A quicker, lighter and more refined gravel bike that’s versatile enough to be raced, ridden to work, or pedalled around the world.

Seems a pipe dream doesn’t it, but that’s what New Zealand bike brand Chapter 2 seem to have created with their new KAHA race gravel offering.

A frameset-only company, the KAHA is Chapter 2’s second gravel-specific bike after the AO, a more upright and traditional endurance gravel steed. Like its road-focused siblings the RERE, HURU, TOA, TERE and KOKO, the AO and new KAHA showcase the brand’s signature point of difference – stunning attention to detail.

The paintwork and artwork on these bikes needs to be seen to be believed, and although it’s designed for hardcore events like Unbound Gravel, the blue / grey finish on our review KAHA is sublime.

Picking up a KAHA review bike during January’s Tour Down Under, we’d arranged for the test rig to be built up with a SRAM Force AXS 1x drivetrain with a 40T up front and 10/44 cassette. Wheel wise, we selected Black Inc’s Thirty Four carbon gravel wheels and have fitted numerous width tubeless tyres to these fine hoops during the extended test period.

To the saddle and round 27.2mm post, we fitted a carbon post with lightweight frame and saddle clamp along with Fizik’s impressive Vento Argo power-style gravel saddle.

8kg Build With Pedals & Bags

The review bike is also fitted with a new gravel-specific flared one-piece carbon bar and stem from Chapter 2, the MANA GRVL bar. At 330g, and combined with the 1099g frame and 409g fork, helps keep the real build weight down to around 8kgs – that’s with Black Inc Thirty Four gravel wheels and a bottle cage fitted.

That impressive build weight complements the bike’s aero credentials and overall ‘go fast’ look, feel and stance. The KAHA definitely takes aero design cues from its road-oriented siblings the RERE and particularly the KOKO, the race gravel machine featuring subtle sculpting throughout the frame, integrated cabling through the one-piece MANA cockpit and a lean, less is more type overall look.

Tyre and fork wise, there’s space for up to 47mm of rubber on either 650b or 700c wheels. Talking the forks – and just about the entire frameset for that matter – and the bike is absolutely riddled with attachment points for bottle cages, fenders and luggage racks. In fact, we counted 24 of them! This race gravel bike screams versatility and is ready for pretty well any customisation idea or adventure trip you can conjure up.

Downtube Storage

Staying on the storage side, the downtube incorporates a sealed compartment. Flick a small lever alongside the downtube bottle cage, and a removable black hatch can be lifted off. Inside is the included neoprene bag that’s designed to hold a spare tube, tools and / or accessories. The padded nature of the neoprene bag allows for secure storage and protection of the inner frame.

To the underside of the downtube, and there’s a rubberised protective plate to cushion and deflect wayward rocks and gravel. Mounting holes are also fitted to allow the rider to carry a third bottle in that underframe area. To the all-important bottom bracket – with sealing and reliability more critical than ever when it comes to dust and gravel – and the KAHA takes a T47 threaded BB.

To the ride, and more a performance / race platform than its sibling the AO which is more adventure-oriented, this KAHA feels fast from the outset. Like all Chapter 2 framesets, the naming convention follows Maori lines and KAHA translates, quite appropriately, to ‘Power & Strength’.

Taking just one bike on a week-long road and gravel cycling trip is always going to be prefaced with days of decision making. The Kaha made the choices a lot easier, it’s impressive all-round abilities and overall comfort and ‘rideability’ making it a legitimate one-bike solution. 

We took the KAHA to the cycling paradise of Victoria’s High Country. There we rode the bike daily on all manner of surfaces including Mansfield gravel, the picturesque Dartmouth Dam and nearby rough country roads, and on to the silky smooth bitumen of the famed Mt Buffalo and Hotham climbs. Hopping off that high-altitude Hotham bitumen, the bike performed equally well on the high country’s shaley gravel trails.

On steeper and faster descents it tracked well and rolled reassuringly. The flared bars offered a high level of control on the road, particularly on fast and sweeping corners.

Fit 32 or 35mm road tyres, and for a gravel race bike the KAHA climbs surprisingly well. Stomp on the pedals and the 8kg KAHA is quick to respond and accelerates well.

You can feel the stiffness of the bottom bracket and beefiness of both dropped chainstays through the frame. But there’s also a feeling of comfort and compliance through the upper sections and ergonomic carbon bars.

The medium-sized review bike has a 571mm stack, 395mm reach and 72-degree head angle, plus a wheelbase of 1024mm. Stability and overall comfort have been two of the standout points – it’s a well-balanced bike that feels firmly planted on a variety of surfaces.

With fully concealed cabling, the aero handlebar, and a lower front profile, the bike is fast and feels efficient on both road and the wide range of gravel surfaces we’ve used it on.

We are yet to test the bike with narrower more road-specific tyres such as 28 or 30mm. But given the overall feel of the bike with 32, 35 and 40mm tyres on the road, you get the distinct impression the KAHA would be an even more versatile all-rounder with a second wheelset shod with skinnies.

Summing Up

Summing up, and having ridden and tested a very wide range of gravel and all-road bikes over the past few years, Chapter 2’s KAHA certainly stands out from the pack. While the New Zealand-based bike company is far more boutique than a bigger, mainstream brand, Ch2 certainly have a knack for creating world-class bikes. That’s precisely what they have done with the KAHA.

It’s up there as one of the most versatile, comfortable and capable gravel bikes currently available. 

The post Chapter 2 KAHA Tested In Victoria’s High Country  appeared first on Bicycling Australia.

This addition marks Officina Battaglin’s first foray into the endurance road bike realm with a premium frame that grants the smooth ride feel of handmade steel.

The frame design allows for tire sizes up to 35 mm, making it a versatile choice to transition between sealed roads and light gravel.

“For many of us, the sense of freedom that comes with exploring unfamiliar and unbeaten roads is what makes a long ride worthwhile,” said Officina Battaglin’s CEO, Alex Battaglin.

“We designed the Grand Tour to satisfy this craving for exploration,”
Showcasing Officina Battaglin’s renowned ‘cromovelato’ finish, the frame exhibits a reflective and deep surface achieved through meticulous craftsmanship. Offering a choice between two distinctive colour options, red and blue, the Grand Tour allows riders to express their individual style.

