National cycle to work day, September 12th 2013.

Cycle To Work Day is a national event championed by multi gold medal winning Paralympic cyclist Dame Sarah Storey. It has one simple aim, to get as many people as possible to ride to work on Thursday the 12th September.

We think this is a great idea and fully support it. In fact all Cycle Centre Staff will be doing their bit and riding into work that day too.

Check out the Cycle To Work Day website

And their Facebook Page and give them your support too.

If you happened to be thinking about getting a bike for your commute to work, then pop into the Cycle Centre and our experienced team will be delighted to advise you.

Trek’s 2014 bikes – sneak peek Part 3

It’s time for the final look at what tasty treats Trek will be bringing out for your shopping pleasure. Unleash the Trade Show Ninja…

The entry level One series is going to be hugely popular

If you have been inspired by Chris Froome’s performance in Le Tour or our British Olympic cyclists last year and want to get into road cycling without spending a huge amount of cash, then the 2014 One Series range should be perfect.

Top of the aluminium Domane range.

The innovative Domane is now available in aluminium and priced to compete against the all conquering Giant Defy 1. We expect our own Family Bike Guy will be keen to test this one!

Gorgeous 4 series carbon Domane

If you have a bit more cash to spend on your first road bike then the carbon Domane frame will suit more than most. The clever frame soaks up a lot of the vibration and bumps that many new roadies struggle with.

Competitively priced road racers from Trek

The Madone aluminium range, featuring advanced frame technology on entry level models. Mid-range pricing at around £1000.

Carbon Madone from £1500

The fun starts right here with a mid-spec carbon Madone from £1500, for those riders looking for race geometry and carbon tech. The OCLV rides like a dream apparently!

Trek shows off the top spec Madone in team colours

All of Trek’s suspension tech in one awesome MTB

If off-roading is more your thing then this should do nicely!

XC Hardtails from £900

If a hardtail MTB is more your cup of tea then the 26″ XC MTB range is worth a look.

Trek have also updated the clothing and accessory ranges – here’s a few spy shots to wet your appetite.

Something for everyone!

New kit to match your new Trek bike?

Roadie or MTB, Bontrager have new gloves to suit

Gorgeous range of wheels from Bontrager, including a lovely selection of aeros

Looking for a bar upgrade? Bontrager have it covered.

Trek bring city bikes back for 2014

Practical bikes from Trek.

Frame innovation even in the city bike range

Saving the best (and most expensive) for last. The Trek Project One. A complete custom bike, in road or MTB guise. For those with no budget limit!

complete custom build now available for MTB

The glorious Project One. Behold the paint jobs!

It might look like torture but if you want a custom Project One this will make sure it’s perfect.

 

 

 

Trek’s 2014 bikes – sneak preview part 2

Continuing on from the last post, our ninja spy shares some more of his Trek trade show highlights.

Trek bring entry level womens road bikes to the range

Cycling is the fastest growing sport in the UK right now. So it was nice to see Trek taking entry level road bikes for women seriously. These are going to be very popular!

Carbon frames for women

There’s even a range of carbon versions for those ladies taking their cycling a bit more seriously. This end of the range even includes the trick Domane frame design.

Time Trial from Trek

The business end of the Speed Concept

2014 Speed Concept cockpit showing headset design with integrated aerobars

Affordable cyclocross bikes from Trek

The two Crossrip bikes were some of our best selling 2013 bikes. So it’s good to see that Trek have kept them in the 2014 line. The new Shimano Claris group set appears on the first model and a lovely new paint job differentiates the 2014 Elite from the 2013 model. Both still feature great cable disc brakes, suicide brakes and an all-rounder frame.

There’ll be more spy photos from the trade show ninja in our next blog post, coming soon to a browser near you!

Trek’s 2014 bikes – sneak preview part 1

Now is the time of year when we all start to get a bit excited; because we love bikes so much that when details of next years models begin to reach us we just can’t help it! It happens every year and yet we still crowd round a new catalogue making odd noises and pointing a lot.

