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U23 teams take on the pros in Cascade

Schleck was joined by his brother, and teammate, Andy, and overall leader Alberto Contador in a three-man breakway that proved too strong for the main group.

Seven-time winner Lance Armstrong tried his best to peg back the leaders but fell short, finishing in fifth spot; 2’ 18” behind the winner Schleck.

The result all but ended Armstrong’s hopes of a fairytale tour win. He now sits in fourth position overall and seems focused on a securing a podium finish.

In what was one of the toughest stages so far, the 169.5 km journey from Bourg Saint-Maurice to Le Grand-Bornand started off in a blistering pace with sprint leader Thor Hushovd racing out to a five-minute lead midway through the stage to build a 30-point lead in the points classification.

The Astana-led paleton eventually caught the Norwegian with 40 kilometres remaining, and it was here where the major players made their move.

Britain’s Bradley Wiggins made the first attack, but was reeled in by Armstrong before the Schleck brothers flew past them with Contador and Andreas Kloden on their tails.

With the finish line nearing, Kloden could not maintain the ferocious pace set by the Team Saxo-Bank riders and fell away from the group with 25 kilometres remaining.

Andy Schleck’s third place has increased his lead in the best young rider classification, while Franco Pellizotti still holds the polka-dot jersey for best climber.

Tonight’s stage is a 40.5 km individual pursuit through the town of Annecy.

www.youtube.com/watch?v=ZCriHYOu3o8

It is the 96th time the popular, historic race has been held and this year the event will span 21 stages and a total distance of 3500 kilometres.

The 21 stages are broken down as follows:

10 flat stages
7 mountain stages
1 medium mountain stage
2 individual time trial stages
1 team time trial stage

There will be eight stopover towns on the route:

Brignoles
Gérone (Espagne)
Issoudun
Martigny (Suisse)
Saint-Fargeau
Tonnerre
Vatan
Verbier (Suisse).

The notable elements of the race are as follows:

3 mountain finishes
2 rest days
55 kilometres of individual time-trials
20 Category 1, Category 2 and highest-level passes will be climbed

The route stages:

Prologue – Saturday 4 July
The race kicks off with a 15.5 kilometre time trial that will run the windy streets of Monaco.

Stage 2 – Monaco > Brignoles – Sunday 5 July
A 187 kilometre bumpy stage that may be suitable for a breakaway and might be tricky for the teams to arrange the sprint.

Stage 3 – Marseille > La Grande-Motte – Monday 6 July
A long, 196.5 kilometre stage but in spite of the early rises and dips, which might see some brave souls seeking to stay away for the day, the last 80 kilometres are flat and it is probably going to be a bunch sprint.

Stage 4 – Montpellier > Montpellier – Tuesday 7 July
This is the return of the team trial. Only 39 kilometres but features a couple of hills. The big teams may dominate this stage. A rule change means real-time is the ultimate factor.

Stage 5 – Le Cap d’Agde > Perpignan – Wednesday 8 July
A delight for sprinters, this 196.5 kilometre stage is flat all the way to Perpignan.

Stage 6 – Gérone > Barcelona – Thursday 9 July
The heartland of Catalonia will see a motley crue of sprinters and climbers turn up first, because this mostly flat but sharply uphill finished leg will throw up some surprises.

Stage 7 – Barcelona > Andorre Arcalis – Friday 10 July
Now we hit the hills. The peak is the 2240 metre Andore Arcalis, which could break the spirit of some riders on this grueling 224 kilometre stage.

Stage 8 – Andorre-la-Vieille > Saint-Girons – Saturday 11 July
More power to the climbers here, with three quality climbs on the 176.5 kilometre leg to Saint-Girons. The long 45 kilometre descent to the finish may tighten the field.

Stage 9 – Saint-Gaudens > Tarbes – Sunday 12 July
Two hills here, the 1490 metre Col d’Aspin and the 2115 metre Col du Tormalet. At this point we might start to see the real contenders distinguish themselves.

Stage 10 Limoges > Issoudun – Tuesday 14 July
This stage comes after a rest day and is much flatter than the previous three legs. Sprinters will start to come back into the equation after a few days of climbers.

Stage 11 – Vatan > Saint-Fargeau -Wednesday 15 July
Very similar to Stage 10, again favouring those in the hunt for the green jersey.

Stage 12 – Tonnerre > Vittel – Thursday 16 July
A 211.5 kilometre stage that is one of the final chances for sprinters to make their mark. Look for breakaway groups to make a move on a couple of the steep climbs that dot the stage.

Stage 13 – Vittel > Colmar – Friday 17 July
Back to the mountains, and this 200 kilometre leg will feature no less than passes.

Stage 14 – Colmar > Besançon – Saturday 18 July
This may be an uneventful stage because, although its 199 kilometres long, there is little difficult climbing and the serious contenders may hold back for the later stages.

