The market background (well documented)
The cycling industry saw unprecedented demand during lockdown as both beginner and experienced cyclists rode more and stocked up accordingly. At the same point the industry supply chain was buckling, meaning that brands simply couldn't restock their inventory and when that became possible they increased their orders on the expectation of prolonged strong demand. 2022 and 2023 has seen weak trading conditions as individuals have seen disposable income squeezed by higher housing costs and inflation not seen for a generation.
Current state of the cycling industry (how we see it anyway!)
The cycling press has been active recently highlighting the gloom in the sector and from the public sources as well as the grapevine there have been some interesting developments. Firstly, WIGGLE/Chain Reaction Cycles has initiated an administration process on the back of spiralling losses. It's only a personal opinion but as a user of their App and consumer that their offering has become a lot less compelling in recent years and they seem to have stumbled badly in their online offering. Wiggle used to have an almost captive market of App users that were attracted by the low prices, wide selection and frankly minimal competition from other ecommerce retailers. All of those factors have swung against Wiggle during and since lockdown. The rise of Google Shopping as well as BREXIT have exacerbated the problems for Wiggle but it could be argued that Wiggle under its current ownership has contributed to its own downfall.
Secondly, and as an indicator of general performance, recent filings show that Rapha slumped to its 6th consecutive year of losses in 2022, with the loss widening for the year. Obviously, we don't have a crystal ball but it would seem that unless they manage to pull a rabbit from the hat that results are unlikely to improve for calendar year 2023. Other brands have also been reported to be scaling back operations and headcount and you would have to have your own head in the sand not to have noted the dramatic discounting as brands seem to be desperate to liquidate stock. It should therefore be expected that there will be a number of brands restructuring or shutting their doors in the year ahead, so what's behind this? From our perspective it seems apparent that the run up to and sale of Rapha created something of a frenzy with brands and investors who suddenly saw the possibility of growing and then selling a brand for large gains, with the priority given to purely growing sales and market share. This focus on sales rather than profitability may have made it challenging for some brands to continue as they are in the medium term. Will some brands scale down their purchasing or exit, only time will tell!
How does INVANI fit into this?
This piece isn't intended to be patronising towards other brands and we are absolutely in no position to judge, lecture or to criticise different strategies but having chatted with many of you at events you'll know we have only ever tried to grow the company on an organic/sustainable basis rather than ploughing money into marketing to try and achieve market share growth at all costs. As a result we've seen steady growth, but in a way that can be sustained for the next 2, 5 and 10+ years without the need for external capital bail-outs. At the same time we are improving our product line-up and receiving great reviews from both customers and industry reviewers so the company is well positioned, albeit in a market that is very weak.
Against the very weak market conditions and with a sustainable approach it is therefore pleasing to note that our sales will be up rather than down in 2023 compared with 2022, which we suspect will be unusual compared to other brands. That said, INVANI is still a really small company and we will need to see growth year-on-year to make it viable just on the basis of achieving a sensible scale.
While we aren’t looking for any favours and we know we have to really earn your interest and hopefully on occasion your decision to buy something from us, we would absolutely love to think that you can at least think of us and click onto www.INVANI.cc if you're looking for something that we offer. Your support is always hugely appreciated!
In other ways that you can help us without dipping into your pocket, it would be amazing if you can share any content that you like from us with your friends or social media, similarly if you're wearing our kit and posting photos then please tag us to help raise awareness amongst your followers. Also, if you weren't already aware, we run a Referral Programme for our customers whereby your friends can buy kit with a discount and you receive a credit note for a portion of their spend (see details at www.invani.cc/pages/rp ). If you haven't already received your referral code or would like to be reminded then please email us at info@invani.cc and if you have your code then please share it with your friends in any way you see fit (over a mid-ride coffee, on a group WhatsApp, including the code on your Strava or Instagram profile pages or any other way you think might help get your friends interested!
If you've read down this far then thanks for taking the time and also thanks for all your support to date! The comments section is hopefully enabled so please feel free to share any thoughts you have!
Good Riding!
]]>Just to share some thoughts on a Trek Domane AL2 Generation 3 which was bought earlier this year (needless to say this piece is unpaid and has zero connection to Trek). The bike has been used for both road and light gravel riding and was primarily bought as a cheap option to travel with and leave overseas.
Given the price, versatility and the bulletproof build we think this might just be the best pound-for-pound winter, gravel or commute bike or one to travel with that you don’t want to worry about overly.
Clearly the bike is equipped for the entry level price point but unless you’re obsessed about bike weight then for a lot of purposes it actually does a great job. The bike comes with the Shimano Claris 8 speed groupset with mechanical disc brakes. Nowadays it might sound like a bit of a shock to the system to have only 8 gears and certainly there are some sizeable jumps in gear ratio but otherwise the groupset just does what you need it to do and the gear range of 50x11 to 34x32 gives a lot of flexibility. The mechanical braking is still more powerful that even the best rim brakes and the fact that it uses cables rather than hydraulic fluid makes for easier maintenance, tweaks and repairs should that be needed. If desired, a future upgrade of a £500 105 Groupset and some faster wheels for another £200+ would elevate the bike for many years of happy riding. The bike is obviously supplied with the bars set high on the steerer tube but “slamming the stem” (not as extreme as on a lot of bikes) makes for a faster while still comfortable fit.
The wheels helpfully have relatively wide 21mm rims and come equipped with heavy, semi-slick Bontrager Hard Case 32mm tyres. These can however easily be switched out for gravel tyres, we easily managed to fit to 35mm Vittoria Terra Dry tyres which cost £40 for the pair which are a great compromise for roads and light to medium gravel. 38mm tyres may well be an option as well, there is more space for the front than rear tyre if you want to maximise tyre width. The rims are tubeless ready if that’s your preference.
The wide tyre clearance on what is essentially a comfortable road bike may well be the single most attractive feature of the Domane and unless you’re really pushing things it’s questionable how much practical difference there is between this bike and the cheapest Trek Checkpoint gravel specific bike which costs £1700 (or the entry level Canyon Grizl at RRP £1700 or Orbea Terra RRP £2200). The endurance geometry of the frame means that it’s stable and comfortable on both surfaces.
The aluminium frame and paintwork is surprisingly attractive and until you get really close up the frame has the look of a much more expensive carbon model. The handlebars, carbon fork and saddle all just do the job and are the same as is specced on bikes in the range costing up to £2000.
The bike has the usual bosses for two water bottles but also has bosses on top tube for a bento box and at bottom bracket for an extra drink or tool container meaning that it’s also suitable for bikepacking or touring. Though we haven’t fitted them the bikes can also easily fit mudguards (though this will reduce maximum tyre size you could use at the same time).
The real kicker on this bike, if you can source one in your size, is the price. As at November 2023 we found some Gen 3 models online at £675 versus their original RRP of £975 and compared to the £1050 of the 2023 model (“Gen 4”), which appears to be almost identical. If you can’t find your size at a discount it’s very likely the Gen 4 bikes will be reduced to some extent soon.
If you’re in the market for a bike like this it’s hard to see how you’ll be disappointed and indeed you might find it steals your heart and makes a bit of a mockery of bikes costing maybe 4 times more!
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With gravel routes (consider the two below) uploaded to your bike computer it's simple to get around those without any major navigation issues. It’s worth noting that on rides there can be relatively few opportunities to stop for food or drink so it’s better to carry a little more than you may elsewhere.
Girona's compact historic centre is particularly attractive and offers a great choice of bars, eateries and coffee shops all within a short walk of each other. Just as a few suggestions for places to check out:
- For tasty and good value Argentine steak look into the tiny El Carrito restaurant. They also have delicious empanadas which are ideal for taking on your next ride
- If you like your meal with a heavy side of cycling memorabilia then Hors Categorie may just be the place for you, pro rider Robert Gesink is the owner so you'll see a lot of Jumbo jerseys
- If you are looking for a hearty take-away then Chicanitos offers great burritos and the like
- There are numerous good bakeries dotted around town, Casamoner has several branches and has delicious breads and cakes and also serves coffees
- If you want your coffee super hip then check out either Espresso Mafia or Oniria, which is opposite The Service Course shop.
Depending on your travel plans Girona can be a little time consuming to reach so if possible consider the two fastest options being (1) direct flight to nearby Girona airport if possible or (2) if flying to Girona isn't convenient and you're in a group then consider a taxi from Barcelona which may be better than the slightly convoluted trip via train which includes walking at each end plus at least two trains, note that there are both fast and also very slow train options from Barcelona Sants station to Girona.
In terms of Gravel riding we set out below a couple of different routes. Neither are particularly “technical” if you are an experienced rider on roads but the second one does have some steep climbs and a few short sections with larger rocks to negotiate a little more carefully.
Route 1. 74km and 800 altitude metres
https://www.strava.com/routes/3048241739745095760
Part of this route traces the “Via Verda” so you’ll helpfully see green arrows indicating the turns.
The route passes through rolling agricultural fields and you’ll face a multitude of small climbs rather than any that are particularly challenging in isolation.
After reaching Banyoles lake you’ll have options to refuel in that town or a little later in the village of Serinya. Soon after Serinya you’ll cross and then ride along the very pretty Riu Fluvia (see image below) before climbing out of the valley. After this you’ll enjoy a lovely flowing descent on perfect tarmac and then predominantly pleasant gravel trails to take you back close to Girona centre.
Route 2. 94km and 700 altitude metres
https://www.strava.com/routes/3048241341057301584
After a few kilometres on the road you’ll soon be on gravel and passing through long sections of attractive silver birch plantations.
The section around Gualta features some of the steeper and more technical sections these don’t last for long. Soon after that you’ll come through the pretty town of Pals which offers a good option for a stop. The restaurant La Vila offers delicious plates and a sunny terrace. Not too long after Pals the town of Peratallada provides another chance to stop for food or drink.
The remainder of the route includes a painful ramp on tarmac followed by a much more fun flowing gravel climb and descent and the backend of the route home is then mostly on roads, including some of the larger roads you'll encounter but we found the drivers considerate and there was a wide hard shoulder.
While the gravel routes above generally include about 20-30% of your time on roads it’s worth noting that you can easily add in a more road focussed day or part of a ride. Unless you’re trying to challenge KOMs then these are fine ridden on gravel bikes. In terms of notable climbs then very close to the city there is Els Angels which offers a picturesque and fairly gentle ascent from the Girona side. The far side has less attractive views and steeper percentages. A little further from the city but still part of an attractive ride you can tackle the one way climb to the summit of Rocacorba. The excellent views from the top (see image below) make up for the rather uninteresting climb and final 5km which averages a challenging 9%.