The first of our major brands to unveil their new 2014 line was Trek. We dispatched our Allan to the Trek World trade show at Silverstone recently to see what was what. He packed his nina suit and stealth camera to capture some sneaky teaser shots for us and we thought it would be nice to share a few with you.

The Show

Allan makes his way into the trade show via a skylight and ninja rope.

We asked Allan to tell us which bikes impressed him most. Top of his list was the new X-Caliber 29er MTB range. Here’s a few spy shots.

Awesome 29ers from Trek soon to be on show at the Cycle Centre

Nice colours through out the range. Ninja approval rating is high!

The X-Caliber range is going to offer bikes from around £400 to over £1000, which will provide a great range of choice and really make the 29er MTB accessible to everyone.

Trek have incorporated the brake calliper in such a way that it adds stiffness with no additional wielding or weight.

Trek are continuing to push frame design and innovation.

Top tube is flush with head tube = looks lovely. All thanks to clever wielding tech. This adds strength whilst keeping stack height to a minimum.

Our ninja spy also loved this fearsome looking beast –

This is the Farley Adventure bike. Equipped with 3.8 inch tyres for extreme conditions. Also available with full suspension upgrade!

This is the women’s specific Lush WLS 29er with dual suspension. It should be THE trail bike for the girls this winter!

Unique geometry thanks to G2 Trek technology

There will be more ninja spy sneak previews coming soon.

Review: Trek DS hybrid

We gave our Family Bike Guy one of our Trek DS series hybrids to test ride for the weekend. This is a popular class of bike for customers of the Cycle Centre so we were keen to see what he made of it. 

What is a DS Hybrid?

Trek’s range of bikes is a bit bewildering to the uninitiated, I don’t mind admitting that I’ve been confused more than once trying to figure it out. The DS (Dual Sport) range is aimed at those looking for one bike to do it all on. The “ultimate hybrid” as Trek would have us believe. Part city bike, part road bike, part trial bike, part tourer. All bikes in the DS range have 700c wheels with road and track capable tyres, an aluminium frame with mounts for a rack and mudguards plus capable suspension forks on all but the base model.

The range is quite broad with six models (in the men’s frame style) starting at £400 for the 8.1 and rising to £1000 for the 8.6.  I was testing the cheapest model to have suspension forks, the 8.2 that retails for £450.

Trek meets Tyne

As the DS range is aimed at people who only want one bike to do a lot of different types of cycling on I thought it would be a good idea to take it on the sort of ride that fits in with this ideal. The Cycle Hub do a guided ride on the second Saturday of every month along the National Cycle route 72, either out to Wylam or to Tynemouth. This would be a perfect test for a hybrid as route 72 offers a nice mix of surfaces with the odd hill too. The route on the day was out to Tynemouth, about a 21 mile return journey.

suspension fork on Trek DS 8.2

I was keen to test a few key things on the DS 8.2. First off, could it actually cope with road and track type riding. Second, was it an easy bike to ride. Thirdly, was it value for money and lastly did I really think it was a do-it-all bike?

Does it Dual Sport?

The DS 8.2 is, on paper and to look at, exactly what the marketing fluff from Trek says it is: the suspension forks and chunky aluminium frame look like a mountain bike, the big wheels make it look like a 29er. The narrow tyres make it more like a city bike or tourer. I was initially a bit concerned that Trek had just stuck all these components together on a frame from their MTB range and hoped for the best.

After the initial ten miles of riding I began to think that Trek might have a winner on their hands as far as creating a good all rounder.

The gearing, tyres and riding position meant it was easy to cycle at a steady pace and keep up with other folk on faster bikes over the bumpier tarmac of Route 72. The solid frame, forks and reassuring v brakes meant that I had enough confidence to leave the tarmac and find the odd bump, bunny hop pot holes and generally not worry about coming off when things got a bit rough.

Shimano Altus rear mech and cassette with huge 34 tooth big ring.