Availability and Pricing

In 2023, a limited number of just 50 Grand Tour custom framesets will be made available
worldwide. Each will be custom-made according to the rider’s specific measurements after an individual consultation with Giovanni and Alex Battaglin, ensuring a perfect fit.

To emphasise its exclusivity, every Grand Tour frame will bear a numbered plate brazed to the down tube.

The Grand Tour is exclusively available as a disc-brake version to provide riders with superior control and confidence over rougher paths.

For those seeking the ultimate custom experience, Officina Battaglin offers the option of a fully built Grand Tour, with every component tailored to the owner’s needs and preferences.

The price for a Grand Tour 2023 frameset starts at €4000 (around $AU6580) and includes the following –

1. Custom steel frame built from scratch in the Battaglin workshop;
2. Carbon fork
3. Cromovelato finishing (red or blue)
4. Headset parts
5. Individually numbered plate
6. Deda Superzero carbon seatpost
7. Deda Superzero DCR carbon handlebar;
8. Deda Superbox stem;
9. Front and rear axles
10. Certificate of Authenticity signed by Giovanni Battaglin.

The post Officina Battaglin Unveils Stunning Steel Endurance Bike appeared first on Bicycling Australia.

More than 1,900 exhibitors from 62 countries are exhibiting their products, including Australia’s fair share of brands along with numerous national distributors, industry representatives and cycling enthusiasts.

With thousands of acres of indoor hall space, Eurobike is a veritable candy store of all things bikes and cycling. Gravel and particularly bikepacking are very strongly represented, it’s also heartening to see a lot more road bikes and road-focussed products compared to previous editions of the show.

Among some of the initial highlights is a recent initiative launched by former pros – Time Trial legend Tony Martin and Sprint King (with great hair!) Marcel Kittel. Both young dads, the two riders are focussing on children’s bike segment with their new brand li:on Bikes.

Road Strongly Represented

As touched on above, road cycling is strongly represented at Eurobike ‘23, hall after hall is literally filled with all manner of dream bikes from the world’s largest and smallest manufacturers.

Several new models have made their debut on Day 1 of the show, including the LOOK 795 Blade RS (you can see a video of that on the Bicycling Australia Instagram) and a gravel-specific Merida Endurance 8000 – the green Merida as pictured below.

Bicycling Australia’s ‘Bike Of The Day’ After Day 1 Of Eurobike

Described as a ‘Hyperbike’, the Heaven is a 3D printed titanium that’s designed to be three bikes in one: Road Racing, Gran Fondo and Soft Gravel.

E-Bikes Surging Ahead

E-bikes are clearly the #1 growth area in cycling, and e-bike tech is surging ahead at a rapid pace. Weight reduction is a major trend in e-bike evolution, with many new e-drive systems and frame variants on show.

The 31st Eurobike is open to trade visitors from Wednesday, June 21 to Sunday, June 25, 2023 from 9 a.m. to 6 p.m. Over the weekend there are two festival days with the show open to the public on Saturday and Sunday. For more information visit: www.eurobike.com.

The post Image Gallery: Eurobike 2023 Showcases The Latest Innovations, New Products & Cycling Tech appeared first on Bicycling Australia.

Well, well. Things are getting interesting. Pedal assist systems used to be oh-so-different to standard road bikes. But change is afoot. As the major manufacturers continue to plough investment into the burgeoning micro-mobility market, once obvious areas of disparity such as aesthetics, frame geometry and weight are converging. It’s happening at remarkable pace, too.

There’s no better example than the next-generation Trek Domane+ which for 2023 gets the full SLR treatment. This deceptively sleek machine looks a lot like a standard road bike. It has virtually identical geometry to a standard road bike. It even handles, largely, like a standard road bike. Given the current development trajectory, it seems entirely feasible there will be virtually no outwardly discernible difference between Trek’s conventional and pedal assist models within a couple of years. Of course, this opens up all manner of possibilities, opportunities and questions. Let’s get to some of them.

How close is the Domane+ SLR styling to a conventional road bike?

Far closer than any other pedal assist bike I’ve ridden to date. Spend some time up close with the 2023 Domane+ SLR 7, or simply pick it up, and it’s still obvious enough it’s an e-bike. It does weigh upwards of 12kg after all, which is around 4kg more than the standard Domane SLR 7. The down tube also remains visibly chunkier than conventional Domane models.

Whilst the oversized bottom bracket junction still features the tell-tale cooling ports for the motor. But here’s the thing. View the Domane+ SLR from even just a few metres away, especially from the front or rear, and you’ll be hard pressed to pick it out in a bunch. Over the course of this month-long review, the majority of people I rode with didn’t even notice it had a motor until I told them. At which point they all became quite fascinated.

How does the geometry compare to the standard Domane?

The key measurements for the 2023 Domane+ SLR are almost identical to the standard Domane SLR, which means an almost identical riding position. This is quite an achievement, made largely possible by the switch to an all-new German TQ motor which is considerably more compact than previous iterations, allowing for more normal frame proportions, especially in and around the bottom bracket.

The Domane+ SLR frame is built to Trek’s standard H2 endurance geometry with a taller head tube and longer chain stays for greater comfort and stability. The build also features the same D-shaped seat post, IsoSpeed decoupling system and integrated cable routing as the standard Domane SLR. For me, the only noticeable difference was the Q-factor which, whilst certainly more forgiving than most other pedal-assist road bikes, is still around 16mm wider than my day-to-day roadie. This may not seem like much, but it definitely shifts your knee alignment and I certainly noticed it. (Or, more accurately, my knees and hips did.)

How does it compare to earlier Domane+ models?

The previous Domane+ was good. But the 2023 model is another major leap forward, delivering a package that’s noticeably slimmer and quieter. It’s also the first pedal-assist bike to use Trek’s highest grade 800 Series OCLV carbon for both frame and fork; an upgrade that in tandem with the new motor has helped to shave significant weight from the previous Trek Domane+.