]]>After what feels like a lifetime of lockdowns it is surprising how a simple out and back overnight bike trip can feel like an adventure. Staying in a hotel and never being too far from civilisation means that there isn't a requirement to carry too much, so the bike doesn't even need to feel too different to your normal rides.
Hopefully the below can provide some useful tips if you're heading out for a mini adventure on your bike. This trip was planned with the intention to travel light but with enough to still be comfortable and to go to the pub in the evening in something other than bike kit.
What to take and where to put it on the bike:
- Kit wise the luxury item was a spare pair of shorts so as to not worry about washing and fully drying them overnight.
- A spare sleeveless base layer meant that it felt perfectly comfortable and hygienic to simply reverse the well aired Jersey to give a different look on the second day.
- SPD pedals and mountain bike style shoes mean that you can pretty easily use those shoes for the evening off the bike as well (check out the Fizik Terra Ergolace as an example). Without that solution, then even carrying a pair of flip flops creates more bike luggage.
- If you have the extra bosses then a water bottle (in this case down by the bottom bracket) with additional puncture repair or tools can be a boon.
- Overnight items in the frame bag as they're harder to get to during the ride (shorts, t-shirt, spare socks and underwear, toiletries, charging cables).
- Carrying the above items on the bike means that your Jersey pockets are not over-filled and can easily be used for nutrition and valuables.
Final tip: when planning your route it's easy to get carried away and go for an extreme distance and climbing, but be sensible compared to your usual mileage if you want to enjoy rather than suffer through the two days!
]]>Itinerary: 1,100km riding, 12.5km altitude gain and 7 countries to arrive in Greece from Austria
Source: Google Maps
Q: What made you want to take this trip and how did you pick the overall route?
A: When we were at University we did a lot of touring around the UK such as Coast to Coast and Coast and Castles up to Scotland. Since starting work in London we have no longer had time for these trips so it has long been on our bucket list to do a proper bike packing tour again. With regards to the route, we have relatives in Austria which provided a natural starting point. Both of us have travelled quite a bit around western Europe but less so around the South East and Balkans and we were keen to explore this part of Europe more. Our original plan was to stick a bit more inland, heading via Sarajevo, but we were tempted by the Croatian Islands and given the limited time we had we decided to head pretty much straight for the coast which turned out to be a good choice. We didn’t plan our exact route in advance, but put it together as we went to leave us with more flexibility for rest days and to enjoy the places we found particularly stunning.
Q: Any particular highlights and/or lowlights? Any local delicacies that stick in the mind?
A: It was really amazing seeing the landscape change as we rode. Slovenia and Austria are very green and mountainous and obviously the further south you get it becomes more Mediterranean and much drier. And then of course Albania is a majority Muslim country while Macedonia is Christian Orthodox which also reflects in the architecture.
It is quite hard to narrow down our favourite bits. We loved the island hopping along the coast of Croatia, however that is arguably a quite well trodden path. Probably the most scenic day we did was climbing the 1000m out of Kotor Bay in Montenegro and cycling along Lake Skadar, the largest Southern European lake into Albania. That was a hard and hot day but very worth the effort. We started at 5am to get the 1000m climb out of the way before the main heat and got rewarded by some homemade doughnuts for breakfast at the top.
The most idyllic place we stopped in was Ohrid in Macedonia. Despite being a Unesco World Heritage site it has somehow still gone mostly unnoticed by foreign tourism (for Macedonians its very popular though!). We actually had a rest day there which was very relaxing, with a trip out onto the lake and some incredible local fish to feast on.
Some of the grittiest places we came through were in rural Albania and the outskirts of Tirana. The roads are not the best and there are a lot of stray dogs that can be rather scary when you are trying fix a puncture in the middle of nowhere - we had a couple of hairy moments. Looking back now it feels like it added to the adventure of the trip but we probably wouldn’t recommend the stretch between Skhoder to the Albanian capital.
Q: How did you plan the roads to take?
A: At the start we really only knew which countries we wanted to cycle through and we also knew we were most likely going to have to take one train or bus to make the whole distance in the time we had available. Given the train network gets worse the further South you get, taking the train in Croatia was really the best choice if we also wanted to see Slovenia. So we booked the train to Split ahead of the trip to make sure we could take our bikes on it. Other than that we planned our routes every evening on the basis of how far we had come that day, how tired we were and where a good spot for the next day’s stay would be.
We did bring camping gear but tried to avoid wild camping as we weren’t able to carry enough water, plus its not actually legal…. To plan our route we used Komoot, which is very handy as you don’t need a laptop for it. It allows to create routes based on popular segments and also tells you about road surfaces which was crucial for us as we were on road bikes. From Komoot you can export GPX files to Wahoo directly. For the day out of Kotor Bay and along lake Skadar we used the EuroVelo route which is a European initiative to create safe and scenic cycle routes – highly recommended.
Q: Any tips on what to pack, what not to and how to carry it?
A: We used saddle, frame and handlebar bags and would recommend trying to go this way rather than having anything on your back. We also didn’t want the weight of actual paniers as there was a lot of climbing on our route so we aimed to stay as light as possible. This worked well for us as we had some easy access pockets on the top tube for the kit/food we needed during the and the heavier kit in the handlebar and saddle bags.
We only had one set of cycling gear each which we thought was a risky move, but turned out well. We washed the kit every evening. Since it was very hot it dried pretty quickly most nights (except for one unlucky and rainy day in Slovenia…). We had a big medical kit which we fortunately didn’t use and a lot of tools and spare tubes which we did! Other than that we had one set of casual clothes and flip flops each, as well as a mini down jacket and rain gear. We only had to use the rain stuff once on the whole trip so it felt a bit unnecessary, but had it actually rained we would have been in trouble without it so we have no regrets for taking it.
The one thing that was unnecessary was the tent. While we camped for a few nights at the start, hotels/bnbs became very cheap the further south we got and it being as hot as it was we were craving an air-conditioned room. Sleeping inside a tent at 30 degrees is not very pleasant! So in hindsight we would have probably left the camping gear behind.
Q: How did you get your bikes to the start and from the finish?
A: We flew to the starting point in Austria with the bikes and were able to leave bike boxes with relatives there. The only place we booked ahead on the trip was the hotel for the final night close to the airport in Thessaloniki. We arranged for a DHL pick up of the bike boxes from our relatives in Austria and shipment to the Hotel in Greece. We specifically chose a big chain hotel which would be able to store the boxes for a few days and told them in advance that they were coming. The shipment cost about Euro 80 per bike box.
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A 1500km bike race is never going to be easy but I was feeling pretty relaxed at the start of RTPL.
My bike is tried and tested, the culmination of years of learning and incremental improvement so should have been perfect by now - right? Turns out I might as well have walked into Evans and bought their cheapest child’s tricycle.
We’d barely left Krakow when the seatpost started slipping, and I snapped my multitool trying to tighten it - fortunately I had a spare hex key but still had to stop another 5 or so times before it was sorted. If that had been the only problem, I wouldn’t complain but throw in a chain that was skipping like Rocky Balboa and a temperamental Wahoo and the first few hours were tough going.
I’ve long been thinking that I have too much carbon fibre on my bike, and it turns out my drivetrain agrees. After missing a downhill turn thanks to the laggy Wahoo I mashed my gears to turn round back up the slope, and dropped the chain so it jammed between the little ring and the BB shell, forcing out strips of carbon off the frame and bending the chain ring - guaranteeing this would happen again (it did, many times).
Next came the rain, so heavy that I cut out the middleman of the water table, and was hydrated straight from the skies via my face and glasses. I kept moving, and eventually the sun came out, the scenery and terrain got more interesting and I was really starting to enjoy myself.
That was my first mistake… my second was not changing my shorts earlier. By late afternoon I had some pretty bad chafing from where the pad of my Gore shorts just hadn’t dried out. I stopped and changed into my INVANI shorts and put the wet ones onto my saddlebag to dry out. Yes, they immediately fell into my back wheel.
Just how bad the saddle sores were, I didn’t really realise until 1am that night when I sat on the edge of my hotel bed and then stood up. If you’ve ever tried frying bacon in a non-non-stick frying pan, you’ll have a good idea of what it was like peeling me and the bedsheets apart. Some liberally applied alcohol gel, and 3 more hours sleep later my ar*e wasn’t exactly fixed, but it was possible for me to sit on the saddle without crying (too much).
I managed a few hours riding (mostly out of the saddle) before my chain decided enough was enough and snapped in half. Looking behind me to see the disjointed metal snake lying on the road was not a high point, although I do like to use everything I take with me so if I were forced, under duress, to find a silver lining I guess it was nice to give my chain tool a run out for my first time in a race…
On the third day, whoever was wielding the voodoo doll took their eye off the ball, and things went pretty well for me. Climbing into the Tatras at 2am with the full moon hanging between the pine trees was like something straight out of a Bram Stoker novel but other than one tangle with a songbird on a descent no winged menace came out of the night sky for me. By that evening I was just 386km to the finish - it felt like my luck had turned - and I knew whatever happened I’d finish the job tomorrow.
The sun shone, I averaged 32km/h, and knocked the distance off in 12 hours flat.
Obviously that’s not how it went…
After 3 days of riding out of the saddle to spare my sores, my achilles was starting to hurt and threatened to turn my Odyssey into an Iliad. Between my various ailments I could see the remaining kilometres were not going to be comfortable. Still, it could be worse at least I had plenty of gears to work with. About 3 hours later my front mech broke. Thanks Shimano. I unplugged it and carried on with my new 1x setup, reflecting that at least I must have used up all of my bad luck. It was around then that the torrential rain started, and didn’t stop for long over the next 12 hours.
It was hard rain, mountain rain. The kind that bounces off your face and gets behind your glasses so that on the descents you have to screw up your eyes to keep the grit out. I kept pedalling, aiming for the final control point about 100km from the finish line. It was a mountaintop hotel, and visions of a roaring fire, good food, and 20 minutes off the bike kept me sane. When I arrived I found 3 volunteers huddled in a damp shed out the back of a closed hotel. I got my brevet card stamped and kept moving, descending and heading to the final parcours on some pretty decent gravel tracks. I had about 80km to go when the sidewall of my brand new GP5000TR rear tyre blew out. Fortunately my carbon rim hitting the rocks at 45km/h didn’t faze my Zolla rims and I stopped to take stock. To briefly sum up, I was in a forest somewhere on the Czech/Polish border, night was falling, and I was several hours walk from the nearest anything. A quick assessment showed my options were:
As I'm here to write this you can tell I opted for (2) and fortunately the patch held, and with the exception of more torrential rain, relentless terrain, and a puncture with 50km remaining which meant I had to stop and put air in my tyre every 10km, the stretch to the finish was a cinch…
Finally, about 01:30 I arrived. 8th place, in 3 days and 20 hours. It’s easy to become distracted by top 10 finishes and feel the pressure to win or scratch, but in ultra distance, riding the best you can in the circumstances, overcoming challenges, and staying the course to finish is a victory in itself.