As we reached Tynemouth, I became more aware of the main component that perhaps is the 8.2’s week point, the forks, They were a bit vague and too soft for my liking. I then had to remind myself of the price the 8.2 sells for. Suspension forks on an all aluminium hybrid with off-road capability for less than £500 is actually quite impressive and certainly wouldn’t have been available a few years ago.

The group set is an eclectic mix of Suntour and Shimano components but they all worked well together regardless of what the pressure I put on the drive chain. The most interesting bit from my point of view was the massive 34 tooth cog in the rear cassette (my road bike’s front inside cog has 36 teeth!) This coupled with the 28 inside ring on the crank made for a super low ratio that demolished any steep climb and would certainly be a bonus for a rider carrying panniers over any distance.

The view one’s derriere will get of the DS saddle.

One advantage hybrids normally have over a road bike is that the riding position and contact points are more comfortable. The DS, I’m pleased to say, was no exception to this general rule. Although, I did the Hub ride in cycle shorts I did put in a few miles without padding between me and the saddle and it is more than comfortable enough for commuting or leisurely sunday spins.

So what did I think?

The ride out to Tynemouth was a gentle pace with barely a sweat broken. 10.6 miles in about 95 mins isn’t going to worry any pro cyclist that’s for sure. However, I needed to get back to the Hub in a hurry, so I left the group enjoying coffee and cake and heading off on my own. This time I put my foot down. Just 32 mins for the route back, certainly got closer to testing the limits of the DS 8.2 with my 82kg on it. When ridden hard the Trek DS coped admirably. Nothing broke, I didn’t scare myself by passing the limit of the brakes or tyres.

For a budget of £450 and assuming you only want/need/have room for one bike and you want that bike to be able to a lot of different things (or you’re not sure what sort of cycling your going to want to do) then the Trek DS 8.2 is a hard bike to beat. I rode the 2013 model, which inevitably will be replaced shortly by the 2014 range. This means you’ll be able to (if you’re lucky) snap up a  2013 model at a bargain price or wait for the 2014 model that is almost certainly going to be a little bit better.

A Dual Sport hybrid, it turns out, is actually quite a good idea. For the DS 8.2, the compromises in component quality are more than made up for by the low price and all round capability of the bike. It definitely gets my recommendation.

Disclaimer: No payment was received for the testing of this product and the product was returned afterwards. 

Torq energy bars, gels and powder

Our Family Bike Guy has been testing a few of the Torq products we sell in the shop, to see if they provide him with any noticeable benefits whilst riding his new road bike. 

Review: Torq Energy Bars and Gels

Easily consumed energy from Torq

If you’re new to road riding, like me, one of the best tips I’ve been given (that I’d like to pass on if you’ll allow me) is this:- if you ride for more than an hour [at reasonable pace/exertion], you need to eat. I (according to the iPhone App I use) burn in excess of 2000 calories on normal ride (around 3 hours) covering 50+ miles. So unless I carry some sort of food with me I can really suffer. So much so that it becomes very difficult to keep going – I’ve found out to my distress. The difficulty then is carrying enough of the right sort of nutrition to fuel your muscles without weighing you down too much or ending up with overstuffed pockets.

The Torq range of energy bars and gels are an easily carried, nutritionally balanced product designed specifically for cyclists – at least that’s what the promotional wording on the packets say. The interesting points from my perspective were the lack of e-numbers and other unpleasant additives (a good thing I might add) and that the calorie count for both the bar and gel was actually quite low when compared to a supermarket cereal bar. Around 140 calories for both. The reasoning behind this is that the body can only absorb so many calories in one go and that it is better (and more comfortable) to consume “little and often” rather than stuff a massive amount into your stomach in one go.

The difference between the bar and the gel is pretty simple. The bar you have to chew, the gel (which is more like yogurt) you just squeeze into your mouth and swallow. Whether you prefer one or the other is very much a personal matter and I can see an argument for both. With that in mind, I took a couple of bars and gels on a 60 mile ride recently to test whether I felt they were of benefit, what their relative taste and ease of consumption was.

