Patrick Morewood set up PYGA Industries last year after leaving Morewood Bikes in search of a new challenge. He's now given us a look at his first two new bikes, the Oneten29 and Zero29.

As the model names indicate, both have big wheels, with the former sporting 110mm of linkage-controlled single-pivot travel and the latter being a hardtail. The frames are hand welded using 6069 alloy tubing before being heat treated, aligned and finished at Morewood’s new workshop in Pietermaritzburg, South Africa.

These two models are planned for late May sales as framesets, with pricing yet to be determined. Both sport contemporary features including tapered head tubes and Syntace X-12 rear through-axles, but what first caught our eye was their progressive geometry. They have short chainstays for 29ers (435mm for the Zero29, 440mm for the Oneten29), and slack head angles (69.5° and 70°, respectively). 

The Oneten29 is a sleek looking bike, with pivots that rotate on Enduro bearings – the angular-contact-style main pivot bearings are of particular note –fastened using Morewood’s own Interloc bolt system. “I decided to stay with single pivot, this has always been my style,” Morewood told BikeRadar. 

He added: “The bikes will, however, use a very short link rocker to squeeze the floating shock.” This allows more control over the suspension curve and also isolates the main frame from shock-related stress, so it can be built lighter.

The Oneten29 is meant first as a trail bike

Why 29?

PYGA's three co-owners – Morewood, Mark Hopkins (head of CAD design and co-founder of Leatt-Brace) and Andrew Bloom (marketing and communications manager) – all have backgrounds in gravity, trail and all-mountain riding. As a result, they came to the table skeptical about 29ers. 

Their aim was to make big-wheeled bikes that felt more like 26in bikes, yet still retained the benefits of the larger wheel size. To achieve this, they've come up with a geometry based around slack head angles (for stability), short stems (for precise steering) and short stays (for maneuverability).

"I'd ridden some 29in bikes with steep head angles and long stems,” said Morewood. “I found that if I put a short stem on, the steering would be quicker but not very stable. This led me to making a slacker head angle than usual, but with the intention for a shorter stem to be used. The result was just what I wanted.”

After focussing on 29in wheels for their first two bikes, the trio are now looking at other options. “We definitely have plans to move forward with the 650B wheel size,” said Morewood. “However it'll only be because the 29er may not be suitable for certain applications, such as long-travel bikes.”

A pre-production Oneten29 waiting for parts; PYGA will initially sell the bikes as frames only

Patrick Morewood set up PYGA Industries last year after leaving Morewood Bikes in search of a new challenge. He's now given us a look at his first two new bikes, the Oneten29 and Zero29.

As the model names indicate, both have big wheels, with the former sporting 110mm of linkage-controlled single-pivot travel and the latter being a hardtail. The frames are hand welded using 6069 alloy tubing before being heat treated, aligned and finished at Morewood’s new workshop in Pietermaritzburg, South Africa.

These two models are planned for late May sales as framesets, with pricing yet to be determined. Both sport contemporary features including tapered head tubes and Syntace X-12 rear through-axles, but what first caught our eye was their progressive geometry. They have short chainstays for 29ers (435mm for the Zero29, 440mm for the Oneten29), and slack head angles (69.5° and 70°, respectively). 

The Oneten29 is a sleek looking bike, with pivots that rotate on Enduro bearings – the angular-contact-style main pivot bearings are of particular note –fastened using Morewood’s own Interloc bolt system. 

“I decided to stay with single pivot, this has always been my style,” Morewood told BikeRadar. “The bikes will, however, use a very short link rocker to squeeze the floating shock.” This allows more control over the suspension curve and also isolates the main frame from shock-related stress, so it can be built lighter.

The Oneten29 is meant first as a trail bike

Why 29?

PYGA's three co-owners – Morewood, Mark Hopkins (head of CAD design and co-founder of Leatt-Brace) and Andrew Bloom (marketing and communications manager) – all have backgrounds in gravity, trail and all-mountain riding. As a result, they came to the table skeptical about 29ers. 

Their aim was to make big-wheeled bikes that felt more like 26in bikes, yet still retained the benefits of the larger wheel size. To achieve this, they've come up with a geometry based around slack head angles (for stability), short stems (for precise steering) and short stays (for maneuverability).

