Well made helmet with excellent safety credentials but with question marks over indicators

Tadej Pogacar's long-awaited Vuelta a Espana return has been signed and sealed as the UAE Team Emirates - XRG rider is confirmed to take to the start on August 22nd. However, after team boss Mauro Gianetti's comments last summer, it begs the question: what has changed? After the Slovenian took his f...

A rack for every ride: the Tailfin Journey Rack mounts to your gravel bike in seconds, works with virtually any pannier and costs significantly less than Tailfins well known carbon systems. It sounds like the perfect companion for your next bikepacking adventure. But does it live up to the promise, or is Tailfin asking more of this rack than it can deliver?Tailfin Journey Pannier Rack | 805 g (including mudguard) 240.00 (including universal thru axle) | Manufacturers WebsiteSince launching via Kickstarter in 2016, British brand Tailfin has become the benchmark for rear racks that mount in seconds and come off just as fast. The catch was always the price of admission. Tailfin sells its system as a fixed package: the complete carbon setup at a premium, paired exclusively with the brands own bags. Ultra-cyclists shrugged and paid up, but riders on tighter budgets, or those loyal to other panniers, were left outside. The new Journey Rack sets out to change that.The Journey Rack is Tailfins la carte option. Arriving eight years after the original Alloy Rack, it replaces the British manufacturers aluminium classic, which was built around Tailfins own luggage. The new version is made from anodised aluminium, costs considerably less than the carbon model and, for the first time, is designed to carry gear you already own, whether thats your favourite panniers, cargo cages or a simple dry bag. This makes the Tailfin system a genuine option for anyone who doesnt want to invest in an entirely new luggage setup. Its a promise we were keen to put to the test.In detail: One rack for any pannier? Thats Tailfins promiseAnyone who has tried fitting a rack to a carbon bike will know the problem: no mounts, no chance. Instead of relying on frame bosses, Tailfin clamp the rack between the seatpost and rear axle, creating a connection that feels as solid as a bolted-on system while still allowing it to be removed in seconds. Thats exactly why these systems are so popular in the ultra cycling scene. The Journey Rack keeps this core concept but breaks with tradition: for the first time, it is no longer tied to Tailfins own bags. According to the manufacturer, it can carry almost any setup, whether that means Tailfins own cages, panniers from other brands or a simple dry bag strapped to the top deck.Tailfin promise the same level of flexibility when it comes to the bike itself. A range of adapters is available to cover different axle standards and frame designs, while two included front connectors allow you to position the deck correctly for your frame geometry and saddle height. To find out whether your bike is compatible, simply use the compatibility checker on Tailfins website.With a 32 kg load capacity, low-mounted panniers and a flexible suspension system, the Journey Rack is claimed by Tailfin to handle fully loaded rides just as smoothly as when its empty. We put that claim to the test.The pannier version we tested comes with mounts for side bags, which according to Tailfin are compatible with panniers from other manufacturers too. The mounts are placed deliberately low, keeping the load beside the bike rather than above it to help maintain stable handling when fully loaded. The non-pannier version does away with the side bag mounts and instead has more attachment points along the stays, positioned lower down for bottle cages and directly bolted-on bags. In both versions, stability comes from a three-point suspension system that connects the rack to the rear triangle while allowing controlled movement, helping prevent impacts from the trail being transferred directly into your luggage. The rack can also be folded flat for easy storage, and optional mounts for lights and radar units are available. Whether this flexible new design can deliver what Tailfin promises off road is what our test aims to find out.What is the Tailfin Journey Rack Capable of?Our first evening with the Journey Rack was spent in the workshop, not on the bike. The price of all that compatibility is complexity: a small mountain of individual parts, adapters and bolts. Tailfins video guides are essential rather than optional, and even with them running, some of the mounting holes take patience to line up. Plug and play this is not. Think flat-pack furniture, tutorial open on the second screen.At the top, a strut connects the rack to the seatpost. Two versions are included, and you choose the right one depending on your frame geometry and saddle height. The clamp attaches to the post with a safety latch. At the bottom, quick-release feet