By way of comparison, the original Domane+ tipped the scales at a hefty 17.1kg (56cm), whereas the 2023 model is now just 12.2kg. Still heavy, for sure. But you don’t need a mathematics degree to see this number is coming down all the time.

What motor is Trek using in 2023?

Trek has never been hesitant to flip motor suppliers. In their ongoing quest for e-bike supremacy they have done so again in 2023. This time, the Domane+ SLR features the same TQ HPR50 mid-drive system you’ll find on Trek’s Fuel EXe e-mountain bike.

Whereas most e-bike motors tend to use gears and belts to drive you forward, the German-designed TQ motor instead features a harmonic pin ring transmission discreetly tucked away behind the chain ring. Power wise, the TQ HPR50 system delivers 50Nm of torque which is actually slightly less than the 55Nm offered by the previous Domane+ motor (Fazua Evation). However, at just 1,850g the TQ system is both lighter and smaller, which translates to reductions in overall weight and tube profiles. Importantly, the TQ HPR50 also has fewer moving parts and, according to Trek, is significantly more durable.

Banishing noisy belts and gear teeth to the dustbin also makes it v-e-r-y quiet. Listen closely in the still of the early morning and you can just make out a faint whirring sound. During the day you’ll struggle to hear it at all.

How about the battery?

The Domane+ SLR is powered by a 360Wh Li-ion battery (1,835g) which is integrated directly into the frame. Charging is super simple; you literally just have to plug it in. A full charge takes around two hours. I found the run time pretty good too. On one ride out to Bondi and Watsons Bay I travelled 82km with nearly 1,000m of climbing, and still had 34 per cent charge left. 

On another trip up to Bobbin Head, I covered 65km, again with plenty of climbing, and returned home with 45 per cent of battery still in the tank. Trek says the main 360Wh battery will take you around 100km in eco mode, although this obviously depends on other factors like weight, riding conditions and terrain.

Trek also sells an optional 160Wh range extender battery that can add around 45-50km extra for longer rides. It sits in the seat tube bottle cage and weighs around 900g, not much more than a full bidon. Of course, simply switching the motor off when you don’t really need it should extend battery life, too.

How easy is it to operate?

Incredibly easy. The TQ system is thoroughly intuitive with simple controls accessed via small buttons located on the inside of both hoods. In all, there are three modes providing increasingly higher levels of assistance. Click right to shift up. Click left to shift down. Or hold the left button down to turn the pedal assist off altogether.

What about the drivetrain and other components?

Similar to its non-powered namesake, the SLR 7 sits second in the Domane+ range. The review model was equipped with an impressive array of componentry led by the 12-speed Ultegra R8170 Di2 wireless drivetrain and Praxis 50/34T carbon crankset. As you’d expect from Trek, the finishing kit is Bontrager all the way with Pro Iso-Core handlebar, integrated RCS Pro stem and a very comfortable Verse Short Elite saddle.

The super-versatile Bontrager Aeolus Pro 37 OCLV carbon wheelset fitted with 32mm Bontrager R3 tubeless tyres (maximum tyre size is 40mm without panniers) is another perfect addition. It’s also worth noting the TQ motor system provides real-time power, ride and battery life data via a high-resolution LCD screen integrated into the top tube.

How does it ride?

First things first. This is not a motorbike. The Domane+ SLR uses a pedal assist system where the power assistance is relative to the energy you put through the pedals yourself. This means cadence and gear selection still matters. In fact, learning to master the different gear ratios for different terrain and speeds is probably the single biggest learning curve when you first start riding. Once you get that right, it’s a dream.

Out on the road, the relaxed geometry, extra weight and lower centre of gravity makes it very stable and reassuringly well behaved. On the flip side, it also makes acceleration a little lacklustre. That said, with the pedal assist turned on it still jumps away from a standing start, something that consistently brought a smile to my face.

Handling wise, the Domane+ SLR is smooth and steady, rather than agile and snappy, sweeping confidently through turns whatever the speed, gradient or road surface. With the 28mm tubeless tyre set up on the review model (I was mostly running 65-75psi), I also found it very forgiving over the bumps. The motor engagement is smooth and reasonably subtle; nowhere near as jerky and dramatic as many earlier models of e-bikes. This all makes for a pleasant and seamless riding experience across pretty much any terrain.

Of course, flattening out the hills is clearly the sweet spot for the Domane+ SLR. Yes, you still have to work. But whether it’s a 20km alpine climb or just a 50-metre pinch on your local bunch ride, rest assured you will find yourself smirking when most around you are suffering. On more than one occasion I actually felt a little guilty as I cruised past riders clearly fitter and faster than me under normal riding conditions.

Somewhat paradoxically, the faster Domane+ SLR goes, the more sluggish it becomes. This is because the motor – whilst capable of speeds approaching 45kmh at full power – is limited to a maximum assist speed of 25kmh in Australia. Beyond that it cuts out and you’re on your own with, effectively, just a very heavy road bike.

Who is it for?

It’s the critical question, but also a hard one to answer. Frankly, there are many types of riders who could potentially enjoy this bike. People looking to keep up with their younger and/or fitter mates. Those recovering from – or permanently affected by – injury or illness. Partners of riders who’ve always wanted to tag along but have never had the confidence or fitness to try. Commuters who want a classically-styled road bike that won’t leave them as hot and sweaty when they get to the office each morning.

Committed roadies who want a second bike for gentle rides when they’re looking to rest their legs. Panniers and mudguards can also be fitted, meaning touring and gravel are other genuine options, although battery life and charging logistics could be an issue depending on the route and location.

Are there any drawbacks?

There’s really only one limitation to this fabulous bicycle and that’s the 25kmh motor cut-off mentioned earlier. This, of course, has nothing to do with Trek or the Domane+ per se. It’s a blanket government regulation in Australia that applies to all micromobility devices like e-bikes and e-scooters. Based on my experiences, this will significantly reduce the usefulness of the Domane+ SLR for many road cyclists. Whilst ideal for commutes, cruisy rides and routes where you are predominately pointing upwards, if you’re likely to be travelling for extended periods at upwards of 30kmh on flat to rolling terrain, the extra weight will become a factor. Sure, you could consider turning to the dark arts and get someone to over-ride the speed settings. But in addition to being illegal, you run the very serious risk of voiding any insurance coverage in the event of an accident. Do. Not. Do. It.

