‘Puncture proof’ or ‘airless tyres’ seem to be one of those inventions that emerge from hibernation periodically to be hailed as one of those eureka moments: “At last, we have perfected it”. These ‘innovations’ seem to disappear shortly after and recede back into hibernation yet again.  The reality is that the idea is sound and, for certain cycling groups, particularly commuters, should be a seriously viable option.  But mention them to many cyclists and you are greeted with a roll of the eyes, a groan of despair or tales of what a disaster they were when they last came to prominence.

When the ‘safety bicycle’ was invented by JK Starley back in 1885, the solid wheels meant that acceptance of the new machine was not as it could have been.  John Boyd Dunlop then revolutionised the wheel through the invention of the pneumatic tyre.  Whilst Robert Thomson preceded Dunlop by 40 years with his ‘vulcanised pneumatic tyre’, cost was a major impediment, and Dunlop succeeded where Thomson wasn’t able to, and therefore enjoyed the accolades.  Since then, aside from ongoing continuous improvement, the pneumatic tyre remains essentially the same as it has always been: practical, cheap, brilliantly simple, but yet still prone to punctures from the many roadside hazards.

The Tannus range
Tannus claim to have solved the problems keeping solid tyres off the market for over a hundred years. They sell a range of tyres in different sizes, hardnesses and colours. The tyres I was supplied with were the Tannus ‘Musai’, and I tried the H1 (hard @ 133psi) and S1 (soft @ 101psi) models, both in the 700 x 23c configuration (though they’re also now available in a 28C size).  The other tyres in Tannus’s range are the ‘Thoroki’, available in 26” x 1.75”, 26″ x 1 3/8”  and 700 x 32c,  and the ‘Nymph’ in 20” x 1 1/8”, 20″ x 1.25” or 16” x 1.25”. There’s something in there for all of the family. The Tannus range is produced by Midas Tires in Korea who are holders of 3 patents related to the airless tyres.  The entire range of sizes is available in a hard or soft option, as well as 13 very vivid colours with such inspiring names as Volcano, Melon or Pink Lady to name but a few.

The test bike I used for this review was a 2011 Kona Honky Inc, a double disc drop bar road bike with a steel frame.  This doubled as a part time commuter, and a recreational road bike the rest of the time.

The first thing that you notice with these tyres is that the packaging is big. I have become so used to folding tyres that to see a box that big was a surprise. Supplied with each tyre is a fitting tool, two sets of clips and some instructions.  Here is one of the first snags that make these tyres a bit more awkward that what I’m generally used to. In order to fit the tyres correctly, you need to know the internal width of the rim so that the correct clips can be supplied.  This is not a step that can be treated with an Aussie “ah, she’ll be right mate, that’s close enough”; this is the only mechanism that secures the tyre firmly on the rim, so it needs to be done properly. Each of the retainer clip sizes are a different colour which aids in ensuring that the correct units are fitted.

Once you are certain about the internal rim width, the old tyre can be removed and then you follow the supplied instructions, or view one of many instructional videos found on the web.  The steps for installing the tyres are clear, quite well written, and, most importantly, accurate.

Fitting the tyres
Fitting the tyres was, in my experience, a considerable task.  Inserting the coloured retainers into the tyre and getting the tyre on the rim was, if anything, a bit fiddly, but presented no major issues. After that, however, it got more than a bit difficult as the tyre was not yet properly seated on the rim. Luckily, I have a fairly solid build and my local gym instructor has been working on developing my upper body strength, because it required all of that to get all of those clips to seat into the bead seat hook.  The first tyre took around 35 minutes to install but, with some technique improvements, the second tyre went on a bit quicker, but not much.

Those who are inexperienced at tyre changing or are of slight build may want to get some assistance in fitting these tyres. Some of the retailers that sell these tyres have been fitting them for customers and, if this is available , my advice is to accept the offer or even actively seek it. Once fitted, the tyres sat well on the rims and rotated well with no apparent ‘out of round’ issues. The missing valve stem was a curiosity, we get so used to something being there.

The weight of the tyres was within 5 grams of the quoted weight from the Tannus website, being 375g each.  The clips added another 11g per wheel when assembled. When you consider that a similar tubed setup on a road bike comes to ~ 700g (that’s tyres & tubes at ~500g and a mini pump or CO2 system,  plus repair kit at ~200g), the overall weight penalty is an un-noticeable 50 – 120g.  As such, weight cannot be realistically used as a reason not to give  the Tannus tyres a go.

First ride
Two things become quickly apparent when riding with these tyres. The first is that when standing to accelerate, either from lights or spinning along, the bike responds instantly. The second is how the tyres respond to everything else, particularly road indentations and surfaces.

My first ride was my regular commute route that I cover on Friday mornings.  It typically covers 50 – 55km and involves only 200m of elevation gain, but those hills are between 4 – 6% gradient. Aside from the different response to the small road undulations and typical suburban bitumen repairs, it felt like I was riding tired, or my ‘tank’ was running a bit low.  My usual commute speed of 27 – 28km/hr average was down to about 25. I didn’t think much about it and surmised that it had just been a long week. Subsequent rides proved however that these tyres are in fact slower, and whilst some of this may be due to the softer front tyre that I was running, it was more likely due to the material compound used by Midas. This was confirmed in feedback from the company where they suggested that their tyres are only “1 -2 km/hr slower” than a pneumatic tyre, but they point out that their tyre is primarily aimed at commuting where speed is not such an issue, the slowing effect is less noticeable, and the benefit of not getting punctures offsets this minor speed impost.

In addition to commuting, I was also determined to see what this tyre was like on a typical recreational ride which included some climbing and descending on a typical suburban short hill of ~ 4km at an average of 5.5%. Starting with the climb, the speed penalty was even more apparent; my average speed was over 3km/hr slower and I was having to work considerably harder. The tyres however did their job and, other than being slower, worked quite well. Then came the downhill.

I approached the descent with some trepidation as I prefer my body to remain unscathed and unmarked after a ride, so I took it much easier than normal. Braking for the first sharp corner went well, with the grip level quite high, and this filled me with some confidence. There was no squirm, no tracking to one side or following ruts.  The grip around the next corner was somewhat different though; this was a tight bend signposted at 25 km/hr (recommended), which I was taking at 40 km/hr (though I normal ride it at 45 – 50km/hr on the same bike). While there was reasonable grip, it felt as though the tyre was understeering or walking across the road. I don’t know if this was related to the tyre ‘inflation’, the material grip properties, or how this solid tyre responds to the road surface and load application. Needless to say, in order to feel comfortable I had to approach the remaining corners about 30 – 40% slower than I normally would. At this reduced pace, the grip levels were fine, with no more noticeable understeering effect.

On subsequent rides I started to get used to their road response and the lines and speeds with which I needed to tackle corners safely. I did not get an opportunity to rides these tyres in wet conditions, so can offer no comment on their wet grip capabilities.

One thing I did though, after my initial two rides, was to closely inspect the tyres. I did this for a couple of reasons: one was to ensure that the tyres were still properly secured, and the other was to check on their general condition after being used. I noticed that several of the retainers weren’t seated fully under the bead hook on one side, despite post fitment inspection seemingly showing that they were installed correctly.  A few minutes with the supplied tool, and all was good again.

Inflated claims?
To give  a better idea of these tyres compared to standard pneumatic tyres, I compared the Musais to a pair of Rubino 23c tyres that I had sitting around.  The widths of the two tyres were very similar (< 3% difference) at just under 23mm, but the height above the bead seat was a different story.  The Rubino was 19.5mm above the rim wall, while the Musais were only 14.2mm – a 35% difference!  The Musais showed a noticeably ‘squarer’ profile that results in a larger/wider contact patch on the road which was likely a significant contributor towards the higher observed rolling resistance. This profile may also be behind the cornering effect noted earlier. After 265 kms of use, there was some sign of wear on the tyres, with the rear tyre obviously showing slightly more. Feedback from the distributor indicated that they believe the tyres to have a useable lifespan of up to 10,000km, and I think this is realistic, given their solid construction. 