grip the axle: they automatically snap into place when closed, and a silver pin releases them again.Once properly adjusted, the seatpost clamp doesnt move at alland on the axle, a simple pull on the silver pin is all it takes to remove the rack. This is where Tailfins promise of a rack that fits in seconds comes into play.The reward for that workshop evening is that you only have to do it once. After that, the rack fits to the bike in seconds and comes off just as quickly, without the need for tools or further adjustment. Nothing moves, nothing shifts, nothing rattles. In the morning, the bike is ready for touring; by the afternoon, its back to being a clean gravel bike.Once loaded up, the system shows what it was designed for. Tailfins own rack-top bags, the CargoPack and SpeedPack, attach to the deck using extendable metal pins. Hook the bag in at the front, then the pins lock into the eyelets at the rear. The CargoPack has a claimed capacity of 18 litres, although how much of that you can actually use depends on your frame geometry, saddle height and how you pack it. If youre not using a Tailfin bag, you can simply strap a dry bag to the deck instead. The close spacing of the rails keeps even loosely packed bags supported rather than allowing them to sag between the gaps.Packed well, half the battle is won: the CargoPacks usable capacity depends on saddle height, frame geometry and how you pack it, not just the 18 litres listed on paper.Underneath the CargoPack sit the extendable metal pins that lock into the eyelets at the rear of the deckand removing the bag is as simple as pulling them outwards. No tools are required.The two mini panniers hook into place, lock with an audible click and stay securely attached, even through hard impacts. The CargoPack, on the other hand, relies solely on its pins, and they leave no room for carelessness during setup. The kit includes confusingly similar eyelets, but only the longer ones give the pins full hold. Careful adjustment is therefore essential. A locking mechanism like the one used on the panniers would eliminate this potential issue from the outset.The mini panniers sit low on the rack and lock in with an audible click. The low centre of gravity helps keep handling stable, while the locking mechanism keeps the bags securely in place even through hard impacts.The rack also scores points when youre not riding. It folds flat and can be stored neatly in a bike bag, on a bus or on a train, rather than taking up valuable space. If you want to customise it further, there are additional accessories available, including a light mount, mudguard and a mount for Garmin Varia or Wahoo radar units. The mudguard does come with two drawbacks, though: it reduces tire clearance, and it needs to be removed before the rack can be folded flat.The key question remains: how does it all ride? On the bike, the low load position really pays off. The pannier mounts sit deliberately below the deck, keeping the weight beside the bike rather than above it. On all our rides, the rear end stayed composed and predictable under load. The three-point suspension system also helps here, connecting the rack to the rear triangle while allowing controlled movement, so impacts from the terrain arent transferred directly into your luggage. Even on rough gravel, the fully loaded rack stays remarkably unobtrusive.As a complete setup, the combination of rack, CargoPack and mini panniers feels more natural than the weight on paper would suggest. The bike remains a gravel bike that happens to carry luggage, rather than a loaded touring bike that feels compromised. And once the luggage is no longer needed, the rack can be removed in two simple steps and put away until the next adventure.Who is the Tailfin Journey Rack for?The Journey Rack is aimed at gravel and touring riders who regularly switch between a fully-loaded adventure setup and a clean bike for everyday riding, but dont want to commit to a permanently fitted rack. If you prioritise carrying capacity and stability over the lowest possible pack weight, it offers a system that works just as well with your own bags as it does with Tailfins range. And for anyone already using Tailfin bags with a carbon system, the Journey Rack is the logical second option, whether for a second bike or everyday use.Weight weenies and ultra racers, on the other hand, will be better served by lighter options. The Journey Rack isnt exactly an impulse buy either: The rack on its own is reasonably priced at 200 considering what it offers. However, once you add the thru axle, CargoPack and accessories, the total quickly climbs to around 480. At that price, you could pick up a complete entry level gravel bike on the second hand market. And dont expect true plug and play. The initial setup requires patience, some time with the tools and a close look at the manufacturers video guides. If you simply want to unpack a rack, bolt it on and never