Looking for a slightly tamer Dogma? Then the Prince Disk might be just the thing.
Since the Prince’s return to the Pinarello roster it’s pitched as a more approachable all-rounder. Compared to the more race focused Dogma F10 the Prince offers a more comfortable ride, better suited to most riders needs. That’s not to say the Prince is a slouch in anyway. When rubber meets the road the Prince performs incredibly well. When you dig in the Prince is articulate and nimble. The transfer of power is also very efficient, making the Prince super responsive. The ride is nice and stiff but never obviously jarring. Once you ease up the everything smoothes out and the Prince becomes a fairly comfortable cruiser perfect for more leisurely rides.
The Prince shares a lot of its DNA with the Dogma f10. If fact from a distance they look very similar, both sharing the concave downtube for reducing drag when a water bottle is in situ.The forks also feature a nifty “Fork Flap” designed to smooth airflow over the dropouts.
To bring the cost down the guys Pinarello use T700 carbon as opposed to the T1100 carbon lay-up featured on the Dogma F10. While slightly heavier the T700 makes the Prince the more durable of the two which helps solidify its position as a the go to model in the Pinarello range for people looking for a more versatile option.
The fine balancing act the Prince performs between race ready and everyday day use makes the bike definitely one to consider. Combined with the pedigree of the Pinarello brand and race proven design we highly recommend the Prince to anyone looking for an upper mid-range setup that offers a race oriented ride but isn’t a one trick pony.
Looking to make the jump to disc for your next road set up, or just for an awesome all-round road bike? The Addict 20 Disc could be the bike for you.
With the Addict 20 Disc hailing from Scott’s endurance leaning models the geometry offers up a more comfortable ride, perfect for long stretches in the saddle. With the most notable change coming from the Addicts slacker head angle.
The Addict 20 disc boasts an impressive spec, with full Shimano 105 gear and brake-set as well as Shimano Centerlock rotors. The rest of the trimmings come courtesy of Syncros, rounding out a quality parts list. The wheelset is also from Syncros with the rear wheel featuring DT Swiss’ proven star ratchet system on the rear. The wheels are nice and light so there’s little need to rush out and upgrade any of the components.
How does it ride?
Scott’s MF Carbon technology makes for a well balanced frame feel. Not as stiff under power as their RC models, but in no way spongy or unresponsive. The slightly dampened feel really helps smooth out rougher sections of a ride.
The Addict 20 ships with Schwalbe Durano tyres, while these all-rounders help with smoothing things out on less than perfect surfaces and are great for putting in high mileage, some riders may prefer to upgrade to something more “sporty”. It’s also worth mentioning the Addict 20 offers more tyre clearance, so those looking to follow trends and run wider tyres take note!
When confronted with potholes or cobbles the Addict certainly helps soften the blow and doesn’t feel jarring. The rumble of the road never gets overpowering but the low-vibration ride responds well when you want apply a bit of power.
The Addict 20 disc is an excellent all-rounder. Well priced, well spec’d and easy on the eye. The Addict 20 may not appeal to riders looking for the utmost levels of performance in their particular niche but for people looking to do little bit of everything or those putting in big miles the Addict 20 should be on your radar.
With the Addict 20 disc currently on sale at Hargroves Cycles there also hasn’t been a better time to snap one up!
I’m going to cover some of the main things that stood out about the Edge 1030 but there are so many more features that I haven’t touched upon. It’s just got too many features to feasibly talk about in a short(ish) review!
It took me some time to get used to the size of the Edge 1030. I had previously been using an Edge 820 and an Edge 500 before that so the increase in size seemed like quite a lot at first. However, after a few uses I got used to the size of it and actually found the bigger screen size to be useful. Data screens were clearer and also, I could see the time at the top of the screen without having to bend forwards and squint whilst riding along. This also has benefits for when you are using the unit for mapping. I would say that I wouldn’t use the unit for racing as I feel it would be a bit too big and look a bit out of place on a race bike but for someone who doesn’t race and wants to be able to see lots of data screens and big maps it’s a great size.
The touchscreen on this device is very good and very responsive. It is also much clearer than the Edge 820 I had previously been using. It’s a known fact that the touchscreen on the Edge 820 can be at times be a little slow to respond. With the Edge 1030 however, this wasn’t the case. Each press is responded to very quickly and moving around the menus and between screens is very quick. It also doesn’t require a hard press, just a gentle press or flick. With auto brightness on the visibility of the screen is great no matter what conditions you are riding in. I have ridden with it on dreary winter daysand hot blue-sky days and anything in between and I have always been able to see the screen perfectly.