Summing Up

The 2023 Domane+ SLR 7 is a remarkable piece of two-wheeled engineering that brings two very different worlds closer together than ever before. Fantastically designed and finished, it’s a brilliant choice for some riders. Yet an absolutely terrible choice for others. As motors, batteries and frame sizes continue to tumble for pedal assist bikes – bringing overall weight and aesthetics ever-nearer to conventional bikes – it offers an exciting glimpse of the future. 

But it also has one very significant Achilles heel, a motor limited to a maximum speed of just 25kmh. Until such time as this limit is raised (and there are no guarantees it will be, of course) bikes like the Domane+ SLR will likely hold only minimal appeal to a sizeable portion of road cyclists in Australia, including many readers of this magazine. Which is a huge shame.  

“…the majority of people I rode with didn’t even notice it had a motor until I told them…”

Quality

Wonderfully designed and finished with top-notch OCLV carbon, TQ motor and high-spec components. This is about as good as pedal assist road bikes get.

Performance

Stable and smooth, the Domane+ SLR is a true endurance machine, as comfortable as it is versatile. The only thing stopping you from riding it all day is the battery range.

Value for money

Yes, $14,490 is a lot of money. But it’s also a fantastic bike that gives you a lot in return. As long as you’re able to ride it regularly, it will likely be worth every dollar.

Overall

The Domane+ SLR is an outstanding pedal assist road bicycle with a significant asterisk. Spend most of your time riding under 25kmh? You will love it. Otherwise, probably best to look elsewhere.

The post Electric Dreams: We Ride The 2023 Trek Domane+ SLR 7 appeared first on Bicycling Australia.

How much is provenance worth? It’s a fundamental, perhaps even existential, question for a bespoke bicycle brand and one I found myself constantly asking during the course of this immensely enjoyable month-long review.

Whilst still not entirely sure I have the answer, I do know the Lemma 2.0 is a sublime carbon road bike with a romance-laden backstory and a price-tag that’s likely to cause plenty of chatter wherever it appears.

Officine Mattio

Translated as ‘Mattio Workshops’ in English, Officine Mattio was founded in the north-western corner of Italy in 2014 by Giovanni Roffarello, who continues to oversee the business as CEO. 

At a time when so many European cycling brands are opting to manufacture and/or assemble their bikes offshore, Officine Mattio is swimming patriotically against the tide. From the in-house design and production of their custom frames and wheelsets to painting and hand-assembly, almost everything about these beautiful bikes happens within the picturesque Piedmont region, not far from the French-Italian border.

The result is a small but hugely impressive stable of hand-crafted bicycles that can fly the Italian flag with an entirely clear conscience. They’re pretty much as Italian as you can get.

Headlining the Officine Mattio range in 2023 is the Lemma 2.0. Named after the local alpine climb where Roffarello himself tested early prototypes, the Lemma was the very first frame released by Officine Mattio back in 2015. Eight years on, it’s now entered its second generation. Officine Mattio refers to the Lemma 2.0 as an “agile integrated bike”. Others have labelled it an “aero all-rounder”. I’d simply call it one of the most beautifully-balanced road bikes I’ve ever had the good fortune to ride.

Styling

Some bikes really scream out for your attention. The Lemma 2.0 isn’t one of them, especially not with the raw carbon matt finish of the review model that arrived on my doorstep just before Christmas.

There’s a calm and understated confidence about the styling, delivering a reasonably traditional silhouette with few overt flourishes or gimmicks. The design team have really opted for substance over style here; an approach that gets a big tick from me.

This isn’t to say there isn’t much to talk about. Closer inspection of the Lemma 2.0 frame reveals some reasonably chunky tube profiles coupled with more subtle airfoil shaping on the forks, down tube and top tube, as well as dropped seat stays. With internal hose routing, wireless shifting and an elegant two-piece Deda cockpit, the lines are clean and unobstructed.

The slender round seat post is adjusted with a discrete tightening bolt under the top tube, rejecting the more angular and/or integrated bespoke seat posts seen on many contemporary aero framesets, delivering a more conventional aesthetic whilst also aiding in vibration damping.

When it comes to livery, the Lemma 2.0 frame officially comes in three standard colourways. However, given Officine Mattio’s online configurator allows you to customise pretty much every facet of the build should you wish – including the frame colour, graphics and logo decals, all of which are finished at Officine Mattio’s dedicated coating facility – there’s actually a kaleidoscope of combinations to choose from, so feel free to express yourself.

Geometry

There’s more than a hint of aero design at play in the Lemma 2.0. But this is no hardcore racing beast in the way it looks, or performs. Yes, the geometry is more aggressive than a typical endurance or climbing bike.

But with a slightly longer headtube and wheelbase, coupled with more generous stack and standover, it’s a little less compact, offering a more relaxed riding position than a pure aero build. Theory suggests this should make it a more versatile all-round riding choice and, as we’ll get to in a moment, that was certainly my real-world experience.

Weight

Just looking at it, you can tell the Lemma 2.0 is no wafer-thin supermodel. But nor is it a weight-laden leviathan. Unpainted, the Medium-sized frameset tips the scales at a respectable enough 900 grams. The complete review bike with bottle cages and pedals weighed in at 8.65kg.

Whilst certainly not light, a significant chunk of this can be attributed to the excellent-but-hefty (and largely alloy) SRAM Rival AXS groupset which weighs over 3kg alone. If your budget can stretch to include a higher spec groupset, you’ll instantly shave upwards of 600 grams.

Frameset

Whilst it may not quite be a Da Vinci or Michelangelo, the Lemma 2.0 frameset is indeed a work of Italian art. Hand-crafted from TORAYCA high performance carbon yarns, Officine Mattio uses a proprietary tube-to-tube process called IWS (Internal Wrap System).

Rather than conventional processes where each tube is bonded together in a jig before being wrapped, bagged, pressurised and heated from the outside, the Lemma 2.0 frame is created with precisely controlled temperatures and high forming internal pressure that presses the carbon out towards the mould.

