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.

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.

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.

Bontrager are pushing hard in the saddle market, investing in all sorts of pressure-mapping and 3D motion capture tech to help with design. The Evoke is the mountain bike-orientated result, and it’s packed with trail-friendly features.

The squared-off corners and flat, well-padded nose all work well, giving plenty of weight shift options with easy transitions between them. A hollow on the mid-section relieves pressure on your parts, although some may favour a deeper channel. 

The Evoke is more swoopy in profile and flat in cross-section than some. It can be bought in three widths (as well as a women’s version). Your Bontrager dealer can measure your behind (you just have to sit on a pad) and tell you which you need.

This article was originally published in Mountain Biking UK magazine.

This lightweight top does what it says on the tin: it’s really soft. Designed for mid-season riding, it’s a good mid layer – Santini say it’s for temperatures of 10-18°C. We tested it in the UK in December with only a lightweight shell over the top and found that it was just warm enough.

Its brushed inner face and low-key seams make it incredibly comfortable. The simple but flattering design and anatomically cut fit make it a great top to be seen in too, and there are three pockets at the back for stashing bits and pieces. 

Our only complaint was that it seemed really short in the body – the dropped tail didn’t cover much and rode up as we pedaled. But it’s such a useful weight and so comfortable that it’s a sound investment.

This article was originally published in Triathlon Plus magazine.

Whistle are an Italian company you might not have heard of before. When this £2,500 carbon framed hardtail came on the radar we were excited – cross-country bikes have been expanding into more and more interesting territory. Unfortunately the Huron didn’t provide the sprightly, rocketship ride characteristics that a bike at this price should provide.

Ride & handling: Average in performance

The medium sized bike we tested measured in at 18.5in and boasted a 605mm top tube, which is pretty lengthy for even an out-and-out cross-country race bike. The long top tube, coupled with the 100mm stem and steep head angle, resulted in dicey handling when the trails got steeper and more technical.

The long reach to the bars also made forward and backward weight-shifts difficult, and had us fearing the worst several times, in situations such as riding small drops into corners. Thankfully, the low 12.5in bottom bracket height helped to bolster the Huron’s cornering ability. 

As you'd expect with a carbon frame, trail vibration was greatly reduced. Lateral stiffness wasn’t as good as we’d expect though – there was a surprising amount of flex from the bottom bracket area. The BB30 system may be stiff, but that’s no use if the frame around it isn’t up to scratch.

All-up weight of 26lb (with pedals) isn’t too far away from where the Huron should be, but the bike felt like it was held back a bit on the climbs and we were left disappointed when we wanted to change pace quickly. 

Frame & equipment: Not great value

The frame is a lugged carbon fibre construction, with bulky joins and sections of carbon showing through the very ‘Euro’ paintjob. The press-fit BB30 bottom bracket is a modern touch but other features are decidedly more old-school, including an IS rear disc brake mount and a straight 1.125in head tube that gives the bike a 71-degree head angle.

Considering the high price of the Huron, we found the spec list somewhat disappointing. Although the kit all works well enough, we feel you should expect a bit more in exchange for £2,500. The RockShox Recon fork has 100mm (3.9in) of travel and a bar-mounted lockout. It stayed controlled through everything we could throw at it but the same fork can be found on alloy bikes that cost around £1,000.

Mavic’s Crossride wheels keep the bike rolling nicely, and the drivetrain is a 3x10 setup with an FSA V-Drive BB30 chainset, Shimano SLX shifters and front mech, and Deore XT rear mech. The 620mm flat alloy bar paired with the 100mm stem adds to that racer stretch and feel but the grips are a low point of the spec. The Schwalbe Nobby Nic 2.1 tyres are a great choice though.

This article was originally published in Mountain Biking UK magazine.

Fifteen tools for £15 is a good deal in anybody’s book, especially as this includes a few handy tools you don’t always find in a multi-tool. In addition to flathead and Phillips head screwdrivers and Allen keys from 2-8mm, there’s a chain tool, spoke tools and a T25 Torx wrench. 

The tools are made from tough, hardened steel, the plates from anodised aluminium and it’s genuinely small and light enough to carry in your pocket. The Allen keys are quite short, but with this there’s no excuse for not being tooled up on your ride.

This article was originally published in Cycling Plus magazine.

“CNC machined in Barnoldswick, England” boasts the blurb for Hope’s XC stem, and it doesn’t hide its manufacturing provenance. Highly-visible machining marks in the nooks and crannies leave no doubt that plenty of swarf was created in its manufacture.

The somewhat industrial looks won’t be to everyone’s taste, and the same can be said of the laser-etched graphics. A choice of six colours is wider than usual, though. The size range of four lengths in two rises each isn’t huge but covers the most popular bases and includes a potentially useful 50mm size. This is also one of the few stems still available for 25.4mm bars. 

Hope have resisted the temptation to machine out every last bit of material, keeping full coverage for the faceplate and steerer clamp. We like the ‘blind’ threaded holes for the faceplate bolts, giving a clean look from behind. Performance is as good as you’d expect and, while towards the upper end of the price range, the £70 pricetag is reasonable considering the work that goes into it. At 162g it's not the lightest option.

This article was originally published in What Mountain Bike magazine.