Could probably have done without the saddle sores though.
Written by: Andrew Phillips https://www.instagram.com/thenight_train/
Photos, thanks to Race Through Poland and: Adrian Crapciu (https://www.instagram.com/adriancrapciu/), Tadek Ciechanowski (https://www.instagram.com/tadekciechanowski/), Malgorzata Michalik (https://instagram.com/bite.of.me)
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The good news is that no matter what your reason for being in this beautiful, underrated and ferociously expensive city there is some really nice riding very close at hand.
Logistics: Geneva is a small city and although roads can be rather confusingly shared between cars, buses, bikes and trams there are actually a lot of bike lanes and paths and indeed many junctions allow bikes preferential access which makes navigating much easier. For any of the sample routes below you will fairly quickly be outside of the small but busy centre and you'll largely leave the traffic behind.
Geneva is not blessed with countless bike rental shops but we used Bcyclet which is based around 30 minutes by public transport from the centre. Naturally they can also deliver and collect the bike to you. The team were helpful and although rental prices are higher than in other locations this is in-line with pretty much everything in Geneva so a ride may still be cheaper than spending time in the city! Another alternative is “Bike Switzerland” who offer premium Trek bikes. Though they do not offer rental bikes Rochat Cycles is located right in the city centre if you find you need anything else.
Possible routes: The first two routes give you an opportunity to get out of the city and get some quality climbing in the legs without needing to be out for too long.
The first route of around 60km and 1,100m of climbing was kindly shared by a local ride guide and takes you over the imposing hills to the south of the city. Make your way through Lancy Bachet and the agricultural fields that follow on your way to the Swiss/French border at Collonges-sous-Saleve (the border seems to be in name only as a cyclist). After the border you will pass through La Combe and then you follow the Route de la Croisette to the Col of the same name. The climb which is mostly through forest is just over 6km long but with an average gradient of 10.9%, a good chunk of the altitude is gained in the final four kilometres with plenty of 12%+ stretches. Rather cruelly the Col is not actually the end of the climbing on this route as you turn right through the small town and have another stretch of much easier climbing until you reach the Col de Pitons at 1335m altitude (approximately +1000m above Geneva).
Image: Leaving the city behind in search of climbing!
It is the stretch after La Croisette where you can really enjoy the views of the Alps proper. One nice thing about this route is that after cresting the Col des Pitons it is almost entirely downhill on your way back to Geneva. If you have the climbing legs its advisable to do this route clockwise, as described, so that you can enjoy the long and steadier descent. To return you pass through Saint-Blaise, the very attractive village of Charly, then Vers, Soral and Onex before returning to Lancy and the city.
The second route heads north and west out of Geneva and is an out and back to the Col de la Faucille, again at around 1350m altitude and with around 60km of riding. Geneva is so encircled by France that again you will spend most of your ride in that country rather than Switzerland. The main climb on this route is much steadier at around 12 kilometres with an average gradient of 6% and nothing exceeding 8%. From Geneva centre ride along the west bank of the lake until Bellevue where you turn left and gently gain a little altitude passing through Bossy, the border with France and then in the direction of Gex which is around 250 metres above Geneva. From Gex you wind your way up the D1005 with mostly 5% and then 8% stretches and is relatively open with pleasant views of the surrounding mountains and occasionally the lake below. To save time you can then simply enjoy the descent back down the same route or to extend the ride from the peak it’s possible to head either north or south before descending down to the lake at some point and then returning along its west bank.
Image: The main climb follows a wide and gently curving road but there isn't excessive traffic
Image: Don't be fooled, you're just a few kilometres outside Geneva.
If you have more time to spare then you could consider a lap of Lake Geneva (otherwise known as Lac Leman). The 175km route is well marked, very flat and is used for an annual sportive.
]]>This is an updated piece following a second trip to the area and the good news is that with a few caveats the area is actually highly recommended.
Plentiful flights and accommodation, some of the best off-season weather in Europe and challenging terrain all contribute to this being a great riding destination. The truth is it’s probably really underrated compared to the more popular destinations of for example Mallorca and Girona.
So, why the qualified recommendation? Firstly, without there being enormous climbs the terrain is definitely “rolling” to say the least so there are not too many enjoyable flat routes, if that’s your thing. Secondly, the road network is highly developed and without good route planning it’s easy to find yourself riding on some not great “A” roads. But that’s why we have some great route suggestions for you below!
First, a word on where to base your trip. We stayed in Mijas and it’s ideal in almost every way, the only downside being that there is really only one route out and back which is pretty lumpy and may get repetitive over several days. Though we have not stayed there we were recommended the Alozaina area for future trips as that allows easier access to a wider variety of routes.
We rented bikes from Kamaga Bikes and found the Bianchi bikes and service (including drop-off and collection to Mijas) offered to be excellent, including lots of helpful advice from Alex.
We set-out two possible routes below, both of which are more “epic all-day” than gentle leg stretch but of course it would be possible to trim and adapt them to suit your requirements. The small towns and petrol stations spread along the routes provide some options for food and drink but err on the side of carrying provisions/stopping as they can be tough rides with long stretches without shops and of course temperatures can get high.
The first route takes you north to El Caminto del Rey and it tick all the boxes for scenery and nice climbing. We rode the route anti-clockwise starting in Alhaurin el Grande, heading to Alora, a drinks stop after El Chorro, lunch in Ardales and back via Alozaina. The route is generally downhill until you reach Cartama after which you’ll spend most of the next 60 kilometres gradually gaining altitude up to a high point of around 750 metres before Casarabonela before again shedding altitude on the way back south to Coin. None of the climbs are overly fierce, they generally average around 4-6%.
In terms of scenery the route really picks up from around El Chorro and you will then pass the tourist destination of El Caminito del Rey. The northern part of the loop is characterised by narrower roads and plenty of time on enjoyably gentle climbs. The landscape changes as you approach Casarabonela as you pass through a large and more expansive bowl of a valley with agricultural fields and olive groves. Some of the roads in this section were recently resurfaced and are like carpet!
Strava route: https://www.strava.com/routes/3155471816527647018
The second route option features more challenging climbing but is really outstanding and runs from Coin to the Puerto del Viento, which is the highest point before you can choose to drop down to Ronda. Depending on your location and time available you could however reduce this to El Burgo to the same summit at Puerto del Viento, as this stretch is the real highlight (30km round trip). It is an out-and-back ride rather than a loop but it’s beautiful enough that you certainly wouldn’t be bored on the second half of the ride. The route largely passes through the national park of La Sierra de las Nieves and car traffic is far lower than on other roads in the area.
Leaving Coin (202m altitude) you head west along the A-366, reaching first Alozaina (386m), Yunquera (681m) and El Burgo (591m) before reaching the summit of Puerto del Viento (1071m). The total route returning to Coin is approximately 100km with 2200m of climbing. The Strava route below includes the optional drop down and climb back out of Ronda.
The first section provides wide open views of rolling olive groves (first image below) with eucalyptus dotted along the road only adding to the atmosphere. The road starts to tilt up around 5km before Alozaina and continues to steadily climb for 15km before a 6km descent into El Burgo. As mentioned above it is the stretch that follows that offers the most spectacular roads and views in the 13km to the summit (which also includes some chance to recover on a short descent). The final climb to the summit becomes increasingly barren (second image) with much more bare rock and minimal vegetation.
From the summit of the Puente del Viento you could drop down into Ronda and try and visit the spectacular bridge the town is known for. Two words of caution though. Firstly, the descent and climb back out of Ronda are nothing too special compared to what comes before it but certainly add to the time and strain of the ride. Secondly, to visit the bridge isn’t super easy and involves quite a lot of walking so again it will really extend the overall ride time if that is a consideration.
Strava route: https://www.strava.com/routes/3155472814063106940
If you’re staying close to Mijas and fancy a challenge you can always take on the climb to the nearby Antennae summit which averages around 10% for 5km.
If you do head to this area then enjoy your riding!!
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Our reversible clothing is super useful for such trips as it allows you to pack really light but still have a choice of colours when you arrive. In terms of saving both cost and precious time it’s a real advantage to be able to travel with just hand luggage if you are renting bikes.
Packing for a hand luggage only trip
Other things to remember, not shown
Wherever you’re heading and with however much luggage have a great trip!!
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Basic details:
A compact city with its own international airport you will likely stay in the old city which borders the Douro river, from where is it easy to ride out of the city. Though a charming city, the centre itself isn’t the best for riding with plenty of cobbles, cars and steep inclines.
The best weather for riding can generally be had around April or May (when the vegetation will also be blooming and at its best) or after the summer heat has passed between September-November.
As the area is still relatively untouched by cycling tourism, bike rental options are somewhat limited so plan ahead to source a bike if you are not travelling with your own. One local rental option is "Oporto Special Rental Bikes".
As you’ll discover, within a short distance of leaving the city you’ll forget your preconceptions of Portugal and find quiet roads, winding climbs, lush vegetation and delicious food and fruit.
Our primary route starts in Porto and heads inland east along the Douro River before turning south to Arouca. For meat lovers the destination also offers the motivation to stop, rest the legs and to sample the famous regional speciality of “Carne Arouquesa”.
Whether you’ve enjoyed a large lunch or not the return leg offers serpentine descents with wide open views of scenic orchards and picturesque vineyards.
From the paper printing museum (Museo da Imprensa) next to the newly built Hotel Pestana, you ride for around 40km along undulating terrain on the N108 close to the Douro River. It’s an enjoyable road to ride but take care on weekends when you are more likely to have company in the shape of motorbikes.
Alongside the river you’ll pass small villages with well maintained gardens full of fruit and vegetables. This area gives a great taste of the authentic Portuguese country life set upon small hills between 400 and 500 meters above sea level.
On the N108 close to the village of Sebolido you’ll have the option of a great coffee stop at Cafe da Senhora do Monte where you can not only tuck into the famous Portuguese Pastel de Nata, but also try many other delicious homemade pastries.