At this point, I should say that there is more than enough sports science evidence around (you only have to watch the pro riders on the Tour de France to see it in action) to completely support the advice given above about eating when riding any reasonable distance. So I won’t bother going on too much about that. Suffice to say, over 60 miles, I consumed a Torq product every 45-60 minutes after the start. I’m convinced that doing so allowed me to complete the ride (55 miles, 3hrs 12mins, average speed 17.5 mph, 2869 calories) without dying.

I had two flavours of bar to compare – I preferred the banana if that means anything to anyone. Both were a soft oat based cereal bar type affair. Their taste wasn’t amazing but neither was it awful. The act of chewing and swallowing actual solid food felt good on a long ride and I appreciated the sense of having something in my stomach.

The gels were an interesting experience. They do take up less space in your pockets, so it is probably a bit easier to carry more. Consuming them whilst riding was definitely quicker and easier than the bars. However, as I was carrying all my food in the pockets on my back (like most roadies would) everything got nicely warmed by my own [sweaty] body. This wasn’t a problem with the bars, but it did mean that the Torq Gel actually ended up being more like very warm yogurt with a raspberry flavour. Less pleasant in other words.

I think if I was training at a high lever or riding competitively the Torq Gels would find their way into my pockets more frequently than the bars simply because of their convenience factor. I’d just put up with the hot yogurt effect.. The bars I would have, given the choice, for the kind of riding I do – for fun and fitness – as they taste nicer, give me the sensation of actually having eaten something and are available in more flavours. They also have more fibre in, which is never a bad thing for a man of my age.

Torq Energy Drink

Easily consumed energy from Torq

I do sweat quite a lot when cycling on my Giant Defy 1 (nothing to do with the bike mind, just my lack of fitness). So naturally I need to drink a lot of water. After my positive experience with the Torq Bars and Gels I thought I’d give the Energy drink a go too. This is basically a powder that you add to the water in your bike bottles (the mix you use depends on your body weight and whether you want more energy or hydration for hotter days). It is supposed to contain an ‘optimal carbohydrate mix (fructose and maltodextrin) and 5 key electrolytes. All of which sounds jolly useful.

I like to carry two 700ml bottles on any ride over 10 miles as I know I’ll need the fluid. For the first few rides I put two scoops of Torq Enery in one bottle and left the other as plain water. I’ve since changed this and now just put one scoop in both bottles. I’ve found that this extra bit of easily consumed and absorbed energy has really helped me to maintain a decent amount of pedalling effort. I only wish that I could carry more water/Torq mix for the hotter days we’ve been having! The tub of Torq Energy I bought has enough powder to last for around a month of regular (three times a week) riding, so it’s pretty good value. I went with the citrus flavour in case you were wondering. Very nice it is too.

Conclusion

The Torq brand has quickly established itself in an already fairly saturated market but it’s not difficult to see why. As a novice roadie, riding to build up fitness and loose some weight I felt that all the Torq stuff I tried was effective and offered a noticeable improvement (and benefits) over to just water and a couple of bananas (nothing wrong with that mind you).

The only downside I could see was that the cost per ride would be quite high if you took three Gels or Bars with you every time and dosed your water with Energy powder. The best way around this is to buy in bulk rather than singular bars etc. The price per item is considerable less if you can do this. Just don’t let your kids snack on them at home!

Disclaimer: No monetary payment was received for this review. The Torq Bars and Gels were provided free of charge. The Torq Energy drink was purchased by the reviewer. 

Do you want to Cycle to Work for less £?

The Cycle to Work Scheme can save you between 16% and 40% off the cost of a new bike. It has been a hugely successful scheme nationally. Introduced in 1999 by the government a tax exemption incentive to promote healthier journeys to work and reduce environmental pollution. We’ve been a part of the Cycle to Work Scheme for a while now and have really enjoyed helping new customers get into cycling as a result.

For most people, the scheme does still cause a bit of confusion as to how it actually works. So we thought we’d have a go at writing a short explanation to help you out.

