The Manx Missile secured his centenary victory on stage 12 of the Giro d’Italia, outsprinting Nacer Bouhanni (FDJ) and Luka Mekgec (Argos-Shimano) to claim his third win of the 2013 race.

Mark Cavendish’s custom centenary Specialized McLaren Venge (© Tim de Waele)

Specialized say the frame’s paintjob has been designed by Cavendish himself and Omega Pharma-QuickStep’s mechanics built up the bike overnight ahead of stage 13 (update – which Cavendish also won, to take his tally to 101).

The frame has a matte black base coat with gloss decals and metal flake finish, with flashes of green throughout – a nod to the green jersey Cavendish won at the Tour de France in 2011 – and subtle Cavendish decals on the fork.

Cavendish’s autograph is also reproduced on the bottom bracket, while green stripes on the toptube commemorate the 27-year-old’s biggest victories, including his 23 Tour stage wins.

Omega Pharma-QuickStep’s mechanics built the bike following the Manx Missile’s 100th professional win (© Tim de Waele)

The Venge was designed in conjunction with McLaren and unveiled in 2011. The frame aims to combine the stiffness of the Tarmac SL4, used by most Omega Pharma-QuickStep riders, and the Shiv time trial machine on which Cavendish’s team-mate, Tony Martin, won his two World Championship titles.

Cavendish has secured some of his most famous wins on Specialized’s flagship aero bike, including the Tour de France green jersey and World Championship as a HTC-Highroad rider in 2011.

Now, back aboard a Specialized at Omega Pharma-QuickStep after a year at Pinarello-sponsored Team Sky, Cavendish shows no signs of slowing.

Some of Cavendish’s most famous victories are commemorated on the toptube

Cavendish’s 52cm machine is equipped with a SRAM Red groupset and, for the Giro’s flat stages at least, Zipp’s super-deep 808 Firecrest wheels wrapped in Specialized Turbo Tubular Team tyres. Zipp, a subsidiary of SRAM, also provide the finishing kit.

The frame will be available to buy in “extremely limited quantities” at select Specialized dealers. How much? If you need to ask…

SRAM unveiled the model year 2014 iteration of its flagship Red groupset with hydraulic discs last month, along with an S-Series equivalent for 10-speed set-ups.

French giant, Mavic, one of the industry’s most respected wheelbuilders, has yet to join the fray, but at least one of their technicians is exploring the potential in a personal project with existing Mavic components.

This Volagi Liscio appears to be equipped with prototype disc-equipped iterations of Mavic’s Ksyrium SLR road wheel. Pic: Naythan Bellamy

An eagle-eyed reader sent us these snaps from last weekend’s Etape Caledonia of a Volagi Liscio road bike equipped with what appear to be modified Ksyrium SLR road wheels.

When RCUK asked Mavic’s spokesman if the company was working on a disc-compatible road wheel project with an Exalith-coated Ksyrium SLR rim, Zircal aluminium spokes, and Crossmax SLR mountain bike hub, he appeared to know what we were referring too.

He told us the creations are not a valid prototype, only a personal test from one of their staff.

He described the wheels as an assembly of existing parts that followed no clear specification, and not the sort of engineered creation that results from the systematic approach Mavic adopts for its production wheels.

Describing the project as “nothing serious,” he added that Mavic was tuned to the evolution of the road disc brake market.

The rim looks like that used on Ksyrium SLR wheels – significantly, one with a brake track. If Mavic make a production disc brake compatible wheel, there’ll be no need for this, of course.

The spokes seem to be aluminium, perhaps the aero-bladed Zircal spars with which the Ksyrium SLR is laced.

And the hub? White, disc-equipped, and branded SLR – one from the Crossmax SLR mountain bike wheel? It would have made sense for Mavic’s technician to use the company’s tried, tested, and highly respected disc-equipped hub for this personal project.

The discs are controlled on this machine by SRAM’s S-Series calipers, a hydraulic option for 10-speed set-ups, and so distinct from the units supplied with the latest iteration of the flagship Red groupset.

They’re available in 160mm or 140mm rotors. SRAM recommends 160mm for “pavement” use.

Christie O’Hara, however, has evidence of at least one. As team liaison for Rotor Bike Components, manufacturer of elliptical chainsets and Vos’ preferred supplier, O’Hara has data to reveal a chink in the Dutchwoman’s seemingly impregnable shield of power, speed and technique.

