At the beginning of September, Devinci presented the newest version of the Django, their trail bike which, as is traditional for the Canadian brand, shows a certain propensity for downhill fun. The new Django clearly takes on the lines of Troy, the all-mountain bike from the Devinci, creating a continuity of design within the range that we can assume will be followed by the next update of the Spartan. Equipped with 29-inch wheels, the 2020 Django offers 120mm of rear wheel travel, like the previous model, from which it differs however with 140mm of front travel instead of 130. For the test, Devinci sent us a Django Carbon with a SRAM GX drivetrain – this represents the second option in the range starting from from flagship, formed by four levels with a carbon frame and two with aluminum alloy frames. The bike arrived in mid-September so I had almost three months to test the new Django thoroughly, under varying conditions and across its setup options to better understand it. Details Frame material: carbon fiber Wheel format: 29 ″ Adjustable geometries: yes Front travel: 140mm Rear travel: 120mm Rear hub: SuperBoost 157 × 12 Front hub: 110 × 15 boost Rear shock eye to eye: 190x45mm Drivetrain: 1 × 12 (32t / 10-50) Bottle cage: yes Frameset only availability: yes Waranty: for life Claimed weight: 13.68kg (with tubes) Weight as measured with Park Tool scale: 13.52kg As anticipated, the frame of the new Django sports a very elaborate and richly detailed design. The rear end and linkage, unlike the previous model, is now unidirectional carbon fiber, as is the front triangle of the frame. For the construction of the entire frame, Devinci uses a proprietary technology called DMC-G (Devinci Monocoque Carbon Gravity), which involves the use of EPS cores inside the molds and a special epoxy resin with added nanoparticles. The individual pieces of the Carbon frame are produced in Taiwan while the frame is assembled and finished in Canada. The frame is also available in 6061-T6 aluminum alloy. All frames are covered by a lifetime warranty. Needless to say, the suspension system of the Django is the Split Pivot, patented by Dave Weagle and of which Devinci is the main licensee brand. It is based on a single pivot four bar linkage which sees a pivot located at the rear axle rotating in a concentric way with respect to the wheel’s axle, a system that effectively manages the anti-rise level to optimize the suspension behavior during braking. The entire suspension system rotates on bearings. The linkage in particular is equipped with double-row ball bearings and double gaskets which increase the rigidity thus aiding in a better functioning of the rear shock that is also better aligned under load, thus leading to reduction in the wear of the bearings themselves. The suspension department of all Django 2020 bikes are entrusted to FOX. In detail, the GX LTD tested here features a Float DPS EVol rear shock in the Factory version. The Firm position offers very solid threshold which causes an almost total lockout. The suspension behavior proved to be rather linear even though it fitted as standard a 0.8in³ spacer inside the shock absorber. After several tests, gradually increasing the pressure with respect to the optimum sag, I replaced the standard spacer with one of 0.95in³, the largest available, so as to have a slightly greater progressivity and resistance to bottoming while reducing the pressure, for a sag between 25 and 30%, In combination with the rear shock absorber, the fork is also chosen from the flagship FOX range, to be precise it’s a 34 Float in the Factory version with a FiT4 hydraulic cartridge and an EVol air cartridge. As for the offset, Devinci has embraced the concept of the shorter numbers, choosing 44mm for the Django. So, as I did with the rear shock, with the fork after several tests I found it optimal to add an additional spacer to the two already present as standard. This as well as adding some extra pressure compared to the normal sag height helped me gain better support in the central part of the stroke. The wheels are supplied by RaceFace – Devinci has chosen the 35mm internal width version of the ARC rims, which are asymmetrical with 4.5mm offset for their 32 holes. The hubs are Vaults, both sturdy and smooth. As for the tires, all of their bikes are fitted with Maxxis products. Specifically, the GX LTD is equipped with a 2.5 “Minion DHF up front and a 2.4” Minion DHR II at the rear, both in the 3C compound and with EXO Tubeless Ready casing. The Djangos are fitted with inner tubes but a couple of tubeless valves are supplied inside the package so that the wheels can be easily transformed, as there is already a sealing tape applied to the rims. The drivetrain, as the name of the set-up suggests, is a SRAM GX Eagle with an aluminum crankset and a 32-tooth chainring mated to a 10-50 cassette that provides Django with a range that’s ideal for the intended usage. The adoption of the SuperBoost 157mm standard at the rear hub also necessitates a dedicated crankset with a suitable chain line, further outside of 3mm compared to the traditional Boost spacing. This means that the Q factor, the virtual distance between the outside of the crank tips, is also wider by 5mm. If on enduro bikes the wider Q factor is less noticeable in pedaling and could also provide an imperceptible stability advantage, on a bike that has to be pedaled for a long time like a trail bike, the different position of the feet is felt more for certain. The braking system is also entrusted to SRAM, with Guides, here in the updated G2 model which are clearly an improvement compared to the previous models, but still not completely free from overheating and fading. The test set that GX LTD is equipped with is the RSC version, therefore the most advanced in terms of adjustment, combined with Centerline 200mm diameter rotors at both wheels which, despite what one might think, are not oversized for 29″ trail bikes, but rather perfectly suited to compensating for the braking power of the G2s. The cockpit combo is composed of top-of-the-line RaceFace components with a 35mm diameter bulge. It’s comprised of a Next R 35 carbon handlebar with a 20mm height and full 800mm width, therefore nodding toward descending. It’s supported by a Turbine R 35 stem at 50mm in length. Generally I prefer to use shorter stems, especially in combination with a handlebar so wide, for a smoother steering behavior and consequently a more precise and immediate control over the front end, both uphill and downhill. For this reason, after having thoroughly tested the Django with its standard stem, I replaced it with a 37mm long one, noting an improvement in terms of handling, especially in the technical bits. Like the suspension, the seat post is also supplied by FOX, with their Transfer in the Performance version combined with a RaceFace Turbine R 1x remote. Devinci’s go to is with the remote mounted with its own collar but, given the presence of SRAM brakes, in the assembly phase I preferred to use the MatchMaker with the RaceFace remote. This cleaned up the ergonomics of the cockpit a bit as a bonus. As for the seat post travel, each size includes a specific amount: 100mm for the XS, 125mm for the S, 150mm for the M and 175mm for the L and XL sizes. The size M in the test therefore sees a 150mm but, as shown in the photograph, the seat tube would have allowed me to mount a longer travel option. The saddle is the Radar model, produced by SDG with the Devinci logo. The protection placed at the critical points of the frame are generous, well thought out and of excellent quality. First of all, under the down tube there is a large, thick and sturdy polyurethane shell that protects it from any kind of impact, even the most violent. Unfortunately the bottom bracket shell remains uncovered, but during the test I never hit it. The shell has the aesthetic finesse of having its seat lowered inside the down tube, therefore, looking at the frame in profile, no protrusion is noticed from the addition of the protective material. The same material is used to protect the lower portion of the chainstays. On the drivetrain side, the stay is protected both on the external and lower side and on the upper side by two distinct shells. The first serves to guard it from rubbing the heel of the shoe or from any rocks flung during driving. The second is obviously necessary to safeguard it from impacts from the chain and, thanks to the raised shapes in the polyurethane, it is useful in effectively reducing the noise level of the chain. Also from the braking side of the rear there is the same chainstay protection that we find on the drive side, also in this case used to protect the rear end from possible rubbing of the shoe. Personally, it was never an issue for me while riding, because the SuperBoost rear hub corresponds with a greater Q factor at the cranks which therefore limits this risk. The vertical position of the rear shock in the Django’s Split Pivot suspension system gives plenty of space for a full size bottle, so you can choose to use either a side-extension bottle cage or alternative Cageless or Fidlock coupling systems, as well as a traditional bottle cage, without interfering with the top tube despite it being particularly sloped for added standover. To distribute the cables and hoses in an orderly and functional manner, maintaining a precise position once they have exited the brake levers and the handlebar controls, the Django has practical dedicated clips, marked with the Devinci logo. Then the cables/hoses enter the frame through a large plastic door fixed to the frame by an Allen screw and provided with a slot to fix them by means of a clamp. The passage inside the front triangle of the Django is not sleeved but the wide openings both in entrance and exit allow the cables/hoses to pass in a rather easy way through the frame, an aspect that I can confirm given that the Django in test was delivered to me as a frame with all the separate components, so I personally assembled it. To prevent them from making noise in the frame, the cable sections that run inside the downtube are sheathed in thick and soft neoprene tubes. Once out of the frame at the bottom of the down tube, the passage of the shifter cable and the brake hose, before branching towards the rear end, is managed neatly by a special support fixed to the lower eyelet of the rear shock. This also has the function of washer for each side in order to facilitate the insertion of the spacer adapters and make the operation on the geometry flip chips easier. On the drive side, the routing passes inside the chainstay while on the brake side, before the cable enters the chainstay, the hose is held firmly in place by a C-clip clamp fixed to the inside of the axle. On both sides the passages inside the rear end are sleeved. Geometry As per Devinci tradition, the frame geometry can be adjusted using a flip chip. In the case of the new Django, this flip chip is placed in correspondence with the lower anchor shock eyelet, unlike the previous Django model in which the flip chip was positioned in the rocker link/seatstay junction. The adjustment of the geometry obtained by utilizing the flip chip is half a degree for the head and seat angles and 6 mm for the height of the bottom bracket. The geometry developed by Devinci for the Django is not particularly aggressive or progressive, on the contrary they are moderately conservative, balanced and neutral. This is a deliberate choice on the part of Devinci so that the new Django reflects its intended use as a trail bike, and is within the appeal of its target audience, ranging from the inexperienced rider to the pro with a more aggressive riding style. Climbing A 29-inch trail bike is expected to perform well as a climber and Django does not fall short of said expectations. Despite a slightly higher weight than average, the only drawback to Devinci’s latest addition, undoubtedly attributable to the downhill oriented spec, the Django lets you ride nicely on long climbs very efficiently and in a comfortable and very natural riding position. Except for a couple of attempts, I used the bike practically always in the Low position of the flip chips due to the more balanced geometry dimensions which are already rather conservative, while in the High position I found it a little limiting compared to the excellent potential that the Django offered. On the technical climbs the Django has proven to be fun and capable, very agile and precise on the front end, something further improved after replacing the stem with a shorter one. On the steep punches it is planted on the ground at both wheels and is always snappy. The rear wheel offers excellent traction in the face of a slight pedaling oscillation of the suspension. The rear shock has an almost total lock that is very nice on the long grinding, mid grade climbs while in the intermediate position it is calibrated well enough to manage the stability of the suspension and at the same time offers just enough shock absorption. Descending If uphill the Django turned out to be intuitive right away, downhill I needed some time to be