touch it again, a traditional rack is still the better choice.Helmet ABUS Taipan | Glasses Adidas Kalidro | Jersey PEDALED Merino T-Shirt Shorts Straede Cargo Bib Shorts | Shoes QUOC Gran Tourer IIConclusions about the Tailfin Journey RackThe Journey Rack replaces the previous Alloy model and addresses its biggest limitation: its no longer tied to Tailfins own bags, but opens the system up to panniers and luggage from other manufacturers. The quick-release system works as effortlessly as promised, and even when loaded, the rack remains unobtrusive on rough gravel. The downsides? Initial setup takes time and patience, a complete setup is still a significant investment, and the CargoPacks pin system lacks a locking mechanism. If you can live with those compromises, you get a highly versatile rack.Topstool-free fitting and removal in secondscompatible with bags from other manufacturers for the first timestable handling thanks to the low load positionfolds flat for space-saving transportFlopstime-consuming initial setuplack of a locking mechanism on the CargoPack's pin systemexpensive complete setupMore information at tailfin.ccDer Beitrag Tailfin Journey Pannier Rack on Review: Mounts in Seconds, Works with Any Bag. erschien zuerst auf GRAN FONDO Cycling Magazine.

After an evening spent fruitlessly searching for a shadow on a piece of paper, Ryan Mallons back with more cycling news and views on the Thursday live blog. Anything to distract you from whats happening in Clacton, really

Georg Steinhauser will join Red Bull - BORA - hansgrohe from next season. The 24-year-old German leaves EF Education-EasyPost after several WorldTour campaigns and signs a multi-year deal with a team where he will reunite with Florian Lipowitz. The signing marks Steinhausers return to a German setu...

The owner of iconic British bike company Raleigh and French brand Lapierre, the Accell Group, has been declared bankrupt, according to reports in the Netherlands.An Amsterdam court declared the Dutch parts of the company bankrupt this week, the NL Times reported, after insolvency proceedings were begun last week.However, there is hope on the horizon, with Irish-based investment firm, Quanta Capital, publicly expressing an interest in buying the entire group. Other brands within Accell's stable include Batavus, Sparta, Koga, Haibike, Winora, Ghost, Babboe and XLC.This week, the bankruptcy trustees wrote: "In addition, there is a complex situation within the European Accell Group, with group companies in different countries that are operationally and financially dependent on one another in certain areas. The trustees understand that the factory in Hungary has shut down and that local insolvency proceedings are being opened in various countries."Last week, the Accell Group said every "realistic option for the future of the business has been tirelessly explored". It entered a suspension of payments, a form of insolvency, in the Netherlands.A press release last Wednesday said that there was no "viable solution" for Accell to continue operations in its "current form"."We have made contact with Accell and its administrators to formalise our interest in purchasing the group. Quantas bid will be made up of a number of investors and a global financial institution. We can say no more than that at present," Mel Sutcliffe, CEO of Quanta Capital, told Bike Europe."Our main objective will be to put the Group onto a more stable footing as it has endured quite a tumultuous period of trading," he continued. Sutcliffe is as former elite cyclist, who previously operated Raleigh Ireland. A bid could come as early as next week. There is no news of the immediate future of Nottingham-founded Raleigh, which was once the largest bike company in the world. According to its website, administrators have been appointed.The notice reads: "Oliver Wright, Joanne Hewitt-Schembri and Shamil Malde of FTI Consulting LLP (FTI) were appointed as Joint Administrators (the Joint Administrators) of Accell UK & Ireland Ltd ("the Company") on 6 August 2026. The affairs, business and property of the Company are being managed by the Joint Administrators. The Joint Administrators act as agents of the Company and without personal liability."Separately, Lapierre has filed for judicial reorganisation with the Dijon Commercial Court in France, which could give the brand the ability to split off from the group and seek new investment. The brand currently supplies bikes to WorldTour team Picnic PostNL."The observation period will give Cycles Lapierre the necessary time to continue its operations, consolidate its recovery plan, and bring in an investor capable of providing long-term financing for its future," a press release said."We are determined not to let this flagship of the French cycling industry disappear," William Perrier, the director general of Cycles Lapierre, said, according to Le Monde. "We will work to regain our independence and autonomy."