A little further east you arrive at Entre-os-Rios, meaning “between the rivers” due to the confluence of the Rio Tamega and Douro and cross the Hintze-Ribeiro bridge (image below). The bridge is poignantly overlooked by a large golden angel statue to commemorate the tragic collapse of the previous bridge in 2001 which killed 59. From this part of the ride you will start to see the terraced vineyards which characterise the famous Douro valley.
Heading towards Castelo de Paiva you have the feeling of complete isolation with only beautiful vegetation for company. Eucalyptus and lemon trees provide a fragrant backdrop and in season you’ll see huge heads of hydrangeas.
Shortly before Arouca, having ridden 70km and climbed 1000m you will find a small water fountain to refill bottles and from there on clear days you can also enjoy distant views of Porto. From there you roll around 10km down to Arouca, where you can enjoy the "Carne Arouquesa" of the regional cattle breed. Restaurant A Assembleia is a good choice where you can enjoy excellent fillet mignon.
Whatever your lunch choice you then head in the direction of Geoparque de Arouca with a 5km climb averaging around 5%. The parque includes an open air geological museum and the rock formations certainly create an interesting backdrop as you ride past. At the highest peaks you are rewarded with views over the surrounding mountains Serra da Freita, Montemuro and Arada should you want inspiration for other ride routes (summit view in image below).
A long and much needed shady descent leads through the gorge of the river Paiva. If you want you can relax at the river beach, Praia Fluvial de Espiunca (image below).
A shady 3.3km climb at 6.3% in the direction of Vila Vicosa will certainly get the legs moving again and in the area you will also find the longest pedestrian suspension bridge in the world.
A relaxed descent of about 15km follows and provides respite for the legs, after which you then cross the river Paiva for the last time. In the river gorge you can again find another water fountain.
Heading north towards Castelo de Paiva and the river Douro again you will leave behind the peaceful countryside and return to the busier N108, bringing your ride to an end in Porto after 150km and 2000m of climbing.
As an alternative route, and one that perhaps fulfils the traditional expectation of Portuguese beaches, you can leave Porto via the iconic Ponte Dom Luis I bridge toward Vila Nova de Gaia. You’ll pass many of the port wine warehouses towards the west, these are well worth a visit as a tourist when not on the bike.
From the southern bank of the Douro you can enjoy beautiful views over the old town of Porto. Heading to the coast road and then riding south allows for long stretches of oceanside road. Be warned, the flat and fast ride south may not be matched as you turn and return north if the famous Nortada wind is blowing. Heading in either direction you’ll pass plenty of beach bars to stop and enjoy your time in Porto!
Huge thanks to Margarethe (@cyclemagia), official adopted daughter of Porto, for sharing her passion and knowledge of the area
]]>Note that at the time of publishing all the products below are available to be purchased as part of Bundle Offers, check either the Mens or Womens menus to see the Current Bundle Offers.
Mens Collection
Slim Fit Jerseys
Based on feedback from a number of customers we have introduced a second and tighter fitting Jersey cut. Of course riders come in different shapes and sometimes you may want a more relaxed or racey Jersey depending on the type of ride.
The new style is produced from lightweight fabrics throughout to keep you cool and dry even during the hardest of rides. The Jerseys are available in a range of new colours and both Red and Light Blue colourways also feature subtle patterns to give you greater reversible differentiation.
Summer Jersey
In the same Slim cut fit this features a highly breathable fabric on the front, sides and back and a minimal lower cut collar to keep you cool when temperatures rise. The Blue side has a stylish but subtle pattern on the arms, inspired by the V and A characters of the INVANI logo. This Jersey is also be perfect for indoor training if you like to keep items in pockets.
Windproof Gilets
Based on our popular existing Gilet these feature a windproof front and lightweight back panel. They are also extremely packable into a Jersey pocket when not required and don't flap in the wind. Ideal to be paired with either a Short Sleeve Jersey to take the edge off the cold or to layer on top of a Long Sleeve in cooler weather. The Blue and Red colourways each feature line designs so you have one block colour side and one side patterned to add interest and variety.
Sleeveless Base Layers
Again, based on customer feedback, the new designs use a ultralight perforated fabric to keep you cool and dry in warm weather, complementing our Sleeved Base Layers which suit slightly cooler temperatures. Choose between versatile Black / Blue or more eye-catching Gold / Silver or Green / Light Blue to add more colour to your look. These Bases are also fantastic for indoor training.
Womens Collection
Bib-Shorts
We were very happy to recently launch our new Women's Bib-Shorts and they are already proving very popular with customers. Based very closely on the same principles as our Men's shorts, we again use the same premium fabric which is incredibly comfortable, flattering and durable. A top quality seatpad mean you will be sitting comfortably for even the longest of rides. The shorts are styled in a discreet and minimalist style and are available in Black or Navy Blue.
Sleeveless Base Layers
As described above, these are great worn below either a Short or Long Sleeve Jersey to add a little warmth and to wick away moisture. These Base Layers are also perfect for indoor training.
]]>1st March 2021
British cycling brand Invani might be unique. Their ‘thing’ is reversible cycling kit. Not kit that has a right side and an inside-out side that sort of works if you’re feeling a bit kooky, but genuinely reversible. Designed so well that whichever way you choose is sharp and functional.
Collars, cuffs, zips, pockets: every detail is ambidextrous (that’s the correct word…right?). Two colour schemes for the price of one.
Check out my review last year of the long sleeved jersey.
The base layer that flopped through my letterbox recently promised more of the same.
Wispy thin, stretchy, and clingy, my first thought on slipping it one was how damn comfortable it is. Just lovely. Nicely cut, with razor sharp cuffs and collar, and totally unrestrictive.
And it looks good. Not the most important factor when buying a base layer, but it does. If you’re the type to parade around the mid-ride café stripped down to the base then I’m not gonna judge. That doesn’t mean I approve. We probably can’t be friends but I might grudgingly admire the cut of your jib (aka base layer).
But of course a base layer has to work. Really work. Or what’s the point? We know the form is good but what about the function? Would it do its job? I headed out for a ride to answer this final, crucial question.
It’s made from a polyester/elastane mix and I needed to find out on the road whether this can wick sweat. Simple as.
A hundred and fifty-odd miles later in early spring conditions and I have an answer. My torso is not wet to the touch. The base layer is not damp and clammy. Sweat has definitely been wicked and has presumably then evaporated.
Job done.
My recommendation of this Invani base layer is based on its silky soft comfort and the fact that it works. It might not be the answer on a frozen winter ride or a sun-baked spin in high summer – though I haven’t tried it on either – but there’s an awful lot of weather in-between those two extremes.
This is a quality piece of technical kit.
]]>“La Primavera” (referencing “Spring” in Italian) Milan-San Remo is the first Monument of 2022 and its the longest race of the professional season, at a massive 293 kilometres. Though generally considered a Sprinter’s race the final section can certainly throw up surprises and an exciting finale is assured. The weather forecast looks good so you can also expect some glorious views of the Ligurian coast towards the finale.
The race typically hots up as the riders approach and climb the Cipressa with around 30 kilometres to the finish line. The first and more testing of the two small climbs which tend to define the race the Cipressa measures 5.6 kilometres at 4.1% and it begins to separate the contenders from the also-rans.
Image 1: The first part of the Cipressa sees a number of sweeping switchbacks for maximum helicopter camerawork aesthetics
Having negotiated the fast descent of the Cipressa the riders will fly through a fast flat section of coastal road, which may be important for positioning as the contending group swing right up on to the Poggio (appropriately meaning “small hill” in Italian). Ordinarily the peloton would pass such a climb without a second thought but at this point they will have almost 290 kilometres in the legs and it will be attacked full gas. After the 3.6 kilometres at 3.6% climb comes arguably the most decisive and exciting part of the entire race as the leader/s race down the switchbacks and greenhouse terraced hill before a final 2km of flat run-in to the Via Roma finish line in San Remo.
Image 2: The left turn marking the start of the descent of the Poggio – who will take the biggest risks?..
Though small, the two final hills mean that Milan-San Remo has not recently been a straight forward sprinters race. In recent years the decisive move has tended to come on the Poggio with one or a handful of riders pulling out just enough advantage to get them to the line. In 2017 Sagan launched a surprise attack close to the top of the Poggio which only Kwiatkowski and Alaphilippe could match and the three of them held off the peloton before a three-way sprint, with Kwiatkowski taking the win by the finest of margins. The following year Nibali attacked on the ascent of the Poggio and miraculously solo-ed to victory with the peloton just metres behind him on the line. 2019 saw a small but star-studded group separate themselves toward the top of the Poggio and battle out a small group sprint with Alaphilippe coming out victorious. Alaphillipe was edged out in a rescheduled 2020 running by Van Aert. 2021 saw Jasper Stuyven power away from a hesitant chasing group to hold on to a narrow victory.
We will opt for three relative outside contenders for this year in Matej Mohoric, Gianni Moscon or Michael Matthews - three riders capable of putting out some incredible power and in the different ways required to potentially win this unique race.
One thing is for sure, while you don’t need to watch the entire 293 kilometres, you won’t want to miss the fireworks after the racers hit the Cipressa.
]]>There will always be the pure racers who want to go as fast as they can on roads, whether that’s mostly uphill on a lightweight climbing bike or mostly on the flats on a razor thin aero machine.
However, other groups of riders want to go fast, comfortably and in style and to enjoy themselves as much as possible, partly by adding variety and even some adventure. Enter the gravel/adventure bike. A rapidly growing segment of the market, these bikes allow you to ride paths and roads previously only Mountain Bikers would have considered. So, its pretty clear to see there are pure Road Bikes and Pure Gravel Bikes, but is there something in between that can do a good job across both, letting you enjoy more for less? There has certainly been a blurring of lines with for example top end Gravel bikes weighing in at little more than 7.25kg and others with full internal cable integration.
Having a single bike for all rides certainly provides advantages in terms of upfront and maintenance costs and hassle, as well as taking up less storage space at home. Being able to travel with one bike that can be used on roads and gravel (whether unchanged or switching tyres/wheels) can also only make trips more fun.
Before getting into the range of bikes and what they offer it is worth noting that the current period may be both the best and the worst of times to try and buy such a bike. On the one hand there has never been such a wide range of bike styles available to suit all your rides. Less positively, bike industry supply chains are still highly disrupted, meaning it actually may be tough to buy your dream bike, without potentially a long wait and likely with minimal discounting. One way you can try and mitigate this to some extent is to sell any old bikes that you can live without, the current strong demand means you may get a better price than ever before.