fully confident and find the most effective riding position. The steering angle is not particularly aggressive so it is important not to load the front end too much and remain centered in the bike to make the most of the handling and precision that are the main strengths of the new Django. By adjusting the fork, I was nevertheless able to improve the response of the front end since the geometry also remained more stable, reducing the involuntary wallow, and getting better support by inserting an extra spacer and more pressure in the air chamber. As far as the rear suspension is concerned, the adoption of a larger spacer was necessary to limit the frequent bottom stops and in avoiding having to increase the air pressure in order not to affect the exceptional sensitivity of the suspension system. Unfortunately, the decrease in volume between the standard spacer (0.8in³) and the larger one (0.95in³) is minimal but nevertheless had a satisfactory effect, improving the compression curve and its performance over the entire range of its travel. Particularly in the rough and fast stretches I appreciated the sensitivity and absorption capabilities of the Django’s Split Pivot, which keeps the rear end very stable helping to buy speed thanks to its excellent overcoming of obstacles. The rear end on the other hand, is very precise in every situation, and is not at all nervous despite being particularly rigid and, above all, despite the relatively short travel. Keep in mind that we are talking about a trail bike with 120mm of travel that, no matter how powerful it is on the downhills, was not born to devour savage trails but to disentangle the average mountain trails, both technical and uneven, but within limits. In fact it was in these situations the Django shined with precision on both wheels in full control and with remarkable handling that made it very intuitive and a pleasure to ride, especially with a stem shorter than the standard one. Overall The new Django is at ease in the role of the mini-enduro but it is best suited to a rider looking for a versatile bike that shines both uphill and downhill. It prefers a fluid and confident rider, reciprocating with maneuverability and precision, but it can also be aggressive in relation to the intended use. The quality of the construction and the attention to detail are of a very high standard and the layout is appropriate to the lively character of the bike. Specs and prices Django Carbon 29 X01 – € 8.699 Django Carbon 29 GX LTD – € 6.099 Django Carbon 29 GX – € 5.399 Django Carbon 29 NX – € 4.599 Django Carbon 29 frame – € 3.299 Django 29 GX 12s – € 3.699 Django 29 SX / NX 12s – € 2,899 Devinci

Although Zwift is great for just jumping on the trainer and free-riding for fun, it’s also a powerful training tool with an abundance of workouts and structured, discipline-focussed training plans to help you take your fitness to the next level. As they’re all based around functional threshold power (FTP) – the maximum average power you can sustain for one hour – the training plans and workouts are all tailored specifically to your current level of fitness. Zwift has worked with race-winning coaches like former Italian national time-trial champion, Marco Pinotti, to create workouts and training plans that are designed to improve your fitness and strength on the bike. All you need to do is clip-in and pedal. How to take an FTP test on Zwift Best Zwift setups for every rider – from budget to ultimate Flexibility Rather than prescribing a set workout at a set time, all of the training plans on Zwift are flexible, meaning you can adjust them around your own schedule. Each workout will give you a window in which to complete any given session, meaning it’s much easier to fit around your personal schedule. You can also complete workouts outdoors – simply mark as ‘done outdoors’ on the plan in game. New workouts will then unlock automatically once a designated rest period has passed. As you go, you’ll earn experience points and stars for completed intervals. Best of all, if you workout on Zwift, you no longer have to do it alone and you can join the thousands of other Zwifters on the platform in group rides and races to help you stay motivated. Zwift offers a wide range of structured workouts and training plans. Zwift Stress points The difficulty level of a workout is measured in ‘stress points’ (sometimes shortened to ‘SP’). Based on the duration and intensity of a session, the higher the stress points score of a workout, the harder it will be, and vice versa. The maximum stress score you can generate within a single hour is 100. For reference, this would be generated if you rode at exactly your FTP for the entire hour. One of the great features of using this kind of metric (it’s similar to Andrew Coggan’s/Training Peaks TSS metric that power meter users may already be familiar with) is that it’s relative to everyone. Even if you’re fitter, the stress points of any given workout will still be the same – you simply do the workout at higher power numbers. With this in mind, Zwift categorises its training plans into three different tiers: beginner, intermediate and advanced. Average stress points per week will tend to rise with the tiers (though this isn’t always the case) and as you move up, you’ll also do more intense intervals and target specific areas of fitness according to the type of plan you choose, rather than simply making broad gains in general fitness. We’ve chosen a few of our favourite training plans and workouts to get you started, but this is by no means an exhaustive list. For the full rundown of what’s available, head to the Zwift app. Beginner training plans on Zwift If you’re new to cycling and/or indoor training, or are perhaps just coming back to the bike from a break, it’s a good idea to start out with one of the beginner level plans. They’re designed to give you a relatively easy introduction to the world of interval training, while still ensuring you get in a decent workout and make those all important fitness gains. Zwift 101: 1 week / 2 hours per week Zwift 101 offers a gentle introduction to the world of structured interval training. Zwift This plan only lasts a week, so it’s intended to act more as an introduction to Zwift’s training interface and the world of structured interval training. It contains a couple of introductory workouts and two of the most popular short workouts, as well as a Ramp Test in the middle of the week to help you measure your FTP before you can start on a longer plan. FTP Builder: 4 to 6 weeks / 5 hours per week / 255 stress points per week (average) The FTP Builder focuses on building sustainable aerobic power. Zwift The FTP Builder plan focuses on building sustainable aerobic power, with the majority of sessions comprising of endurance and tempo intervals. Designed for riders who perhaps haven’t done a structured training plan before, the workouts are simple and easy to understand, and most last under an hour. Fondo: 3 to 4 weeks / 3 hours per week / 177 stress points per week (average) Training for a sportive 9Fondo Zwift Created for cyclists who are building up to a long ride, or sportive/gran fondo, the Fondo is another great plan for anyone who’s new to structured training or coming back to the sport from a break. The plan focuses mostly on endurance and tempo intervals, but there is also a bit of work at threshold and beyond mixed in to give your fitness a boost. Intermediate training plans on Zwift These plans are aimed at the more dedicated cyclist who, perhaps, already has a decent level of fitness and is looking to add structure to their training, or build on specific areas of fitness. Active Offseason: 8 to 12 weeks / 9 hours per week / 446 stress points per week (average) The Active Off-Season plan is based on nine hours of training a week. Zwift If you’re a dedicated cyclist, with a good amount of time to train and looking to add structure to your winter, this could be the ideal plan for you. The workouts focus mostly on building up your endurance, but there is a little bit of tempo, threshold and above mixed in. There are some big days in this plan, leading to a relatively average high stress points per week, but there are also plenty of prescribed rest days to ensure you don’t overdo it. Build Me Up: 10 to 12 weeks / 5 hours per week / 318 stress points per week (average) The Build Me Up plan promises a big leap in fitness. Zwift If you’re serious about your training but a bit tight on time, the Build Me Up plan will help you make a big improvement to your aerobic engine. There’s a good mix of intensities in this plan, but tempo, threshold and Vo2 max intervals make up a significant portion of the work. Advanced training plans on Zwift At this level you’ll need to have a solid base of fitness already established, because things can get quite intense. Look to these plans when you’re coming up to a period of competition or have a big event coming up for which you want to be on form. Crit Crusher: 4 to 8 weeks / 4 hours per week / 233 stress points per week (average) The Crit Crusher focuses on sprint and breakaway repetitions. Zwift Focusing on sprint and breakaway repetitions, this plan was created as a race tune-up for criterium (short road races around circuits) and cyclocross races, and will help sharpen your legs for whatever kind of riding you do. The average stress points per week aren’t high on this plan, but there are a lot of hard and fast efforts, so Zwifters taking it on will want to have a decent base of fitness already in the bank. This is a great plan to use in the run up to competition to hone top-end performance. TT Tune Up: 5 to 8 weeks / 7 hours per week / 391 stress points per week (average) TT Tune Up includes six workouts a week. Zwift With six workouts a week, this plan requires a large commitment, but if you’re looking for a big boost to your top-end power then you’ll reap the rewards when you complete it. As the name suggests, this will suit those who want to excel in the race of truth, but recovery periods are limited, so you’ll need to be in good condition going into it. Workouts on Zwift If you’ve already got a training plan from elsewhere or just don’t want to fully commit to one yet, then Zwift has a large catalogue of individual workouts to get you working hard and targeting specific areas of your fitness. Emily’s Short Mix: 00:30 / 44 stress points Emily’s Short Mix takes only 30 minutes, making it ideal if you’re short on time. Zwift This workout is ideal if you’re short on time. With 44 stress points accumulated in half an hour, it packs a lot of bang for its buck. 2×20 FTP Intervals: 01:20 / 101 stress points This FTP session is a turbo trainer classic. Zwift A classic turbo trainer workout, the 2×20 FTP Intervals session is perfect for anyone riding time trials. The long, hard intervals force you to concentrate on holding your power and position constant over longer durations. If you’ve got a time-trial bike, do this session on that and try to stay in the TT position for the entire duration of each 20-minute interval. Mat Hayman Paris Roubaix 1: 01:21 / 97 stress points Mat Hayman used Zwift as a training tool before winning Paris-Roubaix. Zwift Indoor training on Zwift was crucial to Mat Hayman’s famous win at the hardest one-day race on the cycling calendar, as it enabled him to replicate the kind of efforts required not just to hang tough with the likes of Tom Boonen across the infamous cobbled sectors, but also to outsprint him in the Roubaix velodrome for the win. Now, thanks to his former coach Kevin Poulton, you can experience something of what it took to win that famous Monument with this session that was built using Hayman’s power profile from the race, condensed down to a more manageable 81 minutes. Be warned though, it’s as hard as the cobbles of Northern France. SST (Long): 02:10 – 163 stress points SST stands for Sweet Sport Training. Zwift SST stands for Sweet Spot Training, which is a small sub-zone around 90 to 95 per cent of FTP. It gets its name because it’s intense enough to provoke great physical adaptations, but easy enough that you can do lots of it without overly fatiguing your body. If you’re feeling really keen and you want a longer ride to accumulate those stress points, then this is an ideal session. Custom workouts on Zwift You can also create your own custom workouts on Zwift. Zwift If you’ve reached this point in the article and are thinking that none of the above quite matches what you’re looking for, well, don’t worry. Zwift also lets you easily create custom workouts from its Training page. Zwift uses a simple drag and drop interface that makes designing your ultimate sweat-sesh a cinch – you just grab blocks from the right-hand column (there are blocks for all the different power zones, plus warm up, cool down, intervals, free riding, text events and cadence) and use the mouse or text boxes to expand the length and difficulty of each interval. You can then tag your workout with a category and give it a suitable name. Handily, Zwift has a more in-depth guide to building custom workouts if you need a little more guidance.