"I'd ridden some 29in bikes with steep head angles and long stems,” said Morewood. “I found that if I put a short stem on, the steering would be quicker but not very stable. This led me to making a slacker head angle than usual, but with the intention for a shorter stem to be used. The result was just what I wanted.”

After focussing on 29in wheels for their first two bikes, the trio are now looking at other options. “We definitely have plans to move forward with the 650B wheel size,” said Morewood. “However it'll only be because the 29er may not be suitable for certain applications, such as long-travel bikes.”

A pre-production Oneten29 waiting for parts; PYGA will initially sell the bikes as frames only

Despite their bulk, the palms of the Gore Power SOs give plenty of feel, with bonded pads and a grippy silicone print below the fingers. A big fleece wipe on the thumb is a great addition too.

A close fitting cut and elasticated wrist keep out the elements, while the long cuff flares out so that it can be worn over a jersey sleeve but still fits under your jacket. Though not waterproof, the SOs offer good protection from rain, and the thermal lining keeps them warm even when wet.

This article was originally published in Cycling Plus magazine.

Easton were pioneers of lightweight butted aluminium tubing for bikes – both frames and bars. The EA70 is their flagship aluminium bar. It’s available in a bunch of sizes, but we tested the XC Wide variant.

As forks get longer and 29in wheels gain momentum, flat bars are making a comeback. The EA70’s 685mm (27in) width is generous for a flat bar although longer ones do exist, and it’s shorter than most risers. If it’s too wide you’ll have to do your own measuring to cut it down – there are no cut marks. 

Angle marks in the centre help get your riding position spot on. A shot-peened finish ensures good grip for stem and controls. The 250g weight may not look spectacular on paper, but given that the EA70 is a relatively inexpensive bar it’s not shabby.

Out on the trails, the 9° sweep and decent width make it comfortable for the long haul. It’s great value, too – considering the EA70’s quality and reputation, the low price is a pleasant surprise.

This article was originally published in What Mountain Bike magazine.

This article originally appeared on Cyclingnews.com.

The Court of Arbitration for Sport has ruled that Alberto Contador should face a two year sanction for his positive test for clenbuterol at the 2010 Tour de France. After a long-running saga, CAS announced on Monday that it had upheld the UCI and WADA’s joint appeal against the Spanish Cycling Federation’s (RFEC) decision not to suspend Contador.

In its ruling, CAS pointed out that it wasn't disputed that Contador had tested positive for clenbuterol, and that in order to avoid a sanction he had to prove how the substance entered his body and that it wasn't intentional. Contador chose to argue that it was due to contaminated meat, whereas the UCI and WADA alleged that it was either due to a blood transfusion or a contaminated food supplement.

CAS ruled against Contador's explanation, and that was enough to hand him a two year ban: "The Panel concluded that both the meat contamination scenario and the blood transfusion scenario were, in theory, possible explanations for the adverse analytical findings, but were however equally unlikely. In the Panel’s opinion, on the basis of the evidence adduced, the presence of clenbuterol was more likely caused by the ingestion of a contaminated food supplement.

"Therefore, and considering that none of the conditions for eliminating or reducing the period of ineligibility were met, on the basis of the UCI Anti-Doping Regulations, the Panel decided to sanction Alberto Contador with a two-year period of ineligibility."

The ban means Contador will lose all results dating back to and including the 2010 Tour de France. Andy Schleck will become the Tour de France champion and Michele Scarponi is crowned winner of the Giro d'Italia.

Contador's ban ends on August 5th, meaning he can ride this year's Vuelta.

A long-running saga

Contador’s positive test dates from July 21, 2010, although the case was not made public until September 30 of that year. In February 2011, the RFEC officially cleared Contador, accepting his explanation that the traces of clenbuterol in his sample had been caused by consuming contaminated meat.

In March, both the UCI and WADA formally announced their decision to appeal the matter to CAS, who in turn announced that a ruling would be made ahead of the Tour de France.

That turned out to be a false dawn, however, and after a number of delays, the hearings were finally held in November 2011. In the intervening period, Contador had added to the Giro d’Italia to his palmares and finished fifth at the Tour de France.

The hearing itself was tinged with some degree of controversy, with AP reporting that WADA’s lawyers threatened a walk out when anti-doping expert Michael Asheden was not permitted to testify on the theory that Contador may have had a blood transfusion on July 20.