Vos’ ‘Spin Scan’, a computerised rendering of the world and Olympic road race champion’s pedal stroke, reveals that she is stronger in the right leg than the left. The revelation, laid out in a series of diagrams on the screen of O’Hara’s laptop, proves that even the best can improve.

“I didn’t have that much advice for her because obviously she’s amazing,” a smiling O’Hara tells RoadCyclingUK, “but if you look at some of these numbers and its not perfect. You look at the efficiencies of her left leg and right leg, you see that her right leg is a little bit stronger than her left leg. So just having her work a bit more on her left leg efficiency will help her in the long run.”

A polar graph – a circular representation with a peanut-shaped outline at its centre – gives a graphical interpretation of the Dutch champion’s minor power imbalance. The indentations represent the ‘deadspots’ in Vos’ pedal stroke. A perfectly circular outline would represent an entirely smooth pedal stroke without loss of power at any point.

Numbers on the right hand side of O’Hara’s screen spell out the same scenario in unflinching numerical form. Vos’ ‘average torque angle’  - the position of her cranks at the point where she produces most power – also differs slightly. Her stronger right leg throws out the most power at 104 degrees; her left leg produces its greatest torque at 100 degrees.

I didn’t have that much advice for Marianne Vos because obviously she’s amazing

Vos, who added a fifth world cyclo-cross title her palmares in February, and who has of late trained her sights on mountain biking, was a recent visitor to Rotor’s Madrid offices, where the Spin Scan was completed. Rotor’s new QXL chainring, one shown to RoadCyclingUK during O’Hara’s recent visit to London’s Sigma Sport, was among the devices to have caught Vos’ attention, she reveals. Power surges, one of the undesirable aspects of an inefficient power stroke, can lead to wheelspin on rough surfaces – anathema to a mountain biker.

Elliptical illusion?

Elliptical chainrings are an increasingly common sight in cycling’s elite WorldTour peloton. Bradley Wiggins used elliptical rings to win the Tour de France and Olympic time trial, and Rotor is the supplier to the Garmin-Sharp team of David Millar and Dan Martin.

O’Hara, who has a masters degree in kinesiology, with a concentration in bio-mechanics, is also the team liaison to Garmin-Sharp, and explains the philosophy of oval chainrings in simple terms.

Marianne Vos appears to be a rider without weakness. Her Spin Scan analysis, however, reveals a minor imbalance between the power output of her left and right legs

A cyclist applies greatest pedaling force on the downstroke, but conversely generates the least force on what O’Hara calls the deadspot, typically found between “two o’clock” and “five o’clock”. Elliptical chainrings attempt to address the imbalance by placing the greatest diameter at the downstroke and the least at the so-called deadspot.

The chainring can be placed in one of five positions to ensure its varying diameter is in the right place at any given section of the pedal stroke. It’s a configuration known to Rotor as Optimum Chainring Position, and position three – one that places the Q or QXL ring’s torque angle at 108 degrees – is the recommended starting point for those new to Rotor’s elliptical rings.

“Typically, if you feel that power is occurring too early in your pedal stroke, we recommend changing to position two,” says O’Hara. “If you feel that power is occurring too late in your pedal stroke, we recommend changing to position four.”

The OCP guide provides a range of scenarios and recommended solutions (riders requiring a lower cadence to be comfortable are advised to move the position of the chainring backwards one notch, for example; those who find that steady speeds are easy to achieve are advised to move the chainring position forward one notch), but O’Hara is able to offer a deeper analysis – we return to the Spin Scan offered to Voss.

Spin Scan Analysis

“Spin Scan analysis shows the efficiency of your pedal stroke, left and right power balance, and gives you a visual representation of your pedal stroke,” says O’Hara.

“Finding your average torque angle allows you to correlate to that position on the Q-Ring. For example, position three is at 108 degrees. Using the Spin Scan analysis we could correlate the optimum position for your Q-Ring.”

Vos’ numbers are impressively high. A Spin Scan reading of 100 would represent a perfect, unbroken power output throughout the pedal stroke, an idealised scenario O’Hara describes variously as “linear” and “impossible”. The Dutchwoman’s readings are typical for those she would expect to see from a pro rider.

The Spin Scan data from O’Hara’s recent consultation with Marianne Vos

But do professionals need such aids? Surely those like Millar, riders who look as if they were born on a bike, achieve their effortless pedal stroke naturally? O’Hara is well placed to answer. She is also the team liaison to Millar’s Garmin-Sharp outfit.

