their bike positions) are more susceptible to being thrown off-line than others.

The SLR 1 Aero Disc wheels and Giant's own Gavia Race 1 tyres come set up tubeless. Periodically top them up with sealant and you should experience far fewer punctures than normal. There's enough space for you to swap the 25mm tyres for 28s if you fancy putting more air between yourself and the road.

Ultegra groupset

The Propel Advanced Disc is built up with a second-tier Shimano Ultegra groupset which I won't cover in depth here, but it essentially performs like top-level Dura-Ace with the addition of a little weight. The 52/36-tooth chainset is matched to an 11-28-cassette, which doesn't give you the widest range of gears ever but it's spot on for a bike of this type, and the Shimano PressFit bottom bracket hasn't creaked at all during testing.

The Shimano Ultegra hydraulic disc brakes put in a reliable performance in all weather conditions. Giant specs 140mm rotors front and rear (it does this across its road range) which deliver marginally less stopping power than 160s and will heat up quicker, but I've got along just fine without giving them a second thought.

Good value?

Of the aero road bikes we've reviewed here on road.cc recently, Bianchi's Aria Disc was £3,350, another model for which the manufacturer doesn't publish any specific aero figures (whatever those figures are worth!). The Aria Disc has a carbon frame and the version we reviewed had a Campagnolo Potenza groupset, although it's also available in a Shimano Ultegra build for £3,150.

The rim brake Orbea Orca Aero M20 Team that we reviewed was built up with an Ultegra groupset and DT Swiss PR 1600 Spline 32 wheels, and was priced at £3,632. On the face of it (and this is always dangerous), the Giant is better value for money.

> Buyer's Guide: 15 of the best & fastest aero road bikes

Overall, Giant presents a compelling package here. The Propel Advanced Disc is fast and efficient with excellent disc brakes and very good wheels, unlike some rivals that come fitted with place-holder wheels that you'd want to upgrade in order to realise the bike's full potential. It does have a firm feel and you can't switch to a different handlebar and stem combo, but if you're happy with those things then this is a bike that'll give you a boost in your pursuit of speed.

Verdict

Aero road bike that offers speed, efficiency and a strong spec

road.cc test report

Make and model: Giant Propel Advanced Disc

Size tested: M/L

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

Giant lists:

Sizes S, M, ML, L

Colours Matt Neon Red / Matt Black

Frame Advanced-Grade Composite, Disc

Fork Advanced-Grade Composite, Hybrid OverDrive 2 Steerer

Handlebar Giant Contact SL Aero, alloy

Stem Giant Contact SL Aero, alloy

Seatpost Giant Vector Composite

Saddle Giant Contact (Forward)

Pedals Not Included

Shifters Shimano Ultegra 22 speed

Front Derailleur Shimano Ultegra

Rear Derailleur Shimano Ultegra

Brakes Shimano Ultegra Hydraulic Disc

Brake Levers Shimano Ultegra Hydraulic

Cassette Shimano Ultegra, 11x28

Chain KMC X11EL-1

Crankset Shimano Ultegra, 36/52

Bottom Bracket Shimano PressFit BB72

Rims Giant SLR 1 Aero Disc Wheel System 42mm Front, 65mm Rear

Hubs Giant SLR 1 Aero Disc Wheel System 12mm Thru-Axle

Spokes Giant SLR 1 Aero Disc Wheel System

Tyres Giant Gavia Race 1 Tubeless, 700x25, Folding

Extras Computer Mount, Tyre Sealant

Tell us what the bike is for

It's an aero road bike, designed for racing – although, of course, you don't have to race it. No one's going to come round and check!

Giant says, "On the attack, in a sprint, or cornering at speed, aero speed meets total control in this all-new disc-brake solo flyer.

"This all-new aero road bike minimises drag so you can accelerate and sprint faster. It also introduces full disc-brake integration for more confidence and control in all types of weather and conditions. Engineered with AeroSystem Shaping technology and Advanced-grade composite, it delivers proven aero performance and one of the lightest frames in its category. New integrated disc brake technology includes flat-mount calipers and thru-axles for wheel stiffness and streamlined performance. The lightweight, easily adjustable Vector composite seatpost further minimises drag. It all adds up to a race-ready machine that helps you leave the competition behind. Tubeless Ready."

Frame and fork

Overall rating for frame and fork

9/10

Tell us about the build quality and finish of the frame and fork?

The standard is high throughout.

Tell us about the materials used in the frame and fork?

The frame is made from what Giant calls its Advanced-grade carbon composite. The fork is made from Advanced-grade carbon composite too with an alloy/composite hybrid OverDrive 2 steerer with a 1 1/4in upper bearing and 1 1/2in lower bearing.

Tell us about the geometry of the frame and fork?

It's a race (as opposed to an endurance) geometry. We have the M/L model with a 545mm seat tube, 570mm top tube and 165mm head tube. Both the head angle and seat angle are 73°.

How was the bike in terms of height and reach? How did it compare to other bikes of the same stated size?

The reach is about what you'd expect. The front end on our review bike was fairly high because of 5cm of headset spacers. If it's your own bike you can easily remove some of the spacers and chop down the fork steerer to get a lower front end.

Riding the bike

Was the bike comfortable to ride? Tell us how you felt about the ride quality.

It feels quite firm. Some people will like that, some won't. You can run the tubeless tyres at a lower pressure for a ride that's a little more forgiving, or swap for tyres in a 28mm width.

Giant says that the integrated seatpost of the high-level Giant Propel Advanced SL provides more comfort – but it's not as convenient when it comes to travel.

Did the bike feel stiff in the right places? Did any part of the bike feel too stiff or too flexible?

One of the most noticeable characteristics of this bike is the level of frame stiffness. The new tube shapes make it significantly stiffer than the rim brake Propel.

How did the bike transfer power? Did it feel efficient?

Yes, it feels efficient when you put out the watts.

Was there any toe-clip overlap with the front wheel? If so

A little but not a worry.

How would you describe the steering? Was it lively Middling for a bike of this kind.

Tell us some more about the handling. How did the bike feel overall? Did it do particular things well or badly?

I really like the feel. I found it easy to control. The only time it was a handful was when descending at speed with a gusting wind blowing across me.

Which components had the most effect (good or bad) on the bike's comfort? would you recommend any changes?

I wouldn't recommend any changes. You might prefer a different saddle, but that's always the case.

Which components had the most effect (good or bad) on the bike's stiffness? would you recommend any changes?

I wouldn't suggest any particular changes.

Which components had the most effect (good or bad) on the bike's efficiency? would you recommend any changes?

Again, I wouldn't suggest any particular changes. It's a great bike from the off.

Rate the bike for efficiency of power transfer:

9/10

Compared to other aero road bikes (and that's the only fair comparison) it feels very efficient.

Rate the bike for acceleration:

8/10

It's not especially lightweight but it is efficient.

Rate the bike for sprinting:

9/10

Rate the bike for high speed stability:

8/10

Rate the bike for cruising speed stability:

8/10

Rate the bike for low speed stability:

8/10

Rate the bike for flat cornering:

8/10

Rate the bike for cornering on descents:

8/10

Rate the bike for climbing:

7/10

The disc brakes and mid/deep-section wheels add a little weight but the level of efficiency is high.

The drivetrain

Rate the drivetrain for performance:

9/10

Rate the drivetrain for durability:

7/10

Rate the drivetrain for weight:

9/10

Rate the drivetrain for value:

9/10

Wheels and tyres

Rate the wheels for performance:

8/10

Rate the wheels for durability:

8/10

Rate the wheels for weight:

8/10

Rate the wheels for comfort:

8/10

Rate the wheels for value:

9/10

Rate the tyres for performance:

7/10

Rate the tyres for durability:

7/10

Rate the tyres for weight:

7/10

Rate the tyres for comfort:

9/10

They're tubeless ready. Indeed, they come set up tubeless.

Rate the tyres for value:

8/10

Controls

Rate the controls for performance:

9/10

Rate the controls for durability:

7/10

Rate the controls for weight:

8/10

Rate the controls for comfort:

8/10

Rate the controls for value:

8/10

Your summary

Did you enjoy riding the bike? Yes

Would you consider buying the bike? Yes

Would you recommend the bike to a friend? Yes

Rate the bike overall for performance:

9/10

Rate the bike overall for value:

9/10

Use this box to explain your overall score

This is a clear 9. The level of performance is high and you're getting a lot for your money here.

Overall rating: 9/10

About the tester

Age: 43 Height: 190cm Weight: 75kg

I usually ride: My best bike is:

I've been riding for: Over 20 years I ride: Most days I would class myself as: Expert

I regularly do the following types of riding: commuting, club rides, sportives, general fitness riding

Story weight:

Price:

£2,999.00

Contact:

Giant Propel Advanced Disc 2018

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Channels:

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Racer

Sportive

Tags:

Giant Propel Advanced Disc

Product Type:

Road bikes

Road.cc rating:

Weight:

8,480g

Road.cc verdict:

Aero road bike that offers speed, efficiency and a strong spec

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Giant Entour E+ 2

May 24, 2018, 4:34 am

≫ Next: Giant SLR 0 42mm wheels

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Story weight:

Price:

£1,699.00

Contact:

> Find your nearest dealer here

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Road.cc rating:

Weight:

23,500g

Road.cc verdict:

Good motor system built into a solidly specced city bike for everyday use

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Giant SLR 0 42mm wheels

June 1, 2018, 2:10 am

≫ Next: Your complete guide to Giant’s 2018 road bikes

≪ Previous: Giant Entour E+ 2

The Giant SLR 0 42mm wheels are an ideal all-round go-faster set of hoops. The rims are wide, feel fast and handle well. The hubs are simple to service, quiet and robust. They've performed excellently in my mix of hilly races, flat criteriums and general riding with good braking and stability in crosswinds. They arrived fitted with Gavia AC 0 tyres in a 25mm size, all set up and ready to go with sealant in and everything.