A verdict was initially due in mid-January, but was again delayed after Leopard Trek backer Flavio Becca questioned the integrity of CAS arbitration panel head Ephraim Barak. After confirming that none of the parties involved in the case wanted to change the make-up of the arbitration panel, CAS finally issued its verdict on Monday.

Contador still has the option of appealing the CAS ruling to the Swiss federal court within the next 30 days, although any such petition can only concern procedural matters.

We tested Specialized's flagship S-Works Prevail helmet almost exactly a year ago and found it to be one of the best-performing road lids on the market. Those who found everything about it appealing except the heady price can now instead look to the Specialized Propero II, which packs in almost the same performance and arguably better looks at less than half the price.

At first glance – and even first fit – many will have a hard time distinguishing between the two, what with their similar outwards appearances and nearly identical (and characteristically ovoid) fit when on your head. 

The Propero II's Headset SL retention system is slightly bulkier than the Prevail's Mindset version but the difference is indistinguishable when worn and they're both similarly easy to operate with just a one-handed dial at the back. Height adjustment is also more cumbersome on the Propero II but it's not likely you'll need to do it often and there's 20mm of total range.

What isn't bulky, however, is the Propero II's outward profile. It isn't appreciably trimmer than the Prevail but has more rounded proportions. Rather than adopting the oddly squared-off form of the Prevail, it adheres faithfully to the familiar design language of older S-Works helmets. The subtle graphics only highlight this further.

The Propero shares the Prevail's refreshingly thin 4X DryLite nylon straps and fixed splitters. They're traditionally anchored instead of being set into the bottom of the shell like on the Prevail but as before, we found them substantially less obtrusive than traditional straps, which are also typically double-layer below the splitters.

They're also easier to keep clean, and easier to pull taut beneath your chin what with just one strap to pull on instead of two. The fixed splitters might give some potential buyers pause but at least in our case, they're perfectly positioned. If anything, the wide shape creates more room around your ears than traditional sliders.

Ventilation is excellent, surpassing the performance of helmets costing more than twice as much. The intake and exhaust ports are generously sized and – more importantly – they're linked together with deep interior channeling that lets air flow cleanly through from front to back. You can feel air rushing across the top of your head (well, depending on your haircut) and we had to reach for a windproof cap when testing in temperatures below 10°C (50°F).

That being said, airflow still isn't quite as good as the admittedly awesome Prevail, particularly on the sides of your head. Cost cutting on the Propero's internal reinforcement structure yields slightly shallower channels (they're still very deep, mind you) and more tapering of the vents from exterior to interior.

Riders who are particularly hard on gear will also want to note the lack of a lower shell on the Propero II. The rear lower edge of the helmet is largely protected by the protruding, semi-rigid retention system but the front lower edge is exposed to wear and tear.

Those minor complaints pale in comparison to the Propero II's remarkably appealing price of just US$110/£70 – less than half that of the Prevail and most flagship helmets from other manufacturers. It's light, too, at just 238g for our small, CPSC-approved tester.

Dutch climbing and time trial specialist Thomas Dekker has a long road ahead of him after serving a two-year suspension for EPO use. Garmin-Barracuda directeur sportif Jonathan Vaughters has given the fallen rider a second chance, however, and Dekker is hoping his new team-issue Cervélo S5 will help him prove his worth this coming season.

The Cervélo S5 strikes a distinctive profile, what with its wild array of teardrop forms, hard edges and unusual angles. In addition to the aero cross-sections and very Cervélo P4-like rear end, there's also an hourglass profile straight 1-1/8in head tube to minimize frontal area, a dropped down tube that blends cleanly with the fork crown and just barely clears the front tire, and a flattened section on the down tube that Cervélo claim helps direct air around water bottles.

But that shape is exactly what gives the S5 its edge and, according to Cervélo, lets it post drag numbers that supposedly even rival some companies' full-blown time trial chassis. In Dekker's case, that's likely about all that matters when he's sticking his nose into the wind this year. That aerodynamic advantage hasn't come at a heavy cost in terms of mass, either, with claimed frame weights hovering around 1kg.