Millar, she confirms, is “big into technology”, but even riders of his interests and ability can get better.

“Most of the guys have special talent,” O’Hara says of Garmin-Sharp, “but there’s always room for improvement. With every athlete, whether it’s material on the bike, position on the bike, aerodynamics, sports science: there’s always so much you could do.

“Every little small advantage you can get, it adds up. You can win a race by less than a second. That’s where Q-Rings come in. We really believe that.”

O’Hara’s belief in the product stems from research conducted for her master’s degree – data made publicly available in her article for the International Journal of Sports Science and Engineering in March 2012.

She measured the outputs of a group of professional cyclists in sub-maximal efforts and 1km time trials on round chain rings, on Q-Rings, and, after four weeks on the Rotor product, on conventional rings again.

She found in sub-maximal tests, designed to replicate the constant demands of a race, rather than a short, full gas effort, the riders had lower oxygen consumption and a heart rate reduced by one or two beats per minute.

In the 1km time trials, the results were still more impressive. Riders were around 1.6 seconds quicker on Q-Rings than round rings, the result of power output increased by about 6.2 per cent, or nearly 27 watts.

O’Hara’s tests with pro cyclists recorded a 6.2 per cent power increase with Q-Rings in a 1km time trial

She will meet with the Garmin-Sharp squad again at an end-of-season training camp, and work again with Robby Ketchell, the team’s highly-regarded sports scientist.

O’Hara showed us the Spanish firm’s new crank-based power metre, the 556-gram Rotor Power. Lightweight devices mount to the end of either crank arm, each containing four strain gauges, and sampling power output at 500hz, or 500 times a second. The data can be read on an ANT+ enabled device like Garmin’s Edge range of handlebar-mounted GPS computers.

By placing a device on each crank arm, it accurately reads independent power and cadence outputs, O’Hara says. The Rotor Power’s ability to read positive or negative torque output, or, put more simply, the power from any part of the pedal stroke in which the crank is not moving in a clockwise direction, is also interesting. The latter, O’Hara explains, extends to “not de-weighting your leg on the upstroke”.

The range and sophistication of performance reading tools placed at the modern cyclist’s disposal can be beguiling. Increasingly, the technology used by professional is available to the amateur.  We’re hoping to test these offerings from Rotor in the months ahead. One thing, however, looks certain even at this early stage: our outputs are unlikely to match those of Vos or the Garmin-Sharp team.

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Website: Rotor Bike Components
UK distributor: Rotor UK

See more videos of Christie O’Hara and Rotor products here

The frame bears the name of former professional Maurizio Fondriest, who founded the company in 1998 after a career in which the Italian won the world road race championships, Milan-San Remo and two stages of the Giro d’Italia.

Our TF2′s limited edition paintjob combines the naked carbon weave with the Italian tricolore

The Italian-inspired paint scheme of our test machine is restricted to just 100 frames, justifying the “limited edition” tag. The number of each frame is stamped underneath the bottom bracket and ours is number four of 100. The paintjob itself combines the naked carbon weave with the Italian tricolore, with Fondriest’s national flag on the toptube and flashes of green, white and red throughout.

The Limited Edition model has also been designed specifically for electronic groupsets but, that aside, the frame is the same as a stock TF2, which in itself is available in 13 colour options.

The TF2 sits second-from-top in Fondriest’s range, beneath the super-light TFZero, which has a claimed frame weight of just 798g, and above the TF3 we reviewed this time last year. Claimed weight for a raw TF2 frame is 950g; add another 345g for the fork and 190g for the seatpost.

While the TFZero is made in Italy, the TF2 is manufactured in the Far East and the 56-ton monocoque carbon fibre frame is characterised by huge, box-section tube profiles. The downtube, in particular, is enormous and combines with equally oversized chainstays to create what Fondriest call a “monolithic” bottom bracket junction. You get the picture – this is a frame designed to transfer ever ounce of power from the pedals into the wheels.

UCI approved

The same theme continues at the front end, where the downtube and toptube, which maintain their profile in their entirety, meet to create an oversized headtube junction. The toptube itself wraps around the top of the tapered headtube to create a pronounced bulge above the Fondriest logo. Fondriest say the reverse sweep of the fork is designed to offer precise, stable handling.