HIIT (High Intensity Interval Training) has swept the fitness world in recent years and the workouts are now a staple of gym classes and home training routines. HIIT workouts are recognised as a way of burning a lot of calories in a short amount of time, so it’s easy to see why they are a favourite of time-poor gym-goers looking to squeeze the most out of their training. But HIIT needn’t be limited to weight-based activities and gym sessions, the benefits can be felt for time-crunched cyclists, too. Here’s everything you need to know about high intensity interval training, the benefits and how you can include HIIT in your training plan. What is High Intensity Interval Training (HIIT)? A HIIT workout intersperses short intervals of exercise at an effort level close to maximum with periods of recovery. When applied to cycling, there is no one set way to perform a HIIT workout, with different routines offering different benefits. “The duration of efforts could be from a couple of seconds up to a minute or more,” explains Matt Rowe of Rowe & King Cycle Coaching. “There’s no real hard or fast definition of it other than you’ve got to be cycling hard and with great intensity on and off. “You can make it as structured or unstructured as you like. Fartlek training is seemingly random efforts, and that’s a form of HIIT training.” 60 minute turbo training sessions for time-crunched riders High intensity interval training has become extremely popular in recent years. Simon Bromley What are the benefits of HIIT? One of the biggest benefits of a HIIT workout is the short amount of time it takes. “It allows you to accumulate a lot of high quality work at that top end and really maximises the bang for your buck from any training session,” says Dr David Nichols, cycle training consultant for Wattbike. Most sessions can be done in an hour or less and are easy to do on the turbo trainer, so you can squeeze a ride in with long-lasting benefits from the comfort of your own home. “If you’re time poor, you’ve got to be smart with what you do have,” says Matt Bottrill of Matt Bottrill Performance Coaching. It’s possible to see a tangible training benefit from a session as short as 30 or 40 minutes, according to Bottrill, but he warns against over-reliance on HIIT workouts. “You can’t do it every day,” he says. “It’s not feasibly possible because you can’t hit that high intensity.” HIIT workouts can also help you to better target the top-end training that might otherwise be missing from your rides. “When you go out cycling, most people ride steady and they think they’re going quite hard,” says Rowe. “But you’re not really engaging your fast twitch muscle fibres that much. “The fast twitch fibres can make all the difference in cycling. If you need to get up a climb and use a big surge in effort, that’s your fast twitch fibres that you’re relying on. HIIT training does that perfectly.” Because HIIT intervals are short, they enable you to accumulate a lot of time at an intensity above what you’d otherwise be able to sustain in continuous blocks. That, in turn, helps improve your VO2 max and threshold power, according to Nichols. “Say you do four blocks of five minute intervals, you could be doing 20 minutes well above what you could do in a straight 20-minute block,” he says. Indoor cycling benefits | 8 reasons why you should train indoors What are the drawbacks of HIIT? While high intensity interval training is time-efficient and provides plenty of bang for your buck, it isn’t a miracle session that can simply replace all of the other workouts in your training plan. Due to the nature of HIIT workouts, you need to be able to train at extremely high intensities during each session, and therefore need to recover properly between workouts. “There’s no point in doing a top end training session if you go into it so fatigued that you can’t reach the top end – you just end up training in that middle ground,” explains Nichols. “By incorporating HIIT, you’ve got to be a bit smarter – are you going to have a rest day before it? What is your training session going to look like after that? You can’t just keep periodically smashing yourself.” Nichols recommends a maximum of three HIIT sessions a week – ideally two – otherwise you risk overtraining. “You can have too much of a good thing,” he adds. If you do decide to add HIIT workouts to your training, Rowe says it’s important to not neglect the rest of your riding. “If you purely do HIIT training, you’re going to struggle with your endurance because it’s all about short, sharp efforts,” he says. Bottrill agrees, adding that you still need to be logging the miles to see the true benefits of HIIT workouts translated on the road. “You’ve still got to do that endurance base,” he says. He also recommends keeping HIIT to a limited phase of a training block because of how mentally challenging sessions can be. “The hardest bit is your head,” he says. “The sessions take a lot out of you. You can find it very hard to then complete the next session. If you’re going to do that type of training, you’d probably want to build a six week phase of it. Any more and you can’t go as deep mentally.” Base training for cyclists: myth or must-do? HIIT workouts can take place indoors or outdoors, though the turbo trainer is most convenient. Robert Smith/Immediate Media Indoors or outdoors? While HIIT training can be done both indoors or outdoors on the open road, all the coaches we spoke to leaned towards an indoor setting on a turbo trainer or smart bike. “I personally prefer to do it indoors,” says Nichols. “It’s convenient, setup ready to go and there’s no time wasting. Doing it outdoors can negate the time effectiveness of HIIT.” If you do opt to train outside though, Bottrill recommends planning a circuit that is either flat or uphill. “You don’t want it to be too undulating and you want to control the environment,” he says. “That’s where a hill comes good – you can ascend a climb that’s 3-4 minutes and then recover on the descent.” Rowe adds that it’s also possible to turn your commute into a HIIT workout, albeit an unstructured fartlek-style session: “Maybe as part of your commute, you could sprint to a sign post and do seemingly random efforts like that.” Best smart trainer: top-rated turbo trainers How can I include HIIT in my training plan? As we’ve already covered, it’s possible to have too much of a good thing with high intensity interval training, so it’s recommended to have a maximum of two sessions per week interspersed with longer endurance rides to really see the benefits. However, for riders who can only squeeze in a short session around other commitments, Rowe would always recommend a HIIT workout. “A well-rounded training plan touches on all different attributes,” he says. “Sweetspot sessions are great, but at least once a week you should be doing some top-end work. The frequency at which you do it is very personal, but in the winter you have to do whatever you can in the amount of time you’ve got. “If you’ve only got 40 minutes to train, in that 40 minutes you might as well ride hard so HIIT works for that.” The fatigue-inducing nature of HIIT workouts makes it advisable to plan your sessions in advance to avoid overtraining. Nichols recommends scheduling your HIIT sessions around easy or rest days, and using a weekend ride to work on your endurance. “A ride at the weekend is going to be your long endurance ride, maybe a club run,” he says. “Outside of that, you can do two midweek interval sessions. These are your absolute high effort, high intensity training sessions. “If that’s Tuesday and Thursday, you’re going to have Monday and Wednesday easy because you’ve got to schedule that recovery in. There’s no point in doing those HIIT workouts fatigued.” 5 steps to create the perfect winter training plan Two example HIIT workouts for cyclists Matt Rowe’s HIIT pyramid Each ‘on’ interval should be in zone five if you train with a power meter. Rowe recommends doing 1, 1.5 or 2 pyramids, depending on how much time you have. 10-minute warm up 10 seconds on (zone 5)50 seconds off (zone 1) 20 seconds on (zone 5)40 seconds off (zone 1) 30 seconds on (zone 5)30 seconds off (zone 1) 40 seconds on (zone 5)20 seconds off (zone 1) 50 seconds on (zone 5)10 seconds off (zone 1) 60 seconds on (zone 5)60 seconds off (zone 1) 50 seconds on (zone 5)10 seconds off (zone 1) 40 seconds on (zone 5)20 seconds off (zone 1) 30 seconds on (zone 5)30 seconds off (zone 1) 20 seconds on (zone 5)40 seconds off (zone 1) 10 seconds on (zone 5)50 seconds off (zone 1) 5-minute cool down Dr David Nichols’ 5×5 While the intervals here are longer than a typical HIIT session, Nichols describes this workout as “an absolute classic that all WorldTour riders are doing”. If you want to increase the difficulty further, he recommends ‘preloading’ the VO2 intervals. “Rather than doing a consistent five-minute interval at VO2 max, you could start the first minute exceptionally hard – harder than you want to be going,” he says. “Digging really deep at the start and almost hanging on is a really great way of getting you up to VO2 max sooner.” 10-minute warm-up5 minutes at VO2 max power (110–120% of FTP)5-minute recovery (zone one, total recovery)(repeat five times)5-minute cool down

If you’re training for a sportive, time trial or race, chances are you’ll have come across ‘sweetspot’ workouts. Before you get too excited, it doesn’t mean a club run with multiple cafe stops. It refers to the intensity of that particular training session. But how does sweetspot training differ from, say, base training or high intensity interval training? And why should you consider including sweetspot sessions as part of your training? Base training for cyclists: myth or must-do? How to create a winter training plan | 5 steps to make this your best winter yet What is sweetspot training? As we’ve already alluded to, sweetspot refers to an intensity of training. While a number of specific definitions exist, according to Matt Rowe of Rowe & King Cycle Coaching, it typically refers to an intensity between the upper end of zone three and the lower end of zone four, if you’re using training zones. “I define sweetspot using Dr Andrew Coggan’s approach, which is 88-93% of your FTP (Functional Threshold Power) or your Functional Threshold Heart Rate, which is 75-85% of your maximum heart rate,” says Rowe. When training at sweetspot intensity, you are placing your body under sustained stress, but not so much that you can’t hold the efforts for a long duration. The efforts are also repeatable, without inducing high levels of fatigue. As the name suggests, you’re training at a level that hits the sweetspot between intensity and volume. On a cellular level, training at sweetspot increases your mitochondria density, according to Rowe. “Mitochondria are small structures found in almost all human cells,” he adds. “Their main job is to perform cellular respiration – taking in nutrients from the cell, breaking them down and turning those nutrients into energy. “The mitochondria are the powerhouses of the cell and, by increasing your mitochondria density, you’re making your body able to create energy more easily. “Ultimately, through doing sweetspot training, you will feel an increased sense of fitness – in terms of ‘engine size’, threshold and ability to produce energy.” Training with heart rate vs training with power | Which is best for you? Sweetspot training can help improve your aerobic fitness. Robert Smith/Immediate Media What are the benefits of sweetspot training? In addition to the physiological adaptations that take place as a result of sweetspot training, there are a number of benefits from riding on the cusp of tempo and threshold. “Sweetspot offers the most bang for your buck in terms of training,” says Matt Bottrill of Matt Bottrill Performance Coaching. “If you’re limited on time, you want to maximise what you do have. “It’s quality training and probably one of the most beneficial ways to get fit.” Rather than slogging away for hours on base rides, sweetspot training makes it possible to see similar physiological adaptations and training effects from a much shorter session. This makes it an ideal tool in the training armoury of the time-poor cyclist – or, in other words, anyone who isn’t a professional. “For a cyclist who works and hasn’t got much time – maybe only 4-6 hours per week of training time a week – doing a couple of blocks of sweetspot in an hour’s turbo or Zwift session can give you the physiological benefits of a much longer road ride,” says Rowe. In short, sweetspot has the potential to fast-track your aerobic performance – increasing your Functional Threshold Power at the same time. “The net result