One situation I encountered during the test was a broken rear spoke (the wheel had done over 6,500 km) and I had to deal with the problem of removing the tyre. There are, apparently, two ways of doing this, but sadly both methods mean that the tyre is probably not going to be useable again.  I tried to prise the tyre from the rim using the supplied tool, as per the instructions (both written and in the youtube clips), but to no avail. I therefore had to resort to the ‘cut’ method.  Either way, the retaining clips tended to rip through the lower rib of the tyre, meaning that they are no longer effective in securing the tyre to the rim. That said, I can vouch unequivocally for the strength of those 30 odd retaining clips on the rim; the Tannus tyres will not come off easily.

Summary
At $77 each plus shipping, they are not a cheap alternative to the wide range of pneumatic tyres that are available, but when you consider that they can last the same distance as two sets, in terms of cost they are close. Whether they are a suitable replacement is up to the individual to evaluate. When you factor in the guarantee of no punctures, they start to stack up; how much is the reliability of your commuter worth? The altered road response that you get with these tyres does take some getting used to though; after a few rides, however, the memory banks have adjusted accordingly.

The ability to choose from multiple common tyre sizes and a couple of ‘base pressures’, along with the myriad of effervescent colours (13 in all) to really coordinate, means that there is generally a tyre to suit most applications and bikes that are ridden, particularly as commuters.

My preference would be the softer tyre configuration (S1), as this has a better ‘response’ to the road imperfections, and more closely mimics the pneumatic tyre feel that I’m accustomed to. I also feel that the Tannus tyres are better suited for use in a purely commuter based role rather than general open road/recreational riding. At the current level of development, the Tannus tyres are not capable enough for recreational riding/training.  That’s not to say that they wouldn’t be ideal candidates for those that opt to tour on some inhospitable roads in remote areas, since the benefit of not having to worry about punctures would be significant. However, there are many well proven touring tyres that have established reputations, so this may be a hard obstacle to overcome.

The increased resilience of the Tannus tyres over the traditional pneumatic tyre also means that these tyres are realistically better suited to the more robust style wheelsets where there are greater spoke counts and sturdier rims, rather than the typical lightweight minimally spoked road wheel that tends to be found on many road bikes.

We have become so used to how well the pneumatic tyre performs its task that we have come to accept the punctures are a necessary by-product or acceptable trade off. It is certainly easy to dismiss new versions of old ideas, though I am glad to have had the chance to try these first before making my judgement.

Find more about the Tannus tyre range, as well as get access to the comprehensive supporting documentation, online at www.tannus.com

Some Australian bike shops now stocking the Tannus and to find out where to get hold of this, visit www.tannus.com.au

G8 produces innersoles in two versions, the ARCHTECH™ 1800 and the ARCHTECH™ 2600 PRO, with the key differences being the number of positions to which the arch support can be adjusted. Many innersoles available on the market currently are limited in that they offer a single position for arch support. G8 recognised this limitation and have made a business out of producing performance innersoles for sporting types.

Aside from the 4 arch supports that you get in the box, there are two features that seem to make these innersoles different from the others that I have seen: the metatarsal pad and the ‘frame’ that cossets the heel area to provide stability to the foam base as well as linkage to the arch support section. The innersoles are currently sold in 4 sizes(S, M, L and XL) which covers shoe sizes from EU37 to 49, so they should be suitable for most people. The toe of the innersole needs to be trimmed to the individual shoe to ensure a snug fit. I used an XL pair to fit into my Sidi EU47 shoes with no problems.

As previously mentioned, the key unique feature of these innersoles are the adjustable arch supports – there are 4 of them and they can be snapped into differing positions on the innersoles in a matter of seconds. This means that not only can positional changes be made quickly and efficiently, the levels of support can also be altered as you need them. You can even set up each foot differently depending on what level and position of support you require. This was something that I was to find invaluable later on.

I initially set up the innersoles with the smallest of the arch supports (R18) and positioned the support where I thought it would work the best. I soon realised that if I wanted to do justice to these performance innersoles, I needed help. I contacted my local podiatrist, Mr Dave Visockis from The Podiatry Studio, to help me understand the intricacies of these supports and to also help set them up to gain the maximum benefit from them, rather than just guess at what works. After all, they represent a fair monetary investment, so it only makes sense to utilise them to their fullest. It was in these meetings and discussions with Dave that I learned a significant amount about proper foot support, the immeasurable complexity of the foot, and its relationship to our movement.

I had a consultation with Dave regarding my current cycling situation, how I had initially set up the G8s, my relevant medical history (i.e. my accident), and whether I had any issues with my current footwear. The result of all of this was the installation of the highest arch supports (R30) and locating the supports so that they matched the contour of my feet in a static position, as seen from a podiatrist’s viewpoint. We then discussed the sort of issues that I needed to look out for and was told to ride away with an “I’ll see you in 6 weeks” and a handshake. I was told that, regardless of whether the innersole is solid, as in a custom orthotic, or ‘flexible’, as with the G8, the body would take some time to become accustomed to the new setup. If there were any significant issues, however, they would show up quickly.

For a variety of reasons, my riding over the next 6 weeks was a bit more varied than normal, but apart from the initial feeling that was something different in my shoe, I never had an issue. It was noticeable that the overall height of the innersole, particularly at the heel, was a tiny bit thicker than the standard wafer like innersoles, but it never presented an issue during any of my rides.

So, did it make a difference? I can honestly say that there were no magical performance gains, no slashing of ascent times up any of my local climbs, no drug-like sprint advantages, but then again I’m no pro-level athlete. What I did notice though was that my feet were comfortable, they felt supported, and I did not encounter any issues prior to my follow-up visit to Dave.

During that period Dave was also provided with a pair of the ARCHTECH™ 2600 PRO innersoles that were initially too small for me, so that he could  evaluate them, and not just from a cycling perspective. I asked him the following questions regarding his experiences:

BNA: What was your initial impression of the G8 system and now, having used them yourself, has that opinion changed ?

Dave: My initial impression was curiosity about how they would affect function or comfort, but I loved how adjustable they were, unlike anything else in the market. Having used them as a consumer, they give you an equivalent feel underfoot as a fully customised device. Once setup correctly, very comfortable. In regards to performance, the jury’s out, needs more research.

BNA: What are the potential advantages of the G8 system over traditional custom made rigid orthotics ?

Dave: Their flexibility and therefore comfort underfoot, and their low-profile, their fit in traditionally difficult to fit footwear (e.g. cycling shoes) is very easy. To achieve the same with traditional rigids is much more difficult, especially with fit, but also with flexibility of the device material itself.

BNA: What is the key standout feature in your opinion ?

Dave: Definitely their adjustability. The ability to setup, road test, and then tweak as required is a lot harder with rigid devices.

BNA: What are potential improvements that could be made to the G8’s ?

Dave: Higher and lower arch heights, something the company is already working on. Also, the addition of an adjustable metatarsal dome would be nice to help address a common complaint among cyclists: forefoot ‘hot spots’.

BNA: There are some significant claims made by G8 for their innersoles. Given your experience with them now, do you see any validity to them?

Dave: Need to be scientifically tested, but not unreasonable.

BNA: Given the complex nature of the human foot, what is your advice to potential customers that either require innersoles to correct a current issue, or those thinking about getting ‘something better’ than the standard liner in many current (cycling) shoes?