The frame uses a proprietary aero seatpost, which slots into a neatly integrated seatclamp, while Fondriest have made some concession to comfort and say the seatstays have been designed to absorb shock from the road before it reaches the rider.

The proprietary aero seatpost clots into a neatly integrated seatclamp

But this remains an aggressively styled bike and the geometry reflects that. The frame is available in seven sizes (XXS-XXL) and our medium test machine has 55cm top tube, compact 982mm wheelbase, tiny 14.5cm headtube and 73 and 73.5 headtube and seattube angles.

Our machine is built up with a complete 10-speed Shimano Ultegra Di2 groupset (with compact 50-34t chainrings), a carbon-wrapped FSA OS 99 stem, a full carbon FSA K-Force handlebar and a Fizik Arione saddle. The FRace wheels comprise of 40-mm deep carbon shrouds attached to alloy rims, running on Shimano R580 hubs. The wheels are wrapped in Vittoria Rubino tyres. Overall weight it a shade under 8kg on the RCUK scales.

The TF2 is available as a frameset for £2,100 or in a number of builds through Fondriest dealers. How much is our machine? Well, Fondriest’s UK distributor, Impact Cycle Trading, tell us customers interested in purchasing a limited edition frame should contact them directly.

Check back soon for a full review.

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Website: Fondriest
UK distributor: Impact Cycle Trading

We’ve just taken delivery of the Oxfordshire-based firm’s new Sportive Jersey and Roubaix 3/4 Knicks and will be testing both in the weeks ahead. First, let’s run through the tech spec before we hit the road.

The Shutt VR Sportive Jersey is made from Merino Perform Sportwool

Shutt Velo Rapide Sportive Jersey (£89)

Shutt have made their name producing classically-styled jerseys and the Sportive Jersey continues that tradition. The jersey is modelled on the classic club jersey of the 1940s and was originally designed for the White Rose Classic sportive, although now it’s part of Shutt’s permanent range.

It’s undoubtedly a stylish piece, also available in black alongside our red test sample. The jersey is handmade in Britain (an increasingly rare selling point among ‘British’ brands) from a Merino Perform Sportwool fabric that’s made up a 60 per cent polyester and 40 per cent merino mix. It’s designed, therefore, to offer the best of both worlds: the comfort, temperature management and anti-bacterial qualities of wool, and the fast drying and breathable qualities of a synthetic fabric.

Three rear pockets and an additional zipped valuables pocket with a waterproof lining

The jersey has a quarter-zip at the front , with a zip garage at the top to protect your chin. Like all Shutt jerseys, there are three rear pockets, as well as an additional zipped valuables pocket which has a waterproof lining, while the elasticated rear hem has a thick silicone band to hold the back of the jersey in place and reflective trim. Branding is kept to a minimum, with the Shutt logo on the left breast and a cartoon on the right-hand pocket.

Shutt clothing is designed, in their words, to “fit the normal everyday rider”. That translates to a cut which is better suited to the, erm, more generously proportioned British rider, rather than European racing snakes. As a result, it one of the few brands where I require a size small.

On that note, it comes in five sizes (S-XXL) and costs £89.

The Shutt VR Sportive Jersey comes with three increasingly rare words stamped on the label: Made in Britain.

Shutt Velo Rapide Roubaix 3/4 Knicks (£99)

As an alternative to bib shorts and knee warmers, knicks are a staple part of any British rider’s wardrobe for when the weather’s too chilly for bib shorts on their own and too balmy for bib tights. While Shutt’s merino jerseys and tweed caps are made in the UK, the rest of the range, including the knicks, is made overseas.

These knicks are Roubaix-lined in their entirety (including the bib straps), although, in line with their intended use in the spring and autumn, the fleecy fabric is a little lighter than that we’d expect to find on, say, full winter longs. A high back (again, Roubaix-lined) provides additional coverage and a short zip at the front should make comfort breaks easier.

The Shutt VR Roubaix 3/4 Knicks are fleece-lined

The knicks have a ten-panel, anatomic construction and flatlock seams, and use a a Pro-Gel anti-bacterial chamois from TMF. Again, an initial test ride reveals sizing is on the generous side, particularly on the bib straps.

The knicks are available in black only (with white bib straps) and come in four sizes (S-XL) for £99. Look out for full reviews of both the jersey and bib knicks on RoadCyclingUK soon.