Pros: Good lateral stiffness, quality hubs, predictable braking
Cons: The Gavia tyres they came with…

So what does Giant say about these wheels? 'The SLR 0 42 is a fine balance between efficiency, control and durability in a stiff, lightweight and race-ready package'. With that in mind, I took these from the office, popped a cassette on and took them straight to the Maindy cycle track in Cardiff for a little racing. My initial impression of the wheels was very positive: they felt easy to spin up to speed and hold it when I made a rather idiotic attack.

The 42mm-deep full-carbon rims are tubeless ready. The 17mm internal width is perfectly wide for 25mm tyres – more on that later. The spokes are DT Aerolite, 16 on the front, 21 rear, laced radially with a 2-cross pattern on the driveside rear. These are straight-pull spokes with internal nipples. This gives a very clean build, although one that isn't so easy for maintenance. Not that it will matter, for a while at least, as the wheels were perfectly straight out of the box and have remained that way.

Braking is the big compromise with carbon wheels. I've used a range, from cheap Chinese through to top-end Knight. The power will never be comparable to aluminium, so I look for consistency as a marker for good quality. The braking is predictable with power applied smoothly around the whole rim. That makes predicting stopping distance much easier and I'm happy to report a lack of 'grabbing'. The pads that are supplied with the wheels really help; they're nicely soft resulting in good braking power.

The hubs are Giant branded, with DT Swiss 240 internals. This is a great balance between performance and reliability with easy maintenance. They also sound really good, with a soft buzz that doesn't drive you crazy on a long descent.

Out on the road, I found myself instantly comfortable with the wheels in windy conditions. The rounded profile and semi-shallow depth of the rim really works well to make these very stable. The wheels also feel perfectly zippy when climbing both steep Mendip hills and shallower grinds. That is down to the very respectable 629g front and 791g rear, giving a wheelset weight of 1,420g.

Weight isn't everything, though. I've also been very impressed with the lateral stiffness of these wheels. To test this, I wound my brakes right in and headed to a nice steep hill. As much as I threw the bike from side to side out of the saddle, I couldn't get any rub from the brakes. That's crucial for me as the Challenge tyres I now have fitted run very wide, so there's no space in the frame for any movement.

Tyre choice

Tyres are quite a personal thing, but I didn't really get on with the Gavias that the wheels arrived with. They fit the rims well and make a good tubeless system, but I didn't feel comfortable in fast corners, which feature heavily in my races. In a straight line, on good tarmac, these do feel fast, but I was pretty surprised at just how narrow they sit. Removing the tyres, I found that the tread is very rigid and fixed in the narrow shape that they take when mounted.

The narrowness of the tyres defeats the point of the wider rim, and also the point of going tubeless. These are meant to be a better system than a clincher: comfier, faster and less prone to punctures. I can't say that these tyres are more comfortable or less prone to punctures as I was left at the side of the road sorting a slow leak from the rear on my first road ride. Tubeless may well be faster, but if it is, it's only a small difference.

> Buyer's Guide: Tubeless tyres – all your options

After a few weeks on these tyres, I swapped them out for my Challenge Stradas, converting the wheels back to clincher. I didn't want my opinion of the wheels to be altered by what seemed a dull set of tyres. I haven't noticed a difference in speed, but come to a corner and I'm much happier. On normal UK roads, I also appreciate the extra tyre width and suppleness of the Challenge tyres.

Getting those Challenge tyres on was a massive faff. They're really tight on the tubeless-ready rims and once on, they didn't want to seat properly. It took 70psi before the bead popped into place. Having experienced a tyre blow off, this is not my favourite job.

I'd advise that you should consider your intended use. Dead set on tubeless? Then these will be great. If you're not, then tubeless rims can simply make tyre mounting more difficult for no gain. That said, tubeless tyres are improving rapidly, with the Schwalbe Pro Ones being among the best we've tested so far for racing.

Extras

On to the smaller things that I like. The decals on the wheels are simple stickers. I like that as it gives you the option of removing them should they get scratched. Of course, you might also just want a stealthier look, not that the design is that loud.

Another great little detail with these wheels is the extra bits that you get. The skewers (66g front, 71g rear) are really good: very smooth to close and secure when shut. You also get tyre levers that really help with fitting, and the supplied tubeless valves are simple to use.

The £1549.98 price tag is getting towards the upper end of a decent budget. What you get for your money is a very good performance wheelset with hub internals that will last very well. There are cheaper options, the most notable being the RP-38s from Prime for only £809.99. They get lesser hubs, but they're also tubeless ready and a great option for a tighter budget. I would say that these are a much better option than the Knight 35s I tested back in 2016. The braking is just as good, the hubs are the same and the price is a fair bit lower. For a race-quality set of wheels, this is a good price.

> Buyer's Guide: 27 of the best road bike wheelsets

Overall, I'm impressed with these Giant wheels as they're a great option if you want one wheelset for racing and general riding. The tubeless readiness of the rims will be a plus point for some, but I'd recommend going for a better tyre than the Gavia. Something like the Schwalbe Pro One would probably swing me to running tubeless.

Verdict

High-quality construction, tubeless-ready wheelset for racing and general riding

road.cc test report

Make and model: Giant SLR 0 42mm wheels

Size tested: 700Cx42

Tell us what the wheel is for

From Giant: "Made with ultralight composite rims, this pro-level mid-profile aero disc WheelSystem is a great all-around weapon for sprinting to the podium or a solo attack on a ride in the mountains. The SLR 0 42 is a fine balance between efficiency, control and durability in a stiff, lightweight and race-ready package."

This is exactly the type of wheel I'd have for my bike. You get a bit of aero gain, but these are still light, they handle well, the braking is good and the internals will last.

Tell us some more about the technical aspects of the wheel?

From Giant:

Weight: 1395g per pair (claimed)

Rim height (mm): 42

Rim Width (mm): 17

Hub type: DT240 Shimano

Bearing type: Precision Sealed Cartridge

Axle size: 100x5 (front) 135x5 (rear)

Spokes: DT Aerolite

Lacing: 16H (front) 21H DBL (rear)

Nipple type: Alloy Locking, Black

Rate the wheel for quality of construction:

9/10

This build is one that will last very well. The DT Swiss 240 hub internals are great. The rims are well made, resulting in smooth braking.

Rate the wheel for performance:

9/10

I've taken these racing and on general rides and I'll be sad to see them go. They haven't caused me any issues in windy conditions and they're nicely fast for racing, picking up speed well on tight criterium courses.

Rate the wheel for durability:

9/10

Nothing looks worn and they're still perfectly true.

The decals will chip, but they're easy to just peel off.

Rate the wheel for weight

8/10

This mid depth gives a mid weight. The 1,420g (without tape or skewers) is higher than Giant claims but I'd still say that's respectable for a tubeless-ready wheel.

Rate the wheel for value:

8/10

I'd say these represent very good value. They're well built with quality components that will last. You can also use these for training and racing and even some CX riding too.

Did the wheels stay true? Any issues with spoke tension?

Zero issues here.

How easy did you find it to fit tyres?

My open tubular Challenge Stradas were a pain thanks to the tubeless-ready rim. The Giant Gavia tyres they came with were much easier though.

How did the wheel extras (eg skewers and rim tape) perform?

The skewers and brake pads are great. There was a little sealant under the overlap on the rim tape. I'm not sure if this caused my slow puncture, but I'd probably switch to some Stan's tape.

Tell us how the wheel performed overall when used for its designed purpose

Really well. I was happy training and racing on these in all conditions. If you want one set of wheels to do everything, these are a brilliant option.

Tell us what you particularly liked about the wheel

The build quality is really good. It reassured me that a significant investment like this will stand the test of time.

Tell us what you particularly disliked about the wheel

The tubeless-ready rim made fitting non-tubeless tyres a faff. I'd say, consider whether you really want tubeless. Some swear by it, I'm yet to be convinced.

Did you enjoy using the wheel? Yes. My general riding takes in some shockingly poor roads and the added width was very welcome. They're fast too.

Would you consider buying the wheel? I'd probably opt for something that isn't tubeless-ready.

Would you recommend the wheel to a friend? Yes, if they're like me and they want one wheelset to do racing and general riding.

Use this box to explain your overall score

The wheels are really well made and the DT Swiss 240 hubs are perfect. They handle well, the braking is good and they're fast too. You do pay for it, but £1,549.98 isn't horrendously expensive. The tubeless-ready thing will divide opinion but these are an 8 overall: very good.

Overall rating: 8/10

About the tester

Age: 22 Height: 177cm Weight: 64kg

I usually ride: Cannondale Supersix Di2 My best bike is:

I've been riding for: 5-10 years I ride: Every day I would class myself as: Expert

I regularly do the following types of riding: road racing, time trialling, cyclo-cross, commuting, club rides, general fitness riding, I specialise in the Cafe Ride!

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Price:

£1,549.98

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Giant SLR 0 42mm wheels 2018

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Giant SLR Zero 42 with Giant Gavia AC 0 tyres

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Giant SLR 0 42mm wheels

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Read our First Ride report on the Giant TCR Advanced SL here.