The Shimano Dura-Ace Di2 electronic group on Dekker's S5 is a common sight in the pro peloton these days but it's a key distinction that Garmin-Barracuda buy those components instead of receiving them for free from Shimano. This is a more expensive route than a full-blown sponsorship deal but it affords the team the freedom to mix and match componentry at will as well as choose wheels and cockpits that don't lie beneath the Shimano and PRO corporate umbrella.

That latitude in component choice plays an especially critical role in time trial gear as Garmin-Barracuda are free to use the new Magura RT8 TT hydraulic rim brakes on their Cervélo P5s without having to worry about sponsorship conflicts. 

Key substitutions on Dekker's road bike include Rotor 3D+ cranks and Q-Rings, 3T bar and stem, Mavic Cosmic Carbone Ultimate carbon tubular wheels and Garmin's own Vector power measuring pedals (though the transmitter pods are conspicuously absent in the photos). Completing the package is an FSA Orbit IS-2 integrated headset, a Fi'zi:k Arione Tri 2 saddle, Arundel Mandible carbon fiber bottle cages, CamelBak Podium bottles and a Garmin Edge 500 computer. Total bike weight, according to team mechanic Geoff Brown, is 7.0kg (15.43lb).

Complete bike specifications

• Frame: Cervélo S5 Team, 56cm
• Headset: FSA Orbit IS-2 integrated, 1-1/8in
• Stem: 3T ARX Team, 12cm x -6°
• Handlebar: 3T Rotundo Pro, 42cm (c-c)
• Tape: 3T cork
• Front brake: Shimano Dura-Ace BR-7900 w/ SwissStop Yellow King pads
• Rear brake: Shimano Dura-Ace BR-7900 w/ SwissStop Yellow King pads
• Brake levers: Shimano Dura-Ace Di2 STI Dual Control ST-7970
• Front derailleur: Shimano Dura-Ace Di2 FD-7970
• Rear derailleur: Shimano Dura-Ace Di2 RD-7970
• Shift levers: Shimano Dura-Ace Di2 STI Dual Control ST-7970
• Cassette: Shimano Dura-Ace CS-7900, 11-25T
• Chain: Shimano Dura-Ace CN-7900
• Crankset: Rotor 3D+ TT, 175mm, 53/39T
• Bottom bracket: Rotor
• Pedals: Garmin Vector
• Wheelset: Mavic Cosmic Carbone Ultimate
• Front tire: Mavic Yksion GripLink tubular
• Rear tire: Mavic Yksion PowerLink tubular
• Saddle: Fi'zi:k Arione Tri 2
• Bottle cages: Arundel Mandible (2)
• Computer: Garmin Edge 500

Critical measurements

• Rider's height: 1.88m (6ft 2in)
• Rider's weight: 70kg (154lb)
• Saddle height, from BB (c-t): 795mm
• Saddle setback: 95mm
• Seat tube length, c-t: 513mm
• Tip of saddle nose to C of bars (next to stem): 600mm
• Saddle-to-bar drop (vertical): 92mm
• Head tube length: 179mm
• Top tube length: 564mm (horizontal)
• Total bicycle weight: 7.0kg (15.43)

We've come across scores of ways to mount your Apple iPhone to your handlebar, transforming it into a bike computer. The latest to hit our desks from Wahoo Fitness has a few tricks up its sleeve, though, to make it stand out in a crowded market.

The key selling point of the Bike Pack is the ANT+ technology built into its water resistant hard case. This allows you to connect your phone wirelessly to ANT+ compatible devices such as speed and cadence sensors (these are provided with the pack), heart rate monitors and power meters.

Added to the speed, time and navigation data already provided by the iPhone, this gives you access to all the statistics you may crave to improve your performance without having to fork out for a pricey GPS computer.

A worry with all cases of this sort is whether your £500 non-waterproof phone will be protected from both the elements and impacts. Wahoo Fitness claim to have both bases covered, assuring us that it's both shock and water resistant.

The pack includes a handlebar mount (a time trial bar mount is available for $19.99) and a choice of two rubber inserts compatible with different iPhone models (4S, 4, 3GS and 3G). Wahoo have their own free exercise app on iTunes but the case is also compatible with other popular programs dedicated to cycling. The Bike Pack retails directly from their website for £95/$149.99.