First off your employer must be a partner in the scheme. They do not need to be VAT registered. The scheme is available to employees paid by PAYE and above minimum wage criteria.

How the Cycle to Work scheme works

Your employer buys a bike of your choice from a registered partner bike shop (like The Cycle Centre). This can be up to he value of £1000 (if you’re employer holds a Consumer Credit Licence, the maximum is £4500).You sacrifice an amount of salary equal to the cost of the certificate over 12 months. The payments are made from your gross salary (before any tax or NI is deducted), which means you pay less NI and income tax. So the savings are made from the tax and NI reductions alone.

At the end of the 12-month ‘hire’ period, you buy the bike from your employer for its approved Fair Market Value (FMV). However, various scheme providers have come up with ways to minimise the final cost of the bike. One is to extend the loan period past one year, thereby allowing one of the heavier depreciation figures to be used. Another solution involves paying the tax on the FMV. Cyclescheme, the UK’s largest third-party scheme operator utilises the first option. This involves extending the loan period of the bicycle for a further three years, at which point the FMV is 3-7%. Since VAT is no longer added to the final purchase price, there are some instances where you may be better off with this new system. The new ‘sweet spot’ is buying a bike for £499.99, thereby qualifying for the lowest (3%) FMV is you sign Cyclescheme’s Extend Use Agreement.

Other scheme providers take a different approach, which is to settle up with HMRC and pay tax on the FMV of the bike. So you’d pay 20% of the 25% FMV on a bike costing more than £500. For example, on a £1000 bike that’s just £50. The downside to this is that there is a bit more paperwork for your employer. This is the “P11d system” and some employers do prefer it. Although it can cost more for higher rate tax payers and omitting to pay the P11d charge can be troublesome for those concerned.

Did You Know?

You can have two bikes at once on the scheme if you ride to a station, take a train and ride again to your workplace. HMRC doesn’t force you to go for the folding bike option.

You can claim 20p per mile in travel expenses when cycling for work other than commuting, but not if you’re on a Cycle to Work bike because this ‘belongs’ to your employer.

Employers who can’t reclaim VAT – charities, universities, the armed forces and parts of the NHS – can’t take part in the scheme.

You are responsible for the maintenance and insurance of the bike, even though you technically your employer (or third party finance company) own the bike during the ‘hire’ period.

Typical savings for employees are between 32% for basic rate taxpayers and 42% for high rate taxpayers, but the actual amount depends on the employee’s personal tax band and the way the employer runs their scheme.

Still sounds confusing?

Here’s an example taken from the Cyclescheme website of how the savings work during the hire period, assuming the following:

• Employee is paid monthly
• Employee is a standard rate tax payer requesting a £500 Certificate
• The hire period is 12 months
• The Employee’s monthly gross salary is £1,200.00 (£14,400 per annum)

	Salary before scheme participation	Salary during scheme participation
Monthly Gross Salary	£1,200.00	£1,200.00
Bike value including VAT Gross salary sacrifice total		£500.00 £500.00
MONTHLY GROSS SALARY SACRIFICE = £500 / 12 months (this amount appears on the hire agreement)		£41.66
Monthly Gross Salary after salary sacrifice Monthly NIC contribution (12%) Monthly income tax contribution (20%) Net Salary	£1,200.00 £144.00 £240.00 £816.00	£1,158.34 £139.00 £231.67 £787.67
MONTHLY NET SALARY REDUCTION	£816.00 minus £787.67=	£28.33
MONTHLY SAVING	£41.66 minus £28.33	= £13.33

If you’d like to start shopping for your Cycle to Work Scheme bike or would just like a bit more information, then please do pop in to The Cycle Centre and have a chat with us

The information in this post was obtained from www.cyclescheme.co.uk and http://www.onyourbike.org

Development proposals for the Lower Ouseburn Valley

There are big plans for the part of the Ouseburn Valley between the Cluny and the Tyne. Although they don’t effect the Cycle Centre directly they do involve our friends down at the Cycle Hub Cafe.