Fast and efficient gravel bike with a solid spec for the money

Determining the greatest cyclist of all time is inevitably subjective. Palmars offer data, but they cannot capture competitive context, the sports evolution, training, technology, rivals specialisation, or peloton depth. Any historical list must accept a degree of debate. With that in mind, and...

The gravel sector has exploded with bike options and, while choice can be a good thing, it's created a tricky landscape to navigate particularly for the new buyer just entering the discipline. One-model gravel lineups are no longer commonplace, with manufacturers now creating distinct lineups with individual bikes aimed at various gravel offshoots. This means you'll see road bike-style options with bigger tyre clearances, inbetweeners that balance pseudo-suspension with weight and speed, and models that closely resemble mountain bikes of yesteryear. It's confusing to say the least, but the gravel cycling discipline and terrain are so diverse depending on where you live, ride and race; sometimes you need a specific tool for the job at hand a scissor can prune a tree, but a pair of secateurs will do a better job in less time.This leads me to Factors current gravel bike lineup. It currently spans three distinct models the Aluto, Ostro Gravel and Sarana pictured here, each of which has a specific use case and function. While the former two are designed with all-round ability and pure speed in mind, the Sarana pushes the gravel concept to the extreme, catering to ultra events and bikepacking, where riders spend days in the saddle, often self-supported in remote areas that require a capable and reliable machine. To complicate things even further, we also recently spotted a new Factor gravel prototype at Unbound, which appears to adopt a similar wide-set fork as the Factor One aero road bike, and looks designed as an out-and-out racer. This could take Factor's gravel offering up to four models, with two extremes bookending a brace of all-rounders.The birth of the Sarana was no accident but rather the result of the Factor design and engineering teams effort to create a brand-new machine, unsullied by current gravel bike trends and capable of supporting Canadian endurance athlete Rob Britton. The project started nearly three years ago and was heavily inspired by real-world feedback from Britton focusing on speed, comfort, and control important attributes for when races push past the 20-hour barrier.While the average customer will never push the Sarana to these extremes, its still pretty adept on shorter excursions, too, and does an amazing job of smoothing out rutted terrain, washboard gravel, and mountain trails.It comes standard with two custom 'aero' bags (we didn't receive any), which together with the downtube storage, provide impressive carrying capacity (Image credit: Aaron Borrill)Design detailsThe Sarana is an intriguing-looking bike quintessentially Factor, with a blueprint that sticks to the classical form-over-function design philosophy. The aesthetics are divisive though, and you'll either love it or hate it. There are two colour palettes available, the cyan blue pictured here and prismatic gold both are muted but draw on the natural tones of the outdoors and the various hues experienced when riding from dusk till dawn. The graphic design is bold, with the Factor and Sarana wordmarks positioned prominently on the downtube and seat tube.The Sarana is manufactured from Toray and Nippon Graphite pan-based fibres, tuned to balance stiffness with comfort and vibration-damping similar ingredients to the Factor Aluto. The frame architecture comprises three distinct yet seamlessly integrated areas: the front, middle and rear, which represent a departure from how the company developed the Aluto and Ostro Gravel platforms. Like many modern gravel platforms, its compatible only with 1x groupsets and comes with a handy 30.9mm external seatpost clamp to accommodate a range of dropper posts.It draws inspiration from the Monzo road bike, featuring a truncated aero profile and subtle hourglass sculpting on the headtube. It also comes stock with a collection of purpose-built 'aero' bike bags that fit within the triangle and above the top tube to help extend the leading edge of the tube shapes and the sailing effect at certain yaw