The speed/cadence sensor fits to the chainstay in the traditional way

Cannondale

We've covered Cannondale's new helmet range in some depth already, but here they are again with UK prices. The Teramo road lid (£69.99/$109.99) is top of the four-strong line-up and weighs in at 263g on our scales (52-58cm size). It has 23 vents and is available in five colours (four men's and one women's) and two sizes (58-62cm & 52-58cm).

The Ryker cross-country helmet (£49.99/$79.95) weighs 296g (52-58cm), with a choice of three men's and two women's graphic options. The Radius is pitched at the trail/all-mountain crowd but we reckon it'll find fans in urban areas too. RRP is £39.99. The entry-level Quick (£29.99/$33.99) is a 231g lid aimed at beginners, with 19 vents, six colour options and two sizes (58-62cm & 52-58cm). 

Cannondale Teramo

Cannondale Ryker

Cannondale Radius

Cannondale Quick

Knog

Australian firm Knog's reputation for stylish, effective bike lights continues with the Blinder 4. The front (80 lumens) and rear (44) lights contain four super-bright LEDs housed in a waterproof aluminium casing and rechargeable via a USB socket. 

Each 39g light has five modes (steady, fast flash, organic flash 1 & 2 and eco flash) with a run time of up to 50 hours on the efficient eco flash setting. Five models will be available from UK distributors Moore Large & Co for £34.99/$55 from April.

Knog Blinder 4 rear (left) and front lights

Kontact

Kontact is a new saddle brand from cyclist, physical therapist and biomechanics expert Joshua Cohen. After years of research – he wrote a thesis and a book, Finding the Perfect Bicycle Seat – he's come up with a design that's claimed to give significant performance improvements. 

The 198g Anatomical saddle is said to improve blood flow and oxygen levels in the places that matter, with a shape designed to improve efficiency by allowing greater leg motion throughout the pedal stroke. It's made from a mixture of materials, with titanium alloy rails, a carbon and plastic body, and a leather cover. Shown is the "racing" model; a wider recreational saddle is in development. They're available from Hubjub in the UK for £79 or through Kontact's website in the US for $110. 

Kontact Anatomical

Polaroid

At £63.20/$100, the Sprinter sunglasses from Polaroid are something of a bargain, given they come with polarised lenses. Available only in the yellow/black colourway seen here, the UltraSight grey lenses offer 100 percent UV400 protection. The glasses come with a hard wearing carry case.

We’ve ridden Cotic’s ballsy hardtail before, fully kitted out with a trail-ready Shimano Deore XT 3x10 transmission. But, as the kind of bike that’s designed to be equally at home lining up at the start of a 4X race or taking the short route down an Alp, it comes pre-equipped with ISCG05 mounts for a chainguide. 

Which made us wonder, what would it be like set up with a 1x10 transmission? There was only one way to find out. Although Cotic don’t supply complete bikes, the British company were happy to spec us a one-off BFe with single chainring up front.

Whether you choose to set your BFe up with a single chainring or three, it’s a genuine wolf in sheep’s clothing. The extra strength needed to cope with up to 160mm of front wheel travel has been cleverly and subtly built in without sacrificing comfort, looks or fun. By the time you’ve built the bare frame into a complete bike it won’t be cheap, but few hardtails offer so much versatility.

Ride & handling: Big-hit tough and ride-all-day comfy

Many hardtails designed around long forks aren’t exactly subtle. The BFe, however, is different. For a start, its relatively low all-up weight (12.1kg/26.8lb) makes it a viable choice for all-day epics, as well as giving it a turn of speed that belies its hardcore potential. 

Then there’s the attention to detail in the frame build, which combines thin walls and careful tube profiling to provide all the strength required, while retaining the beguiling zing that defines the best of the steel hardtail breed. 

Combine all this with a willing 150mm fork, a reliable transmission and grippy, big volume tyres, and it’s almost impossible to come back from a ride on the BFe without a big grin. Very few bikes successfully combine such headbanging potential with ride-all-day comfort. The BFe is the exception that proves the rule.

As for the 1x10 transmission, it suits the frame’s fun character. A dose of extra ground clearance will be welcome for riders used to tackling woodsy, technical trails and, with one less bar-mounted control to worry about, it’s easy to concentrate on the important bit – the ride. Having said that, the BFe’s such an accomplished all-rounder that we did occasionally wish we had a lower gear for steep, technical climbs.