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Website: Shutt Velo Rapide

While the maglia rosa is the most famous of all, Bianchi’s celeste green runs it close for brand recognition.

Enter a limited team edition of Selle San Marco’s venerable Concor in a shade to match the Bianchi Oltre machines beneath the Vacansoleil-DCM squad.

The limited edition Selle San Marco Concor saddle with a lightning bolt in celeste green to match Vacansoleil-DCM’s Bianchi Oltres

If celeste isn’t your thing, there are versions in the colours of Lotto-Belisol and Lampre-Merida, Selle San Marco’s other clients in cycling’s elite WorldTour.

And if you’re really choosy, you’ll also find ‘fluro’ and ‘Red Hook’ incarnations (our money’s on yellow for the former, and, err, red for the latter).

Selle San Marco’s UK distributor Madison has received supplies in all colours. They’ll sell for £99.99, the same price as the standard.

The Concor is no stranger to the Giro, having featured in eleven editions already, and unpackaging this sample brought gasps of appreciation from bike journos who’ve seen a few.

The limited nature of the colourway extends beyond the micro fibre cover to the rails, made from Selle San Marco’s XSilite (a blend of carbon and Ti), finished here in a rather elegant and understated grey. Its darker hue is intended to blend with high-end seatposts, apparently.

The base (or ‘hull’, Selle San Marco-speak) is made from carbon, a contributor no doubt to an overall weight of 191 grams.

A brief ‘thumb test’ of the padding revealed something a little deeper than anticipated from a perch with such an unashamedly racing tilt.

We’ll be conducting rather more rigorous tests in the weeks ahead, so check back soon for a full review.

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Website: Selle San Marco
UK distributor: Madison

Supplier to some of the biggest teams in professional cycling, including Lampre-Merida, Movistar, Astana, and Euskaltel-Euskadi (to name only those who display MOA Sport’s logo on their kit), it’s a brand with impeccable credentials and a 40-year history.

Most pleasingly, at least at this early stage before testing begins, the clothing is manufactured in Italy. It could hardly be otherwise: the name of the brand is an acronym for the phrase, which, when translated, reads, Made In Italy.

Call us optimistic, but with the advent of May, we called on MOA Sport for bib-shorts and lightweight, short-sleeved jersey. Let’s take a closer look.

MOA Mavro bib-shorts

The MOA Mavro bib-short

Early rides in the MOA Mavro bib-short have revealed a close fitting garment with a mildly compressive feel. Compression wear is popular with triathletes for its supposed facility for improved blood flow, and MOA make similar claims for the Mavro bib-short.

The insert is one known to MOA as UCN, intended for long-distance rides and to offer cushioning without unnecessary bulk.

Mesh braces and back panel are intended to offer greater breathability, and subtle use of silicone grippers at the hem should prevent the legs from riding up, without causing irritation.

After two initial rides of 15-miles each (both halves of a daily commute), we’ve been impressed by the fit. We’ll want to complete more and longer rides before offering a final verdict, but early impressions are favourable.

The MOA Mavro bib-short is available in a range of sizes from small to XXXL and in black or white. It costs £109.99.

MOA Nincusa short-sleeved jersey

The MOA Nincusa jersey

This very light windproof jersey has longer than normal sleeves, intended to provide additional protection on spring days.

The brushed, stretch fabric has been immediately obvious and a notable difference from MOA garments we’ve previously tested. MOA claim the material offers the rider protection from low temperature and the wind. We’ll let you know.

What we can say at this early stage is that the fabric has a silky feel, a pleasant change from the sometimes uninspiring polyester. The large size has proven a good fit for our test pilot, one who claims an, ahem, “muscular build”.

Another obvious feature is the mesh insert covering the middle section of the back, one intended to offer breathability and to keep the rider dry. MOA say the ergonomic cut of the jersey has been designed for a perfect on-the-bike fit, and the snug and comfortable fit offered by the close cut and full zip (garaged at the chin) leaves us disinclined to argue at this early stage. Testing in the weeks ahead will help us reach a final conclusion.

There are three pockets at the rear, and a subtle use of silicone gripper bands at the hems, similar to those used in the Mavro bib-shorts.

The MOA Nincusa short-sleeved jersey is available in white, red, grey, yellow, as well as the black and white shown here, and in sizes small to 3XL. It costs £99.99.

Check back soon for a full review.