One of my disappointments with my previous smaller Garmin devices has been battery life. Often if I head out for a day and require maps on to follow a route I will be crossing my fingers by the end of the ride hoping that the battery isn’t going to go. The battery life on the Edge 1030 is amazing, Obviously the unit is bigger but the increase in amount of battery life is far greater than the increase in size from the smaller Garmin units. I took this unit on a cycling holiday to Monaco where we were out from 9am until 7pm, each day I had a route on the go and the device connected to my phone via Bluetooth. I don’t think the battery was on anything less than 45%. For people who do a lot of touring or maybe go away cycling for a weekend without the ability to charge things, this device will comfortably see you through two days of riding if not more! There is also a battery pack which can be piggybacked on to the Edge 1030 which will give you battery life in the region of 24+ hours!
As you would expect the maps on the Edge 1030 are the best across all the Garmin devices. The maps on my Edge 820 are very good and it’s one of the reasons I bought the unit in the first place as it provided detailed maps but on a compact unit. On the Edge 1030 you just get extra details like off road trails and footpaths. This would be great for people who ride off road or do rides which are both on and off road as tracks are clear to see coming off roads and then rejoining. The navigation is also very good and turn by turn is very accurate. The increase in size of screen coupled with the extra detail also mean it is very easy to follow a route. I often come across sections of rides where there are lots of roads coming off a main road, in a town centre for example. With the Edge 1030 it is very easy to see which turn you need to take without having to bend forwards to get closer to the unit. The unit comes loaded with full European maps at the same detail as the roads on the UK maps. This was great when I used the unit in France on unfamiliar roads riding through the outskirts of Nice not really knowing where I was going. The maps were clear enough for me to be able to focus on the traffic around me and still be able to navigate with a brief glance every now and then. The Edge 1030 effectively is as good as a satnav; addresses can be put in and navigated to if you find yourself lost or just want the device to plot a route to a friend’s house for you. The type of roads used and route plotting options can be customised to suit your needs. When scrolling around the map to check to see ahead on a route you have plotted, the map loads very quickly if not instantly. Some previous units took a while for the tiles to load but on the Edge 1030 there is no delay.
Along with all the usual data fields that most GPS units record these days, the Edge 1030 takes this to another level. It’s the ultimate training device. When coupled with a HR monitor and power meter it’s the perfect training partner and will no doubt help you to achieve those long-term training goals. At the end of each ride you are informed of various stats to do with your performance. One of these is a number on a scale of 1 to 5 of how much you are improving/working aerobic and anaerobic systems. This can be really handy depending on what type of session you are aiming to do and also helps you to understand your sessions. It will also inform you if you are overreaching which is good for preventing injuries or fatiguing yourself preventing sustained periods of training. It will also suggest a recovery time from the session, however I have found this to be more a recovery time to fully recover from that session or if back to back sessions the past two sessions.
“a virtual coach guiding you to greater things on the bike”
The device can also auto calculate your FTP if used with a power meter. This may take a few sessions for it to gather the data. This can be helpful if you don’t often do/don’t want to do a specific FTP test but have done a hard ride. Power is then combined with HR (make sure to set max HR) to give you an estimated FTP. At the start of rides the device will also give you a performance conditions number, again out of 5. This is an indication of how fit/fresh you are based on HR and power from previous rides and how that compares to the current ride. This is great on long rides as this is tracked for the duration of the ride and can be seen on a graph in the Garmin Connect app. I found that generally performance condition decreases as the ride went on which is what you would expect as you got more fatigued. This can be useful if you head out to do a hard interval session but have done quite a few back to back sessions and can see your performance condition is bad. In this case it would probably be more useful to do an easier ride. Without the performance condition feature you may over-train which is obviously detrimental in the long run.
These are just a few examples of what this unit can do with performance data and statistics but the list goes on and on. It really is a fantastic device for aiding training and could be regarded as a virtual coach guiding you to greater things on the bike.
Anyone contemplating the switch from car to bike will benefit from a machine geared towards the demands of the urban environment..
Having given it a revised frame for 2018, Cube bills the Hyde as the ideal companion for tackling mean city streets.
From the powerful hydraulic disc brakes providing all-weather stopping power, to the fast-rolling tyres, and slick Shimano 27-speed transmission – could the Hyde be all the bike you need to beat the traffic?
Slickly presented, the Hyde’s frame features a tapered head tube, along with hydroformed main tubes and cast dropouts.
Composed of quality heat-treated 7005 aluminium, it’s stiff, lightweight, and being German also features an integrated kickstand mount.