Some key factors to consider
Tyre Clearance: Depending on the riding that you want to do this may be a key factor for you. Some pure road bikes are now offering tyre clearance of up to 32mm and if you want to ride on the road and just occasionally on very smooth gravel this may be enough. On the other hand if you want a bike for rough gravel and adventure riding then there are gravel bikes that can take 47mm+ tyres. To have the most flexibility to cover both road and gravel, consider a bike that can accommodate wide (40mm+) gravel tyres and buy a second wheelset so you can quickly switch in and out between road and gravel set-ups.
Groupset and gearing: Many gravel bikes are sold with a single chainring and a wide range cassette. This may be limiting for your top speed and smooth changes when road riding so if you are going to be on the road a lot it may still be better to opt for a 2x front chainring. Even then keep an eye on the chainring size, many bikes are sold with a 46 tooth chainring which is quite a drop down from the 50 tooth road compact. Shimano offers a variety of “GRX” components which are designed specifically for gravel riding and are not a notable disadvantage for road riding meaning GRX equipped bikes may be a good choice if you're planning more than occasional gravel rides. Note that to accommodate wider tyres this style of bike has wider chainstays which means that they cannot necessarily also fit large chainrings so you may not be able to put a road groupset with a 50+ tooth chainring on to a gravel frameset.
Bike weight: If this is a concern for you its worth noting that while gravel specced bikes will have a higher all-in weight compared to pure road bikes much of this can be accounted for by the tyres and wheels. Wider, knobbly tyres weigh substantially more than narrow slick road tyres but remember you can switch tyres to suit your riding. If weight on the road set-up is important then you can use the supplied wheels for the gravel set-up and purchase a lighter wheelset with road tyres when you want to use those to shave off weight.
Riding position: Gravel bikes are designed to be ridden in a more upright style than road bikes and to offer greater stability. Depending on how extreme this is you may or may not find that you can get into a comfortable but also fast position for road riding. Its worth checking out the bike with the stem in its highest and lowest positions to see if that covers what you are looking for. It would also be possible to buy a second stem with a more aggressive angle and length which can be switched in quite easily for road riding months.
The graphic below picks out a selection of bikes which may be of interest depending on your preferred riding and therefore what could be your ideal N=1 bike. These could be categorised into:
1) Road Bikes that can handle some gravel (Roubaix & Domane)
2) Bikes that with suitable tyres are equally comfortable on tarmac or medium gravel (Paralane, Terra, 765 and Aspero)
3) Bikes that are most at home on gravel but could still be acceptable on tarmac. To a greater extent these also allow for easier carrying of extra bottles and luggage for bikepacking. (Diverge & Substance)
Images sourced from Company websites and shown in order as the table above.
There have never been such versatile bikes available that allow fun and fast riding on a range of surfaces and conditions. At INVANI we always try and design products to be versatile, not just in terms of being reversible but also in their design and construction, so seeking out versatility is close to our heart!
Hopefully this has sparked your interest in consolidating down to an N=1 bike! Please feel free to leave a comment or email info@invani.cc with any comments or questions you may have.
(NB: This Blog is not Sponsored by any bike brand and there are of course numerous other models on the market that would be worthy of your consideration)
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Full details of which trainers can be used are available on the Rouvy site but the App can be used with either "Smart" or "non-Smart" trainers. Non-smart trainers can be bikes or trainers with power or speed sensors. In either case your riding output is translated to a riding avatar on screen. This is where things get interesting for Rouvy because you can choose to ride your avatar across a wide range of real world video recorded routes to experience both a more interesting indoor ride and also to see and partially experience some of the most famous routes in the world, without leaving your home. The riding screen displays useful information such as speed, gradient, wattage, watts per kilo as well as the profile of the ride and your position on it compared to other riders on the route.
As an attractive feature Rouvy offers a free two week trial to let you get to know the features before you have to pay for a subscription, which costs Euro15 a month for a rolling contract or slightly less per month if you commit to 6 or 12 months. You need to download the Rouvy app and include some details about yourself but this is all relatively painless. We found it easiest to go on the app and download a few of the Augmented Routes so that they are ready when you want to ride.
In our experience the key things to consider with Rouvy versus Zwift would be as follows:
1) In our experience Rouvy is much more stable from a technology perspective than Zwift and is also far quicker to get riding (particularly when you have downloaded a route ahead of time)
2) Although there are race features and group rides can be organised on Rouvy there is certainly more of a "race scene" on Zwift
3) Personal preference for riding around a computer game on Zwift compared to seeing real world routes on Rouvy. The popularity of Zwift also means that you will often be surrounded by dozens of people whereas on Rouvy it feels like you can have a quiet solo ride if prefer that!
If you are interested to learn more about Zwift then you can also check out our guide to that HERE
If you would like to receive our Blog articles and special offers direct to your Inbox then sign-up for our Newsletter HERE
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The recent Giro d’Italia is the latest race to highlight the emergence of an impressive crop of young riders that are pushing the older generation hard, and maybe even toward retirement.
So, is the media right to focus on this perceived shift in the age of top cyclists and what could be the possible factors behind such a change?
If 2020 has seen a greater coverage of young riders then the 2019 season had already flagged it up, including a Vuelta podium for the then 21 year old Tadej Pogacar (UAE) and the overall win at the Tour for 22 year old Egan Bernal (Ineos). Pogacar then stormed further into the limelight with his win at the Tour de France earlier this year, including possibly one of the most spectacular Time Trials ever seen.
Others in this crop to recently outperform their years include:
While this is still only a small sample and a snapshot of the successful riders in the peloton it appears that there is indeed something of a downward trend in the average age of podium finishers, from around 30 in the early part of the decade toward 29 and more recently toward the 28 year area. Clearly another thing to draw from this is that even if the trend is moving downward the majority of the podium spots at the largest races are still filled by very experienced riders at what has generally been considered the peak riding age of around 28 years.
The oldest and youngest podium finishers over the past decade were the 42 year old Chris Horner at La Vuelta in 2013 and at half that age, Tadej Pogacar with 20.9 years old finished third at the same race in 2019.
So, if we believe that the average ago of the most successful riders has indeed been declining then what are the possible reasons? As usual with such a subject the factors are numerous and difficult to value but we would suggest that the following may be important.
Youth Riding, Sport Science and Performance Metrics: With the growth in popularity in cycling it seems likely that there are more young riders that are participating and then racing at a good level at a young age than there were say 15 and 20 years ago.
Also, although equipment has improved incrementally over the years the access to very high-level equipment has also improved, meaning that there are fewer barriers to entry for up and coming riders to rise up through the levels of the sport and then for some of those to push higher into the professional peloton. Similarly, advances in and the proliferation of quality Sports Science practices have increased, meaning that a promising teenage rider may be at less of a disadvantage compared to elite athletes than was the case in the past. This may be a factor behind an increasing number of elite young riders eventually meriting their places in professional squads.
As part of the development of Sport Science has come a greater focus on performance metrics. It is possible that with greater use of these metrics has come a greater willingness by teams to blood young riders based on impressive performance metrics. Interestingly, it may also be the case that the almost universal usage of power meters means that the benefit of experience gained over many years in pacing a long climb or a time trial has to some extent been neutralised by the power meter, again levelling the playing field for young riders compared to their more experienced competitors.
Budgets: The commercial structure of the professional circuit has meant that a number of teams have been put under increasing financial pressure in recent years. This has led some teams to release expensive riders as they approach their thirties and instead give greater opportunity to young riders who early in their career are on lower salaries.
2020 race calendar: It is also possible that 2020 may be something of an anomalous year since the compression of the the racing season has meant teams have had to allocate their squads more widely, giving more opportunity for young riders to race and also to prosper as the perceived top riders have been restricted due to scheduling clashes.
When all is said and done, its certainly exciting and intriguing to see new and young riders pushing the experienced household names, which can only be a positive for the sport. If this trend persists it might be the case that the Best Young Rider competition age limit (25 in Giro and Vuelta and 26 in Tour) should be reduced, frequently the top riders in the GC are also holding the Young Rider jersey. Reducing the age limit to say 23 would allow a little more limelight on the real up-and-coming young riders.
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We have cut no corners and instead have selected what we consider the finest materials, from the leading suppliers. We fully appreciate that our Bib Shorts are not cheap but we think compared to the offering of top brands which price anything up to 2-2.5x higher they still offer great value. To further improve the value we also offer Bundles for purchases of Bib Shorts plus any Mens or Womens Jersey or Gilet.
Path to final design
We opted for elastic straps rather than fabric panels or fabric straps, for us this was a simple decision driven by comfort and getting the right degree of compression on the shoulder straps. We also prefer not to include additional fabric going up the back – if the weather is cold you can choose to wear a base layer but if the fabric is built into the shorts then you can’t remove it on warmer days. On a similar note we have cut the bib-shorts to finish just high enough to provide support and comfort but without it rising up unnecessarily high which again can produce areas of overheating.
On the aesthetics of the shorts, we think that less is more, so our logo features only subtly on the leg gripper elastic. This also avoids using transfer logos which almost inevitably peel off over time.
As a final touch, we have never understood how brands make a big deal about comfort and then have a large care label that rubs against the skin or has to be cut out and then rubs even more! We think it’s a no brainer to have a small label that points out away from skin where it can remain in place, without causing any irritation.
A quick note on selling only a Men’s Bib Short - while we have been extremely happy with the customer reaction since launch, from both Men and Women we have received greater interest for Shorts from Men. As a small start-up we had to make a choice to first launch one so we are starting with the Men's and as we continue to grow we would love to launch Women’s shorts as soon as it is possible.
Ultimately all we do is about you, the riders, so we hope that many of you will enjoy a lot of comfortable and enjoyable miles wearing our Bib Shorts.
]]>August 25, 2020
Dan Cavallari
Photos: Hannah DeWitt
Review Rating: ★ ★ ★ ★/5
Basics: Raw-cut sleeves; reversible to offer two different colors; pockets on both sides; Italian-made fabrics
Pros: Two color options in a single jersey; pockets on both sides; large zipper is easy to use
Cons: hem around waist is a bit too generous; a bit too warm on hot summer days
Size reviewed: Medium / Price: $100 / Brand: INVANI
Invani’s jerseys have something of a schtick: They’re reversible. I say it’s a schtick because it’s all too easy to take the cynical route and see this as a silly selling point. Two jerseys in one? Not exactly. But Invani’s Short Sleeve Jersey is a prime example of how Invani has turned the schtick into something well worth your money: a well-designed jersey that’s comfortable without being flappy, and a few smart design choices to make the reversible feature actually worth getting excited about.