when out on the road is that you will be able to produce more power and travel faster for longer,” says Rowe. What’s more, because sweetspot training is aerobic, the sessions are repeatable and rewarding, helping to keep motivation up compared to a painful, lung-busting threshold or HIIT workout. What is FTP and why does it matter for cyclists? Are there any drawbacks to sweetspot training? While sweetspot training has a number of benefits, it’s important to not become one-dimensional in your training, otherwise you risk neglecting other areas of your cycling fitness. “You’ll reach a ceiling,” explains Bottrill. “Once you’ve built the phase of sweetspot, you’re going to cap it, and you then want to progress to doing more [high-intensity] interval work.” While sweetspot is particularly well-suited to riders training for endurance events and long time trials, as well as alpine climbs, that doesn’t mean it’s a catch-all training solution for all cyclists. “It’s not suited to everyone,” says Rowe. “A track sprinter, for example, wouldn’t do a lot of sweetspot training. They don’t need any endurance and all their training is top end – in the gym they’ll either be doing their max or going super-easy to recover. “Sweetspot training builds the aerobic side of things, while track sprinting is an anaerobic sport.” The key is identifying the demands of the event or goal you are training towards and adapting your workouts accordingly. That will help you focus on the areas required to produce your best performance on the day. Three-time track world champion and Olympic gold medallist Dani Rowe says sweetspot workouts would be “few and far between” for sprinters. “It’s suited to cyclists at the endurance end of the sport,” she says. 60 minute turbo training sessions for time-crunched riders Training for a big ride in the mountains? You should consider sweetspot training. Immediate Media How can I include sweetspot in my training plan? First of all, you need to identify your training zones, regardless of whether you train with heart rate or use a power meter or smart trainer. Once you’ve built up a base level of fitness, both Bottrill and Rowe recommend including one or two sweetspot sessions per week in a training plan. If you are new to structured training, Bottrill and Rowe advise starting with five or ten-minute sweetspot intervals, before working up to 20 minutes. As your fitness improves, you can increase the number of intervals within a session. “Once you’ve mastered 20 minutes at sweetspot, you can build up to 2×15 minutes and 2×20 minutes,” says Bottrill. The end goal, he says, is a workout with an hour at sweetspot intensity. “Once you get to that hour, you’ll fly,” he adds. How to build a pain cave | 8 tips for creating the perfect indoor training space Example sweetspot workouts Here are three sweetspot workouts, for beginner, intermediate and advanced riders. Matt Rowe recommends using the turbo trainer for these sessions. ”If you were to complete the session on Zwift with ERG mode on [so the trainer automatically sets the resistance according to your training zones], it takes all the thinking out of it,” he says. Best smart trainer: top-rated turbo trainers Matt Bottrill’s beginner sweetspot workout Warm up for 10 minutes 5 minutes at sweetspot 4 minutes recovery 4 minutes at sweetspot 3 minutes recover 3 minutes at sweetspot 2 minutes recovery 2 minutes at sweetspot 1 minute recovery 1 minute at sweetspot Cool down Matt Bottrill’s intermediate sweetspot workout Warm up for 10 minutes – keep cadence relatively high (90-100RPM) 10 minutes sweetspot (90% FTP) at race cadence 5 minutes recovery with relatively high cadence (90-100RPM) 10 minutes sweetspot (90% FTP) at race cadence 5 minutes recovery with relatively high cadence (90-100RPM) 10 minutes sweetspot (90% FTP) at race cadence Cool down Luke Rowe’s advanced sweetspot workout 10 minute progressive warm up 20 minutes at sweet spot (90% FTP) 5 minutes easy (zone one) 20 minutes at sweet spot (90% FTP) 5 minute cool down

A couple of years ago, Dynaplug seemed to be the only tubeless tire plug option on the market, but since then a handful of others joined onto the scene. Also a few years ago, riders were using very crude Jandd straps to fasten a spare tube to their bikes, but now there are options galore. Recently Lezyne sent out a couple of new bits for us to test. To stash a handful of necessities on bike, they now have the Sendit Caddy, and for an all in one plug kit/inflator, they rolled out the Tubeless CO2 Blaster just after Sea Otter. Read on for some thoughts on the combo. Details Sendit Caddy $19.99 Fits: Multi Tool, CO2, Tire levers, 29″ tube Neoprene pouches for padding Rubberized straps to prevent slippage/damage to frame Tubeless CO2 Blaster $49.99 Inflator/plugger combo Steel reamer has built in scourer Comes with 5 heavy duty plus Through a really smart design, Lezyne managed to squeeze quite a few features into an all-in-one setup. The black canister houses 5 spare plugs and covers the awl so it doesn’t stab anything that it’s not supposed to. The inflator has a dial, so you can modulate how you exhaust the CO2. The tip is tapered so that even if you’re penetrating a small hole, it won’t be too difficult. There is also some knurling behind it so you can rough up your tire and get better adhesion with the plug. There is a stretchy section that houses the tube, with grippy silicone lettering to prevent slippage on your frame. The strap itself is rubberized with tough, no-slip material. Three neoprene pouches are labelled for various items. Since I have a SWAT tool in my steerer tube, I figured the Blaster was a great placeholder for the multi tool pouch. Either way – having separate, padded partitions is really nice so you’re never worried about dumping your stuff out while you’re already frustrated by a flat tire. In use Coming from the surf world, I’m well familiar with neoprene, and was happy to see it used in this application as it helps with both padding and ensuring a snug fit at the same time. I’ve used a handful of tube straps at this point – some are easier on frames than others, and some stay put better than others. Lezyne did their homework with the Sendit Caddy as it both protects the frame and stays nicely fixed. The large rubberized strap made it easy to harp on, even with wet or sweaty hands and nothing was clanking together since everything is nicely separated. As for the Tubeless CO2 Blaster, it limits the number of independent bits that you need to carry and keeps things organized as all of your tire plugging and inflating related stuff is in one place. The time span that I’ve spent testing this plug kit was not during my once every year or two flat tire timeframe. But…I got bored and stabbed a worn out tire to test it. While the whole thing works really really brilliantly, my favorite feature is illustrated in the photo below…. Once you jab your tire with the plug and re-inflate it, you unscrew the cone shaped gold bit and slide it down over the puncture. You then use it to hold the plug down on the tire and yank the punch out. The punch has a gap in it so that with a little wiggling, the plug can slide right through. This made it quite easy to use and while it’s a bit hard to tell from one test usage, that cone certainly seemed like it made it easier to mitigate any lost air pressure. Overall At the end of the day these are a couple of very nicely thought out bits from Lezyne. At ~$50, the inflator seems a little pricey, but keep in mind, it’s an inflator, a brilliantly thought out plug kit (that works better than most any other minimalist combo options) and tidy storage for spare plugs. As for the Sendit Caddy, I like it better than anything else I’ve tried to date including the Backcountry Mutherload and the Dakine Hot Laps. If you’re having a look around, check out some of Lezyne’s other sneaky storage options at the link below. You won’t be sorry. www.lezyne.com

THE MAKING OF “FREEDOMBIKER” Photography by Matt Collins Product-branded short films (or long commercials) are all the rage now. It was just a matter of time before e-bikes became part of the subject matter. Bobby Root, American distributor and brand ambassador for German e-bike brand M1-Sporttechnik, approached the company with an idea for this video. As Bobby puts it, “The e-bike is the new horse for the new millennium!” The company then tapped Max Skrein, producer and director for Skrein Films, to produce and direct the project. Skrein has produced many films for the likes of companies like Red Bull. Even with big jumps to flat landings like this one, the Spitzing took all the abuse that Bobby threw at it. THE DREAM The concept was to start off with a daydreaming, suited office jockey (played by Root) riding an M1 Spitzing Evolution through a camp of horse rustlers in the old west, upsetting their operation and getting them to give chase. M1 didn’t want to go halfway with this; they wanted to create something epic, and epic isn’t cheap. The budget for the three-minute video jumped to a heart-stopping $120K, with demands for a crew of 15 people and an epic location. Skrein himself scouted and selected an area of Utah’s Monument Valley for the Wild West look and hired some authentic cowboys to play a supporting role to a professional actor chosen as the main cowboy. He had to train to ride well for the shoot. As part of preproduction, Bobby had to get fitted for three different suits—ultimately Max chose a blue suit as the one for the shoot. The shots were storyboarded just like a Hollywood feature to ensure they could get just the right shots with the right light at the right time of day, which meant a lot of shots at sunrise/sunset during golden hour to give each shot the right look” of the old west, like a proper western film. “The e-bike is the new horse for the new millennium!” There were a lot of intricate setups, including mounting cameras on a four-wheeled UTV to chase Bobby and the mounted riders. There’s a scene where he busts through a fence, and that fence is actually made of balsa wood. The rest of that fencing is made of locally sourced, aged wood. There are also some truly big jumps and drops that truly tested the bike. Those are not visual effects. Max was quite pleasantly surprised at the capabilities of both Bobby and of the bike, saying both exceeded his expectations. As a guy who shoots a lot of action sport films with great athletes, that speaks volumes. The team used UTVs with speed rail and a heavy-duty gimbal to stabilize the moving shots. Bobby and photographer Matt Collins camped out at the location, while most of the crew commuted an hour each way from the nearest town. Collins is also a ramp builder, so he built the ramps that Bobby used for jumping into the corral, launching across the chasm and even for the landing in Los Angeles. The jump into the corral was tricky, as he had to go over a fence between two poles that were only a couple of feet apart. Collins also helped keep Bobby safe by putting down carpeting on flat landing spots that were in deep sand to keep Bobby from being pitched over the bars when he landed. Despite its soft texture, Bobby said that the desert sand was actually pretty difficult to ride in. ALL GEARED UP The filming was done with Red Epic cameras, Leitz Summilux-C prime lenses, and a few aerial shots with a DJI Inspire drone with a Hasselblad camera underneath. They spent three days shooting the desert scenes and another day in downtown Los Angeles, which required shutting down the busy tunnel underneath Grand Avenue for a couple of shots. Max sets up the shots for the day with the crew at sunrise.   The crew used the Inspire drone to shoot the background plate for the incredibly long-distance jump near the end, then used a green screen to put Bobby into that shot without endangering his life. It’s so well done that even on close examination, it’s completely believable. The Spitzing Evo is fitted with a 920-watt TQ motor, with a neck-snapping 120 N/m of torque, and can be configured to not have an upper limit of speed. We’ve ridden the Spitzing with this configuration, and it’s thrilling to say the least. It’s definitely capable of giving a horse a run for its money. The newest edition of the Evolution will be a Bobby Root signature edition. THERE ARE SO MANY WAYS TO GET ELECTRIC BIKE ACTION In print, from the Apple newsstand, or on your Android device, from Google. Available from the Apple Newsstand for reading on your iPad, iPhone or iPod Touch. Subscribe Here For more subscription information contact (800) 767-0345 Got something on your mind? Let us know at hi-torque.com The post THE MAKING OF “FREEDOMBIKER” appeared first on Electric Bike Action.