The proposals include some significant changes and we thought you might like to read about them and perhaps have your say.

Visit this website to find out more about the development areas and what is planned.

Lower Ouseburn Valley Exchange

Once there you can download a pdf with more information.

After you’ve had a chance to read about it, why not have your say?

Follow this link to a short public consultation questionnaire on the development proposals.

Ouseburn Valley Survey

Don’t forget to mention how important the Cycle Hub Cafe is and how you’d like to see it stays on the Quayside!!

Thank you.

Mechanical Advice for You and Your Bike(s)

We asked our master mechanics to come up with a top five list of basic skills that every cyclist should be able to learn that would help keep them rolling through the summer.

1. Got a Puncture? Learn to refit the tyre without using a tyre lever. Often cyclists will unwittingly pinch a new inner tube with their tyre lever causing another flat or increasing the chance of one a further down the road. It is possible to fit a tyre back on by hand:- Start at the valve with one side of the tyre already seated onto the rim. Work your way around the rim, manipulating the tyre using both hands to push the tyre onto the rim and then working it back and forth to ensure it’s firmly in place. When you get to the last part, where often the tyre lever is used, the tyre should slot into place relatively easily.

2. What is that noise? Squeaking brakes can be caused by many things but all of them are easy to fix if you know what to look for. Check your rims are smooth and clean, but do not apply any lube to the pads or rims! Worn rims should be replaced. Check and clean the pads, again if they are worn down they should be replaced. Most pads have a wear indicator that tell you when they need to be changed. If either of these two issues aren’t the problem then it’s probably just a case of setup. Most pads should be adjusted so the top edge is about 1mm closer to the rim, known as toeing in. Don’t forget to ensure your pads are the correct compound for the rims you have.

3. Hanging on: Avoid riding with your contact points badly setup or worn. Handle bar tape must be wrapped properly, any that is hanging off can cause an accident by getting caught in something or by your hand slipping off the bars. It’s not as tricky as it look to apply bar tape properly. Practice makes perfect here. As far as setup goes, the thing to avoid is over tightening bars and stems. A torque wrench is a wise investment as all modern bikes use lightweight bolts that need as little as 5Nm to secure them. Over-tightening bolts can either snap them off, make it impossible to remove them if they seize up or in the event of a crash can actually result in more damage to your bike.

4. The chain gang: the chain is often an overlooked component and yet it is the single most hard working element in the whole drivetrain. As a chain reaches a certain wear point it begins to wear down the cassette and chainrings. A chain checking tool is a useful guide for beginners, telling you when your chain has reached 0.75% wear, which simply means that it has actually stretched. If you replaced a chain at this point you will probably avoid having to replace the cassette which is always costly. Changing your chain at this point can mean you’ll go through three or more before the cassette actually needs to be replaced. Don’t forget to regularly degrease, clean, dry and lubricate your chain if you want to keep it in top working condition. A dirty, clogged up chain will have an impact on gear changing and pedalling efficiency.

5. What’s that other noise? Don’t ignore creaking noises from your bike. Creaking noises from your knees are less worrying but it may be worth asking your GP about them. Creaks are often a sign that something isn’t right with your bike. It could simply be something just needs to be tightened up, like the seat-post clamp, stem or a pedal. It could also be a loose or worn bottom bracket, which would be worth getting checked by a professional mechanic.

Keeping your bike clean, lubricated and following the above tips will help to prolong it’s working life and minimise hassle for you. It is also a good idea to get your bike properly serviced by a mechanic. How often you do this does depend upon usage. If you ride regularly, do a lot of miles or ride in wet and muddy conditions then an annual service is definitely a good idea.

If you’re at all concerned about your bike then please do bring in to the Cycle Centre for an appraisal. If you know something is wrong and needs fixing or replacing then give us a ring to book it in.

Review: Giant Defy 1

Our ‘Family Bike Guy’ guest reviewer is back this week with another road bike road test.