Dave: G8s are by far the most adjustable innersoles on the market, so are easily tweaked to suit most foot types. If you have pain that may need professional assessment, it’s best to consult with a health professional with a special interest in cycling to see if something more customised is required, i.e. custom orthotics, Physio or bike refit.

BNA: Is the investment (innersoles + advice) in the G8 system worthwhile for the average/recreational cyclist ?

Dave: Yes, definitely, a good starting point for someone looking for a more comfort inshoe. They can be successfully self fitted or professionally tweaked as required. When it comes to performance enhancement or symptom alleviation, experiences will depend on the level of pathology and personal experience, but more specific research is required.

By the time I got back to see Dave for a second adjustment, I was getting ready to ramp up my riding in preparation for the Alpine Audax Classic in Bright in January. After some discussion on my findings to date, Dave reviewed the static arch position and felt that the support needed to be moved further forward (one position) and laterally (one position outward towards the outside of the foot) on both feet. My initial impression was that it felt significantly different to the positioning before. That evening I headed out for a ride, and a 50km flat ride later, felt no real issues.

The next day however, after setting off for a climb up a local favourite, I noticed that on the left foot there was some pain coming from the outboard area. After a short while (I hadn’t even started the major part of the climb yet), I had had enough and I stopped the bike and made an ‘on the fly’ adjustment, moving the arch support rearward one position (but still retaining the last lateral change), and set off again a minute later. The pain was significantly reduced and I pedaled onward.

Further into the climb however, it was still bothering me enough to stop once again and undo the lateral change as well. So now I had the left foot back to the original setting from David and the right foot with the latest setting. The ride, from then, was completed without issue and I have covered a further 1,400km since, with over 16,000m of climbing, with no issues.

On relaying this information back to David, his response was:

Dave: From memory, we moved the arch piece forward and laterally (towards the outside of your foot), which would’ve shifted the load on your down stroke towards that painful spot, the 5th metatarsal head. Good you changed back and things settled, well done. What this displays to me is the fact that we can make mechanical changes to the way your foot works with a subtle adjustment and the ‘minimal support’ the G8s provide, really just altering the proprioceptive feedback of your foot. Also, the fact you can make adjustments on the fly like that also makes me a fan of the devices. Great result overall!

So are they worth it? I had been considering for some time whether I could have a better, more supportive innersole in my shoes, but was always confused as to what I should get as I didn’t know what was ‘needed’ for my foot geometry. As mentioned before, I wasn’t aware of any problems that I had, so what should I get to solve something that isn’t an issue ?

The discussions that I had with David regarding foot construction, behaviour, and proprioception (an interesting topic in itself, see wikipedia) showed me that whilst I may not have any known issues, there is a distinct advantage to be had even from a preventative perspective. Certainly the support provided by the standard innersoles with my shoes was non-existent. Having experienced the G8s now for well over 3,000kms, having seen how my feet are now setup differently (as are my cleats due to leg length issues), having seen their adjustability, I can say that the investment is more than worthwhile, especially when combined with a professional that can explain and assist with the optimal setup.

I cannot prove or disprove the claims from G8, but I have seen how they have helped me feel that my foot is better supported in my cycling shoes and how they give me a level of confidence that I am doing the best I can in this area. At the end of the day, it hasn’t made a noticeable difference or improvement, but that may come in the future, particularly with my specific medical issues.

So who should buy them? Certainly, for anyone with current issues (professional or recreational sportspeople), they are something that should be seriously considered in line with advice from a professional that understands what the G8s are capable of. They provide key benefits over the traditional rigid orthotics (adjustability, low weight and affordability), and with the right advice can be set up quickly and easily.

For the average recreational cyclist/sports person (they are also suitable for use in walking and/or running shoes), they could be considered as more of a preventative support that can assist with ensuring that any future problems are minimised or avoided completely. At around $110 for the 2600 Pro versions (the 1800s are just under $100), it is not an insignificant investment. However, if you consider it a form of ‘insurance’ for your feet, it makes sense as the feet are pretty important appendages for your mobility, now and in the future. After all, how much do we spend on a new bike that doesn’t really make us any faster?

You can find out more from G8 Performance and also purchase from the Australian website: www.g8performance.com. A number of bike fitters in Australia also carry and fit G8 Performance inner soles for cycling.

edited: 22.03.2013 – updated link to The Podiatry Studio

There aren’t many regular cycling enthusiasts who, at some stage, haven’t coveted one of the well known Italian (or European) marques as part of their collection. A De Rosa has always been high on my list of dream bikes, but budget has always been an issue. Fortunately, decreasing manufacturing costs for carbon fibre and simply striving to be competitive means that they are becoming more affordable. So when I unpacked the De Rosa Merak, with Shimano’s Ultegra Di2 groupset, I was excited by more than just the opportunity to ride a new bike, I was excited to be riding one of my dreams.

Before I talk about how it rides, let me run down the specs of this Italian beauty. The Merak Evolution is equipped with offerings from Easton (bars, stem and wheelset), Prologo (seat) and Vittoria (tyres). Aside from the dark grey of the Ultegra Di2, everything else is either matt black (acres of it), white or red. There are a few items on the bike where you will notice the choices De Rosa have made to keep the retail price down. The first are the wire beaded Vittoria Rubino tyres – I have no problems with how they perform but they are at the lower end of the price range. The next is the chunky looking Easton stem – it doesn’t have any markings to indicate a tier within the group range, but the stem profile and lack of markings do not overly detract from the overall presentation. Finally, the wheels; there are two ways to look at the Easton EA70 wheels that come with the bike – either they’re a good training wheelset (not light at ~1,750g) or they’re wheels that can easily be sold and something better installed, saving some weight in the process.

The ‘Aero’ marked handlebars are alloy and, while they look suitable, for me they just don’t work. The flattened top section is awkwardly canted rearwards at ~10⁰ , forcing the wrists into an uncomfortable position when climbing, and the two bend ‘ergo’ drops are almost as bad. If it was my bike they’d be binned before the first ride, but that is personal preference. The Prologo Kappa saddle is a combination of matt/gloss black and small red highlights and is both comfortable and matches the bike in style and colour.

As far as the groupset goes, the superb Shimano Ultegra Di2 ensemble speaks for itself (I can hear the tifosi shuddering and muttering “Shimano on an Italian steed? Sacrilegio!”). My main gripe with the Ultegra Di2, the single downshift, can now easily be resolved with a quick trip to an obliging local bike shop for some firmware updates/reprogramming. The standard gearing on the Merak is a 53/39 crankset with 11-28 cassette – my preference is that a compact should be the norm or at least a low cost option. Initially a 12-25 cassette was supplied on the review bike though Cycling Express quickly followed up to provided a 11-28 cassette which better suits my hilly area. The bike tipped the scale at 8.1kg for the XL frameset, which is not bad given the Di2 is not a light groupset, and neither are the wheels. Curiously, this is the largest frame that De Rosa have available for the Merak, so anyone taller than my 184cm will struggle to get a good fit on this model range.

Aside from the bold yet understated graphics, the Merak’s frame stands out for one obvious reason – the huge trapezoidal shaped downtube with its very un-aerodynamic shape. This “feature” overshadows the rest of the tubing on this frame, which is almost equally beefy. It’s almost as if the Merak is saying “If you need an aerodynamic frame to ride fast, then this isn’t the bike for you”. That’s not to say that there aren’t pleasing lines; the way the top tube splits either side of the seatpost and melds into the seat stays, and the aesthetically prominent tyre cutout in the seat tube. I applaud the fact that the styling shows restraint, yet clarity. You know it’s a De Rosa, the decals say so, but the frame isn’t festooned with marketing acronyms that spoil the designer’s efforts. The large white painted dropouts initially seemed a bit much, but I grew to accustomed to them.