If you’re looking to get the most out of your winter training, then you’re already going to be head and shoulders above those cyclists who go into hibernation come autumn, only to return in the spring once the temperature is back in double digits. That head start gives you the opportunity to put the building blocks in place for next year, whether building your base on long cafe rides, putting together a winter training plan, or making the most of the turbo trainer. Winter can be a tough time to be a cyclist, though — and that’s just the challenging conditions on the roads and trails. That doesn’t mean you should give up and join the fair weather cyclists on the sofa. Here are 10 training mistakes to avoid between now and spring, and how you can overcome them. Not having the right kit First thing’s first, having the right kit is essential to surviving winter on the bike. While your bravery is admired if you’re still riding in a pair of bib shorts and short-sleeve summer jersey long into December, it’s a recipe for picking up illness, or worse, hypothermia. A pair of bib tights should be a wardrobe staple come this time of year to keep the worst of the cold weather off, while your top-half choice will depend on the conditions – from a long-sleeve jersey on milder days through to a waterproof and windproof jacket for when things get really bad. Covering your hands and feet with gloves and overshoes respectively will also keep your extremities warm, while a cap will keep the chill off your head. Best winter cycling clothing: a buyer’s guide Having the right kit will go a long way to improving your winter riding. Robert Smith/Immediate Media Wearing too much kit Great, you’ve now got all the gear. But that doesn’t mean you have to wear it all at once. While you want to be warm on a ride, there can be too much of a good thing — starting off snug and cosy can soon turn into a wet, soggy mess once you’ve got a few miles under your belt, and with this comes the dreaded wind chill. To counter this, it’s best to wear a number of layers that can be added or removed as conditions change during your ride. Matt Bottrill of Matt Bottrill Performance Coaching swears by a gilet as a lightweight, easily-stowable layer to keep the wind off your chest, without overheating. “At this time of year, the weather can change and you can get cold quickly, so always have layers of clothing,” he says. “If you can keep yourself warm and dry [through winter], you’re more likely to have consistent training.” How to layer up for winter cycling Not planning ahead If you have a goal in mind for next season, whether it’s a challenging ride, sportive or race, winter is the perfect time to start preparing for the year ahead. While it might seem too early to be training for next season, the work you do now will stand you in good stead come summer. As with any training, it’s best to have a plan to help you focus on what you want to achieve – rather than doing sporadic sessions where there’s no progression. Each session should be part of a bigger jigsaw that leads towards your overall goal, according to Bottrill. “While you’re training, you should be thinking about the next training day,” he says. “I’ve always said that you want to plan two weeks in advance to sort out the structure of your programme.” How to create a winter training plan | 5 steps to make this your best winter yet Not sticking the bike on the turbo the night before If your winter training involves a morning turbo workout — the turbo is a great way to get the most out of your training time — this mistake can end up costing you a whole session, just by not doing something that takes a few minutes in advance. “If my bike’s not on the turbo ready to go, that session just doesn’t happen,” says Dr David Nichols, cycle training consultant for Wattbike. “It’s about making it as convenient and easy to happen, and pretty much any excuse not to set the alarm and get on the bike is good enough not to do the session.” Set yourself a reminder in the evening to get your bike on the turbo and you’ll have one less reason not to do that morning workout. 8 reasons why you should train indoors this winter Make sure your lights are charged and ready to go. Georgina Hinton/Immediate Media Not keeping your lights charged If you like to ride outside, rather than on the turbo trainer, you need to ensure your lights are charged in advance. It’s easy to think that ‘no lights’ equals ‘no training’ and therefore an extra hour in bed, particularly with the lack of daylight through winter. If you do muster the motivation to get out, remembering to charge your lights will reduce the risk of them running out mid-ride. A simple way to keep on top of this is to take the lights off your bike to be charged after every ride (or every couple of rides if your lights have a long battery life). Best bike lights for road cycling Riding too far from home While it can often be tempting to discover new roads on long training rides, Bottrill recommends sticking to tried and tested routes not too far from home during the depths of winter. Being miles from the nearest bike shop or stood on the side of the road in the cold trying to fix your bike isn’t fun. Bottrill says he always rides circuits at this time of year for that very reason, never straying too far from home in case of mid-ride mechanicals. While it might not be the most interesting way to train, it limits the potential for things to go wrong. Plus, you’ll have new routes to look forward to discovering in the spring. If you do head off the beaten track in winter, make sure you have everything you need to stay well fed and watered, and the essentials required to fix common mechanicals. Forgetting to hydrate When riding in the summer, you’d never think of leaving the house on a long ride without a couple of bidons full of water. So why should things be any different come winter? Sure, it’s not as warm, but you need to keep your body hydrated — you’re still working hard, even if your perspiration isn’t as obvious. “It’s one thing that gets neglected — when it’s not warm, we don’t hydrate,” says Bottrill. “Also, once you’ve done your training sessions, especially if you’re using gym bikes, sanitise your hands so you don’t pick up infections.” How to stay hydrated on the bike Winter on the bike can be tough. Follow our tips to get the most out of the season. Andy McCandlish/Immediate Media Not eating properly post-ride Riding your bike over the winter months can be a great way of keeping trim during the excesses that come with the festive period. But while it’s tempting to dive into a selection box or mince pie as soon as you finish your ride, it’s important to refuel your body properly with the nutrients it needs to start the recovery process. “It’s key to replenish your glycogen stores,” says Bottrill. “Once you’ve finished your training, remember to take in your protein and carbohydrates.” You can always save those Quality Street for dessert… 8 tasty festive food swaps for the Christmas season Not recovering between interval sessions If you’ve only got less than an hour for a training session, then a HIIT workout – where you intersperse short, high intensity intervals with short periods of recovery – is a time-efficient way of keeping your fitness up over winter. But it’s also important to factor in recovery time between sessions, due to their intensity and what they take out of the body. ”If you’re doing that day-in-day-out, you’re going to burn out really quickly,” says Bottrill. “If you have 30-40 minutes of training time, there’s a benefit, but you can’t do it every day. It’s not feasibly possible because you can’t hit that high intensity.” 6 hardcore training sessions to take your cycling to the next level Overdoing it Although it might be tempting to try and get a real leg-up ahead of next season, it is possible to burn out before you’ve even got there. “We call them winter warriors,” says Bottrill. Instead, he recommends setting goals and working out a structured plan that will help you achieve those objectives. After all, you want to get to spring ready to take your training to that next level, rather than arrive at your peak. How to know when you’re overtraining

There may still be a few cyclists that just want to switch off from the modern world and enjoy the purity of the great outdoors, but the rest of us simply can’t get enough of the latest innovations, nerdy data and ride improving tech. So, if your loved one falls in to the latter camp, we’ve come up with 10 great gift ideas to make their Christmas dreams come true in 2019. The ultimate Christmas gift guide for cyclists Christmas gift ideas for those who commute by bike Aftershokz Trekz Titanium Bone Conducting Wireless Headphones Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); If you want to listen music while you cycle, these bone conducting headphones allow you to hear ambient sounds as well. Aftershokz If you know someone who just can’t bear to cycle or run without listening to music or podcasts, a set of bone conducting earphones such as these ones from Aftershokz could be a smart idea. Unlike traditional headphones, they deliver audio through your cheekbones – leaving your ears completely open to ambient sounds. Latest deals Beeline Smart Navigation Cycle Computer Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Beeline GPS cycle computer is much simpler than most other options on the market. Wiggle The Beeline Smart Navigation Cycle Computer is a different kind of beast than your standard GPS cycle computer. It eschews the myriad complicated features and navigational systems to instead offer simple and easy to follow turn-by-turn directions, via a connection with Beeline’s free iOS and Android app. Latest deals Castelli Perfetto RoS Light Short Sleeve Softshell Jersey Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Castelli Perfetto RoS Light jersey is a jersey for all seasons. Evans Cycles Designed to be a lighter, more breathable version of Castelli’s famous Gabba jersey, the Perfetto RoS Light jersey is probably one of the most versatile pieces of cycling kit on market. It’s made from a mix of lightweight Gore-Tex and Nano-flex fabrics that offer plenty of protection from inclement weather without adding too much bulk. Latest deals Endura Compression Cycling Socks – Twin Pack Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); Compression socks are designed to increase vascular circulation and improve recovery. Tredz Compression socks are designed to aid speedy recovery by promoting circulation in your lower legs. The scientific community is still undecided as to whether compression garments have any meaningful effect on performance during activity, but the benefits to recovery are more widely accepted, even if it’s probably only a marginal gain. Available in black or white, a twin pack means you’ll always have a pair to hand when the other is in the wash. Latest deals Faster: The Obsession, Science and Luck Behind the World’s Fastest Cyclists Faster was published a few years ago now, but it still contains lots of relevant insight into cycling performance. Amazon A must-read book for any cyclist who’s ever wondered, “Why is everyone else so much better than me?”, Michael Hutchinson’s Faster takes a deep dive into the genetics, training, nutrition, equipment, psychology and lifestyle of going fast on a bike. Books might not be the newest tech on the planet, but it’s also available in ebook or audiobook form if paper is too old school. £8.99 / €9.90 / $12.80 Buy Faster: The Obsession, Science and Luck Behind the World’s Fastest Cyclists from Amazon Fitbit Versa Smartwatch A Fitbit smartwatch is ideal for tracking general day-to-day health and fitness data. Fitbit If you just can’t get enough data, you can gather health and fitness data even when you’re not riding by using a smartwatch. Fitbit is one the biggest players in the smartwatch market, and its Versa model offers a range of useful features such as heart rate monitoring, sleep tracking, GPS, Bluetooth connectivity, compatibility with Strava and other apps, plus a claimed battery life of over four days. £199.99 / €199.95 / $199.95 Buy the Fitbit Versa Smartwatch from Amazon GoPro Hero 7 White Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The GoPro Hero 7 White is perfect for all those budding content makers out there. Wiggle The Hero 7 White is GoPro’s most recent entry-level action cam. With the ability to record full HD 1080p video at 60fps, it has built in image stabilisation, can take 10MP stills at up to 15fps and GoPro claims it’s waterproof to 33ft without a housing. Perfect for any budding social media content producers out there. Latest deals Lezyne Flow Caddy with Organiser Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); A tool bottle is a great way to carry your tools and spares. Evans Cycles It’s always a good idea to carry a couple of key tools and spares whenever you head out on a ride, and a tool bottle is one of the most elegant ways to do so because they slip neatly into a spare bottle cage and are easy to swap between bikes. This Leyzne model even comes with a handy tool organiser to keep everything tidy. Latest deals Ribble CGR SL eTap HRD Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); It doesn’t come cheap, but Ribble’s CGR SL gravel bike is a mouthwateringly cool bike. Ribble Gravel is the biggest thing in cycling right now, and this bike is absolutely loaded with lovely tech: it’s got a carbon frame with aero tubing and this top-end model has a SRAM Red eTap drivetrain, hydraulic disc brakes, an integrated carbon cockpit and carbon wheels. Okay, so this one is an extremely expensive present, but just think of the look on your loved ones face when they unwrap it! Latest deals Tacx Flux S Smart turbo trainer Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Tacx Flux S smart trainer offers brilliant performance for its price. Sigma Sport Interactive training is one of the hottest topics in cycling right now, and for good reason; it’s a fun, effective and safe way to squeeze a little bit more riding into a busy schedule. The Tacx Flux S is one of the cheaper routes into direct-drive trainers and it’s one of our favourite smart trainers, offering great performance, stability and quietness. Best smart trainers Latest deals