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Website: MOA Sport
UK distributor: Raleigh

Vittoria (not to be confused with the tyre brand), an Italian company making shoes, helmets, and a small range of clothing, is the brain child of Celestino Vercelli, gregario in a former life to Roger de Vlaeminck at the Brooklyn team.

Some of the best riders in the history of the sport have worn Vittoria shoes, including those who have left their mark on the Giro, current maglia rosa, Luca Paolini, among them.

The Vittoria Hora Evo shoe

The pair arrived for test is the flagship Hora Evo, a carbon-soled race shoe with a number of interesting features, and to bring the story bang up to date, Dan Martin (Garmin-Sharp) has ridden to the two biggest victories of his career this season in a pair – at Tirenno-Adriatico and Liege-Bastogne-Liege. Let’s look a little closer.

The sole

The stiffness of a carbon sole has made them de rigeur in the peloton where effective power transfer is the most important consideration. We’re expecting an inflexible approach from the unidirectional base of these offerings, one just 3mm deep from heel to toe.

The Vittoria Hora Evo shoe has a unidirectional carbon sole 3mm thick

Four mesh-covered vents run in a straight line down the middle of the sole, the largest of which is positioned just behind the cleat, beneath the arch of the foot.

The cleat

The sole is drilled to accept cleats mounted at three points, a welcome sight to owners of Shimano, LOOK, and Time pedals. Vittoria’s UK distributor, Chicken Cycles, assure us the shoes can be used in standard trim with Speedplay cleats, too, without the need for adaptors. We’ll be testing them with LOOK’s grey cleat.

Cleats with three-point fixings can be used with the Vittoria Hora Evo shoe

The sole is treated in the area surrounding the mounting points, and has a slightly abrasive feel, intended to protect the carbon from the cleat, and to provide a more stable contact.

A removable plastic block raises the heel to protect the sole when walking, and there’s a non-removable block at the toe, too. Walking on and in carbon soles is an activity best limited to the absolute minimum, in our experience.

The closure mechanism

The Hora Evo is unusual in its closures: it has two. Think of it as a belt and braces approach to securing the shoe, a principal that strikes us as no bad thing, providing it does not impair circulation. Time will tell.

A ratchet strap at the ankle is now standard on the modern cycling shoe (while few still use laces, the Dromarti Race shoe has been our ‘go to’ footwear since it entered our possession this time last year, and Giro’s Taylor Phinney-approved Empire shoe and the Bont Zero favoured by Bradley Wiggins prove it is not yet considered obsolete by the world’s best riders).

Two closure mechanisms – a ratchet-controlled ankle strap and a steel cable for the transverse arch – are featured on the Vittoria Hora Evo shoe

More interesting is the use of ratchet strap with “Micrometric Cable Closure”. The latter is another commonly-used technology (Northwave’s SBS mechanism won our approval when we reviewed their Extreme Tech shoe last year), although Vittoria claim a patent on their variation.

A dial mounted on the upper, in the centre of the foot, is equipped with an elegant hinged lever, which can be lifted to tighten a cable fed in a neat figure of eight between four mounting points, controlling tension over the transverse arch. Early fittings suggest an extremely efficient mechanism.

The upper

The heel cup on the Vittoria Hora Evo shoe is made from a robust-looking plastic fitted with mesh vents

Most of the upper is fashioned from a synthetic fabric with a soft, rubberised feel. Stitching of the panels is extremely neat. The toe looks robust and the heel cup is a firm plastic with mesh inserts for cooling (see also the mesh side panels).

The inside

A removable insole is printed with a pledge for an ergonomic fit, lined on its upper surface with a sheet of perforated fabric, and on its underside with a synthetic, cork-like material similarly ventilated. Remove the insole, and the holes corresponding to the mesh vents in the carbon sole are visible. The heel cup is lined on the inside with a perforated, polyester-like material.

The Vittoria Hora Evo insole contains a printed pledge for an anatomic fit. Will report on the comfort in our full review

The tongue is only lightly padded, and bereft of any mechanism for adding extra layers, something we’ve experienced with Vittoria’s Italian rival, Fizik. It looks far from a deal-breaker at this stage, but it’s something we’ll consider during testing.

The weight

Vittoria claim a weight of 276 grams per shoe for the Hora Evo. Our Park Tool tabletop digital scale registered 317 grams, sans cleats, a notable discrepancy in terms of bald figures, but unlikely to be discernable on the bike.