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Wheels

Road.cc rating:

Weight:

1,420g

Road.cc verdict:

High-quality construction, tubeless-ready wheelset for racing and general riding

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Your complete guide to Giant’s 2018 road bikes

June 21, 2018, 12:00 pm

≫ Next: Giant Contend SL 1

≪ Previous: Giant SLR 0 42mm wheels

Taiwanese brand Giant is the largest bicycle manufacturer in the world with a huge range of road bikes designed with various different types of riding in mind.

The vast number of models might seem daunting at first but the range is structured very logically so it’s actually pretty easy to work out which is the best choice for you. The word 'Advanced' in a model name means that the frame is carbon-fibre.

Giant also has a women’s specific brand called Liv that offers an impressively large range.

TCR Advanced range

The TCR Advanced bikes are performance road bikes that are designed to be lightweight, stiff and agile, roughly the equivalent of a Trek Emonda or a Specialized Tarmac.

All the TCR models are made from carbon fibre in various grades, and they come in race geometries: low and stretched.

Giant updated the frames of all of the TCR models for the 2016 model year, the idea being to offer the best stiffness-to-weight possible, and added some disc-braked models to the range.

TCR Advanced SL

Whereas brands like Trek, Merida and Bianchi have all introduced superlight race bikes to the market recently and other brands have concentrated on improving aerodynamic efficiency, Giant has gone after stiffness-to-weight.

The TCR Advanced SL is the flagship frameset in the range with a claimed frame weight of 856g and a claimed fork weight of 302g. It’s the brand’s lightest road frameset ever.

Giant says that the TCR Advanced SL comes out higher than any of its competitors in both a frameset pedalling stiffness-to-weight test and a frameset and wheelset pedalling stiffness-to-weight test, although other brands would doubtless dispute this.

When we got the chance to ride the TCR Advanced SL we described it as “an amazingly stiff race bike that’ll suit aggressive riders who prioritise all-out efficiency and super-sharp cornering in their efforts to get to the finish line first”.

Mixing seated riding with out of the saddle stuff for the steeper bits of our test rides, the bottom bracket was locked in place. It was the same deal in sprints: solid. If you’re a powerful rider who finds some bikes just a bit flexy when you get serious, give the TCR Advanced SL a go.

It’s available as a frameset (£2,099), or in four complete bike builds. The Giant TCR Advanced SL 2 (£3,499) is built up with a Shimano Ultegra mechanical groupset and Giant’s own SLR 1 wheels, while the Advanced SL1 (£4,599, above) has the Di2 (electronic) version of Ultegra and SLR 1 wheels. The TCR Advanced SL 0 is available with a SRAM Red E-Tap wireless groupset (£7,699) or with Shimano Dura-Ace Di2 (£7,899) and the Giant's superlight SLR 0 wheels.

Giant has added a disc brake model to the range this year, with 12mm thru-axles front and rear. The TCR Advanced SL 1 Disc (£5,299, above) is built up with a Shimano Ultegra Di2 groupset.

Buy if: You’re after a lightweight and stiff race bike and you’re willing to pay big money.

TCR Advanced Pro

Although it’s made from a different grade of composite, many of the TCR Advanced SL’s features are carried over to the TCR Advanced Pro, which Giant said they trimmed weight from without sacrificing stiffness when it was revamped for 2016.

A wholesale slimming down took place. Giant reduced the profile size of the top tube, seatstays, chainstays, seatpost and fork legs, and made the walls a more consistent thickness than before to minimise excess weight. The lower headset bearing was shifted up slightly so that it’s more in line with the down tube.

The TCR Advanced Pro is available as a frameset and in three different builds. The most accessible of these is the TCR Advanced Pro 2 (£2,399) that’s built up with a mid-level Shimano 105 groupset and Giant’s SLR 1 wheels.

The TCR Advanced Pro 1 (£2,799, above) is next up with a Shimano Ultegra group and SLR 1 wheels, while at the top of the range you'll find the TCR Advanced Pro 0 (£3,999) with the new Shimano Dura-Ace 9100 components and SLR1 wheels.

There are two disc-braked models in the range. The TCR Advanced Pro 1 Disc (£2,999) has a Shimano Ultegra groupset, including hydraulic disc brakes, while the TCR Advanced Pro 0 Disc (£3,999, above) is similar but with Shimano's Di2 electronic shifting. The SLR Disc wheels have 12mm thru-axles front and rear and the frame uses the same grade of composite as the rim brake Advanced Pro 0.

Buy if: You’re performance minded and prioritise frame stiffness.

TCR Advanced

The TCR Advanced (without an SL or Pro suffix) also got a lightened frameset for 2016 and a new Variant seatpost that’s designed to improve the ride quality and keep you feeling comfortable.

Like the other TCRs, the Advanced is built to Giant’s Compact Road Design. Essentially, this means that the top tube slopes downwards along its length and the frame triangles are smaller than usual. Giant says that this makes for a lighter, stiffer and smoother ride.

We wouldn’t say that the Compact Road Design is inherently better than a traditional configuration, but some people do prefer it, especially because it gives you a lower standover height and a lot of exposed seatpost to soak up vibrations from the road.

The TCR Advanced comes in four different builds. The cheapest of these is the Shimano Tiagra-equipped TCR Advanced 3 (£1,299) while the most expensive is the TCR Advanced Disc 0 (£2,699). This one comes with a Shimano Ultegra Di2 groupset and, on paper, looks like very good value for money. In between there's the TCR Advanced 2 (£1,499, above) with Shimano 105 components and the TCR Advanced 1 (£1,799) with Shimano Ultegra.

There are two TCR Advanced Disc models, the cheaper of them being the £1,749 TCR Advanced 2 Disc (above) with a Shimano 105 groupset and Giant's Conduct hydraulic disc brakes. They're actually cable operated with a mechanical-to-hydraulic converter integrated with the stem.

Find out more about the entire TCR Advanced range here.

Buy if: You’re looking for a high performance bike with real world pricing.

Propel range

Whereas the TCR bikes are designed for stiffness-to-weight, the Propels are all about aerodynamics. In that sense, they’re competitors to the Trek Madone, for instance, the Merida Reacto, and the Canyon Aeroad.

Giant has added disc brake Propels to the lineup in 2018 for the first time.

Propel Advanced SL

Giant calls the Propel Advanced SL the ‘world’s fastest aero road bike’. The frame tubes have been designed with aerodynamics in mind, so you get a very deep down tube and a seat tube that’s cut away around the leading edge of the rear wheel – both features common to many other aero road bikes.

That seat tube incorporates an integrated seatpost that’s designed to be more aerodynamically efficient than a standard round post. Giant says that the integrated post saves weight too – about 45g compared to a standard composite seatpost – and adds comfort.

The rim brake version of the Propel Advanced SL is available only as a frameset (£2,599) in 2018.

Check out John Degenkolb’s Giant Propel Advanced SL from the 2015 Tour de France.

Buy if: You’re after a pro-level aero road bike.

Propel Advanced Pro

The Propel Advanced Pro is built to the same race geometry as the Propel Advanced SL, it’s just that it uses a different grade of carbon fibre, and whereas the SL comes with the seatpost integrated into the frame, the Pro takes a separate seatpost.

You can get the Propel Advanced as a frameset (£1,549), or you can opt for one of three complete bikes. The Shimano Ultegra Di2-equipped Propel Advanced Pro 0 (£3,999) is the top of the line, but the Propel Advanced Pro 1 (£2,999, above) looks the pick of the bunch in terms of value. It comes with a Shimano Ultegra groupset and Giant’s own 55mm deep SLR 1 Aero wheels. The range is completed by the Propel Advanced Pro 2 (£2,699) with Shimano 105 components.

Buy if: You're looking for an aero road bike at a slightly more affordable price.

Propel Advanced

The Propel Advanced is made from same grade of carbon-fibre as the Propel Advanced Pro but the fork comes with an alloy steerer rather than being a full-carbon design.

The Propel Advanced 2 (£1,599, above) looks good value. This bike comes with Shimano’s mid-level 105 groupset.

If you want deep section wheels, though, you need to go up to the Propel Advanced 0. This comes with Giant’s SL 1 Aero wheels and a Shimano Ultegra Di2 groupset.

Buy if: You want aerodynamic efficiency and are prepared to take a slight hit on weight.

Giant Propel Advanced Disc bikes

There’s also a new combined aero handlebar and stem with internal cable routing, and aero wheelsets with different rim depths front and rear, the idea being to reduce drag without compromising control or power transmission.

Two models are built around the top level Propel Advanced SL Disc frame, the more affordable of them (above), at £5,499, being equipped with Shimano Ultegra Di2 components.

The Propel Advanced Pro Disc frame is made with a slightly lower grade of carbon. It has the same Shimano Ultegra Di2 groupset and is £1,000 cheaper at £4,499.

The least expensive model is the Propel Advanced Disc (above) which uses the same grade of carbon as the Pro Disc but with an alloy steerer rather than a full carbon fork. Built up with a Shimano Ultegra mechanical groupset, it’s priced £2,999.

Buy if: You want an aero road bike with even lower drag than its rim brake equivalent.