Instead of having clear joins between each tube, this allows the carbon fibre to run uncut through the junctions on the Lemma 2.0 frame, reaching deep into each tube section.

The result is a beautifully consistent structure with the enviable strength and streamlining qualities of monocoque moulding, whilst also allowing full custom frame geometry – a key point of difference for Officine Mattio. It’s a genuinely bespoke approach with plenty of benefits to riders, especially those with unique geometry requirements, albeit at a price.

Tech & Components

With the groupset an obvious exception – SRAM, Shimano and Campagnolo options are all available– every other element of the Lemma 2.0 is hand-crafted without leaving the Piedmont region of Italy. The exact specs of the review bike are listed at the end of this article. However, they’re almost irrelevant because everything is assembled to order.

Using the configurator on the Officine Mattio website, you can tinker away to your heart’s content, tailoring everything from your preferred tube dimensions, braking system, groupset, stem and power meter to your wheels, hubs, tyres, saddle, colourways and even bar tape. It really is a case of choose your own adventure.

Wheelset

For this review the Lemma 2.0 came fitted with Officine Mattio’s excellent in-house tubeless-ready carbon wheelset, Quaranta CS. These wonderfully versatile 37mm hoops tip the scales at 1,496 grams and boast carbon spokes (24/24), internal brass nipples and measure 19mm/24mm (internal/external rim width).

The aluminium alloy hubs feature silky smooth CeramicSpeed bearings and are produced exclusively for Officine Mattio by global bearings giant, SKF, in nearby Airasca on the outskirts of Turin. The review rims were fitted with 28mm Vittoria Corsa Graphene 2.0 clinchers. Again, there are numerous wheelset, hub and tyre options available. Maximum tyre clearance is 35mm.

On the road

Quite simply, the Lemma 2.0 is a dream to ride. Equally at home on the flat or the hills, damp or dry, smooth tarmac or corrugated rural lanes, it took everything in its stride and was more than adept at dealing with the bumps that inevitably await on Australian roads. With minimal lateral flex, I found the ride quality was reassuringly firm, stable and controlled, accompanied by solid power transfer and just the right amount of road feedback. Not too much, not too little. Goldilocks would no doubt approve.

The Lemma 2.0 was also extremely comfortable to ride, even over a pair of heavily-undulating 100km+ rides, something I’d attribute to a combination of the more relaxed frame geometry, forgiving rear section/seat post and cushiony 28mm tyres (clinchers). Install tubeless tyres at larger sizes and lower pressures and the suppleness of the ride will no doubt be even more pronounced.

Handling was first-class across the board and, overall, I found the Lemma 2.0 very intuitive and easy to ride. It does exactly what you ask it to do and with few quirks I instantly felt very relaxed in the saddle, as if I’d owned it for years.

Whilst more of an all-rounder than an out-and-out speed machine, it’s certainly slick enough for the majority of us mere mortals – even more so should you opt for larger gearing (the review bike was fitted with a 48/35 compact chainring) – and wouldn’t be out of place in a paceline or club criterium, delivering an excellent balance between refinement, robustness and responsiveness.

Overall

In an age of carbon ubiquity, the Officine Mattio Lemma 2.0 is a breath of fresh Italian alpine air. Richly versatile and almost endlessly customisable, it’s a magnificent artisan road bike with an equally wonderful story. It’s truly fabulous to ride. However, you certainly do pay for the privilege. Some will feel it’s absolutely worth every dollar. Others less so. Ultimately, where you sit on this fundamental issue will heavily sway your view on what is undoubtedly a spectacular handmade machine. 

Summing Up

Quality

A handmade Italian carbon frameset of the highest calibre. You get to specify the exact level of components that come with it too – so if you’re not happy, look in the mirror.

Performance

Fast enough and firm enough. Yet still surprisingly comfortable. Beautifully balanced handling. As adept on the local crit track as it is touring far-flung country roads.

Value

$13,990 for a bike with a third-tier groupset will likely be a stretch for many – and it’s closer to $20,000 for top-of-the range components. How much is provenance worth to you?

Overall

Hand-crafted in Italy and fully customisable, the Lemma 2.0 is superb. It’s not for the masses, but rather those who appreciate the finer details and want something genuinely different – and are willing to pay for it.

The post Italian Superbike Anyone? We Ride The Officine Mattio Lemma 2.0  appeared first on Bicycling Australia.

Re-entering the Mountain Bike sector, the new Dogma XC is light years ahead of Pinarello’s XT classic the Antelao.

Devised primarily for their allround star riders’ Pauline Ferrand-Prévot and Tom Pidcock to race the UCI XC World Cup, it’s a full suspension cross country development bike.

The Dogma will feature up to 120mm of front travel and up to 100mm of rear, with two different rear shock options available.

Overall weight and price have not yet been announced, and the bike is scheduled to be available to the public in March 2024.

Pinarello began developing the bike in autumn 2022 and underwent an intense period of testing with Ferrand-Prévot, Pidcock and the INEOS Grenadiers’ technical team. The company say the result is ‘a bike which performs to the highest level, supporting both riders when they’re out there racing and putting in their best performances during UCI Cross-country World Cups, UCI Mountain Bike World Championships, and ultimately whilst working towards the 2024 Olympic Games in Paris.’

Already a proven race winner with Ferrand-Prévot taking victory on the bike’s debut in the recent French Cup and Pidcock claiming victory in last weekend’s Swiss Cup, further testing will take place throughout 2023 with both riders continuing to be heavily involved in its development.

The Dogma XC will be available commercially in March 2024 and there is a second, front suspension frame also being developed to meet the demands of other World Cup circuits. 

Key Features Include

The post And Now For Something Completely Different From Pinarello appeared first on Bicycling Australia.

That’s how BMC sum up the sky blue beauty we’ve recently been putting through its paces. And they’re spot on! A fun, rewarding and inspiring bike to ride, as the weeks ticked by we dreaded the inevitable “we need it back” call from BMC.

The Swiss brand’s successor to the popular GF01, the Roadmachine X definitely picks up where that award-winning endurance platform left off.