Frame & equipment: You’ll need the experience and budget to self-build

It’s not easy to design a frame that’ll tackle just about anything, but Cotic designer Cy Turner has tackled this seemingly thankless task head-on. The result, fine-tuned over the past six years, is a steel hardtail that’s tough enough to handle a fork up to 160mm (with all that that implies in terms of intended use) and yet light enough and specced appropriately, to ride all day.

The backbone for this versatile chassis is an over-diameter, thin-walled tube of Reynolds 853 – a clever steel alloy that’s remarkably strong and light. Most welded frames, whether steel or aluminium, are weakened near the joints by the heat applied during manufacture. With Reynolds’ high end tubeset, the steel air-hardens during the cooling process after welding, actually increasing strength.

Reynolds 631, a close but slightly more cost-effective relative, provides head, top and seat tubes. The top tube is ovalised to increase lateral (pedalling) stiffness while adding some vertical give to the main triangle, while the oversized seat tube is compatible with telescopic seatposts and has no bottle boss mounts, making it easy to drop a standard post out of the way for steep descents.

Bridgeless chainstays and ovalised wishbone seatstays provide great gobs of mud clearance but, unusually for a UK-designed bike, there are no down tube Crud Catcher bosses because Cy reckons they compromise strength. The BFe's oversized tubes and strategically placed gussets add strength, while comfort is retained through thin tube walls and some cunning ovalisation.

The beauty of buying a bare frame is that you can spec it any which way you like, building in parts you may already have lying around or going for broke with a complete new set of components.  Our test bike’s Marzocchi Bomber 44 RC3 Titanium fork makes the most of the frame’s big-hit potential, offering 150mm of coil and air sprung travel in a relatively light package. Finishing kit from the relatively unknown KCNC works well, and a DMR Viral chainguide provides the finishing touch  to keep the chain on board.

This article was originally published in What Mountain Bike magazine.

Fuji’s Roubaix ticks all the boxes for a state-of-the-art frame, and it’s a good looker too, but unfortunately it’s less compelling on the road. It's off the pace, and not just in terms of specification value.

• Highs: Good looking alternative to mainstream brands, with decent power transfer, stable steering, and reasonable frame and fork weight
• Lows: Heavy wheels and low-grade kit, plus a firm, stretched-out frame feel create a relatively heavy and unresponsive ride. No rack or mudguard mounts either
• Buy if: You're happy with an 'alright' bike – if you can find it at a discounted price

While Specialized give the Roubaix name to their more upright, comfort-orientated bikes, the Fuji is more of a classic racer in shape. A relatively long top tube and stem mean you’re reaching a fair way to the bar from the saddle, resulting in a fairly flat position. The big press-fit bottom bracket shell adds a purposeful centre to your pedalling effort and the fork has a subtly tapered carbon steerer to keep it feeling sharp up front.

Rolling out into the country, this stable, generous length position synched well with our more experienced old-school testers and the handling is definitely on the steady, speed-focused side that prefers to be leaned rather than turned. Power is transferred well through the big bottom bracket and asymmetric chainstays, and once it’s on a roll it holds speed well. 

The 11-25t cassette means a smaller, less rhythm-jolting jump between gears compared with the newly fashionable big sprocket blocks too. But there’s a definite reluctance from the Roubaix to pick up speed rapidly, particularly when you’re pointing uphill. The reason isn’t hard to find either: the Alex wheels are well built, but combined with the wire bead Hutchinson tyres they’re very heavy, which adds a lot of inertia. 

While it works well enough, the Shimano Tiagra groupset is heavier than the 105 on other bikes at this price and the complete bike weight is fairly high at 9.69kg (21.4lb). The overall feel is relatively dead as a result of the weight and the performance-focused positioning. It’s not bone-jarringly harsh, but when swapping between bikes on group rides we were generally glad to jump onto something a little livelier and friendlier than the Fuji.

Switching wheels for part of the test made a noticeable improvement in ride quality, but the firm frame and details like the oversized alloy seatpost still leave it playing a muted rather than melodic tune on the tarmac. There are no mudguard or rack eyes anywhere either, so it’s clip-ons and backpacks if you want to keep your backside dry or take stuff to work.

This article was originally published in Cycling Plus magazine.