Dropper seatposts are a good example of how fast and far mountain bike technology evolves. Less than 10 years ago, a seatpost that moved up and down was a rarity, but now, it’s near impossible to find a mountain bike without one. We’ve tested a huge range of dropper posts and this list represents the best of the best. The best dropper posts for mountain bikes in 2020 Brand-X Ascend XL: £164.00 / €191.99 / $251.99 / AU$317.99 Crankbrothers Highline: £299.99 / €350 / $350 RockShox Reverb AXS: £700 / $800 9Point8 Fall Line: £379 / $349 BikeYoke REVIVE: From £299 Fox Transfer Factory 2020: £438 / €498 / $409 / AU$658 KS LEV Integra: €379 to €449, $329 to $389, AU$449.95 to AU$519.95 Magura Vyron eLect: £350 / €449.90 Manitou Jack: TBC RockShox Reverb B1 X1: £395 / $349 Specialized Command Post IRcc: £230 / $350 / AU$500 Syncros Dropper 2.0: £179 X-Fusion Manic: £200 / $200 Brand-X Ascend XL 4.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); Reliable, no-nonsense performance from Brand X. Immediate Media Co £164.00 / €191.99 / $251.99 / AU$317.99 for the model tested Weight: 637g Stroke length: 150mm Diameters: 30.9mm, 31.6mm Max length: 455mm Internal length: 255mm The Ascend range from Brand-X offers reliable, no-nonsense performance in sizes to suit most bikes at total-bargain prices. This 150mm-stroke XL version is the latest addition to the family, but uses the same proven mechanism as the 120mm post (£139.99). It comes with a wobbly but functional shifter-style remote lever for 1x transmissions – but a vertical ‘universal’ lever is also available. Cable fitting and set-up is a typically fiddly affair with the nipple at the lever end, but the linkage actuator means operation is smooth enough. Return speed is acceptable without any danger of neutering you, and the top-out is discernible. Despite costing less than it does to service some droppers, Ascend reliability is better than most, making it a no-brainer if you’re watching your wallet. There’s also an externally-routed 125mm Ascend II for £139.99 and a 27.2mm version for the same price (85mm or 105mm stroke, internal). Latest deals for the Brand-X Ascend XL Crankbrothers Highline 4.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Crankbrothers Highline has proved to be a truly outstanding option. Immediate Media Co £299.99 / €350 / $350 Weight: 696g Stroke length: 100mm, 125mm, 160mm Diameters: 30.9mm, 31.6mm Max length: 465mm Internal length: 320mm Crankbrothers had a bad reputation for dropper posts a few years ago, but the Highline has proved to be a truly outstanding option, in terms of user-friendly operation and reliability. At just under 700g it’s no lightweight. There’s a lot of post south of the collar too, which could cause fit issues if you have to run it slammed to fit the 160mm stroke between you and the bike. The nipple sits inside the post and it comes with the cable already installed. That makes fitting a breeze because you just have to thread it through the outer, pull it tight and clamp it into the shifter-style remote. Just make sure to line up the arrows on the mechanism and main body. We had issues with cable tension on the first bike we tested it on, which had tight internal routing, and marked it down accordingly. But further use involving multiple samples, bikes and testers has thrown up no such problems, so we’re confident in raising the score. The hinged bar mount clamps onto a spherical section on the remote body for massive angle/position adjustability, and you can even get coloured paddle covers. If you need to remove the post from your bike, the bottom end unscrews complete with the cable and actuator, so you just screw it back in and you’re good to go. Top-quality Trelleborg sealing and igus glide bearings mean performance is impressively smooth, easily controlled and consistent even on the longest, dirtiest rides or after an extended rest, although the return speed isn’t adjustable. While there aren’t many Highlines out on the trails, every one we’ve used or spotted and asked about has been trouble-free, even with minimal maintenance. The reasonable pricing is the same across all sizes and stroke lengths, and there’s a three-year warranty should you need it too. Latest deals for the Crankbrothers Highline Dropper post vs fixed post. Which is faster for XC racing? Best mountain bike: how to choose the right one for you The most anticipated enduro bikes of 2020 RockShox Reverb AXS 4.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); SRAM reckons the post lasts around 40 hours of ride time before it’ll need charging. Andy Lloyd £700 / $800 Weight: 650g Stroke length: 100mm, 125mm, 150mm, 175mm, 200mm Diameters: 30.9mm, 31.6mm, 34.9mm Max length: 440mm As RockShox’ halo dropper post, it comes as little surprise that the Reverb AXS is a top-scorer. Building on the hydraulic Reverb’s performance, the electrical AXS takes the simplicity of use one step further. The button’s especially light and easy to push and the post doesn’t require the physical depression of a lever to actuate, making its use even more intuitive to operate even over rough, jolty terrain. The lack of cables makes fitment easy and it would be possible to share this one post across many bikes. After months of abuse in the adverse British weather, it’s still running as it should. Read our full RockShox Reverb AXS review Latest deals 9Point8 Fall Line 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); 9Point8’s Fall Line offers smooth action and adjustable return speeds. Immediate Media Co £379 / $349 Weight: 623g Stroke length: 75mm, 100mm, 125mm, 150mm, 175mm, 200mm Diameters: 30.9mm, 31.6mm Max length: 455mm Internal length: 245mm One of the longest posts on the market, the Fall Line is light and loaded with great features, but we’ve had irritating leakage issues with our samples. The ‘DropLoc’ cable shuttle needs to be set up exactly right, but having the cable anchored at the lever end makes it easier, and once you’ve got it sorted the whole mechanism can be unscrewed for easy removal/refitting. There’s a wide range of stroke lengths, with super-long 175mm and 200mm versions available for an extra £40. It’s lightweight and short for its travel. The saddle clamp gets large titanium bolts for security and separate angle adjustment, and there’s a layback head option for £35. Whether you choose the ‘universal’ remote or the sweetly-machined shifter-style ‘Digit’ unit seen here, the action is very smooth. Return speed can be altered and stop-point modulation is excellent. The 9point8 post has a great reputation for reliability too, although we’ve had gradual pressure leak problems. Buy now from Shorelines Latest deals BikeYoke REVIVE 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); BikeYoke’s Revive lets you bleed out problem-causing air. Immediate Media Co From £299 Weight: 620g Stroke length: 125mm, 160mm, 185mm Diameters: 30.9mm, 31.6mm, 34.9mm Max length: 463mm Internal length: 265mm BikeYoke got into the dropper business by designing remotes to fix problems on other posts, and its own REVIVE dropper is designed with a unique self-fixing feature. There’s an extra-long 185mm option and the low saddle clamp means the 160mm version we tested fits where most 150mm posts do. It’s secure and easy to adjust too. The minimal shifter-style lever has a drilled-out paddle to stop dirty thumbs slipping and contributes to low overall system weight. It’s loose on its pivot from new though. By leaving out an internal floating piston to separate oil and air, BikeYoke reduces shaft drag for a smooth, adjustable speed stroke. If the post does start to sag or bounce, turning the 4mm bleed valve under the saddle while compressing it ‘revives’ it back to proper function. We’ve got one post that needs ‘reviving’ irritatingly often, but our other samples hardly ever require it. The BikeYoke dropper is a reasonable price too. Latest deals for the BikeYoke REVIVE Fox Transfer Factory 2020 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); 2020 Fox Transfer 175mm dropper post. Russell Burton £438 / €498 / $409 / AU$658 (including lever) Weight: 646g Stroke length: 100mm, 125mm, 150mm, 175mm Diameters: 30.9mm, 31.6mm Max length: 505.7mm Internal length: 298.5mm If you can afford it, Fox’s Transfer is a robust, sweet-performing post that can be switched between internal and external routing. It uses a typical hook-ended actuator lever design, but cable clamping and cutting is done at the lever end, making it a much easier process. The light-action remote lever is available in under-bar shifter style or vertical ‘universal’ format too. You do have to buy that separately at £69 on top of the £369 post cost, which seems steep given its average, wobbly-from-new design. Fox recently announced the addition of a 175mm stroke length post to the Transfer lineup, which is compatible with the Race Face 1x lever, and the new post and remote will cost the same as the other length models. Function is silk smooth though, with excellent speed and position control. Every Transfer we’ve used has stayed that way indefinitely, no matter how bad the conditions or minimal the maintenance. That makes the high price a reasonable investment, and the Performance version skips the gold Kashima coating of the Factory post to save £50. You can even switch to external operation using an actuator at the collar. Read our full 2020 Fox Transfer Factory review Latest deals for the Fox Transfer Factory KS LEV Integra 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The KS LEV Integra has above average reliability. Immediate Media Co £347 – range from €379 to €449, $329 to $389, AU$449.95 to AU$519.95 Weight: 576g Stroke length: 100mm, 125mm, 150mm, 175mm Diameters: 27.2mm, 30.9mm, 31.6mm, 34.9mm Max length: 450mm Internal length: 250mm KS’s latest LEV is light, well priced, flex-free, available in lots of options and more reliable than most of its rivals. Its large-diameter upper shaft means it flexes noticeably less than most posts when pedalling in longer lengths and on bikes with slack seat angles . The low weight will appeal to XC/trail riders, and there’s even a 27.2mm version (100mm stroke) for hardtails and older frames. It’s got a smooth and easily controlled stroke with a solid top-out thunk that leaves no doubt that it has re-extended. Pricing is okay too, with a 100/125mm model at £290, 150mm at £310 and 175mm at £340. KS’s shifter-style ‘Southpaw’ lever (£37 alloy, £59 carbon) is much nicer to use than the short ‘universal’ knuckle lever that comes as standard. The way that the post extends if you pick the bike up by the saddle is a pet hate of some people. We do still occasionally get LEVs that need a nudge or pull to extend them too, but that’s less common than it used to be. Latest deals for the KS LEV Integra Magura Vyron eLect 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Vyron eLect dropper seatpost from Magura is electronically operated. Oli Woodman / Immediate Media £350 / €449.90 Weight: 595g (150mm including remote) Stroke length: 100mm, 125mm, 150mm Diameters: 30.9mm, 31.6mm Max length: 446mm Internal length: 207mm Predating the Reverb AXS, the Vyron eLect was the first dropper post to have a wireless, electronic actuation, and, just like the Reverb, it doesn’t have any cables, so installation is a doddle. Unlike a traditional dropper where pushing the remote dictates how long the post is able to move, a tap of the remote’s button on the Vyron opens a short window where you can adjust the post’s height. There’s also a short delay between the button being pushed and the post operating. Couple this with the adjustment window and using the post can be quite tricky to master. Although the post isn’t perfect, the wireless operation certainly impressed us. Read our full Magura Vyron eLect dropper post review Latest deals Manitou Jack 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The post worked like clockwork, although the return speed is a bit slow. Andy Lloyd Weight: 601g (150mm post, including lever) Stroke length: 125mm, 150mm Diameters: 30.9mm, 31.6mm Max length: 499mm Surprising us with its consistent performance, the Jack post didn’t miss a beat during the testing period, compressing and extending with the sort of regularity you could set your watch by. Its return speed is a little slow for our tester’s tastes and we weren’t able to adjust how quickly it rebounded. The lever is basic when compared to RockShox’ Reverb 1x offering, but it’s light and functional. The clamp remained tight and the two-bolt system makes adjusting your seat a doddle. Setting the post up – once you’ve tackled the internal cable routing on your frame – was also easy. Read our full Manitou Jack dropper post review Latest deals RockShox Reverb B1 X1 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); When it works, it’s in a class of its own… and happily reliability issues seem to be a thing of the past. Immediate Media Co £395 / $349 / AU$TBC Weight: 695g Stroke length: 100mm, 125mm, 150mm, 170mm Diameters: 30.9mm, 31.6mm, 34.9mm Max length: 530mm Internal length: 290mm When RockShox’ latest Reverb works, it’s truly in a class of its own, and recent experience with multiple samples suggests that any initial build quality issues are now behind it. Fully-hydraulic operation means the Reverb can cope with much more tortuous internal routing than the cable-operated competition. Lever feel from the new shifter-style 1x remote is fantastic too, although that adds £67/$98 and 45g (with clamp) over the standard universal push-button remote. The post now comes in a wide range of diameters and lengths, it’s short for its stroke and the twin-bolt saddle clamp is secure and easy to use. It’s impossible to ignore the initial build quality issues that saw B1 posts being slammed for widespread top-stroke bounce issues. We’ve had flawless function from our own long-term samples and the large number of Reverbs we’ve used on test bikes recently, though, so hopefully SRAM’s assurance that all new posts will be fine will prove accurate. Latest deals Specialized Command Post IRcc 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); Specialized’s Command Post IRcc features 10 pre-set stopping points and quick return speed. Russell Burton / Immediate Media £230 / $350 / AU$500 Stroke length: 75mm, 100mm, 125mm Diameters: 30.9mm, 31.6mm Unlike other posts with infinitely adjustable travel, Specialized’s Command Post IRcc has a stepped design with 10 increments. Having pre-set positions can make nailing the just-right saddle height over and over easier for some riders. The saddle height return speed is adjusted by adding or removing air through the bottom of the post, but it’s one of the fastest returning posts out there for better or worse. Interestingly, Specialized delivers the Command Post with two remotes: the Single Ring Lever bar remote copies the shape and position of a SRAM shifter paddle, making it super easy to find and operate; the lock-on grip collar remote plays nicely with or without front shifters. The Command Post is available with 75mm, 100mm or 125mm of travel and 30.9mm and 31.6mm diameters. Read our full Specialized Command Post IRcc review Latest deals for the Specialized Command Post IRcc Syncros Dropper 2.0 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); Reliable, reasonably light and priced dropper from Syncros. Immediate Media Co £179 Weight: 635g Stroke length: 120mm, 150mm Diameters: 30.9mm, 31.6mm Max length: 440mm Internal length: 245mm Scott’s house-brand (Syncros) dropper is a slightly crude but reliable and reasonably light option at a good price, but costs £15 more than the essentially identical Brand-X post. Okay, some of the laser-etched markings are different and it’s got a slightly glossier finish, but mechanically the two posts and their remotes are identical. Even the boxes they come in are the same, apart from colour and printing. Obviously that makes the Brand-X slightly better value, but the Syncros post is still a decent option compared to other droppers and a welcome sight on complete Scott bikes. The lever is rattly from new and there’s also a bit of saddle twist, but the twin-bolt clamp is secure and easy to use. The rattle doesn’t get any worse over time either, and reliability of this family of posts is better than most more expensive and complicated options. Weight is reasonable too and it comes in the most popular stroke lengths and diameters. Latest deals for the Syncros Dropper 2.0 X-Fusion Manic 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); An excellent cost-effective post from X Fusion. Immediate Media Co £200 / $200 / AU$TBC Weight: 735g Stroke length: 125mm, 150mm Diameters: 30.9mm, 31.6mm Max length: 490mm Internal length: 290mm The last generation of X-Fusion droppers did the brand’s reputation no favours, but the latest Manic is proving to be an excellent cost-effective post. At over 700g it’s heavy. It’s also longer than most 150mm posts, which may make it a squeeze to fit between you and your frame or just into your seat tube. It’s really well-priced though, and while the neat shifter-style remote wobbles a bit from new, it has plenty of leverage for a light action. The stroke is smooth and easily controlled in both directions, with reasonable return speed and an easily felt top-out clunk. While the Manic is a relatively new design – particularly the 150mm version – all the reliability feedback we’ve had from users has been excellent so far. Replacing the sealed-cartridge internals only costs £20 if there’s an issue. The cable can unhook if you move the post in the frame without keeping it taut, but we’re assured there’s a fix imminent for that glitch. Latest deals for the X-Fusion Manic Dropper seatpost buyer’s guide What is a dropper seatpost? It’s a height-adjustable seatpost that allows you to lower your saddle quickly and easily on the fly by pushing a handlebar-mounted remote. Why do mountain bikers use dropper seatposts? Mountain biking is a dynamic sport with riders moving all around the bike. Dropping your saddle down gives you much more space to get behind the seat in steep sections and it greatly improves the bike to body disconnect that allows riders to conquer all sorts of terrain. They’re not just for getting rad on the descents, a tap of the remote pops your saddle back to the correct height for efficient pedalling, all without having to stop. Having the ability to gain standover is beneficial for nearly every type of mountain biking. In fact, even gravel and cyclocross riders are embracing the added control, where being able to quickly switch from grinding uphill to attacking a descent is essential. How much travel do I need? Travel is how much the posts slides up and down, and it dictates just how far out of the way you’ll be able to get your saddle while still having the best position for pedalling. Less expensive posts often have less travel. The longer the travel, the stronger and more precise the internal mechanisms have to be. 100mm is the starting point for most dropper posts. That amount of drop makes a noticeable difference, but we’ve found that longer travel posts do a much better job of maximising the clearance while maintaining a proper seated pedalling height. The typical amount of drop is around 100 to 150mm of travel, which works well for most riders. Longer travel posts do exist, from 170mm up to 200mm, but can be difficult to use for shorter riders or on certain bike frames. To figure out how long of a drop you can use, measure your existing seatpost from the saddle rail to the top of seat collar, then compare this to the length of the dropper post from saddle rail to below the post’s collar. If the number is the same or less, you’re in business. If the dropper post’s length is longer, you’ll have to use another option. Fixed or infinite travel adjustment? There are two travel styles for dropper posts, those that have fixed height settings where the post stops (20mm down, 75mm down, etc.), often referred to as stepless or infinitely adjustable, and those that do not. There are benefits and drawbacks to both. Posts with fixed travel settings allow you to very quickly move the post into the required position without having to hover your rear end on the post until it reaches the correct height. Stepless posts let you stop the saddle anywhere within the post’s travel range. The majority of posts on the market at the moment are stepless designs. Dropper seatpost internal workings All posts require some sort of spring to return the saddle to the fully upright position and a locking mechanism to hold it in place. Early designs simply used coil springs and pins to do the job, but these were less refined and often returned the saddle back towards your bottom at an unnerving speed. It’s common to still see mechanically locking designs in conjunction with an air spring, but most designs now use a fully sealed hydraulic cartridge that contains both a pressurised charge and a mechanism that allows the adjustment. There are a number of advantages to this, namely that the body of the post, which needs to cope with very heavy loads, doesn’t also have to be airtight and so lower friction seals can be used for a lighter action. If something does go wrong with the post, then it’s also much quicker and easier to drop in a replacement cartridge rather than repairing the entire post. Dropper seatpost remotes On most droppers, lowering the saddle is done by a handlebar-mounted remote. The remote lever commonly sits under the bar, taking the place of the front shifter paddles on bike’s equipped with a single-ring drivetrain. On bikes with a front shifter, remotes that integrate into the lock-on grip collar or sit above the bar are available. On bargain-priced dropper posts the lever may be just under the saddle on the post’s head. The obvious downside to this style is having to take a hand off the bar, something you don’t want to do when coming into a section worthy of dropping the saddle. Most remotes on the market use a cable to operate them but some, such as the RockShox Reverb, use a hydraulic system. There are drawbacks and benefits to each. Cables are cheap and easy to replace if they fail, but over time they become stiffer to use as dirt enters them. That isn’t a problem for hydraulic units, but they are much harder to fix should you damage one in the field. Cable routing The overwhelming majority of dropper post cables are internally routed. That requires a hole in the frame to route the cable up through the seat tube – virtually every modern mountain bike, and the latest gravel bikes, have this option. The other cable option is an external cable that either attaches at the dropper post’s collar or up at the head where the saddle attaches. Benefits of an internally routed cable include clean looks, better protection from dirt and debris, and zero cable movement when dropping the post. But, like any internally routed cable, set up can be tricky and swapping cables and housing can be a chore. The upsides to an externally routed cable are compatibility with any frame and a more simple set up. The negatives deal primarily with cables that attach to the seatpost head because the cable can interfere with the bike’s rear tyre or hit your leg if not carefully routed. The last option does away with the cable completely. A few companies, such as Magura, offer wirelessly operated dropper posts. Removing the cable from the equation makes installation super easy and also makes swapping the seatpost from bike to bike a reality, provided they share the same seatpost diameter.