The Merak has several small, but very noticeable, clever design touches that seem only to come with higher end bikes. The mounting of the Di2 battery low on the downtube means that it’s out of the way, but is also easy to access. My only issue is that due to its position, it’s in the direct line of fire from debris hurled at it by the front tyre, especially on rainy day rides. As there is no real seal between the battery and the mount base, it should face the other way to prevent water ingress during wet rides that could cause shorting or corrosion of the contacts over time. A minor issue in the overall scheme, but something to be aware of.

The other neat touches were in the seatpost area. As the seatpost is an aero style that is mated with the frame tube profiles, it also requires a specific clamp – the two piece, two bolt clamp is designed such that the small plastic insert in the rear section minimises clamping damage and also grips on to the roughened section of the seat post to ensure no slippage. Clever design and neat integration, but also done with flair. My only gripe with the seatpost is that it may be a bit short for some. I had it at full extension and at 184cm tall, but without overly long legs, I felt that taller or longer legged people may have an issue.

The seatpost top is a two bolt style, but the nifty aspect of this is that one of the bolts (the front) is replaced by a thumbwheel allowing micro adjustment to the seat angle. My fat fingers found it a bit tight to get in there, but the ability to quickly and easily make fine adjustments was very welcome.

For my first adventure on the Merak Evolution, a friend and I set out on a 63km loop of the Adelaide Hills heading up Montacute Road, across to Ashton and then headed down Greenhill Rd for a fast descent back home. I was expecting a pretty harsh and solid ride given the size of the frame tubes and the wire bead Rubino tyres but, to my delight, the Merak had a solid road feel and, even on choppy suburban roads, the harshness was well muted. As we struck the steeper parts of the climb, the bike responded with every pedal stoke with no apparent loss of energy. Getting out of the saddle made that direct power transfer even more noticeable. The flowing smooth and slightly downhill road towards Ashton was where I started to notice the great stability and cornering talent of the bike. It felt like it knew where it was going, and mid corner bumps were ignored. I found myself forgetting about my ride partner and going for it. Then came the Greenhill Rd descent and the real fun began.

The descent is fast, flowing, bumpy and scenic…and fast. The thoughts racing through my mind as I powered from one corner to the next, hardly braking, was that “I wonder if this is how Cancellara felt when he was chasing his way back to the peloton on Stage 7 in the 2009 Tour?” I have never felt so secure going down this stretch of road at that speed. I wasn’t much faster than I had ever been, but the sensation of stability and the communication back through the bike was fantastic. Straight after the descent my ride partner commented, “That was a quick descent for your first ride on it!” My only reply was a huge grin. You might think that this confidence inspiring handling could lead a rider to overestimate their ability and cause a crash. I certainly overstepped my ability on a few occasions, but found that some more guidance on the bars or a gentle dab on the brakes had everything back under control, such was the capability of the frame to respond to altered inputs mid corner.

This feeling of stability and fine control was echoed on every other road that we headed down, regardless of the road surface. The many routes through the Adelaide Hills provided great opportunities to test the capabilities of the frame and supporting components, and it responded with aplomb. On the odd occasion where the speed overtook my ability, maximum braking at the front had the rear skipping, but still in full control, and able to make the corner safely.

In my short time with the bike (I received it just after Xmas), I’ve covered 1,500km over 24 rides and managed to climb in excess of 16,000m as I built up towards the Alpine Audax in late January. Whilst the climbing on the Merak was pretty good, it was the descending that made all of the hard work worthwhile. Its descending ability was enhanced when, mid way through the test, I put on a set of Michelin Optimum Pro 25C tyres. The frame has plenty of clearance for these large 25C tyres and they helped mute the solid response from the rear a little more.

When we do reviews at BNA we like to try and define who the bikes and cycling equipment would and wouldn’t suit. With the Merak, if you are tall then be conscious of the frame sizes available. When the size is right, the Merak is a very compatible ride; it’s not overly racy or overly harsh and it’s good on the eyes.

I covered all sort of riding – commuting, big mountains (Mt Buffalo & Falls Creek), small hills, beach rides and local loops over all types of road surfaces. Every ride was an absolute pleasure with the descents an absolute standout. I initially thought, due to the frame bulk, that this wouldn’t be a sportive type bike,perhaps more suited to the sprinter/power oriented rider. But as my journeys proved, this was not the case. Even with 23C tyres, this bike was very comfortable for 3+ hours in the saddle.

If I were to pinpint the standout feature it would be the handling. If the Merak represents the evolution of De Rosa’s road racing capabilities, I can seee why the professionals sought out De Rosa bikes to ride back in the 70’s. The Merak is the closest that I have come to not sending a review bike back and paying to keep it.

The Merak Evolution is offered with Ultegra Di2 for $4,349 or with SRAM Red for $4,399. If you have a keen eye and some good timing, you may pick it up even cheaper. So is this Italian thoroughbred for everyone? Despite the desire, some cyclists may just feel that such a bike is out of their budget’s reach, but I urge you to at least try and organise a test ride, even if it is to let you experience what I did, and what you are missing out on.

The De Rosa Merak Evolution with Shimano Ultegra Di2 was provided for review by Cycling Express who retail it for $4,349, with shipping $49 for metro areas and $99 for regional Australia.

As with the Azzurri Forza Pro Ultegra Di2, the Mezzo 90 arrived boxed up neatly from Cycling Express. After getting the bike home, unpacking it and taking some quick pictures, I attacked it with some basic tools and a torque wrench and the bike was set up and ready to ride within 20 minutes.

The bike, without pedals, came in at 6.9kg, which for a frame with a 570mm effective top tube (the Mezzo 90 I tested is listed as an XL frame, and is the biggest they make) is within a hair’s breadth of being under the UCI weight limit – a great achievement for this size bike with no super light components in sight.  There is ample opportunity with the money saved purchasing the Mezzo 90 (compared to other similarly spec’d offerings) to buy some lighter components and drop the weight below 6.5kg without compromising longevity or capability.

Buying a bike online –a great idea or a risky option?
Buying a bike online can be a daunting process, as there is often no way to tell how a bike handles, rides or even how well the package is integrated.  Here on BNA we published The Ultimate Online Shopping Guide to help online shoppers minimise the risks. Even armed with this info, you still have to make a leap of faith. Cycling Express have the advantage here over the overseas online enterprises in that they have a ‘bricks & mortar’ store that Melbournites can visit to inspect their wares, including the bikes.

Once word got around of the upcoming test of the Mezzo 90 from a small teaser in the BNA newsletter, I fielded a couple of enquiries via BNA regarding the bike. One enthusiast was Melbourne based; after answering his queries, he popped into their store and purchased one as an early 50th birthday present. Another Adelaide based Australian Cycling Forum member dropped by my place for a quick visit and test ride. He wanted to compare the response of the Mezzo’s rear end to that of his BMC SLR01 and, with that experience, was off home to place the order online.

One key advantage with Cycling Express is their ‘Test Ride 40 day money back guarantee’, you can return the bike if you either don’t like it or have purchased the wrong size. Of course, conditions apply, but this is a rare type of guarantee offered by Cycling Express and is a major safety net for anyone who cannot get to the store to see and try the bike in the flesh.

Cycling Express now has the functionality to allow you to order a bike online and choose its options, such as upgrading the wheelset to some beautiful Reynolds Assaults, or choosing an alternate cassette ratio, which addresses one of my concerns with the bike; the standard gearing is better suited to the strong rider. Whilst you can save a few dollars if you shop around and upgrade yourself, this requires input and effort on your behalf and I’d rather be riding.