Invani’s construction
Invani says the jersey is made from Italian fabrics. Said fabrics certainly feel nice against the skin, and the reversible jersey feels like a high-end, well-constructed piece. The sleeves extend almost down to the crook of the elbow, which is the style these days, and the edges are raw-cut so the material transitions nicely, without pinching or rubbing in any way.
One jersey, two colors.
The zipper is a cue that Invani’s jersey is made for normal people: It’s larger than most zippers you find on race-oriented jerseys, and that’s a boon for us normals who actually want a zipper that’s easy to move while riding. Yes, it adds some weight to the jersey, but honestly, the added gram or two is worth the tradeoff for a usable zipper.
Invani cleverly adds pockets to both sides of the jersey — that is, regardless of what color you decide on, you’ll have pockets. That of course means you’ll also have pockets on the inside of the jersey. I thought that would bother me, since the extra material has the potential to rub uncomfortably. But that never came to pass. The only difference the doubled-up pockets make is that there’s a bit more “looseness” around the waist of the jersey. More on that in a moment.
The raw-cut sleeves lay flat comfortably. The sleeves extend far down the biceps, almost to the crook of the elbow, which is trendy these days.
I spent most of my time in the Invani reversible jersey on the burgundy side, and that was largely a personal choice. The red side also looks sharp, especially when paired with dark blue bibs. The burgundy side seemed to look great with black bibs.
Most of my rides with the reversible jersey took place during the hot Colorado summer — temperatures ranged mostly from the mid-80s to the high-90s. Invani’s jersey is perhaps a bit too thick to be considered an ideal choice for the higher numbers on that scale, but it was perfectly fine for the mid-80s and I suspect it would be just about perfect anywhere in the 70s.
I would describe the jersey’s fit as a relaxed race cut; it’s snug throughout most of the jersey, though the waist is perhaps a bit too generous — perhaps to help accommodate space for the pockets on either side of the jersey — which leads to something of a looser fit around the belly. It wasn’t a perfect fit for me, but if you like the race-cut look but also want a bit of forgiveness around the mid-section, this jersey might just be perfect for you.
For $100, Invani’s reversible jersey is a good investment; having two colors in one jersey is certainly a nice perk, but the jersey’s materials and construction really make it worth your money. The race cut offers a bit of extra real estate in the midsection, so it’s a comfortable fit for everyday riders. And the easy to use zipper makes it easy to adjust the zipper on the fly. It’s a good choice if you’re after versatility and a good fit; just be aware it is on the warm side and might not be ideal for the hottest rides.
Link to review site: https://www.velonews.com/gear/apparel-accessories/invani-mens-short-sleeve-reversible-jersey-review/
]]>There are, as many cyclists know, three ways to wear a pair of arm warmers: on the arms, as per design; rucked up around the wrist in the style of Marco Pantani, too busy demolishing the opposition to consider fully removing them; and slipped quietly into a jersey pocket.
As it is no longer the ’90’s, and I have long since given up on demolishing anything bar a bag o’ donuts and a post-ride pizza, I chose to test this offering from British brand INVANI using two of the three methods.
Lucky for me they have sneakily introduced secret option four: inside out.
Which is, in fact, outside in. They’re reversible, is what I’m saying. My pair designed to seamlessly flip from black to blue with no compromise in style. Other colour combos are available.
See my previous review of their long sleeve jersey for more of this.
On the arms, like any good pair of warmers, they have a simple job to do. They cover the arm, gripping stickily up above the bicep, and they stay there. The razor-sharp lines at the wrist make a nice finish. The material clings like a timid toddler in a crowded room.
Job done.
By my rough calculation you’d be advised to carry a pair of arm warmers on approximately 84% of summer’s days here in the UK, such is the random weather on this increasingly random island of ours. And when removed, and pocketed, this INVANI iteration of a cycling staple fold up so crisp and feather light you forget you have them.
A little insurance policy in your jersey pocket.
And if you get bored of them, you flip them inside out, or you deliberately mismatch them – one black, one blue – adding instant ‘character’ to your regulation personality.
One thing they’re not, is thermal. They are a lightweight arm covering to take the edge off. I would argue this is the job of an arm-warmer; if it’s a ‘thermal’ kind of day, a long-sleeved jersey would probably have been a good idea.
It’s a great product, from a young, independent British brand, at a reasonable price. Whether you feel bold enough to wear them in the legendary Pantani wrist-scrunch is entirely up to you.
]]>Photo: Col de Braus (heading toward Sospel)
When cyclists think of the French riviera two things may spring to mind, firstly that Lance Armstrong famously used the Col de La Madone as his annual “performance” benchmarking and secondly the multitude of publicity/tax shy sportspeople who base themselves in nearby Monaco. Trips in both 2020 and 2022 have really opened our eyes to the area and we think it’s a destination worthy of considering alongside the likes of Mallorca, Girona, the Alps or Pyrenees.
It’s a question of preferences but for us we found the shorefront area of Nice annoying to navigate on bikes and excessively built up. On the bright-side as you move inland away from the more touristic areas the scenery and riding is spectacular and varied. With this in mind we would plan to base ourselves someway inland to make the most of the best roads and climbs. It should be noted that inland areas can be extremely quiet and remote so look carefully for that Goldilocks location where you have easy access to amenities that are important to you. If you are arriving by air then Nice airport is conveniently situated with Cannes airport a little further west.
When you ride inland the car traffic almost disappears and we also saw very few cyclists except for local club riders enjoying their Sunday group rides. It is also worth bearing in mind that on some routes there may be considerable distances between shops and restaurants so be prepared to carry a generous amount of nutrition and drinks.
There are many possibilities for rewarding routes in this area but we will highlight two possible routes to give a flavour of the region.
The first route predominantly tackles the inland areas to the west of Nice and starts and ends in the idyllic artistic village of Mougins, which is worthy of a visit in its own right. Heading north-west in the direction of Grasse you’ll start to steadily gain altitude and also start to feel that you are leaving the more populated areas behind you. Continuing north you’ll start to navigate a spectacular gorge and there are lots of photo opportunities as you make your way up to the village of Gourdon at the local peak.
Photo: Approaching Gourdon
By now you’ll feel like you are in a different country to the bustling coastline below and this continues as you make your way along the stunning switchbacks between Greolieres and Coursegoules, which at about 1000 metres above sea level marks the high point of the ride.
Photo: peaceful roads around Greolieres
A small descent and rise delivers you to the peak of the Col de Vence. The landscape is extremely bare and liable to be windswept but the open view also means for long sightlines on the fast descent down into the town of Vence. You’ll feel the temperature rising as you drop down and olive groves welcome you into the town and a Mediterranean feel again. Should you need it, there is a small bike shop as you approach the town, which itself makes an ideal stopping point with a good selection of cafes and restaurants. Vence is at around 400 metres above sea level and there are several routes down to the sea, including via Gattieres and then toward the start of the loop.
Photo: Col de Vence
The second and more challenging route heads north and east of Nice and highlights two epic climbs in the Cols de Braus and Turini. Starting on the Col d'Eze you head east through Eze, then the pretty village of La Turbie and steadily climb toward the attractive and scenic village of La Peille. (If you prefer you can take a right turn before La Peille and make the short climb to the peak of the Col de la Madone from the western side).
Sharp and technical hairpins bring you down the mountainside from Peille from where you continue north to the small town of L'Escarene where you will find a bakery and some shops should you need them. Leaving the town and heading north east you will quickly start to climb the stunning Col de Braus which measures 11km at an average of 5.7%. The views from the climb widen as you rise higher and take in spectacular gorges and tightly packed hair pins.
Photo: the ascent of the Col de Braus is a real natural wonder
Heading over the summit you'll take in a fast descent down to the town of Sospel which offers several good restaurants and also a water fountain in the square. If you're continuing to the Col du Turini you'd be wise to stock up as its a brute at 24km and 5.2% average. The first few kilometres are relatively gentle with little above 5% for the first 10 kilometres and there are easier sections before you get to kilometre 13, from where you'll face continual slopes of 7%-9% through thick forest all the way to the summit at over 1600m of altitude. Even during a warm week in April there was snow on the roadside in the final kilometres before the relief of the admittedly rather innocuous summit.
Photo: settling in for the long haul to the summit of the 24km Col du Turini
Starting the descent you'll face smooth and fairly straight roads before the junction takes you down toward Luceram with breath-taking vistas and spiralling switchbacks on the road below you. Luceram offers an opportunity to regroup and enjoy a drink knowing that almost wherever you are headed south will still be broadly downhill allowing you to start to recover from this epic ride.
Photo: looking down from the picturesque second half of the Col d'Eze
]]>Invani reversible jersey review | Peter Stuart | 29th April 2020.
Verdict: New British brand Invani wants to turn our impression of cycling kit inside out
Cyclist Rating: 4/5 Price: £85
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Invani Cycling Clothing wants to tread new ground in the world of cycling, but not with materials that repel water, generate heat or glow in the dark. Invani’s hook is that its garments are two-in-one, as they can be reversed for a new colourway.
Invani has unveiled reversible jerseys, gilets, arm and knee warmers and even baselayers in both a men's and women's collection. Perhaps for obvious reasons, this reversible design does not extend to the bibshorts.
The long-sleeve jersey is what caught our attention most, though, and so we decided to give it a test run.
Invani is rather clear in its vision for the kit - the brand doesn’t see the kit as a mid-ride changeover novelty, or the type of garment you’d wear for multiple days without washing. Rather, for Invani, the primary appeal of the reversibility of the kit is that it offers two different aesthetics for the price of one.
That’s done quite cleverly, with rear pockets on both sides of the jersey and a zip that has a puller on either side to match each colourway. While the remaining technical elements such as the breathable panels at the side and reflective logos are identical in either orientation.
The stitching is also well-conceived so that the seams aren't pronounced on either side, which means the seams sit flush to the skin and don't create irritation.
That aside, the kit offers the usual appeal of technical polyester and elastane material that offers a comfortable feel, alongside some nice features such as raw cut cuffs for a seamless and light transition at the end of the sleeves.
I can’t help agreeing that for this design, though, the key appeal is indeed two nice colourways in one. I find both the burgundy and red are fairly fetching. However, the only other option currently in the long sleeve jersey is a navy blue and black reversible jersey (though other items in Invani's collection offer wider colour options). It would be great to see a few more permutations of colourways and perhaps this will come as the brand expands.