We’ll be out riding in the Vittoria Hora Evo shoe in the weeks ahead. Check back soon for a full review.

Discuss in the forum

Website: Vittoria Cycling Shoes
UK distributor: Chicken Cycle Kit
Colours: black, fluorescent yellow
Price: £224.99

It’s only right, then, that with the Giro off and running, we take a closer look at the Italian firm’s spring/summer collection.

We’ll be testing the Sportful Pista short sleeve jersey, Total Comfort bib shorts, No-Rain arm and knee warmers, and Grupetto socks over the weeks ahead. Let’s take a closer look before testing begins.

Sportful spring/summer kit arrives for review

Sportful Pista short sleeve jersey (£40)

We first spotted the Pista jersey at the Cycle Show last September. At £40 it represents an affordable entry point into the Sportful range.

The jersey is made from what Sportful call a Nimbus fabric. It’s 100 per cent polyester – nothing new there – and is designed to be both light and soft. It’s certainly that and Sportful say the jersey will only absorb 0.5 per cent of its weight in water, with the idea being that it will keep you dry in all conditions as a result.

The main body of the jersey is combined with a large Nimbus Mesh panel under each arm. As the name suggests, the fabric is a mesh version of the same material used for the rest of the jersey, designed in this case to improve airflow further. The combination of the two fabrics make this a jersey for warm weather riding.

Otherwise, the jersey has a microfibre jacquard knit elastic bearing the Sportful logo at the end of each sleeve. Up front there’s a full-length zip and out back you’ll find three conventional three pockets and an additional zipped pocket. An initial test ride reveals a slim fit, as we’ve come to expect from Sportful, and particularly so on the arms.

The jersey is available in six sizes (XS-XXL), in six colours (black/sky blue, black/white, red/black, white/black, white/black/sky blue and white/red/black). It’s an attractive package on paper; we’ll see it that remains so on the road.

The Total Comfort bib shorts are designed, say Sportful, to “provide the perfect long distance riding experience” – we’ll find out

Sportful Total Comfort bib shorts (£130)

Sportful say the Total Comfort bib shorts are designed to “provide the perfect long distance riding experience”. How so? The shorts are made form what Sportful call a TC Lycra Power fabric with “ultra-soft” 44 gauge nylon and a 240 gram construction “for muscle support”. The centre section of the shorts have an abrasion resistant finish to limit sliding on the saddle.

The shorts, which are made in Italy, have mesh bib straps to improve breathability and the straps are also very wide. Otherwise, there’s a thick jacquard knit band at the end of either leg, which in turn have silicon dot grippers on the inside.

The shorts use Sportful’s Total Comfort chamois. It’s the company’s most cushioned chamois with padding up to 18mm thick and has quick-drying, multi-density construction, with a perforated and dimpled surface for comfort and breathability. We were impressed by the chamois when we tested the Sportful Total Comfort bib tights over the winter so are hoping for more of the same here.

The shorts cost £130 and are available in seven sizes (XS-XXXL) in black only.

Sportful’s proprietary No-Rain nanotechnology uses silicone particles in the fabric to repel water

Sportful No-Rain arm and knee warmers (£26 / £31)

Sportful’s Fiandre No-Rain jacket and bib tights became our go to winter kit thanks to the excellent fit and weather-beating fabric. These Roubaix-lined arm and knee warmers are made from the same water repellent material.

A quick recap: Sportful’s proprietary No-Rain nanotechnology uses silicone particles in the fabric to repel water. The fabric’s not waterproof but, in our experience to date, does a great job at shedding anything but heavy or persistent rain.

Otherwise, these are, on the face of it, much like any other arm and knee warmers, with an ergonomic cut, silicon grippers to lock them in place and reflective detailing. It’s the water resistant promise we’re most keen to put to the test, particularly given the temperamental British spring/summer, when the weather is often grey and drizzly, and rain is normally around the corner.

The arm warmers  cost £26 and the knee warmers are £36. Both are available in four sizes (S-XL) and come in three colours (black, red and white).

The Grupetto range is the same kit used by the Saxo-Tinkoff team

Sportful Grupetto socks (£12)

Finally, as far as this ensemble is concerned, these socks come from Sportful’s Grupetto range, which is essentially the same kit worn by the Sportful-sponsored Saxo-Tinkoff team, but without the sponsors’ logos.