Mezzo 90 Initial Impressions
The graphics on the Mezzo are quite different from the Forza Pro, a muted grey/red/white colour scheme which matches well with some of the key components.  I really liked the ‘fading’ of the grey to black on the chain stays, but this theme is not continued to other grey highlights which I think is an opportunity missed to really harmonise the colour scheme.  The Kysrium wheelset stands out in this package due to the raw alloy cutouts on the wheel; they add a striking visual reference to the ensemble.  The placement of the rest of the Azzurri Mezzo 90 logos are unobtrusive, such as on the inside of the fork legs, but this adds to the differentiation of the Azzurri brand.

The frame tube profiles are completely different to the Forza Pro; the downtube has a large girth which contrasts with the very slender ovalised seat stays.  The BB86 bottom bracket provides great stability and a wide junction for the beefy downtube and chain stays.  The tall headtube has a double bulge that gives it a stylish lead into the top tube as it tapers down to the seat tube junction. The neat cable entry & exit points, which are moulded rather than riveted, add to the quality look.  The gear cable penetrations in the head tube are let down by the fact that they run externally down to the bottom bracket.

The FSA SL-K full carbon seatpost, Easton EA70 stem and carbon bars match the colours used on the Mezzo 90 very well. The EA70 handlebars have the shallow combination bend that I like very much, and I found them to be very comfortable during the test.  The Mavic Ksyrium Elite wheelset shod with grippy Continental Ultra Race 23C tyres add some bling to the muted paint scheme, and the Fizik Arione is a well proven quality saddle.  It even stayed on the bike for the entire test, unlike the saddle fitted to the Forza Pro.

So, how does it ride?
Within the first 500m of the very first ride, I noticed the compliance in the rear end of the bike, especially after the very stiff rear end of the Forza Pro.  This, aside from the low weight of the bike, transformed the way I rode.  I no longer found myself subconsciously raising the bum when a patch of rough bitumen or sewer manhole was coming up.  Those skinny seat stays (ala Cervelo and BMC) REALLY do work, and yet, when having to get out of the saddle and climb, there wasn’t much apparent flex in the rear end – the bike just leapt forward, even with my low power!  There are more frames that are utilising this style of rear end, such as the BMC GF range and the Steven’s Ventoux, but these are often considerably pricier.

Almost from the first, I found myself feeling so comfortable in the bike’s capabilities that it felt like I’d been riding the bike for years. I had no issue going through corners faster and with a great deal more confidence than ever before. Part of this was due to the excellent grip of the Continental Ultra race tyres, but the majority was due to the handling, feedback, stability and responsiveness of the frame.  Mid corner bumps didn’t unsettle the bike and there was very little effort required to alter direction if that was required.

During the test, a BNA member contacted me for my thoughts on the bike. He posed the question: “Given the light weight, how quickly were you able to be confident on descents?”  I was able to respond that it took only a few hundred metres and a couple of corners and from there my confidence just kept on growing. Even when having to brake hard on a corner I had already committed to, my heart was in my mouth but the bike responded without fuss. Because of this, I found myself climbing much more than I had with the previous bike, and the grin that I had at the start of each descent was brilliant. The front end remained solid and quite stiff, but the rear end just soaked up the bumps and undulations and followed the front without question.  Even high speed descents were handled with aplomb and I never experienced any level of the nervousness that can sometimes come in at higher speeds, especially on lightweight bikes.

Under braking, even when hard for those tight downhill hairpins, the bike remained stable and assured.  The confidence inspiring nature of the inherent handling of the bike made me want to take those hairpins at double the signposted speed and at times I had to really rely on the braking power and stability to get back within my capability limits.  This bike makes you want to ride fast!  If anything, the rear brake is a bit easier to lock up than I’d like, but the modulation and stopping power from the front calipers and Swisstop Black pads was outstanding.

The Ksyrium Elites rolled exceptionally well and were pretty stiff, but the front wheels suffered a bit of spoke pinging when standing while climbing, something I’d never experienced in a wheelset before.  Mind you, I was having too much fun riding the bike to bother investigating further and, as it didn’t cause an issue (the wheels remained true throughout the test), I kept riding.

Some interesting things are worth noting when comparing the geometries of the Mezzo 90 and the Forza Pro.  The first is that the Mezzo 90 is only available in 4 sizes (the largest being the XL with a 570mm top tube) whilst the Forza Pro is available in 5 sizes with the largest having a 584mm top tube.  Comparing the two bikes that I rode (both with a 570mm top tube), the only geometry differences are effectively the head tube length and a slightly smaller fork rake (42mm on the Mezzo and 45 and the Forza).  All other key dimensions and angles are the same.  These two minor dimensional differences belie the completely different characters in the bikes, and how they ride and handle.

But what about the ‘new’ SRAM RED Groupset?
This bike is now arguably Cycling Express’s hero bike; it combines a top tier groupset and very light weight for a stunning price. Even with a brilliant price set at $3,699, Cycling Express often have specials or offers that can reduce the price to make it even greater value, so you may be lucky to grab one at an even better price.  This bike, both in style, specification and frame geometry, can be compared to a very similar spec’d bike of another brand that was a mere 400g lighter, but with twice the price. There is no denying that this bike is more than keenly priced.

The full groupset of the latest generation SRAM RED is used on the Mezzo 90, including the new XG1090 cassette.  If you understand machining at all, this groupset is a work of art.  The bold graphics and styling has polarised some people, but I like it and, as with the other components, it fits in well with the Mezzo 90’s colour scheme and styling.

On BNA we had a look at the new SRAM RED when it was first released in Australia , and though I hadn’t ridden a SRAM equipped bike before, I was wondering how long it would take to get used to the ‘DoubleTap’ system. My fears came to nought as it was a doddle to use and get used to.  Changes from bigger to smaller cogs were quick and direct, and from smaller to bigger…well, they were still crisp (though not as brilliant as the Di2), but being able to change up 4 cogs on the rear was wonderful, especially when that short steep climb came into view.  There was very little free play in the system and, compared to Di2, I felt it was a draw – some better aspects on each were overshadowed by other not quite so good things, but that is being really fussy.

In order to get up my favourite hills in Adelaide, I had to change the cassette as the 11-23 unit supplied with the bike paired with a 53/39 crankset is not something that works for hills unless you are a strong rider. So I swapped in a 12-27 DA cassette, a quick adjustment on the RD, and I was away. There is a chance to specify a different cassette when ordering the bike, but note that the XG level cassette is replaced by the older OG (previous generation Red) cassette when selecting this $99.00 option.

There was only one issue that very nearly caused me to call for a ‘rescue lift’, and that was when an annoying creak started to develop near the top of a long climb on the second ride. It turned out that the crank had worked itself loose!  Fortunately, I was able to coast down the hill and home to properly diagnose the issue. It seems that the main fixing bolt (a 10mm hex bolt) holding the two crank halves together had come loose. This required a big torque wrench (luckily I had one of those) in order to torque it back up to the required 48 – 54Nm. While it shouldn’t have been loose or come loose, the lesson to learn here is to regularly check the bike. Since then, no further issues were encountered and the bolt remained tight.

The other gripe I had was the ridiculously short valve extension on the rear inner tube.  With some dodgy alignment, my floor pump would only just work. A rear puncture after 100km solved that problem and a decent valve stem length tube was inserted. It was a minor thing, but it’s the finer attention to detail that influences the riding experience and enjoyment.

Overall impressions
On my last ride climbing Greenhill Rd on the outskirts of Adelaide, I wondered what sort of category this bike would fall into. Is it a sprinter’s bike with its great responsiveness when powering along? Is it a commuter hack (albeit a schmick one) with its really nice ride and solid level of equipment? Or is it a GC weapon with its climbing and descending ability combined with its light weight?  In reality, it’s all of them and none of them.