Defy range

The Defy is Giant’s carbon fibre endurance/sportive road bike lineup, designed to be comfortable over long distances while still providing plenty of speed. The Defy bikes are shorter in the top tube than equivalent TCRs, for example, and have taller head tubes to put you into a ride position that’s a bit more relaxed and back-friendly. Specialized takes a similar approach with its Roubaix bikes, Cannondale offers its Synapse range, and many other brands have their equivalents.

All the Defy bikes have disc brakes.

Defy Advanced SL

Giant revamped the Defy range in 2015, trimming the weight down to under 900g for the Advanced SL in a medium size. Along with the reduced weight and focus on disc brakes, the other big area that Giant worked on was the comfort. When we tested the Defy Advanced SL here on road.cc we concluded that it had taken a big step forward: this really is an extremely smooth bike.

Giant achieved this improvement by working on the carbon-fibre layup and developing tube profiles and shapes.

The Defy Advanced SL strikes a good balance between the outright stiffness of a race bike and the wallowy softness of some endurance bikes. There's noticeably more frame stiffness when you're putting a load of watts through the cranks compared to many other endurance bikes.

There are two Defy Advanced SLs for 2018. The more accessible of the two is the SL 1 (£5,249, above) with Shimano Ultegra Di2 components and hydraulic disc brakes and the luxury option is the Defy Advanced SL 0 (£7,499) with Shimano Dura-Ace.

Read our review of the 2015 Giant Defy Advanced SL.

Buy if: You want an endurance/sportive bike with disc brakes and a very light weight.

Defy Advanced Pro

The Defy Advanced Pro is made of a different grade of carbon-fibre from the SL and it has a standard rather than an integrated seatpost. That D-Fuse SL Composite post is designed to provide plenty of comfort.

The most affordable of the Defy Advanced Pro models is the Defy Advanced Pro 2 (£2,699, above). This one has Shimano’s highly rated 105 groupset and RS785 hydraulic disc brakes.

Buy if: You prioritise comfort and want the assurance of hydraulic disc brakes.

Defy Advanced

This is an incredibly popular lineup with three models, all of them equipped with Giant's Conduct hydraulic disc brakes, cable operated with a converter attached to the stem.

The Defy Advanced 3 (£1,499, above) has Shimano’s fourth tier Tiagra components – great stuff that benefits from technology that has trickled down from higher level groupsets.

Check out our review of the 2017 Giant Defy Advanced 3.

We’d still be tempted to pay the extra and get the Defy Advanced 2 (£1,699) with Shimano 105, though.

Read our Shimano Tiagra 4700 First Ride review here.

Buy if: You want a bike for comfortably racking up the miles.

Contend range

The aluminium-framed Contend models are built to almost exactly the same geometries as those of the carbon fibre Defy bikes (above), although they have shorter chainstays. They also come with tapered head tubes and steerers for accurate steering, and a D-Fuse seatpost that’s designed to damp vibration.

There are three flavours of Contend: Contend, Contend SL and Contend SL Disc.

If you're in the market for a bike at the typical Cycle To Work Scheme threshold of £1,000, the Contend SL 2 Disc (£999, above) looks good value with Shimano Tiagra components and Giant's own hydraulic disc brakes.

If you're a fan of lightweight aluminium-framed bikes, then the Contend SL models are well worth a look. Back in 2013, Giant proved it still had serious expertise in aluminium with the brilliant but sadly short-lived TCR SL. We're hoping the Contend SL shares some of that bike's technology and characteristics, though we don't expect it to have a 1,050g frame, and the fork has an aluminium steerer rather than a carbon fibre one.

The entry-level model in the range is the Contend 2 (£575, above) with components from Shimano’s 8-speed Claris groupset.

Check out our guide to Shimano’s road bike groupsets here.

Buy if: You want the comfort of an endurance road bike and you don’t necessarily feel the need for discs.

Liv Envie range

The designed-for-women Envie bikes are branded Liv rather than Giant, and they’re essentially women’s versions of rim brake Propels. Like the Propels, they’re divided up into different categories. There’s no SL version but there are Envie Advanced and Advanced Pro models along with an Envie Advanced Tri.

The Envie Advanced Pro (£4,299, above) is equipped with Shimano Ultegra Di2 components while, at the other end of the spectrum, there's the Envie Advanced 2 (£1,599, below) with a Shimano 105 groupset.

Buy if: You want an aero road bike in a women’s-specific geometry.

Liv Langma

Langma is a new range of women’s-specific carbon-framed road race bikes, designed to be lightweight and efficient.

There are four Langma Advanced bikes ranging in price from £1,299 for the Shimano Tiagra-equipped 3 (above) right up to £2,699 for the 0 with a Shimano Ultegra Di2 groupset.

The Langma Advanced Pro bikes use the same Advanced Grade composite but get a slightly different headset system and a full-carbon fork rather than a fork with a carbon steerer. The more affordable of the rim brake models is Langma Advanced Pro 1 (£2,399, above) with a Shimano 105 groupset.

The Langma Advanced Pro Disc (£2,999, above), with thru axles, has a Shimano Ultegra groupset, including the hydraulic disc brakes.

The top level Langma platform is the Advanced SL, made from a higher grade of carbon and available in only rim brake models. The Langma Advanced SL 1 (£4,649, above) has a Shimano Ultegra Di2 groupset while the £7,749 Langma Advanced SL 0 is equipped with SRAM Red eTap.

Buy if: You want a women’s-specific carbon-framed road race bike that's designed to be lightweight and efficient.

Liv Avail range

The Liv Avail bikes are pretty much women’s versions of the Giant Defys and Contends. It’s a large range containing 10 different models, covering both carbon fibre Advanced models and aluminium-framed bikes.

There are six aluminium Avails, four of them with rim brakes and the other two with discs. The Avail SL 2 Disc (£999, above) has TRP Spyre C mechanical disc brakes while the Avail SL 1 Disc (£1,199) has Giant's own Conduct hydraulic discs.

The rim-braked Avails start with the Avail 2 (£575, above) — the women's equivalent of the Contend 2 — and go up to the Avail SL 1 (£999) with Shimano's 105 components.

Top of the carbon fibre Avails is the Avail Advanced Pro (£3,999, above) with Shimano Ultegra Di2 and hydraulic disc brakes. All the Avail Advanced bikes have hydraulic discs.

Buy if: You’re after an endurance road bike that’s made especially for women.

AnyRoad

The AnyRoads are really interesting bikes that are designed for riding both on asphalt and on rougher roads – gravel, towpaths, forest tracks, that kind of thing. Many other manufacturers are producing bikes that are similarly versatile: GT makes the Grade, for example, and Jamis has the Renegade.

The AnyRoad is built with a tall head tube for a fairly upright riding position, and comes with 32mm tyres for grip and comfort on less than perfect road surfaces.

There are two aluminium-framed AnyRoads, the cheapest of which is the AnyRoad 2 (£899, above) with a Shimano Sora groupset and TRP Spyre mechanical disc brakes.

The AnyRoad Advanced (£1,799, above) has a full carbon frame. This one has a Shimano Tiagra groupset and Giant's Conduct cable operated hydraulic disc brakes (using a mechanical-to-hydraulic converter).

Buy if: You want a relaxed geometry bike that’s capable of riding on smooth and not-so-smooth roads.

Giant road bikes — the full range

Model	Price
TCR Advanced 3	£1,299
TCR Advanced 2	£1,449
TCR Advanced 1	£1,799
TCR Advanced 0	£2,699
TCR Advanced Pro 2	£2,399
TCR Advanced Pro 1	£2,799
TCR Advanced Pro 0	£3,999
TCR Advanced Pro frameset	£1,549
TCR Advanced SL 2	£3,449
TCR Advanced SL 1	£4,599
TCR Advanced SL 0 Red eTap	£7,699
TCR Advanced SL 0 Dura-Ace Di2	£7,899
TCR Advanced SL frameset	£2,099
TCR Advanced 2 Disc	£1,749
TCR Advanced 1 Disc	£1,999
TCR Advanced Pro 1 Disc	£2,999
TCR Advanced Pro 0 Disc	£3,999
TCR Advanced SL 1 Disc	£5,299
Propel Advanced 2	£1,599
Propel Advanced 1	£1,899
Propel Advanced 0	£2,999
Propel Advanced Pro 2	£2,699
Propel Advanced Pro 1	£2,999
Propel Advanced Pro 0	£3,999
Propel Advanced Pro frameset	£1,549
Propel Advanced SL frameset	£2,599
Propel Advanced Disc	£2,999
Propel Advanced Pro Disc	£4,499
Propel Advanced SL 1 Disc	£5,499
Propel Advanced SL 0 Disc	£8,999
Defy Advanced 3	£1,499
Defy Advanced 2	£1,699
Defy Advanced 1	£1,849
Defy Advanced Pro 2	£2,699
Defy Advanced Pro 1	£2,999
Defy Advanced Pro 0	£3,999
Defy Advanced SL 1	£5,249
Defy Advanced SL 0	£7,499
Contend 2	£575
Contend 1	£749
Contend SL 2	£899
Contend SL 1	£999
Contend SL 2 Disc	£999
Contend SL 1 Disc	£1,199
Liv Envie Advanced 2	£1,599
Liv Envie Advanced 1	£2,749
Liv Envie Advanced Tri	£2,899
Liv Envie Advanced Pro	£4,299
Liv Envie Advanced Pro	£4,299
Liv Langma Advanced 3	£1,299
Liv Langma Advanced 2	£1,449
Liv Langma Advanced 1	£1,799
Liv Langma Advanced 0	£2,699
Liv Langma Advanced Pro 1	£2,399
Liv Langma Advanced Pro 1 Disc	£2,999
Liv Langma Advanced Pro 0	£3,849
Liv Langma Advanced SL 1	£4,649
Liv Langma Advanced SL 0	£7,749
Liv Avail 2	£575
Liv Avail 1	£749
Liv Avail SL 2	£899
Liv Avail SL 1	£999
Liv Avail Advanced 3	£1,499
Liv Avail Advanced 2	£1,699
Liv Avail Advanced 1	£1,949
Liv Avail Advanced Pro	£3,999
Liv Avail SL 2 Disc	£999
Liv Avail SL 1 Disc	£1,199

For more info go to www.giant-bicycles.com

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Giant Contend SL 1

June 22, 2018, 4:30 am

≫ Next: 14 of 2018’s hottest disc brake-equipped race bikes

≪ Previous: Your complete guide to Giant’s 2018 road bikes

First published 22nd April 2018

The Giant Contend SL 1 is an absolutely spot-on all-day ride. It's a comfortable and versatile sportive/endurance bike with a dependable feel that encourages you to keep going and just do those extra few miles.