Functional Threshold Power (FTP) is one of the key performance metrics for cyclists who want to train and race with power. It is generally defined as the maximum average power, measured in watts, that a cyclist can sustain for an hour. While this has applications in its own right – if you race 25-mile time trials in the UK, for example, it’s a very useful figure to know if you’re racing with a power meter – it’s more commonly used to set training zones and for measuring improvements (or deteriorations) in fitness. FTP is also one of the key figures used to determine all manner of things on Zwift, such as training zones and race categories. Don’t worry if this is all Greek to you though, because you can check out our full guide to FTP and why it matters for the full run-down. Here we’re going to focus on how to use Zwift to complete an FTP test. While you can complete an FTP test on the open road, it can be difficult to find a suitable stretch of tarmac, free of interruptions such as junctions, traffic lights, road works and congestion. Given how downright unpleasant an FTP can be, there’s nothing worse than having to stop your effort after 15 minutes. Using the turbo trainer removes those variables and allows you to focus on producing your best performance. What is Zwift? Your complete guide Zwift is the ideal platform to test your FTP and for power-based training. Zwift Why should I take an FTP test? Before you embark on any kind of training plan, like those available on Zwift, it’s worth setting a baseline FTP figure for a couple of reasons. Matt Rowe, of Rowe and King Cycle Coaching and host of the Zwift Power Up Cycling Podcast, says that having an accurate figure for your FTP is vital because it’s used to set you power zones. “If your power zones aren’t accurate, you’ll be training in the wrong zones, and not targeting what you’re intending to,” says Rowe. Having a baseline figure from the very beginning of your training plan will also allow you to know how much progress you’re making throughout the plan. “Get a couple of weeks under you belt, then get stuck in,” he says. “You’re not going to get a great score, but it helps establish where you’re at.” It’s particularly relevant at this time of the season, Rowe adds – particularly if you’re just coming back to training after a break. “You might be a long way off where you want to be but, at this time of year, that’s where you should be,” says Rowe. “Setting an FTP now will help you to evidence your improvements later on.” Best smart trainer 2020: top-rated turbo trainers tried and tested Why should I use Zwift for an FTP test? One of the main reasons to use Zwift is that it makes it all very simple – the test protocols are well signposted and easy to follow. This also means it’s very repeatable, so you can be sure that your results are comparable every time. If you have a smart trainer, then Zwift can also use ERG mode to control the resistance of the trainer to ensure you hit the specific power levels required in a ramp test, or in the warm-up for a 20-minute time-trial test. We’ve cover those options in more detail below. Once you’ve set your FTP, Zwift can then adjust all of the workouts and training plans to your specific level of fitness. You’ll also then know which race category you fit into, based on your current fitness level, because these are decided according to FTP in watts per kilogram (w/kg). There are three FTP tests on Zwift: two classic tests, which involve a 20-minute max effort, and a ramp test. Zwift FTP test options Outside of simply riding as hard as you can for an hour (which is very hard to pace correctly and can also be pretty dull), there are two main ways to test FTP, both of which are available on Zwift. First, there’s the traditional 20-minute time-trial test. After a warm-up, you perform a 20-minute interval at maximum effort. Record your average power and then subtract 5 per cent to determine your FTP (Zwift will do this automatically for you). The second way to calculate FTP is to perform a ramp test. As the name suggests, the ramp test involves performing intervals at ever increasing power levels until failure. Zwift then calculates your FTP based on 75 per cent of the maximum power interval that you reach. How to test your FTP on Zwift If you’re new to Zwift but you already know what your FTP is, you can manually enter it on your profile page or on the workout page – it displays your FTP on the bottom right of the window, and to change it you simply need to click it. Alternatively, Zwift will calculate your FTP from general riding in the game or from racing. Zwift will automatically calculate your FTP on every ride, using the maximum 20-minute average power you record on each ride, but will only notify you if it detects an increase over your current score. However, the best way is to perform one of the three specific FTP workouts available in the training page on Zwift. Classic FTP tests The first workout, which is simply called ‘FTP Test’, is Zwift’s standard protocol. It starts with a long, easy warm-up, followed by a few ramps and a 5-minute effort. After that, you get a rest period, before performing the 20-minute maximum effort test interval. Zwift will then subtract 5 per cent from your average power during that test interval to extrapolate it out to an hour. For example, if you average 300 watts for the 20-minute test interval, you FTP would be 285 watts. The shorter FTP test simply ahortens up the warm-up – the 20-minute max effort test interval is still just as long. Zwift The second FTP test on Zwift is called the ‘FTP Test (shorter)’. It’s simply a compressed version of the first test. The 20-minute maximum effort test interval is the same, so it’s not any easier, the only difference is that the initial warm-up is shortened to save time. This test has the advantage of being a reasonably long interval, so it tests your aerobic capacity very well and can give accurate results. However, Rowe says it can be a daunting task for many people, because it’s always going to be a very hard test and is difficult to pace properly, especially for beginners. With that in mind, Zwift has recently introduced a different kind of test; the ramp test. The ramp test is intended to be a more manageable way to test your FTP. Zwift The ramp test As the name suggests, the ramp test involves performing intervals at ever-increasing power levels until you can’t ride any further. Rowe says the ramp test is more manageable than the 20-minute test, so people repeat it more often and therefore have more accurate zones as their training progresses. Another benefit of the ramp test is that the result depends less on pacing – you simply keep going as long as you can. On Zwift, after a brief warm-up, the ramp test begins at 100 watts, then increases by 20 watts each minute. At first, it should feel easy, but it will eventually get very hard (how long that takes will depend on how strong you are – the test continues as long you can keep holding the power). Zwift will then take 75 per cent of the maximum power you reach on the test as your FTP. No matter which workout you do, Zwift recommends staying seated for the duration of the test effort, because this helps to keep your effort and technique consistent throughout the intervals. How often should you retest your FTP? In terms of how often you should be retesting your FTP, Rowe recommends doing so once every six to ten weeks, or at the end of each training block – preferably after an easier few days so that you’re well rested. You might think it would be useful to test more often, to keep your zones as accurate as possible, but Rowe says that any more often than that and you risk getting bogged down with testing rather than training. At the end of the test, Zwift will notify you of your score. Hopefully you will have improved, but don’t fret if not – sign up for one of Zwift’s training plans and kick-start your winter riding. Zwift FTP testing tips 1 Make sure your setup is sorted before you start Once you hit the test part of the session, you don’t want to pause or take any sort of breaks, because doing so will spoil the data. With that in mind, it’s vital to ensure your indoor training setup is running as efficiently as possible: make sure you’ve fuelled correctly, have a full water bottle to hand, a fan to keep you cool, and you’ve got some suitably motivational music lined up to last the full duration of the test. 2 “Maybe” is the correct answer to pacing When pacing an effort such as a 20-minute power test, it’s very easy to go out too hard and end up finishing with a whimper or vice versa. What you really want to do is ride right on the limit of what you’re capable of for the entire duration of the test – which might leave you wondering how you are supposed to know where that limit is? British cycling legend Chris Boardman once suggested a method whereby you simply ask yourself, “Is this current effort sustainable for the remaining duration?”. If your answer is ‘yes’, then you’re going too easy, if it’s ‘no’, then you’re going too hard. What you’re looking for is ‘maybe’. 3 Don’t fret if you’re unhappy with your score Although hitting huge numbers in the lab/shed/spare room can be exhilarating – and hats off to all those who do it – the final figure isn’t the be all and end all of cycling. An FTP test isn’t a race – there aren’t any prizes for getting a ‘great’ score, and getting a ‘low’ score doesn’t mean you’ve lost anything either – it’s simply a personal performance benchmark and everyone is different. Sign up for one of the many training plans available on Zwift and try to focus on the process of self-improvement, rather than the specifics of the raw data. Unless you’re a professional, having fun is what matters, after all. The numbers are just that — numbers.