After 6 weeks living with the bike (totalling some 21 rides and 37 hours in the saddle, covering 943km and climbing 10,542m), I decided that this bike would be a great long distance/sportive weapon. It has the taller head tube (190mm on the Mezzo compared to 168mm on the Forza Pro) to give a great seating position, the light weight to help conquer those hills at the end of an imperial century ride, and the compliant rear end to reduce the onset of fatigue on those long days in the saddle. Shortish chain stays assist in the crisp steering and make for great descending, meaning that the slog up the hill will be worth it on the other side. All of this is packaged together with a keen price to satisfy even the most budget conscious.

The quality of the finishing kit is such that upgrades are not an instant requirement, but such is the value of the package that reasoned upgrades will add to the appeal.

So is this bike worth the extra $1,200 over the Forza Pro Di2?  It depends on what you want the bike for. If you like climbing and longer rides, definitely. If you have the extra money available, most certainly. And if you just want a great bike at a brilliant price, of course it is!!

If you know me you will know that I am still a keen believer in disc brakes on road bikes and, if I wasn’t so insistent on them, the Mezzo 90 would be hard pressed to stay out of my shed. Because of the excellent value, there are more of these Azzurri’s finding their way onto our roads despite it being a relatively young brand. On a dollar versus output comparison, there isn’t much that comes close. Grab one while you can!!

The Icing on the Cake
Cycling Express also offer the Azzurri Mezzo 90 kitted out with Shimano Di2 for $100 less than with the SRAM RED, which means you can have your cake and eat it too, if you prefer that flavour.

I wonder what the next Azzuri weapon will be? Hopefully I can find out soon and tell you all about it – maybe a Shimano Dura-Ace 9000 – I have the legs and am ready to pedal.

The Azzurri Mezzo 90 is available from Cycling Express and can also be ordered for pickup in partner stores across Australia.

Edit: correction to FSA SL-K which is full carbon & 40 day guarantee which is rare rather than unique.

“There is a large box here in the mail room for you to collect.”

This is always a great moment, and the big box contained the Azzurri Forza Pro Ultegra Di2 from Cycling Express. The Forza is an attractively spec’d and priced bike which gives big brand name bikes, such as Giant, Trek and Specialized, with the same groupset a run for their money.

One thing that struck me while reviewing the spec’s on the Cycling Express website before I got to ride the bike, is that there doesn’t appear to have been any corners cut in order to get a competitive price. Whilst the parts are not all top shelf, they are all well known brands, and the price is very keen indeed.

I received the bike like any online Cycling Express customer would; a large box with a very well packed bike that required some assembly. All I needed was a 3, 4 & 5mm Allen key, a pair of side cutters and a torque wrench (which is an absolute must to ensure that the frame/carbon steerer or components are not damaged during final assembly/adjustment). About 20 minutes later I was ready to ride. A quick spin around the block, a few more adjustments, and I set off for my first ride on the bike.

Another pleasant surprise with the Forza Pro Di2 is that it is a Di2 specific frame where the electric cables all run internally and have very neat frame entry/exit points that really make the configuration 1^st class. The rear brake cable is external, however, running along the underside of the top tube and this spoils the overall look a little, in my opinion.

The bike, without pedals, came in at 8.1kg, which for a ‘Large’ frame is squarely in the middle of the pack. Given that the Ultegra Di2 is not a lightweight groupset, it’s quite respectable. There is certainly scope for those that wish to drop a few more grams and try to get closer to a mid 7kg machine.

Buying a bike online – is it a good or risky option ?
One key aspect to buying a bike online is to ensure that you are comparing the correct frame measurements, as some brands list or measure key aspects differently or fail to show some data. In the case of the Forza Pro Di2, Azzurri size the frame based on the seat tube length, and so the bike that arrived for me was a 53cm which worried me until I checked the geometry chart. Many other brands use the top tube length as the key measurement (which would make this bike a 57cm), so beware before finally placing the order.

The FSA bars, stem and seatpost are all matching kit (the seatpost is carbon wrapped alloy), the Reynolds Solitude wheelset is a known brand with proven quality , the tyres that were fitted to the bike were Vittoria Zaffiro Pros (instead of the listed Rubino Pros) and the saddle is a Prologo, though I’m not sure which model. The groupset is full Ultegra, even down to the chain and cassette.

Based on known measurements from previous bikes and the detailed geometry data from the Cycling Express website, I found that the bike fit quite well and I was able to find a very good position on it quickly.

The ability to order a bike online with several options is unusual and is a very welcome addition. The options include a compact crank (instead of the standard 53/39), different cassette ratios, the choice of 3 other wheelsets and even a handlebar option. This is the only site that I have seen that provides those options at all, let alone with reasonable prices. You can, of course, save money if you do the buy/sell option yourself, but this requires input and effort on your behalf and I’d rather be riding.

Before I talk more about the bike, let me say a few words on Cycling Express. While they are still a young online Aussie bike shop, they are essentially backed by the Azzuri brand. Since their launch they have offered price matching for overseas online shops like Wiggle and Chain Reaction Cycles and have gotten a bit of attention for it. With the Azzuri Forza bike they often run pre-orders with cheaper pricing if you book early enough for a future shipment.

Initial Impressions
The graphics on the bike are bold, but quite restrained in that there are not 40 different Azzurri logos plastered on every tube of the bike. The placement of the ‘Di2’ script in contrasting red adds some more visual depth to the bike and the gloss finish is even and lustrous. The only graphics that spoils it is the “a passion for performance” script near the base of the down tube. Less is more, and they almost pull this off with the Forza Pro Di2.

The whole package not only looks good, but stands out as a well coordinated package (wheels, bars, seat and bar tape). This was confirmed by several envious comments and glances of fellow riders, including a “You lucky bastard” as I finished a weekend ride in the hills. Cue the cheesy grin!

The frame tube profiles are all varied and on the bigger side, giving you some hint as to how this bike will perform. From the top tube that tapers from the broad head tube to seat tube, the down tube that connects to the BB via a large inverted keyhole profile, to the tall and chunky chainstays and the not inconsiderable seat stays, this bike boldly states that it is going to be stiff and will reward input from the rider.

The visible carbon fibre isn’t an obvious weave (Cycling Express list it as a “brand new matte carbon finish”) that you see on many bikes, but it has a wavy, almost washed sand type of appearance that adds depth to the finish.

So, how does it ride ?
Two things immediately struck me on that first ride. The first was that the Prologo saddle was as hard as a rock, despite the words ‘gel’ emblazoned on it (it must mean something different in Italian). The second is that the frame is quite stiff – you know exactly what the road surface beneath you is and how many ants you have managed to flatten. The first issue was quickly dealt with after the ride – my Brooks Team Pro saddle was quickly affixed in readiness for the next ride, and the second would just take some getting used to.

Though I am limited to a short review period of a few weeks, I still got a feeling of the Forza Pro’s characteristics and found that the bike is very direct, communicative and whilst a quick steering bike, is far from nervous or twitchy, even on fast descents with coarse surfaces. The hefty tube profiles (which are partly responsible for the overall bike weight) provide that sense of solidity that inspires the confidence to push that bit harder on descents or keep it in a higher gear and really push on that climb to sprint past your mates. There is no obvious sway or movement in the bottom bracket or rear end and the wheels seem to be flex-free given their lighter weight and low spoke count.

While I’m talking about the wheels, I have to say the Reynolds Solitudes roll very well. Their colour scheme with bold and minimalist decals suit the bike well, and at 1,540 grams and 30mm deep, they are quite a light wheelset for the budget of the bike. Despite their low spoke count, I could detect no appreciable pad rub when hauling my near clydesdale fame out of the saddle, even up 18% inclines. I am impressed by the Reynolds!