> Find your nearest dealer here

It takes whatever it encounters in its stride with an unflappable assurance that's just what you want in a bike for long rides, handling everything from twisty descents on smooth surfaces to tatty dirt roads, Belgian cobbles and even singletrack trails with equal aplomb.

The ride

Shortly after the Contend SL 1 landed for test, I had a week's family holiday in Belgium booked, so I took it with me. The rolling hills and vast range of road surfaces of the region provided the perfect testing ground. I was able to ride classic Belgian cobbles, beautifully smooth fresh tarmac, dirt roads through farm country, concrete-surfaced cycleways and even singletrack through woods, thanks to an interesting bit of routing provided by some bike-specific open-source maps.

As I'm a fat git, climbing is my weakness, so let's talk about that first. The Contend SL 1 is a steady, efficient climber. Sit down, hunker into the Giant own-brand short-reach bar and it carries you uphill with calm focus. This isn't a superlight, mountain-conquering race bike, urging you to whizz frantically uphill like you're chasing a Tour podium rival, but it gets the job done without fuss. In other words, it suits my climbing style, which doesn't exactly involve dancing on the pedals at 6W/kg.

When the road surface gets crummy the Contend SL 1's Giant P-SL 1 tyres come into their own. They're fast, thanks to a smooth tread pattern, grippy on everything from smooth tarmac to packed-down soil, and confident, with plenty of cushioning and suppleness to keep the bike on track.

They're not fat enough to fully isolate you from cobbles and the bigger lumps of stony farm road surfaces, but they certainly make rough roads a lot more fun than 23mm rubber. I didn't get a chance to try anything fatter in the Contend, but I suspect it'd be an absolute hoot with 28mm tyres and there's just about enough room.

The Giant D-Fuse seatpost is supposed to help take the sting out of the road too, but I couldn't tell. Maybe my arse just isn't sensitive enough (stop sniggering at the back) but the composite post just didn't seem to move enough to absorb any significant amount of road buzz.

For me, the Contend SL 1's only slight weakness is that its high-speed handling isn't quite as precise as that of a pure race bike. I like to go downhill fast, and I never felt quite as comfortable pushing the Contend into high-speed curves as I do on a racier bike. That said, I've ridden much worse sportive bikes, with front ends so tall and short there's way too little weight on the front wheel to glue it down in turns. The Contend's not a bad descender, it's just not a corners-on-rails 50mph thriller.

The final ride of my holiday took place in Essex and Cambridgeshire. My family dropped me just off Junction 7 of the M11 so they could drive home via a detour to pick up a new addition to the canine pack while I rode.

It was a glorious sunny day and the Contend SL 1 and I had reached that point of man-bike harmony that you achieve after a few weeks' riding if the bike is right. I blatted through the lanes at an average of 19mph, aided by a south-by-southwesterly wind, but I never felt like I was having to exert myself especially hard.

In short, if you've a grand to spend and you want a bike that was born to tap out 20mph all day long, this is it.

Fit

Our size ML sample has a reach of 381mm and stack of 586mm. That's similar in reach to many of its competitors and slightly lower. I replaced the 10cm stem with a 13cm unit to get the reach to the handlebar right, but I have a long back.

Bar, stem and cranks are all sized proportionally to the frame across the size range. The cranks on this size are 172.5mm. It's good to see that they go down to 165mm on the XS.

The Giant Connect bar here is 42cm wide, with a relatively short throw and shallow reach. That has pros and cons. The short throw is part of the reason I needed that slightly silly 13cm stem to get the reach to the hoods right, but on the upside, the drops are within easy reach. You don't have to be a gymnast to get into the tucked position, so switching between hoods and drops is easy. I often found myself just cruising along in the drops, especially when I wanted the extra control that position provides to handle rougher surfaces.

Frame

The Contend SL 1 gets its fine ride from a carefully designed aluminium frame made from the 6011 alloy that Giant calls ALUXX SL. It has the full suite of modern features: tapered head tube and fork steerer; internal cable routing; extensive use of tube shaping and butting to tune the ride and save weight; and a wide bottom bracket shell with press-fit bearings.

The seatpost is held in place by a concealed internal wedge clamp. The seat tube and post have a D-shaped cross section to keep the saddle aligned. All very tidy-looking.

There are also mudguard mounts front and rear if you want to stay drier when it rains, and Giant offers a clamp for the seatpost so you can fit a rack if you want to carry stuff.

Components

Shimano provides the Contend's shifting, with 105 brake/shift levers and derailleurs popping the chain between 50/34 chainrings and across an 11-32 11-speed cassette. The 34x32 low was welcome on the short but steep Belgian bergs, but despite my affection for going downhill fast I don't think I ever needed the 50x11 top gear.

When the 105 group was first released, our Stu called the shifting 'spot on' and I can't disagree. Trimming the front mech remains slightly tricky, though.

Giant's used the cheaper, solid, five-arm RS500 crankset instead of the four-arm hollow 105 crankset. Aesthetically that's slightly disappointing, but there's no significant difference in function.

The brakes are also a departure from the full 105 group, being Tektro R540. They're not bad at all, but they still don't have the authority of Shimano's brakes. An upgrade to Shimano R55 pads would make a substantial difference for not much money.

I'm ambivalent about the seatpost's D-shaped cross-section. On the one hand it means your saddle is always straight, which is a nice faff-reduction feature, and it makes for a tidy but internal frame clamp. But it also means nobody else's seatposts will fit and I can't imagine a spare being easy to find if Giant stops using the design.

Wheels and tyres

Like many manufacturers, Giant specs own-brand wheels and tyres, and there's a surprising amount to talk about here. At 807g for the front wheel and 1088g for the rear (with rim tapes), the PR-2 wheels aren't light, but those are perfectly respectable numbers for wheels with 23.5mm rims and 24 Sapim Race spokes front and rear.

Despite battering the Contend SL 1 over all sorts of challenging road surfaces, I had no problems with the wheels and they're as straight now as they were when they came out of the box. That's testament to the strength that comes from wider rims, and as a non-svelte rider I'll cheerfully put up with the extra weight to get improved dependability.

The wider rim has another advantage too: it fattens up the nominally 25mm Giant P-SL 2 tyres to 27mm across, improving their already good grip and cushioning. Giant says the front and rear tyres have different rubber compounds, but there's something else going on here too, because the rear tyre is heavier than the front: 258g v 238g.

The tread turns out to be about half a millimetre thicker on the rear tyre. That's smart thinking. Rear tyres wear quicker because they slip very slightly when you pedal, so a bit of extra rubber will extend the tyre's life.

I suffered just one penetration puncture while riding the Contend, when a centimetre-long thorn went through the tyre at the edge of the tread, apparently sneaking past Giant's Deflect 2 anti-puncture strip. My annoyance at having to stop and fix it was alleviated by the discovery that the tyres can be taken off without tools.

That's no small boon. The ETRTO (Eurpoean Tyre and Rim Technical Organisation, the standards-setting body for tyres) seems to have lost control of the way bike tyres and rims are supposed to fit together. It's a complete crapshoot whether any random combination of tyres and rims will be easy to fit, and some of the worst pairings are almost impossible to deal with in the field. It's reassuring to know that when you get a puncture you can easily change a tube.

You might want to buy a second set of lighter or more aerodynamic wheels for events and other special rides, but for everyday training and especially for commuting, the stock wheels are excellent.

Rivals

You have a vast range of choice at this price. Cube's Attain SL has a slightly taller stack (despite being billed as a race bike) and 105 brakes and chainset, but no provision for mudguards, and skinnier wheels than the Contend SL.

> Buyer's Guide: 17 of the best £1,000 road bikes

If you want something racier, then the Trek Emonda ALR 4 would be hard to go past, even though it means a step down to Shimano's Tiagra group, and if you want something more rugged you have lots of disc-brake-equipped choices like the GT Grade Al Tiagra. And if you want something very similar but with discs, Giant has you covered with the Contend SL 2 Disc, which is why I'm not going to blather on about disc v rim brakes here.

Conclusions

Despite a couple of niggles, the Giant Contend SL 1 is a great bike for £1,000. It has a fine balance of long-ride comfort and assured, sustainable pace and it refuses to be fazed by annoying trivialities like crummy road surfaces.

It's also a bike that hits a target with amazing precision. It's fast enough and comfortable enough for long days in the saddle chasing sportive and audax personal bests, while its ability to take mudguards, and tyre-expanding wide rims mean it'll point and laugh at bad weather and it eats potholed streetscapes for breakfast.