With tubes joined by smooth, double-welded seams these supposedly increase strength, and certainly look nice.
Cable management is equally winsome, with integrated gearing lines piercing the frame behind the head tube.
For ease of servicing, the rear hydraulic brake cable is left exposed along the down tube, while the front is pinned inside the fork.
With straight, slender, tapering legs this is similarly lovely looking. Even with huge tyres fitted, both it and the frame include space for mudguards, along with both front and rear racks.
A lot longer than most rigid options, its additional length means it’d be possible to swap in a suspension model later if you so wished.
The Deore rear derailleur isn’t quite the newest model available. With nine gears instead of 10, we missed the extra sprocket less than the clutch mechanism featured on the latest design.
This stops the chain flapping around over bumpy ground, although its loss won’t be felt by those who stick purely to the tarmac.
Elsewhere the more budget Acera groupset provides the shifters and front mech, with both working nicely.
With many makers swapping in a cheaper chainset it’s good to see a more durable Shimano triple bolted to the Cube.
Allowing you to replace individual chainrings as they wear out it’ll save money on servicing over time.
Stopping the Hyde are Shimano BR-M315 hydraulic disc brakes, always good to see given their solid performance.
The silver tabs on the saddle are a little silly. Aping the appearance of rivets on a traditional leather saddle they don’t actually serve any purpose beyond looking nice.
Still, they do at least pull that trick off. We were less keen on the actual shape of the saddle which we found a little narrow for such an upright bike.
Of a better width are the bars. At 660mm they’re wide enough to be stable, but not so expansive as to risk hitting wing mirrors when filtering through traffic.
Rotating around bombproof Shimano hubs, the Hyde’s wheels are stiff, tough, and should in all fairness last a long time.
Easily adjustable, the availability of Shimano spares is unbeatable, while their centre lock system also makes swapping disc rotors easier. Laced to them with 32 spokes, the Alex rims are eyeleted for strength.
While they’re tubeless-compatible the fitted Schwalbe Big Apple tyres aren’t. Still, regardless of only working with conventional inner tubes we’re big fans.
Part of the Schwalbe’s Balloonbike range, their huge volume allows them to work at low pressure to provide a high degree of natural suspension.
Key to the bike’s ride characteristics, they’re certainly worth giving a try.
On the road
We were expecting a lot from the Hyde. Good looking and with a solid spec, it got off to a promising start.
Uniquely it employs huge 2.35in tyres of the kind more frequently found on mountain bikes, except denuded of their knobbly tread.
Despite a stiff aluminium frame these oversize wheels take a while to get going, although with a head of steam built up, it feels as if they’ll plough through anything.
Wrapped in those enormous tyres, the outer diameter of the Hyde’s wheels is bigger than most 700c bikes.
This huge volume of air allows the Hyde to float along. Key to its handling characteristics, they’re surprisingly fast rolling, while the cushion-like suspension allows the rider to smash over obstacles without getting too shaken up.
They also impart almost comical levels of grip, meaning you can rip around corners with little risk of sliding out.
On the flip side, we don’t reckon these big wheels are quite as easy to start up or keep rolling as more regularly sized alternatives, yet it might be a trade worth making given their ability to soften the ride, along with the fact that they’re unlikely to get caught out by potholes or uneven drain covers.
Less prone to being railroaded from under you than slimmer models, they make the Hyde feel like a very safe place to perch.
Shimano brakes are a perfect match, providing a similar level of quick-stopping security.
Combined with excellent shifting performance, and slick looking own-brand finishing kit, there’s no obvious weak link in the Cube’s well-balanced spec.
Surprisingly upright, the Hyde creates a riding position that’s easy on the back and shoulders. With space to accommodate huge tyres the fork crown itself is very tall.
Slotting into a decent length head tube, and finished with a sizable top cap, the result is a handlebar position that towers above the other bikes.
Twinned with this is a rangy top tube, meaning all in the Cube comes up bigger than expected. As it doesn’t have a huge amount of standover this makes getting a good fit especially important.
Assuming you do the Hyde is a fun bike to ride. Light and stiff, it’s more than happy to be thrown about, with the fork being staunch enough to carve turns, while the tyres trample over obstacles with alacrity.
Rumbling along happily on tarmac, they’re bulbous enough to survive off road, too. However, while grippy in the dry, a slick tread means they soon meet their match in wet and slimy conditions.
Getting too wild on the trails will also highlight the lack of standover, increasing the risk of whacking your person on the top tube in the event of a crash – not usually relevant on the road.