Starting up front, the bike is delivered with WTB 32mm tyres on BMC’s in-house CRD 321 carbon wheels. There’s good news and bad news here, first to the wheels (Clincher Road Discs), and they are top class, particularly given the price point of the overall bike – $8,499. The wheels are 35mm deep with a 28mm outer width and 21mm inner. While ideally we would have liked to see them 3 or 4mm wider internally, they are tubeless-ready, ride very well and pack a respectable weight of 1580g.

And that bad news? In our opinion the 32mm WTB tyres let the build down. Yes, they did the job and no, didn’t puncture during testing, but they lacked feel, comfort and ‘souplesse’ of many other latter day tyres. Our tip – buy the bike, upgrade the tyres, and transform the ride.

Talking tyres and fork / rear triangle real estate, there’s plenty of available space. BMC recommend up to 33mm of rubber with the RMX – with the 21mm internal width of the wheels you should be able to quite easily fit 34mm and possibly even some 35s. In more of a pure road mood? We enjoyed a ride with 30mm Schwalbes, and it would absolutely hum with 28mm Pro Ones.

Next to the front fork and stealth fighter-looking geometry and angles, the ‘X’ has a bold, purposeful, practical and modern look. We like the grey-painted inset on the side of the fork, the 72 degree head angle, and the abrupt aesthetics of the trailing angle.

Clean cockpit

Tested in the ‘One’ model, our review bike had BMC’s RAB 02 Alloy Ergo 42cm handlebar. Finished in a neat and stealthy matt black, the bar weighed 325g and proved to be comfortable and perfectly suited to the build. 

The bar is secured to the stem via a very neat two-bolt bracket system – this looks great, was simple to adjust and is an impressive inclusion. The bike is also shipped with a handy stem insert that allows the rider to fit a GoPro style bracket or other accessory mount. Yes, it’s the little things that often make a difference. 

To the stem itself, and this is where things get very interesting. In a collaboration with RedShift, the BMC-branded ICS MTT suspension stem offers up to 20mm of cushioned up/down movement. This is tunable thanks to several interchangeable (and coloured) elastomers that allow the rider to soften or firm up the ride. 

How does the springy stem feel? Well at factory settings it’s not as bouncy as you may think – you really have to push on the bars to see the movement. But bike riding is surprisingly harsh, and particularly on the wrists on rough roads! 

During testing the absorption and comfort qualities were obvious. The stem has a claimed weight of 330g, around twice the weight of a standard stem. But, in our opinion, that extra 150 or so grams is a small price to pay for the comfort and benefits of this impressive inclusion.

The frameset alone weighs 900 grams and is a (very similar) variant of the Roadmachine 01. It features BMC’s same premium carbon as its siblings, and boils down to being an extension of the Roadmachine range. Similar to the aggressively styled fork, the frameset has all sorts of angles going on and looks both fabulous and futuristic.

“… not designed for pure climbing or pure gravel, but the Roadmachine X seems very happy to cover multiple roles very capably…”

D-Shaped Seatpost

A D-shaped oval front, flat backed seatpost is used, it has a standard angle of 74.2-degrees along with a neat rubber cover to conceal the tensioner. No annoying seatpost slippage occurred during the test – in fact the whole rig remained as tight as a drum during our two months with the bike.

Gearing and groupset wise, and BMC have fitted the RMX range with a 1x 44T chainring and wide-spaced SRAM 10-44T cassettes. Using the bike on road, smooth trails and light gravel, the ease and efficiency of the 1x shone through. At no time were we wishing for higher or lower gearing, the simple system performed admirably and offered correct cadence for all occasions. 

The groupo is SRAM’s XPLR gravel-specific offering, and that in itself shows BMC’s reasoning behind the RMX. It’s not quite a quiver killer, not designed for pure climbing or pure gravel, but the Roadmachine X seems very happy to cover multiple roles very capably. We particularly enjoyed various mixed-surface rides that took in road, footpath, bike path, trails and light gravel. 

Comfort For Days

True to its aforementioned GF01 roots, the geometry is neither race nor upright, but a comfortable and efficient mix of the two. After one particularly memorable Saturday morning ride, the bike felt like it just wanted to keep on rolling. Taking the cue, we diverted left while heading home and added an extra 20 or so kilometres to the ride. Despite the extra climbing, and building heat, it was a memorable extension to the ride … the Roadmachine X is the type of bike we’d very happily pedal all day.  

Summing up

A true all-roader and all-rounder, the Roadmachine X wouldn’t be out of place in a bunch ride, light gravel ride, or weekend esplanade cruise with the kids. With clean and stylish lines and geometry it’s modern, on trend and looks great.  

Finish

Paint, graphics and logos were superb, we particularly like the look of the bike in the blue colour. The downtube decals are simple, subtle, stylish. No brashness or boldness needed here  – the Roadmachine X lets its all-round abilities do the talking. The paintwork is superb and looks particularly good in bright sunlight! It certainly is an eye-catching bike with a top-quality finish. 

Value For Money

At the RRP of $8,499, and fitted with carbon wheels, a very impressive frame, the suspension stem and SRAM AXS groupset, the value stacks up. With many retail bike outlets overstocked these days, we’d suggest shopping around – you may even find it cheaper!

Overall

This bike is a lot of fun and a pleasure to ride. It’s incredibly versatile and we found it particularly convenient and capable when riding heavy-trafficked urban areas. The ability to bunnyhop the bitumen and power across parks, to tear along trails then pop back onto paths – the bike opens up opportunities and loves to be ridden.

RRP $8,499

More at your local BMC dealer.

The post Tested: BMC’s Roadmachine X  appeared first on Bicycling Australia.

Of the four winds, a southerly change is typically the least welcome. And not just by cyclists, but sailors and no doubt many other outdoors types as well. Southerlies can be strong, can often carry rain, usually hit hard, and deliver sudden and noticeable change. 

Southerlies tend to stand out from the pack, so far as the weather goes, being the antithesis of a warm and welcome northerly, a refreshing easterly or sea-calming westerly. Southerlies are bold, brash and forthright … they have purpose and mean business. 