As I said in our Just In, the Contend SL 1 is what we used to call a fast road bike. It's not 100 per cent racy, but it's quick and versatile in a way that makes it spot-on for club riding, audaxes, long commutes and adding the lovely swish of bike tyres to the sounds of the countryside all year round.

Verdict

Balanced and assured aluminium endurance bike equally suited to long rides at pace and commuter pothole-bashing

road.cc test report

Make and model: Giant Contend SL1

Size tested: M/L

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

Welded aluminium frame with a carbon fibre fork that has an aluminium steerer. Giant calls the aluminium ALUXX SL-Grade; it's extensively shaped.

Sizes: S, M, ML, L, XL

Colours: Blue/Black

Frame: ALUXX SL-Grade Aluminium

Fork: Hybrid Composite, OverDrive Aluminium Steerer

Handlebar: Giant Connect

Stem: Giant Sport

Seatpost: Giant D-Fuse Composite

Saddle: Giant Contact Forward

Pedals: Wellgo Clip and strap type

Shifters: Shimano 105

Front Derailleur: Shimano 105

Rear Derailleur: Shimano 105

Brakes: Tektro R540 dual pivot

Brake Levers: Shimano 105

Cassette: Shimano 105 11x32

Chain: KMC X11EL-1

Crankset: Shimano RS500 34/50

Bottom Bracket: Shimano BB-RS500 press fit

Rims: Giant PR 2 Wheel Set

Hubs: Giant Performance Tracker Road, Sealed Bearing

Spokes: Sapim Race

Tyres: Giant P-SL 1, Front and Rear Specific, 700x25mm Folding

Tell us what the bike is for, and who it's aimed at. What do the manufacturers say about it? How does that compare to your own feelings about the bike?

Giant says:

For ambitious road riders aiming to take it to the next level. Longer, faster rides and more fun around every corner.

This new all-rounder road bike is engineered to take aspiring road riders to new heights. Utilising lightweight ALUXX SL aluminium technology, the all-new Contend SL blends quick acceleration with stable handling and a smooth ride quality. Giant's proven OverDrive tapered steerer tube and PowerCore bottom bracket technologies deliver precise handling and maximum pedalling efficiency. The D-Fuse composite seatpost dampens road vibration to minimise fatigue and improve the overall ride quality.

Frame and fork

Overall rating for frame and fork

8/10

Tell us about the build quality and finish of the frame and fork?

It's very tidily made and finished. I love the blue!

Tell us about the materials used in the frame and fork?

The frame is made from Giant's ALUXX SL aluminium, of which Giant says:

Extremely lightweight framesets featuring high-performance strength-to-weight ratios

Materials

Predominantly features 6011 alloy for a high-performance strength-to-weight ratio

Forming methods

Double butting results in lighter weight without sacrificing strength

Features PressForming, WarmForming (advanced manipulation of tubeset shaping via an injection of high-pressure air) and FluidForming in select models

Welding techniques

Features both Standard (double-pass weld technique without finish sanding/filing) and Smooth welding techniques for outstanding strength and weight

Tell us about the geometry of the frame and fork?

The Contend SL's layout is a shade racier than a typical upright and short sportive bike, but it's still very much an endurance bike.

How was the bike in terms of height and reach? How did it compare to other bikes of the same stated size?

It's slightly lower than many sportive bikes, but has roughly the same reach.

Riding the bike

Was the bike comfortable to ride? Tell us how you felt about the ride quality.

Very much so. This is a bike you can cheerfully ride all day. It's a steady and straightforward ride, aided by the cushion of a very nice pair of 25mm tyres.

Did the bike feel stiff in the right places? Did any part of the bike feel too stiff or too flexible?

No complaints in this department.

How did the bike transfer power? Did it feel efficient?

No complaints in this department either.

Was there any toe-clip overlap with the front wheel? If so, was it a problem?

No.

How would you describe the steering? Was it lively, neutral or unresponsive? Neutral.

Tell us some more about the handling. How did the bike feel overall? Did it do particular things well or badly?

It's steady, tracking well on straights and reluctant to be fazed by crappy surfaces. Its only slight weakness is that it's not as precise into fast corners as a pure race bike.

Which components had the most effect (good or bad) on the bike's comfort? would you recommend any changes?

The fast, slick 25mm tyres are almost certainly the main determiner of the Contend's frendly feel and handling, especially given the extra width that results from the wide rims.

Rate the bike for efficiency of power transfer:

8/10

Rate the bike for acceleration:

7/10

Rate the bike for sprinting:

6/10

It's a sportive bike. You need to wind it up to get it to go fast.

Rate the bike for high speed stability:

8/10

Rate the bike for cruising speed stability:

9/10

This is where the Contend SL excels: it's a bike for tapping out 20mph all day.

Rate the bike for low speed stability:

8/10

Rate the bike for flat cornering:

8/10

Rate the bike for cornering on descents:

7/10

This is the Contend SL 1's one slight weakness compared with a pure race bike, but it's one only silly descenders like me will find to complain about.

Rate the bike for climbing:

8/10

Steady as she goes!

The drivetrain

Rate the drivetrain for performance:

9/10

Shifting is quick and easy. The low end that comes from the 11-32 cassette is very welcome, but I don't believe anyone really needs a 50x11 top gear.

Rate the drivetrain for durability:

8/10

Rate the drivetrain for weight:

8/10

Rate the drivetrain for value:

8/10

Tell us some more about the drivetrain. Anything you particularly did or didn't like? Any components which didn't work well together?

It's sightly disappointing to see the non-series Shimano FC-RS500 chainset rather than the lighter and better-looking 105 chainset, but it works well enough.

Wheels and tyres

Rate the wheels for performance:

7/10

They're not light or aero, but the rims provide some very welcome extra width to the tyres.

Rate the wheels for durability:

9/10

They've taken a beating on bad roads and cobbles and shugged it off.

Rate the wheels for weight:

7/10

They're not light, but the extra width is worth the grams, and anyway, wheel weight is fetishised out of all proportion to its importance.

Rate the wheels for value:

8/10

Rate the tyres for performance:

9/10

Rate the tyres for durability:

9/10

No significant wear, and there are wear indicator dots so you can replace them before they get dodgy. The extra rubber on the rear tyre is an excellent idea.

Rate the tyres for weight:

8/10

Rate the tyres for comfort:

9/10

Rate the tyres for value:

9/10

Controls

Rate the controls for performance:

9/10

105 brake/shift levers fall to hand nicely and work well.

Your summary

Did you enjoy riding the bike? Yes, a lot.

Would you consider buying the bike? Yes

Would you recommend the bike to a friend? Yes

Rate the bike overall for performance:

9/10

Rate the bike overall for value:

8/10

Use this box to explain your score

I actually want to score the Giant Contend SL 1 somewhere between 'very good' (praise that's a shade too faint) and 'exceptional' (in some departments it is, but not right across the board).

It's exceptional in being one of very few bikes with its combination of features, handling and versatility. It'll take mudguards along with the fitted 27mm-wide tyres, but it's not a plodding commuter. Rather, it has plenty of friendly, assured pace and excellent on-road manners in most situations.

The things that pull it down half a notch from 'exceptional' are the non-series chainset and Tektro brakes, and the fact that a couple of small detail changes would provide room for even wider tyres, making it a super-versatile bike for those who prefer rim brakes.

Overall rating: 8/10

About the tester

Age: 48 Height: 5ft 11in Weight: 85kg

I usually ride: Scapin Style My best bike is:

I've been riding for: Over 20 years I ride: Most days I would class myself as: Expert

I regularly do the following types of riding: commuting, touring, club rides, general fitness riding, mountain biking

Story weight:

Price:

£999.00

Contact:

Image, gallery or video:

Giant Contend SL

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Check out Marcel Kittel’s Tour de France stage winning Specialized S-Works Venge ViAS Disc.

Distance and Touring

Sportive

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Giant Contend SL 1 2017

Product Type:

Road.cc rating:

Weight:

8,740g

Road.cc verdict:

Balanced and assured aluminium endurance bike equally suited to long rides at pace and commuter pothole-bashing

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14 of 2018’s hottest disc brake-equipped race bikes

June 27, 2018, 12:00 am

≫ Next: 15 of 2018's best disc brake endurance road bikes

≪ Previous: Giant Contend SL 1

After a faltering start, it looks like disc brake-equipped road race bikes are here to stay with ever more manufacturers bringing out new models for 2018.

Toward the end of June 2018, the UCI (cycle sport’s world governing body) announced that disc brakes would be allowed in road races, after a lengthy trial period that was marked by occasionally acrimonious debate about the safety of discs.

The UCI first introduced a trial period for using disc brakes in the pro peloton at the end of the 2015 season, but suspended it following injuries to riders in the 2016 Paris-Roubaix that were alleged to have resulted from disc rotors.

Read our story from last year: Have disc brakes really led to injuries in peloton?

The trial was later resumed with slight modifications to disc rotors demanded, and riders such as sprinter Marcel Kittel raced on disc-equipped bikes throughout the 2017 season.

Here's a roundup of some of the coolest road bikes with disc brakes.

Rose X-Lite Six Disc Ultegra Di2 — £3,555

The Rose X-Lite 6 Disc Ultegra Di2 is a quick, sharp-handling disc-brake bike that can thrill and excite as well as the best of them. And with Rose's custom direct-to-consumer business model, it's also excellent value.