But what about the Di2 ?
Cycling Express used this bike as one of their hero models (despite it not being at the top of their model range) when Ultegra Di2 was first released. It certainly worked for them and their advanced shipment orders are still being snapped up. The Forza Pro Di2 is priced significantly lower than many other bigger names with similar specs and Ultegra Di2.

There is no short-cutting on the Forza Pro with lower grade components, such as ‘home brand’ brakes, lower spec chain or cassette. It is the full groupset and, as we have all come to expect of Shimano, it operates perfectly. Almost.

OK, it operates as intended, straight out of the box, and it works brilliantly, especially the front ring changes. In a word, it is fantastic. I’m hooked. The only thing that I find I can’t do is effectively change gears when wearing even medium weight winter gloves, though I am getting used to it. For thick winter gloves, the changes will be a bit of a guessing game, as the differentiation between the up/down buttons is small and their movement range is even less. This is the only gripe that I have about it, and it isn’t a biggie. It is something that you will probably get used to over time, but there is very limited differentiation between the buttons on the levers.

After 4 weeks, over 800km and many, many gear changes, the battery indicator light was still green, showing that a common area of criticism, i.e. running out of battery, is unfounded. It is a quick and simple check to perform, and the reality is that the Di2 battery will require less attention than many high powered headlights in use.

Overall impressions
I found the bike very striking, especially given the price, with the Reynolds Solitude wheelset a standout performer in the components. The only item that I didn’t like in the package was the Prologo saddle, but this is probably one of the most personal items on a bike and no one saddle will suit everyone. The FSA bars, with the combination bend profile and flattened upper area, are really to my taste and I found them very comfortable whether climbing, cruising or bombing downhill.

The bike was equally at home flying along the suburban roads or going for a weekend blast through the Adelaide Hills along the rolling roads, climbing or descending, rough or smooth.

Because of the inherent stiffness of the frame, those that prefer the longer sportive type ride events or less feedback may prefer some 25C tyres and bar tape with more give to provide a better buffer between the road and the rider.

Those that know me also know that I’m a keen believer in disc brakes on road bikes, so if this bike had them I’d have a new bike in the shed. A quick search of the net revealed that other brands are selling similarly spec’d bikes often at a premium of at least $1,000 over the Azzurri. It may not have the kudos of some other brands, but it certainly performs well above its price, and represents excellent value for money.

For $2699 this bike can be yours, and though this is already excellent value, at the time of publishing there is a pre-order for the August 2012 shipment that will save you $200. You can see the specs and pricing on the Azzuri Forza Ultegra Di2 Pro on Cycling Express.

But wait, there’s more …
There is another new Azzurri model that has just been released that I’ll be lucky enough to test soon.  It’s the new Azzurri Mezzo 90, complete with the new 2013 SRAM Red gruppo, Ksyrium Elite wheels, sub-800g frame and total weight of 6.6kg ; all for less than $4k!

I’ll ride it and let you know how it compares to the Forza Pro Di2, and a great shootout it promises to be: the mid-priced Shimano Di2 all-rounder against a lightweight steed with the newest and lightest mechanical groupset yet released.  Is it worth the extra $1,300 ?  Standby…

Whilst the focus has been on discs in CX, there is a growing trend of the next stop being discs on road bikes.  Ever since seeing the Volagi Liscio, and suffering from poor initial braking when riding in the rain with traditional rim brakes (despite fitment of specific wet weather pads), I knew I had to try discs.  My initial foray was fitting a CX fork to a road bike, and then followed that up with my current bike, a 2011 Kona Hionky Inc, which is the test mule for the TRP Parabox.

TRP’s Parabox is a hydraulic disc brake set (395 grams/wheel) with a junction that converts the mechanic cable pull into ‘smooth, powerful’ hydraulic braking. It means that it can work with any roadbike brake lever. The Parabox was unveiled in 2011 however, they have not yet made it across the ditch to Australia where cyclocross is still a very young sport and road cyclists arn’t yet seriously considering disc brakes. Despite my efforts to purchase locally, the importer Adventure Brands simply havn’t been able stock the Parabox, they have had them on order for five months though TRP arn’t delivering.

When I set my mind to getting one, I knew that none were available locally, so looked up the TRP home page (www.trpbrakes.com) and noticed whilst listed, the delivery date was Mid-March.  I widened my search a bit more and found that many other sites were showing the same information… except one. After some deliberation, about 20 minutes, the order was submitted and shipped the next day.

In the back of my mind, before parting with my hard earned cash, I wondered if it was worth waiting for SRAMs Hydraulic Road Disc system due out in August. But I couldn’t wait, and the opportunity was too good to miss, and the bonus of using the discount offer saving me a few dollars off the RRP of (USD) $469 was bonus.

TRP Parabox Quality
The quality of the finish and manufacturing of the kit is faultless. There is a very high level of attention to detail and the quality of the parts used throughout. This extends to the paint finish and the artwork applied which is uniform and clear making it a very visually appealing piece of kit, including the red anodised piston covers on the calliper body.

Design
The TRP Parabox junction is quite a tidy package that is well integrated below the stem and out of harms way, and does not interfere with the hand placement on the bars in any way. It does however rely on 17mm of the steerer tube being available below the stem to fix the mount of the junction box. The bracket is quite stout, and there is no apparent flex in the master cylinder during the operation of the brakes.

One failing point though, is for the Australian configuration of the brakes (the front brake is on the right in Australia, the US and Europe is opposite). The ‘noodles’ that route the cables from the brifter into the master cylinder have to cross over each other, and clash. In order for them to fit properly in the housing, I had to use some of the ‘plasticity’ in the noodles, otherwise they would not fit properly. I managed to get them to fit, but just, and this is not something that an unskilled tinkerer should be doing.

The routing of the cables as they exit the master cylinder is a bit average as they sit right up against the head tube, but at least they are out of harms way.

Installation
Even with taking pictures (for my reference, just in case) and weighing the items that went on and came off, installation for a ride ready state took just over two hours. Note that I did not adjust any of the hose lengths as the fittings/bleed kit is not yet available.

There were no issues in alignment, incompatibility or ill fitting parts. All the bolts and hardware were high quality and spanners/allen keys fitted beautifully. Apart from the excess hose (you will notice I have looped some excess near the seatpost) the system looks like it was meant to be thereand the colours complement my bike nicely.

The weight difference between my Avid BB7 cable-pull disc brake setup that was removed and the TRP Parabox was an increase of 52g, though a few grams will be shaved off once the excess hose is removed.

Performance
In my initial flat ride to ensure that all parts operated well, no bits fell off, slipped or locked so this was a pleasant surprise. The lever feel was initially harder than with the BB7’s, but there was absolutely NO fiddling to get the setup right and and ensure no pad rubbing. Fantastic !

The next task was a gentle hill ride to bed the pads in properly, and then hit the slopes with confidence.

The First 500km
The brakes are now fully bedded in, and they work really well, great modulation (marginally better than cable pull discs) and lever feel. During some hard and fast descents with plenty of brake application, the rotors took some punishment, but the callipers were only slightly warmer to the touch. No squealing, no lever feel change and still 100% of the original braking capacity available as at the start of the descent.

There was a difference in the lever feel between the BB7’s and the TRP installation, however, this was minimal and I adapted quickly.

Issues
Whilst waiting for the Parabox to arrive, my research told me that the hydraulic lines could potentially be too long. Hence I tried to contact the local importer, Adventure Brands and then TRP in the USA to try and source the required components. Adventure Brands have had the Parabox and accessories such as the bleed kit and brake pad on order for some time, though without any certainty on the ETA or price. I then tried TRP in the United States, you can forget emails, only on calling was I able to get any answers.