Much like the Ostro from bike company Factor, a model indeed named after southerly winds. “Ostro is the traditional name of a southerly wind in the Mediterranean, especially the Adriatic. Its name is derived from the Latin name ‘Auster’, which also meant southerly and is part of the etymology of Australia.”

Well, there you go.

Bold, lively, spirited and strong, and much like its aero road oriented sibling, the Ostro Gravel we are reviewing here is a no-nonsense machine. From the moment the Factor box was ripped open, and we took that first glimpse of the partially assembled bike, it was clearly obvious this is a purpose-built bike that means serious business. 

Fully assembled and finished off by Michael at local bike shop Cycle Spot in Mona Vale, the bike was raring to go and almost screaming “take me somewhere special”. Clearly impressed with such a thoroughbred gravel race bike, Michael agreed Factor had stopped at nothing with the design, build and delivery of their premium gravel offering.

The bike features a 900g aero optimised frame and a ‘wide stance’ fork for gravel tyres of up to 45mm. The weight of the fork is stated at 450g, however, this is the uncut weight, and it was the longest uncut fork we’ve ever seen. There’s Black Inc’s full carbon integrated bar and stem, a stealthy looking flared cockpit that provides exemplary handling and control, and looks like something out of a stealth fighter.

The bottom of the bars are 3cm wider than the tops. A serious top-shelf offering, Factor seem to have thought of everything with the delivery of the full bike. In the packaging, there was an integrated GPS / computer mount that attaches under the bars with 2 x hex screws. A second mount, this one suitable for a GoPro action camera, is also included.

Wheel-wise, Black Inc 34mm carbon gravel hoops are standard equipment, these have a 25mm internal width to allow bigger tyres to have a fuller and ultimately more aero and efficient shape. Oh, and these wheels also feature top-of-class Ceramic Speed hubs and bearings for maximum efficiency and minimal energy loss.

Talking Ceramic Speed, they also provide the headset bearings, and the bottom bracket which is the T47 standard threaded for better security and easier maintenance. Also on the BB, the outside alloy cups are anodised blue – these stand out from the frame, ooze class and quality, and look great.

To the seat post, and true to the bike’s roots and race objectives, it’s D-shaped and seamlessly integrated into the seat tube. Seat tube security – or preventing the dreaded mid-ride slippage – can be an issue with gravel bikes and this is something Factor seem to have taken into account.

The seat tube tensioner/locking plate is a lot bigger than we’ve seen on other bikes – there was absolutely no slip during our testing and it’s great to see    this very annoying issue has been addressed.

The bike was supplied with a high-end Selle Italia SLR lightweight saddle. This, and the generous perineal cutout, proved exceptionally comfortable during the review and is a very impressive saddle. 

Finally, the bike is delivered with 40mm Goodyear Connector gravel tyres. These are definitely not one of the more common or popular gravel tyre choices, and initial thoughts were to swap them out to tried and tested Schwalbe’s, Challenges, or Panaracers. We tested the bike on a mix of several of those tyres and can report the Goodyear’s rated highly – the gravel tyre space is hotly contested these days!

To the ride, and a bike with the pedigree and design intentions of the Ostro needs to be ridden on some serious gravel. One of modern Australia’s first regional roads was the dream destination. Heading north on the convict-built Great Northern Road near Wisemans Ferry, the bike felt at home on the hard-packed dirt and smooth gravel. 

The frame is phenomenally stiff and power transfer is very direct, push on the pedals and the bike immediately responds. That said, the ride can be surprisingly smooth and forgiving providing you get the tyre pressures right and find the perfect balance between rider weight and the terrain you are tackling. The 40mm Goodyear’s have a lot to do with shock absorption and smoothing out the bumps – work out optimum pressure on each given ride and you’ll have an absolute blast.

An Out-And-Out Race Bike

But make no mistake, this is an out-and-out race bike with performance the key priority. It’s a frame that feels very well thought out and a geometry and carbon layup that’s received an enormous amount of research and development.

Factor say the frame and component prototypes were subject to aerospace engineering, extensive computational fluid dynamics and wind tunnel testing. Having ridden and spent time with all manner of gravel bikes over the past four or five years, the Ostro certainly stands out as ‘peak Gravel race’. 

The bike comes standard with SRAM Red eTap AXS XPLR – with a 44T chainring, power meter, and 10-44T cassette. This felt well suited. It offered 440 per cent of range with perfect gaps between gears, silky smooth changes, and full use of the ratios. The gearing suited surprisingly well on the road as well – invest in a second set of wheels with say 32 or 34, of rubber, and you’ve also got yourself a very capable all-road machine.

Back to the ride, and the Ostro teases, tantalises and encourages the rider to push harder. Returning south along Great Northern Road, enjoying a gentle descent, slight tailwind, and a smooth lane of gravel, the bike was humming along beautifully.

To cut a long and painful story short, I crashed it heavily and the Ostro cartwheeled several times across the rough surface. The bike copped a considerable beating but seemed to take the abuse in its stride. It all checked out OK, and was ready for more.

In retrospect, the fast riding, that memorable crash, and the past few months of hardcore use have absolutely proven the Ostro’s mettle. Just like a strong southerly change, the Ostro Gravel is shipped with clout and gravitas. It has purpose, authority and is uncompromising. It’s little wonder the Ostro Grave is widely considered the cutting-edge gravel bike of the moment. 

Want one? We’d suggest visiting The Factor Website to find out more

The post One Fast Factor: We Ride The Ostro Gravel Race appeared first on Bicycling Australia.

Called the Buffalo bike and named after the tough African animal, this durable steed is ideal for the job it’s called upon to perform. It’s the flagship of the charity, World Bicycle Relief (WBR), that was founded in 2005 by FK Day (Founder of SRAM) and Leah Missbach Day following the Indian Ocean tsunami.

While meeting with aid groups on the ground in Sri Lanka, the Days realised the potential value a bicycle distribution program could provide. With support from SRAM and other industry leaders, FK and Leah launched WBR, and delivered over 24,000 bicycles to displaced survivors in Sri Lanka, providing access to education, healthcare, and livelihoods while reconnecting entire communities.