Riding the X-Lite 6 Disc there's an immediate sense of sharpness right from the first pedal stroke. Instantly, you know that you're riding a precision tool.
Steering is super-quick and direct, with only the lightest touch or lean required to influence the direction of travel. In fact, it takes a little getting used to if you're not accustomed to such quick responses.

It's lost none of the razor-sharp handling of the old X-Lite, yet there's definitely an added layer of composure at its core. Settle down on a climb and spin away, and the directness transforms into a stable platform. It's an incredibly involving ride on descents too. Leaving aside the proven excellence of disc brakes for a moment (the usual superlatives around power, modulation and all-weather performance apply), the frame responds instantly as you lean, carving a very direct line as you aim for your chosen apex.

Read our review of the Rose X-Lite Six Disc Ultegra Di2

Lightweight Urgestalt Disc frameset — £3,250

We try not to focus too much on bike weight around these parts because it's really not as important as some people would have you believe, but it would be nuts to ignore it in this case. Lightweight claims a frameset weight of 1,175g and our built-up Urgestalt Disc weighed 6.7kg (14.7lb) without pedals. Stick some on and you're good to go and race up the Tourmalet in the Tour de France. We're pretty confident that makes the Urgestalt Disc the lightest disc brake-equipped bike we've ever reviewed on road.cc.

In use, the Lightweight Urgestalt Disc feels super-responsive when you put in extra effort, joining in energetically when you ask for a burst of speed to get away from the group or chase down someone with escape on their mind. The sharper the acceleration, the more you notice the lack of ballast.

The other time you notice it is on the steeper climbs. The Urgestalt Disc feels like it's working with you on the hills rather than reluctantly dragging itself up with an if-I-must attitude. Some bikes seem to be asking why we couldn't have gone around the side rather than going over the top, whereas this bike just gets cracking.

Read our review of the Lightweight Urgestalt Disc

Trek Emonda — £2,650-£6,000

Complete bikes come stock with wide 28mm tyres although Trek says that you can fit wider tyres for gravel and even adventure riding.

The Emonda SLR Disc is available in SLR 8 Disc (Shimano Dura-Ace mechanical, £5,200) and SLR 6 Disc (Shimano Ultegra, £4,000) models as well as a frameset (£2,590).

Read: Trek launches superlight new Emondas.

Giant Propel — £2,999-£8,999

Find out more about Giant's Propel Disc bikes.

The range features aero wheelsets with different rim depths front and rear, the idea being to reduce drag without compromising control or power transmission; updated frame profiles; and a new combined aero handlebar and stem with internal cable routing, .

Read our guide to Giant’s 2018 road bikes
Read our review of the Giant Propel Advanced Disc

3T Strada — £3,600 (frame, fork, headset, seatpost)

3T’s Strada is a new disc-equipped road bike that’s built around wide tyres and a 1x (single chainring, no front derailleur) groupset. It has been developed by Cervelo founder Gerard Vroomen

3T says that going with disc brakes allows it to make its Fundi fork stiffer and provide improved aerodynamics because the crown is closer to the front wheel.

Check out our 3T Strada video with Gerard Vroomen
Read our review of the 3T Strada

Merida Reacto — from £2,450

Merida’s updated Reacto aero road bike is available in both disc brake and rim brake models.

Merida has slimmed down the Reacto’s tubes to improve aero efficiency, introduced a lower seatstay connection with the seat tube and added a one piece cockpit.

The CF4 version of the disc brake frame uses the RAT (Rapid Axle Technology) first introduced by Focus for quick wheel changes in race situations, while the CF2 version has threaded 12mm thru axles.

Find out more about the 2018 Merida Reactos
Read our review of the Merida Reacto Disc Team-E

BMC Teammachine — £1,900-£10,000

You can now add the Teammachine to the growing list of race bikes equipped with disc brakes. BMC claims a weight of just 815g for the carbon fibre disc brake frame, versus 790g for the rim brake version. The disc frameset has an asymmetric fork to cope with the braking forces.

BMC says that the Teammachine is stiffer, lighter and more compliant than before, but you’d probably have guessed that.

While the new frame bears a resemblance to the previous version, BMC has refined all the tube profiles to balance the stiffness and compliance. It says the bottom bracket area provides more stiffness while the compliance has also been improved for increased seated comfort, thanks in part to newly shaped seat stays creating a compact rear triangle.

The range now starts with an aluminium-framed bike, the Teammachine ALR Disc One with Shimano's new 105 R7000 components for £1,800.

Find out more about the new BMC Teammachine
Read our review of the BMC TeamMachine SLR01 Disc Two

Scott Foil Disc — £3,299-£10,999

Scott’s Foil Disc has a very similar frame to the existing rim brake model but the fork has been completely redesigned to manage the asymmetrical forces of disc brakes and to control the airflow around the front brake. Most notably, the lower sections of the fork come with aero tabs to smooth airflow over the calliper.

That fork comes with internal cable routing and enough clearance for 30mm wide tyres.

Pinarello Dogma F10 Disk — £4,699 (frameset)

Pinarello has released a disc brake version of the bike Chris Froome rode to victory in this year’s to Tour de France, its Dogma F10.

A thoroughbred race bike, the Dogma F10 Disk provides enough space for tyres only up to 25mm wide.

Find out more about the Pinarello Dogma F10 Disk.

Cannondale CAAD12 Disc — £1,699.99-£3,499.99

The CAAD12 is the latest in a long series of well-received aluminium bikes from Cannondale, lighter, stiffer and more comfortable than the CAAD10 and available with or without disc brakes.

Read our review of the 2016 Cannondale CAAD12 Disc Dura-Ace.

Bianchi Aria Disc — £2,750-£3,350

You get many tried and tested aero features including a seat tube that’s cutaway around the leading edge of the rear wheel, a deeply profiled down tube and a skinny head tube.

We’ve not yet had the chance to try the disc brake version but we’ve reviewed the rim brake model and found it to be responsive and direct with sharp handling.

Read our review of the Bianchi Aria Disc

Vitus Vitesse Evo CR Disc Ultegra — £2,499.99

The Vitus Vitesse Evo Disc offers a helluva lot for your money. It’s a carbon fibre, disc brake-equipped road bike built around a race-focused geometry and it offers a superb performance.

The Vitesse Evo Disc offers quick steering and unexpected speed. It's a thrilling and rewarding ride, backed up by decent equipment choices.

Check out our Vitus Vitesse Evo Disc Ultegra 2017 review

Cervelo R5 Disc — £7,299

The new version of Cervelo’s R5 is available in a disc brake format for the first time.

Cervélo has evolved its Squoval tube shapes (rounded square tube profiles) here with Squoval Max, essentially refining each tube profile and to improve stiffness and aero efficiency.

Interestingly, the disc brake frame is actually a little lighter than the rim brake version – 831g versus 850g.

Cervélo has adopted the excellent RAT thru-axles from sister company Focus, allowing for quick wheel changes, and you get enough clearance for 28mm wide tyres.

Find out more about the Cervelo R5 Disc.

Colnago V2-R Disc — £3,399.95 (frame, fork, headset & seatpost)

colnago eurobike 2017 12.jpg

Colnago announced the rim brake version of its new V2-R back in June and then we saw the disc brake version at Eurobike in August.

The Concept is the full-on aero bike in Colnago’s range with the V2-R a lightweight all-rounder with some aero features.

The V2-R retains many of the features of the brand’s V1-R although Colnago claims that both the bottom bracket and headset stiffness have been increased.

Colnago has redesigned the top tube and head tube junction and revised the cable routing, the cables now entering a central port on the top of the down tube.

Find out more about the rim brake version of the Colnago V2-R .

About road.cc Buyer's Guides

The aim of road.cc buyer's guides is to give you the most, authoritative, objective and up-to-date buying advice. We continuously update and republish our guides, checking prices, availability and looking for the best deals.

Our guides include links to websites where you can buy the featured products. Like most sites we make a small amount of money if you buy something after clicking on one of those links. We want you to be happy with what you buy, so we only include a product in a if we think it's one of the best of its kind.

As far as possible that means recommending equipment that we have actually reviewed, but we also include products that are popular, highly-regarded benchmarks in their categories.

Here's some more information on how road.cc makes money.

You can also find further guides on our sister sites off.road.cc and ebiketips.

Road.cc buyer's guides are maintained and updated by John Stevenson. Email John with comments, corrections or queries.

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15 of 2018's best disc brake endurance road bikes

June 29, 2018, 12:00 am

≫ Next: Giant Elevate Short Sleeve Jersey

≪ Previous: 14 of 2018’s hottest disc brake-equipped race bikes

Check out 12 of 2018’s hottest disc brake-equipped race bikes

The lines between bike categories have never been more blurred, but we've tried to keep this selection to bikes that are intended entirely or primarily for use on Tarmac. Of course where you ride has as much to do with rider skill as with how fat a tyre your frame will take, but these are bikes for long days in the lanes in sportives, Audaxes, and big rides with friends rather than for exploring dirt roads and trails.

If you want something more versatile, take a look at our guide to the best 2018 gravel & adventure bikes, which covers this super-versatile and still-developing category.

Canyon Endurace — £799-£6,249

Canyon's wildly popular Endurace bikes went fully disc-equipped a couple of years ago, and are all the better for it. The models span one the biggest price ranges here, from a very modest £799 for the Shimano Tiagra-equipped Endurace 6.0 AL up to the £6,249 Endurace CF SLX 9.0 Ltd with SRAM eTap wireless shifting and DT Swiss carbon fibre wheels.