angles. Its compatible only with 1x groupsets and comes with a handy 30.9mm external seatpost clamp to accommodate a range of dropper posts (Image credit: Aaron Borrill)The backbone of the Sarana is the down tube area, which has been purposely oversized to add torsional stiffness and hollowed out for optimal internal storage capacity. Factors claims that the downtube sculpting promotes cleaner airflow over the frame and that the centre of gravity is low and balanced when laden with tools.The rear end is all about terrain management, and tyre clearance is at the forefront. While not the market leader in this instance, the Sarana can accommodate tyres as wide as 57mm (2.2-inch). Our test bike came with Black Inc 46 carbon wheels wrapped in 2.0-inch Continental RaceKing mountain bike tyres. To accommodate rubber this wide, the Sarana features dropped seat stays and an offset seat tube, which double up as a natural leaf-spring system that flexes while maintaining lateral progress. Clever directional layup techniques have been implemented at the bottom bracket junction to manage fatigue and traction, resulting in an 18 per cent reduction in vibration.It comes outfitted with SRAM Force XPLR AXS, featuring a 44T, 10-46T drivetrain (Image credit: Aaron Borrill)SpecificationsOur Sarana test bike came outfitted with SRAM Force XPLR AXS, featuring a 44T up front (the frame does have provision for up to a 52T chainring) and a 10-46T rear cassette. There's nothing wrong with Force I rate it on par with Red AXS when it comes to performance and aesthetics; it's just heavier.To ensure better stopping performance when fully rigged, the native 160mm front/rear brake rotor configuration can be flipped if you prefer the added security of larger 180mm disc rotors. The platform was optimised for SRAM but is also able to run various Shimano Di2 groupsets (wired versions, too) - theres a Di2 exit port above the UDH triangle. Five frame sizes are available, spanning 49, 52, 54, 56 and 58cm one less than the Ostro Gravel and Aluto models. The Saranas geometry numbers are racier than youd expect from an endurance-themed machine with a 71.5-degree head angle and 65mm trail figure (identical across all sizes) and a 74- 75.3-degree seat tube angle. The reach (398mm) and stack (573mm) on a size medium are very close to the Ostro Gravel and border on aggressive. The 425mm chainstays and offset seatpost have made room for up to 57mm tyres, while the 80mm bottom bracket drop sits slightly lower than its rivals and stablemates. While not outrageous, tyre clearance falls between the recently released Specialized Crux (55mm) and Open Wi.De 2.0 (66mm).Factor also suspension-corrected the geometry to ensure parity when specced with a 30mm RockShox Rudy XPLR fork with sag, evidenced by the 427mm axle-to-crown measurement. The Sarana can be specced with or without a 30mm RockShox Rudy XPLR fork (Image credit: Aaron Borrill)PerformanceThe Factor Sarana is not your typical racing gravel bike, but it can take you places and traverse terrain many of its rivals cant. While there are many faster and lighter options on the market, "faster" is contextual, and when the terrain gets rocky or washboard gravel comes into the equation, there aren't many bikes able to match the Sarana for speed and comfort. And its in these technical and rough settings that the Sarana should be experienced and ridden in anger, not on champagne gravel and definitely not on tarmac. A gravel bike as capable as the Sarana also questions the need for a mountain bike especially where I live in the Surrey Hills thanks to the front suspension and fairly relaxed head angle. It copes just fine with everything that has come its way and Im talking fire roads, twisty singletrack and step-downs. It feels controlled and completely adept when things get gnarly. Dont get me wrong, a cross-country mountain bike will be faster down rough, negative gradients, but then again, a bike of this nature won't keep up with the Sarana on 80 per cent of the gravel routes in the South East of England.The Black Inc bar/stem ensures partial or full cable integration (suspension fork will route front cable externally) and the one-piece functionality boosts confidence on challenging descents (Image credit: Aaron Borrill)One bugbear is the narrow clearance around the fork crown