TRP have a bleed kit which is compatible with all of their hydraulic disc brakes, there are also brake pads and for cutting the hydraulic cable sugget the Jagwire Hydraulic Hose Cutters which are imported by Bike Corp in Australia.

Summary
It’s a great piece of kit that does the job very well for those people that want the latest and greatest. The function is faultless, and aside from the left / right brake layout issue for the Australian standard, it fits in really well and looks the part.

However, it is best suited to those who don’t want to fit cable operated calipers, but want discs on the trusty steed. It is debatable whether it is worth paying the premium price compared with well set up Avid BB7 cable-pull disc brake system. With the SRAM RED Hydrualic disc brakes and rim brakes due out this year I look forward to seeing their price point and whether the TRP Parabox was in hindsight a good purchase or whether I should have waited.

Although the Parabox is not yet available in Australia, to ensure that you have local warranty and easy access to accessories such as the bleedkit and brakepads, it is worth checking first with the importer Adventure Brands (sales@adventurebrands.com.au).

Just Announced – TRP Hywire Di2
At the Taipei International Cycle Show, the biggest OEM bike show – the TRP Hywire has just been released and this builds upon the Parabox however is fully hydraulic and works with both Dura-Ace and Ultegra Di2. Seeing the increased interest in road use, in addition to cyclecross, it has been built with a new brake compound and larger piston for longer downhill braking and heat when road riding. The target retail price is $599 and is planned to be available late 2012 and available on complete bikes earlier.

TRP Brakes Online: www.trpbrakes.com

With a stroke of luck, I was offered a test ride whilst the TdU was in town, and naturally I jumped at the chance.  I’ll admit up front, that as an early adopter, I’m sold on the idea of discs on a road bike. Not only are there uge benefits when riding in inclement weather (they work as if it were dry), they offer brilliant modulation and control that when braking from high speed for a 15 km/hr switchback on your favourite descent, to stopping gently for the next red light.

Anita Johnson is the agent appointed for Australia, and along with her husband, Drew (National Sales Manager of Shimano Australia), they have extensive contacts in the cycling industry, so are well positioned.  In speaking with Drew prior to my ride, many of the World Tour team mechanics, bosses and even some riders have taken the bike for a spin and commented positively, with Drew mentioning “they get it” when it comes to the future of braking on road bikes is discs.  Whilst we may not see them in the World Tour in 2013, wait for them to burst onto the road scene.  The Volagi Liscio is the tip of the iceberg !!

The Bike
The bike that I was lucky enough to test ride was Drew’s personal bike, and with a 57cm frame size it was perfect for me.  It differed only from the standard offering in that it was fitted with Ultegra Di2 with a 53/39 crankset and a corncob 11-21 cassette, a pair of the 6700 Ultegra carbon pedals and bars/saddle to suit Drew.  The tyres fitted were Michelin Pro Optimum in 25C.

It certainly looks better in the flesh than it does in all of the promotional pictures !  The understated graphics are classy, that’s all I need to say.  I strongly believe in the axiom, ‘less is more’, and the Liscio fulfils that well. As the frame is not designed for Di2 (although there are revisions coming to the frame) the installation is not ideal, but the Di2 system works brilliantly. After a brief chat and seat adjustment, I was off.

The Ride
When I learnt of the test ride opportunity, the plan was to head to a great local climb, Greenhill Road (7.3km @ 6.2% with great corners to descend) to test the climbing, handling and then head down to the beach for a latte, and then return.  The standard crankeset and 11-21 cassette meant that, for me, Greeenhill Rd was out, but being desperate to test the bike on a climb and descent, instead I headed to Belair Rd (3.7km @ 5.5%) which is a short sharp climb with some great corners, but also choppy surface.

As I headed out to the climb, I went via a local paved road to see how well the Liscio lived up to it’s name in soaking up the bumps.  The ride was impressive to say the least.  Controlled, smooth yet I knew what I was riding on.  I was loving this bike already.  So when are they arriving in Aus for sale …?

Onto the climb; back down to the 39/20 ratio (I am used to a compact with 12-27, so this was going to be interesting) and off I went.  The bike responded really well and I had some ‘carrots’ up front to spur me on to a fast time.  Despite not being well setup on the bike, I still felt great and very comfortable carving up the hill.  It was getting me up the hill with the same apparent efficiency as my very stiff Cinelli Nuovo SuperCorsa, yet no harshness was evident.  I was getting near the top of the climb and heading for a PB, so I dug a bit deeper and managed to shave of a few more precious seconds.  Was it the bike or was it me ?  A bit of both, as despite the gearing and so-so fit, it felt very comfortable yet precise.  Now, for the descent.

Up into the big chainring, and off I went.  Belair Road is a mixture of well cambered corners with varying speeds and surfaces due to a number of repairs over the years, so at speed, it can be challenging – not a place to let the mind wander.  As I hit the first series of sweepers, I noted just how well the bike turned to where you wanted it to go, and how it kept that line with minimal input, even if bumps and undulations tried to shake you off course.  Even the rough patches in the straights at over 60km/hr that normally shake the bars and have a wobble were merely small bumps in the road.  The discs worked great in hauling me up without a hint of locking, veering or sending me over the bars as many people think they will.  So when are they arriving in Aus for sale …?

A quick ride along the flat to the beach over train lines, road repairs, rough bitumen and man hole covers reinforced the stability and level of absorption in this frame.  It was really a cut above many of the bikes I have ridden.  Another test I do to get an idea of the lateral frame stiffness is to give the bars a ‘wobble’ at speed and see what happens.  The stiffness in this trial was very similar to my Cinelli (made from Columbus UltraFoco steel) so the levels of comfort achieved in this frame are not at the expense of overall control, something that reinforces the cornering stability of this frame.

Finally it was time for a latte, and to admire the bike by the beach against the backdrop of a cloudless blue sky, I had to make a minor adjustment to the HSV slogan, “I just want one… NOW”. Sadly, it was then time to head back to the TdU village and the first thing I could say to Drew on my return was  “So when are they arriving in Aus for sale …?”

Anita and Drew are hard at work in finalising the specs on the bike, with an option of maybe some more Shimano componentry being fitted (calipers and Ice Tech rotors for example) to help them achieve comparable US pricing once GST is applied here.

In Summary
Previously, I was sceptical regarding the Di2, but now having trialled it, it will be on the shopping list, especially when the frame is made compatible for a neat installation. The level of comfort over choppy surfaces, the ‘feel’ of the handling and ability to provide a fast yet stable ride around corners sold me, and that’s before we get to the brakes.  They are the future – it’s as simple as that.  Throw in elegant and understated styling, it is worth the premium that a steed such as this will command over the mass produced bikes that roll out of many of the large suppliers in their thousands.

The bike that this is based on is the Ultegra level model (currently offered in the USA with SRAM Rival, Ultegra and Dura Ace, with the frame module and some wheel options also being available), and with 5 frame sizes from 50cm to 60cm, there is sure to be a size to fit you, visit www.volagi.com for more details.

If you are after a racing bike for crits or that ‘pro look’, whilst the Volagi is capable, this probably isn’t the bike for you.  Bit it does mean it is for everyone else.  For those that love riding for the enjoyment, the thrill of riding in the hills on a cool morning or just being on a bike, soaking up the scenery, pushing that little bit harder up a hill to get a PB, carving up that favourite descent, to a 100km + sportive and arriving with a grin on your face, rather than a grimace. It WILL be my next bike, the only decision is, which colour ?

Likes

• Brilliant handling, ability to make rough roads smoother
• Braking for the 21st century
• Classy and stylish lines

Dislikes :

• The brake calipers need to be black
• Not yet available in Aus (but soon)
• I had to give it back

Many thanks to Anita & Drew Johnson for providing the opportunity to finally ride this bike.

The Volagi website with the model range and options: www.volagi.com