They’re made from lightweight Meryl Skinlife bacteriostatic yarns, with a compression cuff and midfoot band to support the foot, and a 12cm cuff. We’d describe them as mid-length; certainly not ankle socks, nor long enough to be found on Bradley Wiggins’ legs.

The socks come in three colours (black/red, black/sky blue and, thankfully, white/black) and three sizes (S, M/L and XL). Yours for £12 a pair.

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Website: Sportful
UK distributor: C3 Products

Founded in 1946, and a supplier to some of the greatest names in Italian cycling, a certain Francesco Moser included, the brand has been resurrected in recent years and is available in the UK through on-line giant, Chain Reaction Cycles.

We tested a collection of De Marchi winter kit in January, and it’s fair to say the majority of it became our ‘go to’ outfit when temperatures plummeted.

De Marchi 2013 spring-summer clothing

With spring finally sprung, and events in Italy set to dominate the racing calendar in the weeks ahead, we decided to give some of their spring-summer collection a spin.

Before we head out onto the road, here’s a detailed look at the tailoring and fabrics of their short-sleeved Contour Pro Jersey, C+ bib short, and SL undershirt.

Contour PRO Jersey short-sleeve jersey

Weighing a scant 127 grams, the Contour PRO Jersey certainly won’t weigh you down, but will it allow you to perform at your best? Features are minimal, as you’d expect from a garment intended to leave you cool in hot temperatures. The sleeve is free from elastic or silicon gripper, and simply folded at the end, seemingly a popular technique with the Italians: we encountered the same design last year on Castelli’s Velocissimo Equipe jersey, and liked it, finding nothing to compress the arm.

The De March Contour PRO jersey

Elsewhere, this De Marchi piece meets the non-negotiable clauses in our jersey contract: a full-length zip and three rear pockets – if it ain’t broke etc. Throw in a low collar and a short, reflective loop poking from the centre pocket, and the jigsaw is complete: a simple, summer jersey, cut close across the chest and in the sleeve. The striking rosso and black, with the word Italia and a thin Italian tricolore in the centre of the back, completes a garment seemingly made for the season from a 100 per cent polyester mix known to De Marchi as DRY3 Micro Fabric.

The De Marchi Contour PRO jersey is available in seven sizes from XS to XXL, in red, green, orange, or blue, and costs £54.99.

Contour PLUS bib short

The lined short was arguably the most impressive garment in De Marchi’s Contour PLUS winter collection, so our expectations are high for this unlined offering for summer.

The presence of a chamois from Elastic Interface is a good start. Supplier to Assos and Rapha to name just two, the insert, erm, inserted here is a proprietary model, recommended by De Marchi for long-distance use. Pad densities from 10mm to 2.5mm are used (thickest at the rear, thinnest saddle-side at the front) to “effectively reduce genital compression”, which we’d say (in comic falsetto) has to be a good thing.

The De Marchi Contour PLUS bib-short, spring-summer

The braces are lycra at the front, giving way to a four-sided honeycombe polyester mesh only at the shoulders and back, another good thing, we hope – lycra has considerably more ‘give’ than polyester, and minimising use of the latter to areas where breathability is a must seems sensible.

The leg gripper is subtly different to the lined, winter short. It’s just 30mm deep, suggesting a greater degree of compression than our preferred solution: the deep laser cut band witnessed, for example, on Castelli’s Velocissimo Equipe short. We’ll reserve judgement until we’ve ridden it, however.

The De Marchi Contour PLUS bib-short is available in six sizes from S to XXL, in all-black, or black with red, white, or blue panels, and costs £119.99.

SL Undershirt

The SL undershirt is made from a synthetic fabric called Polypropylene, punctured with minute perforations, and sewn with beautifully finished flatlock seams which we hope will keep us free from irritation. It’s absurdly light, so we’ll be hoping for Mediterranean conditions in Blighty for our test period. The fit is close, the neck cut low, and the hems finished with a simple fold.

The De Marchi Contour LIGHT SL undershirt

We’ll post separate reviews of each garment in the weeks ahead. Two things are evident at this early stage, however. Firstly, the Italian emphasis in De Marchi’s foundation is genuine: each garment here bears the label “handmade in Italy”. Secondly, the cut of each garment is extremely close.

The Contour Light Base Layer SL is available in seven sizes from XS to XXL, in white, and costs £37.99.

Website: De Marchi
UK distributor: Chain Reaction Cycles