The Bench Mark – Giant Defy 1

If you’re in the market for a £1000 road bike it’s quite likely that you will have done a bit of research, maybe even read a few group test reviews online – I’d be willing to bet that the Giant Defy 1 will have been selected as the winner in most if not all of them. It certainly did in the group tests I’d read. So, naturally I was keen to find out what the fuss was about and when the Cycle Centre offered me the opportunity to test ride a Defy 1 in a frame size that was right for me I couldn’t say no.  

The Defy 1 on test in Northumberland

The Frame

I’m going to start with a little note about the frame size and what Giant offer in their size range. Why? Well, the frame size is always important but for a road bike it is absolutely critical. Get it wrong and you’re never going to be able to find a comfortable position on the bike. Giant offer the Defy in 5 sizes, from S to XL. I took an M, which was also labelled as a 50cm frame. This is a little misleading as this measurement is taken from the seat tube which is relatively short due to the sloping top tube – the horizontal top tube measurement was 53.5cm. So in reality the frame is probably closer to a 54cm standard geometry bike. I’m 175cm tall, with a 83cm leg measurement and a relatively short torso. Even before getting the bike fitted and changing the pedals, it felt right for me. 

The 2013 Defy 1 is available in two colour schemes. The lovely striking white, black and red version I rode and a less than lovely light green (not actually as bad as it sounds). 

The geometry on the Defy frame is a splendid balance of comfortable and sporty. Ideal for anyone wanting to cycle for fitness and fun but still be able to ride with a bit of head down racing aggression. 

Giant have apparently perfected a technique of working with aluminium that results in all sorts of wonderful ‘class leading’ benefits. They call it ALUXX SL-Grade aluminium. The frame tubes are quite unusual but the bike is relatively light and stiff where it needs to be, so they must be doing something right. It is certainly capable of holding it’s own against carbon fibre frames in a comparable price bracket. 

The Other Bits

One of the things I really liked about the Defy 1 was the level of group set and other bits that comes on it. The Shimano 105 shifters and derailleurs are a joy to use and offer a near perfect combination of durability and performance versus weight and price. The Defy 1 also comes with carbon fibre forks and seat post, which help to bring the weight down a bit and soak up road vibrations a little. The front crank is a compact 50-34. Initially I was a bit frustrated by the dramatic difference in gearing this system offers. Frequently I’d change down and find my legs madly spinning in a cartoon-like fashion. However, used properly the compact crank allows a leisure cyclist like me to tackle steeper climbs without fear of having a heart attack or falling off because of a lack of forward momentum. (I’ve subsequently learned that down shifting from big to little cog requires a simultaneous double upshift on the rear cassette to minimise comedy leg spinning.)

The Ride

I took the Defy out on a beautiful afternoon with the aim of just doing a few good miles. Over 30 miles later, I had fallen for this bike in a big way.

my favourite view from the saddle – an empty county road

They Defy’s view up my nose.

I know I’m not an experienced roadie, so this test is all relative, but I just couldn’t find fault with the Defy 1. Everything worked so well. I felt comfortable over the distance, I could accelerate hard with confidence, the brakes (Tektro R540s) stopped me well enough. Handling was brilliant; responsive yet stable. 

The Conclusion

Carbon fibre is already dominating the road bike market above the £1k price point and is available on many models at Defy 1 money. So why is the Defy 1 winning all the tests and why do I love it too? Well, to get the same level of components on a carbon bike you’d have to spend at least another £500. A £1k carbon bike will have the cheapest groupset and/or components plus the frame itself won’t be as durable as an aluminium one. Basically, you get much more for your money with an aluminium frame and the Defy 1 in particular.

Not only did I really like this bike, I didn’t want to give it back. I never thought I’d actually want to own a road bike. That changed with the Giant Defy 1.  So much so, I’ve actually bought this bike from the Cycle Centre! As far as test ride conclusions go, that has to be the ultimate proof of a how good a bike is! 

Written by Henry Aarvold – Family Bike Guy.