In terms of that reversibility, though, for me I tended to stick to the burgundy colour, rendering the alternative slightly redundant. It was nice to know it was available, and despite not tending to wear the red side, I could imagine flipping the jersey over time for a little variation.
However, there are few penalties to having the reversible option, as the pockets on the jerseys interior present little extra weight or bulk. Instead they tend to sit fairly flush and go unnoticed.
For the summer short sleeve version of the jersey, these internal pockets do perhaps create some added weight and heat, but given the broader breathability of the jersey material I’d be optimistic that perhaps it wouldn’t be too noticeable.
Which brings us to the kit’s wider merits as a jersey.
For some, the reversibility of Invani’s jersey will push its appeal above many other more lauded long-sleeve designs. For me, using one side predominantly, it didn’t have a huge innate advantage over other long sleeve jerseys. It is, however, a fine jersey even when ignoring the reversibility.
The fit is loose but still seems to cling tight enough to offer support and a svelte aerodynamic form. While I was impressed that one fabric could serve as a face fabric and still feel so pleasant against the skin.
It mixes a cool breathability with a nice degree of insulation and warmth. I wore this jersey often through spring, and it was a great solution for those days when the temperature could flux between 15 and 20°C.
I found the pockets to be impressive in stretch terms - often feeling tight to slide items into but able to retain an impressive amount of bulk. In those terms it would serve me well on a long spring sportive.
The jersey isn’t intended as a winter jersey, but I would have liked to see a little more wind or rain protection. It’s almost exactly the same colour as a dhb merino jersey at the same price point that I often wear, and I have to admit to preferring the extra insulation and comfort from the merino material.
Similarly, my first thoughts on seeing Invani’s jersey were that it would serve as a great Castelli Gabba-style windproof jersey-cum-jacket, especially as my Gabba often served on multiple rides between washes as it was usually coupled with a bulky base layer. However in those terms, the jersey is a little lacking.
While there is a water-repellent DWR treatment on the front, arms and back panel, there’s nothing in the way of more permanent PTFE-style technology offering some degree of breathable wind- or water-resistance.
Nevertheless, while falling short of showcasing the most interesting new tech in cycling kit, Invani has made a jersey that performs well in terms of comfort and breathability. The jersey was versatile enough for long hard rides as much as short cafe rolls.
There’s also no denying that if the reversible element hooks you, there are no competitors who offer two jerseys for the price of one quite like this.
Article source: https://www.cyclist.co.uk/news/8108/invani-reversible-jersey-review
]]>Focussing on his golden period of winning three consecutive World Championships this is certainly more entertainment than education. That said its an enjoyable page turner and whether you start reading it as a fan of Sagan or not, he certainly projects a likeable character. Also worth looking out for the hilariously obvious promotion of his sponsor partners dotted throughout it!
The Tour According to G: Geraint Thomas & Tom Fordyce
This provides a fairly forensic breakdown of each stage of his 2018 Tour win as well as some background on his transition from Super Domestique to eventual Team Leader as hard earned form and lady luck permitted him to stand on the top step. The book also features additions from those around Thomas sharing their views of him and of the 2018 race as it was unfolding.
Mountain High: Daniel Friebe & Pete Godling
A beautiful “coffee-table” type book providing history, detailed statistics and lots of glossy photos of what the authors consider to be the 50 most “legendary” climbs in Europe. Ordered in finishing altitude they range from the 78 metre high Koppenberg from the Tour of Flanders to the 3,384 metre monster Pico de Veleta in Spain. Equally suitable for just daydreaming of climbs or using to plan routes and logistics for an epic trip.
Mountain Higher: Daniel Friebe & Pete Godling
The follow-up book from the same authors, seeks to unearth, describe and photograph what they consider to be Europe’s 50 most “extreme, undiscovered and unforgettable mountain roads”. Examples across those broad measures include the engineering feat of Sa Calobra and the lesser known climbs such as the “secret side” of Alpe d’Huez and the Colle de Nivolet.
Higher Calling: Max Leonard
Ever wondered what draws cyclists to hills and mountains? This detailed read provides thoughts around the fascination with climbing, stories old and more recent about famous duels in the mountains, insights from the pro-peloton and even some historical explanation for the international importance of the famous mountain ranges.
The Secret Race: Tyler Hamilton & Daniel Coyle
A fascinating account from inside the UPS Team from chief confidant, turned arch rival of Lance Armstrong. This book is credited as being one of the final straws that brought down Armstrong and it’s a fascinating read both in terms of accounts of races and the rise of Hamilton to also providing explanation, if not justification, for the decision to dope.
The Grand Tour Files 2019: Pete Linsley
If you’re missing the 2020 race calendar then consider this humorous look-back at each of the stages of the three grand tour races from 2019. Think of it as the funniest moments from each day’s five hours of Eurosport commentary distilled into a page or two.
The Descent: Thomas Dekker
Another biopic, this time more of a cautionary tale of a young Dutch starlet who had the cycling world at his feet before a self-destructive personality combined with prodigious doping and subsequent bans brought him down to earth. Fewer details about racing and cycling and more a story of human fragility.
Domestique: Charly Wegelius
An unusual perspective on professional sport from the essential, highly valued career domestique. Although it touches on the doping scandals of the time this is more a detailed account of life as a rider taking his first steps as a professional, his progression through various teams and regimes and the harsh realities of professional cycling.
Lanterne Rouge: Max Leonard
For those with more of a historic interest this provides a detailed account of the origins of the Tour de France including its “cult of survival” mentality, how the “Lanterne Rouge” became a much loved part of the race and numerous retellings of famous and infamous goings on in, mostly at the back of the race, over its history.
]]>What you require:
The Zwift website gives good details on the equipment that you require but essentially you will require an indoor bike which can measure power or speed, this output dictates your speed when riding with the App. There are varying degrees of sophistication in the equipment, which give more or less realistic riding experience, if you are prepared to invest more upfront. Our tip is if you have a spin bike or "dumb" turbo trainer then the addition of Power Pedals gets you up and running for approximately £370 (for the Favero Assioma Uno pedals which have proved easy to use, again no sponsorship/association). The big advantage with this is that you can also switch those pedals on to your bike for outdoor riding and use that power reading.
After your Free Trial Zwift will cost you £12 per month for unlimited use and we understand that has flexible cancellation. You will have to download the Zwift App to your laptop and/or smart phone and it appears necessary to also download the Zwift Companion App to your phone. You can view the riding on a smart phone, an up-to-date tablet or best of all a laptop. We found that on a smart phone if you leave Zwift to check another application then your avatar stops riding! Navigation around the Apps seems a little unintuitive to start with but that is probably picked up over time.
As Zwift rides tend to end up being relatively intense you will want some sort of mat beneath your bike and also a towel to catch sweat. There are of course expensive branded mats but any sort of exercise or yoga mat would do the job. We also found a cycling cap was effective to contain and then direct drops of sweat! Just rinse in the shower after training to keep it fresh for the next day.
While there are specific indoor training laptop desks (yes, there are!) you can probably improvise using a small table or chair to balance your laptop or tablet safely within your eyeline and within reach. You will also want to have at least one water bottle within reach, with your preferred refreshment depending on the session.
A fan will also help keep you a little cooler. Simple desk fans are available from £15 all the way up to the sophisticated Zwift specific version for £200.
The types of ride:
There are basically three different types of ride on Zwift.
What we think overall?
While there are areas that could be improved using the App does what most people will want which is firstly to distract you while indoor training and secondly if you are even a little competitive then the Rides and Races are a good motivation to push yourself harder and reap the training benefits. For months in which you will be riding indoors a lot then the subscription looks good value, it seems you can pick and choose which months you subscribe.
In these challenging times Zwift also encourages a sense of community and allows you to ride with friends which, depending where in the world you are, sadly may not be possible outdoors for some time.
If you are on Zwift then feel free to follow “Ed INVANI CC” which will also let you know of any Meet-Up rides that get arranged. Happy riding!
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When to go: We are actually seeing the riding season extend over the last few years. We are getting riders coming through November and December and the weather can be beautiful as early in the year as January and February. A lot of the Pro teams train here through that period but clearly you have more chance of some inclement weather so come prepared with a variety of kit. Cyclist numbers are highest in March – May when the weather is more consistent and before the island gets too busy with mainstream tourism and also before temperatures get too high. During the summer we then see quite a few people combining family holidays with cycling excursions, typically the best summer riding is to be had in the morning or evening. September and October may be a time of training winding down, but on Mallorca that period offers another window of great weather and quieter roads.
In terms of how to long to stay, a trip of even 2.5 or 3 days riding can give you a great introduction to the must-do routes. If possible, it is very easy to fill a week long trip with varied riding to start to get to know the island and that also allows for an easier recovery day or two if your legs start to feel it! In either case I’m sure you’ll leave feeling tired but already planning the next trip back!
A flatter portion of Coll de sa Batalla close to the summit.
Where to stay: The two main centres that we see people enjoy staying in are either Pollenca or Soller (both these have more authentic “old towns” and also more modern port towns). In either case they have a range of accommodation, restaurants, coffee and bike shops, including good rental options. Both these areas are well located to take advantage of the Serra de Tramuntana mountain range on the west cost of the island with its beautiful scenery and challenging climbs. It should be noted that Pollenca offers easier access to flatter rides around the interior of the island compared to Soller which requires some climbing to leave in any direction.
It is worth noting that for the quieter season between November-February some visitors enjoy staying closer to the main city of Palma which continues to be quite active throughout the year whereas other parts of the island can be very quiet and with many restaurants closed for the winter. In any case Palma old city is actually very attractive and worth a visit as part of your stay if possible.
Puig Major, the longest climb on the island.
Best routes: Although some will want to enjoy the long quiet roads of the island interior, personally I think that the best of Mallorca is in the stunning climbs of the UNESCO Heritage Listed Serra de Tramuntana mountain range along the west coast.
From Pollenca: There are effectively two routes to head into the mountain range. The first is to take the Coll de Femenia starting outside Pollenca. Alternatively, you can take the MA-2200 for a few kilometres before taking a right turn heading through Campanet, Selva and from Caimari you can ascend the Coll de sa Batalla. Either of the the Femenia or Batalla climbs take you close to Lluc on the MA-10 which heads further south toward the famous Sa Calobra and beyond that you can descend Puig Major to Soller. You can then either return the same way or go over the Coll de Soller and back to Caimari via Bunyola.