Read our review of the Canyon Endurace CF SLX 9.0

Vitus Zenium — £700-£1,600

Vitus’s four Zenium bikes are all disc-equipped and you get to choose between frames made from 6061 and 7046 aluminium alloy.

The £1,299.99 Zenium SL VR Disc comes with a Shimano 105 groupset, Shimano RS-505 hydraulic disc brakes and DT Swiss E1800 Spline 23 wheels, while the Tiagra-equipped base model, imaginatively called the Zenium Disc Tiagra has just been reduced to £700, which makes it a bit of a bargain.

Read our review of the 2017 Vitus Zenium SL Disc
Vitus bikes are available through Chain Reaction Cycles

Wilier Cento10NDR — £5,100-£9,300

The chainstays are bonded to the bottom bracket shell in the usual way, the Actiflex system relying, as the name suggests, on flex in the stays in order to work.

The dropouts of both the frame and fork are replaceable so you can run the bike with standard quick release skewers or 142 x 12mm thru axles.

Find out more about the Wilier Cento10NDR here
Find a Wilier dealer

Trek Domane Disc — £1,400-£8,000

Read our guide to Trek’s 2018 road bike range here
Have a look at the Trek Domane here
Find a Trek dealer

Specialized Roubaix £1,900-£9,500

Specialized’s carbon-fibre Roubaix bikes feature a suspension damper housed in the top of the head tube that aims to isolate the handlebar from bumps and cobbles. It's called Future Shock, provides up to 20mm of suspension travel and can be adjusted to suit different rider weights.

The Roubaix is a disc-only bike these days, uses thru-axles front and rear, and has space for 32mm tyres.

Check out Specialized’s 2018 road bike range here
Find a Specialized dealer

Cannondale Synapse Disc — £849-£7,799

At the other end of the range, the Synapse Hi-Mod Disc with Shimano Dura-Ace Di2 components is priced at £7,799.99.

Read our coverage of the Cannondale Synapse Disc launch
Read our review of the £2,699 2016 Cannondale Synapse Ultegra Disc
Find a Cannondale dealer

Scott Addict Disc — £1,899-£2,699

Find a Scott dealer

Rose Team GF 4 Disc — from £1,907-£2,688

Lapierre Sensium Disc— £2,299-£2,749

The Sensium, available in both disc and rim brake models, comes with a carbon-fibre frame that’s built to an endurance geometry designed to be comfortable throughout long days in the saddle.

The more affordable of the two disc models, the Senium 500 Disc, features a Shimano 105 groupset while the Sensium 600 Disc makes the step up to Ultegra.

Find a Lapierre dealer

J. Laverack J.ACK Disc £3,650-£6,950

Yeah, you could have carbon, but in some people's eyes, it will never look as good as titanium.

J.Laverack also works with the likes of Hope, Hunt and Brooks to make the bike brilliantly British.

Check out our review of the J.Laverack R J.ACK III

Check out 12 of 2018’s hottest disc brake-equipped race bikes

About road.cc Buyer's Guides

As far as possible that means recommending equipment that we have actually reviewed, but we also include products that are popular, highly-regarded benchmarks in their categories.

Here's some more information on how road.cc makes money.

You can also find further guides on our sister sites off.road.cc and ebiketips.

Road.cc buyer's guides are maintained and updated by John Stevenson. Email John with comments, corrections or queries.

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Giant Elevate Short Sleeve Jersey

July 12, 2018, 1:45 am

≫ Next: 12 of the best 2017 & 2018 £1,000 to £1,500 road bikes

≪ Previous: 15 of 2018's best disc brake endurance road bikes

The Giant Elevate Short Sleeve Jersey is a great race-ready lightweight summer garment with plenty of appeal, especially for Giant fans. Sure, the obvious branding might put some off, but under the image is a great jersey.

Pros: Comfortable yet racy cut, good quality
Cons: Small pockets with no security pocket, prominent Giant branding

To be honest, by the time you've read this far in this review it's likely that you've decided already whether you like the Elevate jersey or not. It's always going to be the case with such obviously branded kit – you're either willing to be a riding billboard or you're not.

Regardless of whether or not you ride a Giant bike, and whatever your opinion on one of the biggest brands in the business, you should know: this jersey forms one half of some very good summerweight, performance-bred kit.

The race fit is spot on, with plenty of stretchability in the 'TransTextura' fabric, which also incorporates a 30 SPF rating for those bright sunny days. It moulds to the body superbly; so well, in fact, that the size medium that technically probably was a touch small for me was still comfortable with no cutting under the arms.

The sleeves are made of the stretchiest Lycra, with a slim fit around the arms. Giant hasn't included grippers here, and I applaud the decision: the natural elasticity of the cut does the gripping work without unnecessary pressure points or friction against the skin. This can only be a good thing when the heat is on and the sun cream comes out to mix with salty sweat.

Meanwhile, the waist does receive a gripper band on the rear flank, but it's low profile, with the elasticated (almost old-school looking) hem fitting snugly around the waist. In the medium size, I found the rear of the jersey to be a bit shorter than I would usually expect, but I'm in no doubt that a large would solve this problem.

However, what a large probably won't solve is the surprisingly small pockets. Even in the medium size, the pockets are incredibly small, which is a problem if you have relatively big hands like mine. I'm sure this is fine for a crit racer who might only want to carry a gel or two around with them, but for a 100km-plus ride? You're left short.

They're quite flexible, but as soon as you start trying to store a spare tube, mini pump (which sticks out more than usual anyway because of the pocket's shallowness), the usual puncture kit, energy bars and gels plus – potentially – a packable gilet, and you've long since gone to find your saddle bag.

Maybe Giant assumes that riders will be using a saddle bag for tools and the like anyway, but decent-sized pockets aren't exactly difficult to fit onto a jersey (unless you're particularly pint-sized). There's also no zipped security pocket. Frankly, I'd happily sacrifice a few grams on top of the 150g total weight if Giant could rework the first, and add the second.

Also, as I alluded to at the beginning of this review, in my opinion that branding could also do with a little toning down. I like the colours and the underlying design, but if you don't ride a Giant or you're just not into the brand as a whole, I suspect you're going to be put off.

The quality can't be underestimated, though – the seams are strong yet comfortable and flexible, and the zip is easy to work on the move, and it washes easily.

Value isn't its strong point – at £100 it's pretty pricey, although it's still cheaper than some, such as the Le Col HC jersey. But if you wanted to save yourself £20-£30, recent reviews on road.cc show there are plenty out there to consider – many of them with more accommodating pockets...

> Buyer's Guide: 20 of the best summer cycling jerseys

Functionally, though, aside from my gripe regarding pocket capacity, there's nothing wrong with the excellent Giant Elevate jersey. The problem is, you probably decided whether you wanted to buy it when you saw the pictures. And that, for many, will be its main flaw.

Verdict

Without doubt a very good race-cut jersey, but it has its limitations

road.cc test report

Make and model: Giant Elevate Short Sleeve Jersey

Size tested: Medium

Tell us what the product is for

Giant says: "For all-round riders who demand the latest technologies, elevate is the smart choice. Designed and engineered with high-performance materials. and optimised for comfort in the racing position, elevate helps you get to the finish line fast."

Tell us some more about the technical aspects of the product?

From Giant:

- Race fit

- TransTextura fabric

- SPF 30

- Full zip

- Three back pockets

- Silicone rear gripper

Rate the product for quality of construction:

9/10

No flaws that I can see with the seams or joins.

Rate the product for performance:

9/10

It's virtually perfect in terms of weight and breathability.

Rate the product for durability:

8/10

The main fabric could be susceptible to fraying on cafe garden furniture with age, but other than that it seems hardy enough.

Rate the product for fit:

8/10

It's superb as a race garment, though some may find it a little short in the body.

Rate the product for sizing:

7/10

I felt it sized slightly small, but this could easily be a legacy of the racier cut.

Rate the product for weight:

8/10

150g is good for a lightweight jersey, although not industry-leading.

Rate the product for comfort:

8/10

It's very comfortable despite sizing a touch small.

Rate the product for value:

5/10

It's a very good jersey, but so are others at £20-£30 less... Practicality is also limited with those pockets.

How easy is the product to care for? How did it respond to being washed?

Very easily, actually. Returned as new.

Tell us how the product performed overall when used for its designed purpose

Very well, no question.

Tell us what you particularly liked about the product

Comfortable yet racy cut, good quality.

Tell us what you particularly disliked about the product

Small pockets with no security pocket, prominent Giant branding limits appeal.

Did you enjoy using the product? Yes, despite becoming an advertising hoarding for Giant.

Would you consider buying the product? If I rode a Giant, but I don't so I think it would look out of place.

Would you recommend the product to a friend? Yes, if they weren't fussed about the branding thing.

Use this box to explain your overall score

There's not much wrong with the performance of the Elevate jersey, but it's not cheap and those pockets are too small for longer rides, which brings the score down from a potential 9.

Overall rating: 8/10

About the tester

Age: 28 Height: 188cm Weight: 80kg

I usually ride: Canyon Ultimate CF SL 9.0 SL (2016) My best bike is:

I've been riding for: 5-10 years I ride: Most days I would class myself as: Expert

I regularly do the following types of riding: time trialling, club rides, sportives, general fitness riding

Story weight:

Price:

£99.99

Contact:

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