and tyre. The back of the crown tends to collect dry leaves and debris, and this rubs against the tyre. Id like to see how the Sarana deals with mud come wintertime, and whether the crown/tyre clogs up or not this is a known issue with the RockShox Rudy fork. You can substitute it for a rigid fork, which does nothing to adversely affect the head angle and trail number the bike was designed to work seamlessly with both options.At 9.75kg with RockShox Rudy XPLR fitted, the bike isn't the best at climbing, but it holds momentum well and conforms to the terrain, nullifying most vibration-induced speed loss associated with off-road riding. I haven't felt held back by the 2.0-inch Continental RaceKing mountain bike rubber. If anything, the grip offsets any weight or rolling resistance penalties. After all, theres more time to be lost on the downhills than on the climbs, and this width affords the rider confidence to push harder and not overthink the situation. Our test bike came fitted with a 44T single chainring, which perhaps holds it back from unlocking an even greater top end, but its not often my gravel routes touch speeds of over 50km/h. During my initial testing, I mulled over the idea of trying a 52T ring, but given the final drive ratio of 4.40, the 44T was all I needed, and I never felt my cadence getting too high. The 10-46T cassette provides ample gearing for most vertical excursions. It only really becomes hard work on double-digit gradients with loose surfaces.Its no slouch on the tarmac, but it wasn't designed for it and riding it in this setting would be doing the bike a disservice youll get the most enjoyment for your mile off the beaten track.When the terrain gets rocky or washboard gravel comes into the equation, there aren't many bikes able to match the Sarana for speed and comfort (Image credit: Aaron Borrill)ValueThe gravel bike sector is a tricky space to navigate at present, with bike technology evolving apace and offshoots focusing on aero gravel, all-round riding and adventure, take your pick. While theres a lot going on, the upshot is a variety of bike choices, which wasnt the case just five years ago. At that juncture, Factor had more variety than its rivals with the Vista and LS platforms, and the company has continued this stance with its three (maybe four if the prototype bike we saw at Unbound goes into production) bike approach to gravel.For many, the Factor Sarana will represent a solid choice even at 8,299/ $8,499/ 10,199 (7,699/ $7,899 /9,499, if you spec it sans suspension fork). Owing to its breadth of attributes, I foresee a convergence of curious road riders and mountain bikers. Its neither road-bike racy nor mountain-bike burly; instead, it blends both disciplines, and the result is one of the most enjoyable drop-bar dirt bikes I've ridden this year.I didn't want to like the Sarana, but I find myself appreciative of the concept, and the variety of riding it affords me; from road and hardpack gravel to semi-technical mountain bike trails particularly if it's specced with the suspension fork. I never once felt uncomfortable; if anything, it made sense on the trails I ride from the moment I pressed the pedals for the first time. For the kind of off-road riding found across most of the UK, the Sarana is totally up for the task. Its accommodating when it comes to storage and luggage capacity, compliant on the rough stuff, nimble enough to satisfy speed merchants, and capable when things get truly challenging.Its not as fast as a bona fide gravel racing machine, but thats not what the Sarana claims to be. If youre after one bike capable of dismissing all conditions and challenges and going to remote areas far off the beaten track, the Factor Sarana might be the answer. Tech specPrice: 8,299/ $8,499 /10,199Brand: FactorFrame: Factor Sarana (Toray, Nippon Graphite, Pan-Based Fibre)Fork: 30mm RockShox Rudy XPLRWeight: 7.75kg (actual, 54cm)Sizes: 49, 52, 54, 56, 58cmLevers: SRAM Force AXSBrakes: SRAM Force AXSRear derailleur: SRAM Force XPLR AXSFront derailleur: N/ACrankset: SRAM Force XPLR Dub Wide, 44TBottom bracket: SRAM Dub Wide press fitCassette: SRAM Force XPLR 10-46TChain: SRAM ForceWheels: Black Inc 46Tyres: 2.0-inch Continental RaceKingBar/stem: Black Inc IntegratedSeatpost: FSA SL-K SB0 (compatible with dropepr post)Saddle: Selle Italia SLR