The other must-do ride from Pollenca is along the Formentor peninsula all the way to the lighthouse at the end. This may be single most beautiful stretch of cycling road in the world, though depending on the season it can be busy with traffic so may be best tackled at the start of the day.
The final switchbacks to Formentor Lighthouse.
From Soller: In addition to variations of the route described above which would start with the climb up Puig Major there are two other main routes to take in. The first is to climb the Coll de Soller and then head to Bunyola and the connected Coll de Honor and Coll de Orient. To get back to Soller you can return a similar way or head to and over the Coll de sa Batalla and enjoy the long descent of the Puig Major. The other area to explore from Soller is the MA-10 south which includes the beautiful villages or Deia, Valldemossa, Banyalbufar, Estellences before reaching Andratx and its port in the south of the island. You can do as much or as little of this route and return to enjoy the breathtaking coastal views a second time or head inland towards Galilea and Puigpuyent to head back north.
For those training for long-distance triathlon or looking for flatter rides there are many routes around the interior of the island that will provide flat or rolling roads. Depending on your range this might include Pollenca to Arta, Petra and/or Sineu.
Summary details of listed climbs
Coll de Femenia: 7.6km @ 6%
Coll de sa Batalla: 7.9km @ 5.2%
Sa Calobra: 9.8km @ 7.1%
Puig Major 14km @ 6%
Coll de Soller (leaving Soller) 7.4% @ 6%
Coll de Soller (toward Soller) 4.9km @ 5%
Coll de Honor 5.4km @ 5.9%
Coll de Orient 5.2km @ 5.1%
Looking down on Sa Calobra from close to the summit.
Best coffee shops and ride stops: Both Puerto Pollenca and Port de Soller have a range of beachfront coffee shops, restaurants and ice cream shops. The old towns of each have attractive town squares which make pleasant spots for people watching over a café con leche. Although only a basic coffee shop, the shack at the turn-off for Sa Calobra is something of a mecca for cyclists either heading to or returning from arguably the hardest climb on the island. Another popular cyclist spot is the small restaurant facing the sea in Cala San Vicenc, which is reached after turning off of the road between Pollenca and Puerto Pollenca.
This piece was written by Mallorca guide Juliet Wolfe (@juliet.wolfe).
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Check-out our super stylish Casual T-Shirt which honours some of the best climbs on Mallorca HERE
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The first steps were to produce very crude proof-of-concept garments. Though far from stylish, they were useful as a means of developing thoughts about the most appropriate fabrics to use, the elements of the finishing that were relatively easy to make reversibly and those that needed greater thought.
A critical next step was meeting with the most highly regarded fabric manufacturers. It really is true to say that it would not be possible to make high quality garments if the raw fabrics are not up to standard. It should be said that almost without exception these guys have all been true pro’s and really know their stuff.
To start the sampling process, we engaged an experienced Pattern Maker with whom over several months and numerous iterations we developed and tweaked fit and details for all garments, allowing for extensive testing of these prototypes.
The next step was to find a high-quality manufacturer that we were happy to work with. After speaking with several top manufacturers we selected the one that holds common values to us as well as offering very high quality finished products. As we began producing first production samples the process became much more detail-oriented as we filtered through fabrics as well as construction and finishing options. Through several rounds for sampling and testing we finally reached the position of placing our production order and awaiting launch.
As we awaited delivery of stock we put the finishing touches to the systems needed to offer customers a simple and smooth experience from browsing to receiving products.
Following launch, we were very pleased with the customer response and all the time spent in the development phase means that the almost universally positive response from customers is all the more satisfying as they have brought our concept to life. In another positive sign, we are already starting to receive repeat orders and its always a pleasure to hear feedback from customers, who are now spread all over the world.
We look forward to increasing our dialogue with customers and bringing some more great products out in 2020 so stay tuned and we look forward to taking the next steps in our development with as many of you as possible!
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]]>Once we had targeted the new concept of reversible cyclewear, we set ourselves the goal that our products should help customers by offering superb value for money. We do this by producing top quality products, made from premium materials and offering two colour choices in one garment. Even disregarding the two colours in one, for comparable quality products our prices are already more accessible than other competitors.
We only sell directly, eliminating heavy distributor and retailer margins and allowing us to offer attractive prices to you the customer. The other key advantage to us of this strategy is that we are in direct contact with our customers and potential customers, which allows us to learn what people are looking for and to be more immersed in the community. We also try and be as responsive as possible to customer questions and generally reply within minutes rather than hours – any questions please fire them in to info@invani.cc !
We use industry experts where necessary, but to help offer great value for money products we also try and manage as many of the business processes in-house. This centralised approach also means that we can make the most of customer feedback and maximise clarity on what we offer. We’ve observed that some brands appear very remote from their marketing once it has been passed around between brand / distributor / retailer / marketing agency, to the extent that sometimes product descriptions may not even relate to the products pictured!
To touch on how we think about designing and marketing our products, having a differentiated product offering (through the unique reversible designs) means that we do not need to make questionable marketing claims, so we like to tell it as it is. Nor do we feel the need to over-complicate our products, just in an effort to try and make them stand-out from the crowd. Customer feedback suggests that there is a strong appetite for this refined aesthetic.
Our goal is to become a highly respected and trusted brand and to do that we need to continue to provide great kit that people love to wear and that they see as providing superb value for money. Related to this its pleasing to note that we have a miniscule returns rate (a tiny number due to specifics of fit) and we quickly started receiving repeat orders from our earliest customers, both these indicators of high customer satisfaction are extremely important to us. At this point it is only right to give a big thanks to all our customers and indeed everyone that has taken an interest so far!
We hope that this provides just a flavour of what makes us tick and hopefully the next time you’re looking for some kit you’ll think of INVANI. We genuinely hope that you will be very happy with any purchases!
To learn more about our Development and Launch phase click here
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]]>Thanks very much to VeloNews for taking the time to review our Long-Sleeve Jersey.
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Dan Cavallari, November 2019
Invani Men’s Long Sleeve Reversible Jersey
MSRP: $112 Size: Medium
Invani’s Long Sleeve Reversible Jersey is two jerseys for the price of one — just flip it inside out and you’ve got a second color to complement your wardrobe of the day — but that’s not even the cool part. The Italian fabrics, raw cut sleeves, ventilating side panels, and a complimentary essentials case (perfect for your phone and credit cards) add up to a sleek, race cut jersey ready for any ride.
Basics: Reversible; winter weight; long sleeve; includes phone pouch
Pros: Two colors in one; included essentials pouch; great fit
Cons: None so far
I had ridden the Invani long sleeve jersey a few times before my trip to Bentonville, Arkansas to ride the Big Sugar NWA Gravel course, but it was that ride that truly tested the fit and capability of the jersey. That’s because it poured rain the entire time, and temperatures never rose above the mid 40s (it was in the low to mid 30s at the start of the ride). This was the type of rain that infiltrated every layer within minutes, right down to your bones. Few garments are truly waterproof in that kind of rain.
That said, Invani wasn’t out to make a waterproof jersey here. The Long Sleeve Reversible Jersey is all about comfort, fit, and warmth on cool to cold days. In that sense, I found nothing to complain about.
Invani’s fit
If you size down, you can achieve that race-cut fit you’d be used to on the racecourse. But if that’s not your style, buy the size you’d normally wear. It’s snug, but not so snug you’ll feel strangled. Invani’s jersey fits tightly enough to eliminate flapping, but your motions won’t be constricted and you won’t feel as though you’re about to grace the world with the bottom of your belly every time you sit up straight.
While the sleeves ran a bit long for me, they’re a fairly typical length, so there won’t be any surprises here. (I have fairly short arms, despite my long torso. Ya know, like a T-rex.) The drop tail lays comfortably against your backside and sits right where it should when you’re in the most aggressive position on your bike.
Refinements
Invani does an admirable finishing job on the reversible jersey, especially given the price: It’s far less expensive than comparable jerseys. Invani sells direct, which helps reduce costs, yet it doesn’t skimp on materials. The jersey is made with Italian fabrics in the EU, and Invani’s jersey is soft against your skin throughout the garment.
More importantly, the details seem well thought out here. The raw-cut cuffs, for example, feel minimalist at your wrists. Like I mentioned, the sleeves ran long for me, yet the cuffs never felt bulky even when bunched up slightly. A high collar protected the back of my neck during Arkansas downpours, and the drop tail laid perfectly against the back of my waist, as I mentioned.
The seams lay flat throughout, which means you won’t even notice them. Invani’s jersey has pockets on both sides of the garment so you have storage no matter what side of the reversible equation you land on. I was worried at first that having pockets inside the jersey would cause rubbing or discomfort, but that wasn’t the case. I never noticed them.
The zipper is reversible too, and it uses large teeth to make zipping and unzipping a breeze. You may not like this if you’re into race garments that opt for light, small zippers that hide from the wind, but I was happy to have it during the cold hours at Big Sugar. My cold fingers could grasp the zipper pull easily, and pull it up as far as it would go with no trouble at all.
As the day wore on at Big Sugar, my clothes were soaked through and I was definitely cold. But I was certainly happy to have Invani’s long sleeve jersey; it kept me warm as long as it could, and even when it was soaking wet it was comfortable.
Invani’s color goals
My sample jersey from Invani is blue on one side and black on the other. These are pretty safe colors and will work with just about anything in my cycling wardrobe. In terms of style, the Invani jersey is perhaps more tame than I’d prefer, but again, it’s safe and works across my wardrobe, so it’s actually quite a good value here.
Invani also claims that making the jersey reversible helps cut down on waste. You’re essentially getting two jerseys in one, which, hypothetically, means that’s one less jersey you’ll need to buy. So it’s potentially good for the environment. Is that a true claim? It makes sense on paper, but I wouldn’t read too much into that.
Of course, Invani also uses compostable and biodegradable packaging, so it’s clear the company has an eye on eco-friendliness. That’s a solid side bonus.
You can order Invani’s clothing right from its website and it will ship directly to you. Shipping is free globally — another nice perk. There’s a three month warranty on Invani products too, and a reasonable return policy for non-warranty issues.
With a comfortable fit and high-end materials at a reasonable price, there’s plenty of reason to invest in Invani’s reversible jerseys. And the company offers other reversible garments like arm warmers and baselayers to complement the long sleeve jersey. If you’re out to maximize space in your closet without minimizing style choices, Invani’s got you covered. And better than that, they’ve got you covered at a decent price.
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Click for Men's or Women's Long-Sleeve Jerseys
Click HERE for link to review.
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