For most people in the developed world like Australia, a bicycle is recreational. But for many in developing countries, it is an inexpensive, sustainable form of mobility, that can mean the difference between seeing a doctor, getting to school, or making a living – or not.

WBR developed the Buffalo bike as its own sturdy bicycle to handle the rough, punishing conditions, and the bikes we ride for leisure are unsuitable.

The Bike

The Buffalo Bicycle is engineered for heavy loads, long distances, and rugged terrain, using high-quality parts and materials designed specifically to meet riders’ needs.

Unsurprisingly, it’s quite heavy but it provides a smooth ride, particularly on bitumen roads in suburban Sydney. I rode it around my suburb including a couple of trips to the local supermarket and other localities. Being a single-speed, I was reluctant to tackle any steep hills but a gentle incline was no issue.

The ride position is very upright so it feels vastly different from the road bike I’m used to riding, but it has an indestructible persona that you don’t get when riding a lighter bike. I found the back-pedal brake a challenge, after riding a bike with hand-operated brakes, it seemed like a throwback to my childhood.

But unlike my road bike, the Buffalo is built for simplicity and low maintenance.

The bikes are manufactured by Giant in Taiwan, with all bicycles assembled locally. WBR employs more than 50 assemblers globally, to build and deliver the rugged bikes.

Let’s start with the drivetrain. It’s a single-speed with heavy-duty cranks and chain. It has a coaster (back-pedal) internal-hub brake making it robust and easily serviced. The bottom bracket (we all love to talk about bottom brackets, particularly with ceramic bearings!) has caged bearings with a heat-treated, hardened spindle.

The frame and fork are built to carry heavy loads which might be several people at once or loads of cargo. The rear rack is designed to carry 100 kg! – although I didn’t get anywhere near that weight for my test ride. I have visited Rwanda, a country in central Africa where WBR has previously operated and seen first-hand the large amount of cargo many people carry on their bikes. They often don’t ride the bike, instead, it is so loaded up with cargo that the rider pushes it along the road instead!

WBR tells me that the Buffalo is tested to be ten times stronger than traditional bikes. The frame is heavy-gauge steel that is TIG-welded and comes in only one size to fit most riders. I’m just 160 cm in height and I rode it with ease. The whole bike is designed to be compatible with common spare parts.

“…I have visited Rwanda where WBR has previously operated and seen first-hand the large amount of cargo many people carry on their bikes…”

The frame is complemented by heavy-duty steel rims with, stainless steel spokes, and puncture-resistant nylon casing, long-wear tyres. I rode it without fear of getting a puncture on my local streets. I figured if the bike can be ridden over rough dirt roads in Africa, it could easily sustain my local pot-holed streets.

The model I tested also included a front brake operated by a lever on the handlebars. WBR explained that this is a recent addition to the bike which has been included after feedback from riders. As mentioned earlier, many Buffalo bike owners use the bike to carry cargo and push it rather than ride, and a hand-operated brake ensures they can slow down a little easier.

Finally, the Buffalo has a comfortable durable seat (no Lycra padding required), an easily adjusted steel seat post, flat pedals with forged axles, steel fenders, and heavy-duty chain guard. It also has a locking, spring-loaded stand at the rear which makes it very easy to keep the bike stable when you’re not riding and to load up.

The Charity

An integral part of WBR’s program is the 2,600-plus trained field mechanics who ensure that riders have regular access to quality maintenance and spare parts. The charity also operates more than 50 local retail shops, where people can purchase spare parts and invest in a Buffalo Bicycle.

WBR works with companies, governments, collaborators, and competitors to scale the availability of quality bicycles, especially for women and girls. Its short-term goal is to distribute one million bicycles and to empower five million people by 2025. The long-term vision is to inspire all sectors to address the transportation needs of nearly one billion people who lack access to all-weather roads and transport.

WBR is currently operating in Colombia, Kenya, Malawi, Zambia and Zimbabwe, and since 2005 has delivered programs in more than 15 countries in Asia, Africa and the Americas.

Can I buy one?

Not exactly. While a Buffalo bike costs around $200, they are not typically for sale to the general public. What you can do is buy one for somebody else – a person or group of people in serious need of transport for a myriad of life-changing reasons. For more on how you can help WBR email au@worldbicyclerelief.org Or visit https://worldbicyclerelief.org/australia-office/ 

Several features have contributed to the success of World Bicycle Relief’s Buffalo bike including the 100kg payload, the sturdy and simple build, back-pedal brakes and the tool kit – a shifting spanner.

The Bottom Line

• The Buffalo bike weighs 23 kg

• 635,478 Buffalo Bicycles have been distributed

• $215 pays for the cost of a Buffalo bike

• 2,680 mechanics trained

• 50 Buffalo bicycle shops have been established

The post Ridden & Reviewed: World Bicycle Relief’s Buffalo Bike appeared first on Bicycling Australia.

The fifth edition of the popular event held at Melbourne’s Seaworks Maritime Precinct, 82 Nelson Pl Williamstown, this year’s Handmade Bicycle Show will be held from Friday June 2 to Sunday June 4.

The show will feature many of the world’s finest bespoke bicycle, component and apparel brands with well over 50 exhibitors expected to be in attendance. 

Organisers have released an event schedule that includes –

FRIDAY SESSION; OPENING NIGHT
(Limited tickets available)
Receive a complimentary beer or wine on arrival  (18yo+)
(Non-alcoholic options available)
4:30pm – 9:30pm Friday, 2 June 2023
$35 / $25 (Conc.)

SATURDAY SESSION
10am – 5pm Saturday, 3 June 2023
$25 / $15 (Conc.)

SUNDAY SESSION
10am – 4pm Sunday, 4 June 2023
$25 / $15 (Conc.)

3-DAY EVENT PASS
$60 / $40 (Conc.)

Children 0-12 inclusive are free.
A ‘KIDS’ ZONE’ with children’s toys and activities will be available for both Saturday & Sunday Sessions.

TICKETS

Tickets are available online now via https://www.eventbrite.com.au/e/handmade-bicycle-show-australia-2023-tickets-524241760217

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