Stage 15 – Pontarlier > Verbier – Sunday 19 July
Expect riders to push hard through this stage, with a rest day to follow. It finishes with a difficult climb up the 1468 metre Verbier.

Stage 16 – Martigny > Bourg-Saint-Maurice – Tuesday 21 July
This leg might represent a change in the tempo of the race. Two massive peaks – the 2473 metre Martigny and the 2188 metre Bourg-Saint-Maurice – confront riders on arguably the most difficult stage. Cream will rise to the top here.

Stage 17 – Bourg-Saint-Maurice > Le Grand-Bornand – Wednesday 22 July
There is no rest for the wicked, with four 1st category climbs. Those who can push through tiredness may find themselves in pole position.

Stage 18 – Annecy > Annecy – Thursday 23 July
Individual time trial. At only 40.5 kilometres, it is unlikely that any rider lagging behind will be able to push up into the higher ranks here. Most pundits think you need to be at the front of the pack by this stage for a chance at victory.

Stage 19 – Bourgoin-Jallieu > Aubenas – Friday 24 July
Some early bumps in the profile make way to a flat mid section, before a final climb and a quick downhill ending. A breakaway could be forthcoming here.

Stage 20 – Montélimar > Mont Ventoux – Saturday 25 July
The final chance for a winner to stake his claim. The race to Mont Ventoux will be hectic and climactic, so be sure to tune in.

Stage 21 – Montereau-Fault-Yonne > Paris Champs-Élysées – Sunday 26 July
Although the winner should be known by this stage, the green jersey could still be up for grabs. Keep your eyes peeled for the final sprint to the Champs-Elysees.

Kiron is very much the new kid on the block, but it has put its best foot forward with the Scandium, a wallet-friendly road bike that does a brilliant job of mixing the benefits of aluminium and carbon.

You could be forgiven for thinking you had straddled an old fashioned steel road frame when you climb aboard the Scandium, such is its forgiving nature.

But this really is a special ride, starting at the base with the super sturdy Pariba tyres and through to the excellent Easton forks.

In fact the forks are a great case in point to reveal this bike’s qualities; with only a little bit of torsional flex at the higher end of the fork blades, you can push the Scandium to the limit.

That is to say, you can throw what you want at this bike, because it will respond with strength, comfort and style.

Cruising up hills is a dream, thanks largely to the light front end and the firm bottom bracket.

And because of the aluminium frame, you can expect to ride to the sound of an enjoyable hum when on smooth roads. Anytime you pick up speed just listen; that’s the sound of the bike doing its best work.

Considering the jump in price to get to a sub-kilogram carbon frame, you can be very pleased that the Scandium weighs in at only 1163 grams. The Easton EC90 fork mentioned earlier is also light, coming in at just 334 grams.

The spec is mostly Easton – that’s a good thing – and is quality all the way down to the bar tape. You would think that to sell a bike for such a low price the manufacturer would have to take a shortcut somewhere, but that doesn’t appear to be the case.

The EA50 aero-section wheelset is great, using traditional round stainless steel spokes but staying firm and light.

The groupset is mostly Shimano 105 – a tried and true gruppo that will last a lifetime and provides quality, no-nonsense shifting. You get a nice little boost with the Ultegra mech at the rear and the Dura-Ace derailleur at the front. Although it would look a bit nicer if the cabling was routed internally, you can hardly expect such a perk on a low cost bike.

If there is a downside to the bike it is only slight: the handlebars could be wider. You may wish to upgrade after riding yourself, but some have found a lack of leverage when out of the saddle due to the lack of width of the bars.

The Time Edge Pulse is a great little ride, operating as smoothly as a true race bike without any wavering of demanding descents and with no woodlike qualities to speak of.

In truth, there is very little change between this bike and Time’s top-of-the-line offering, the VRS Vibraser.

A number of quality FSA components head the spec list, starting with the FSA OS 150 Stem that moves into an FSA Gossamer Double Butted Handlebar. The combination here offers a light yet stiff cockpit, good enough to please the amateur rider and the hardened racer.

FSA is in charge of the brakes on the Edge Pulse, too. Although they don’t have a particularly high profile, riders will be pleased to note the FSA Energy brakes give strong and smooth retention and feature a rock solid design. The quick release cam is accessible and easy to use, and the replaceable brake pad holders are a nice touch.

The seatpost is also from FSA, and it is a very simple unit. Strong and light, it is easy to adjust.

Down below, the Edge Pulse rolls on Fulcrum R7 wheels. Now these wheels do not have the greatest rap, so this might be an area you could look to upgrade the bike.

The R7s are hooked up to Michelin Lithion tires, which are puncture resistant and pretty sturdy. The Kevlar beading keeps them light and strong.

The Shimano Ultegra groupset is nice, but as always it is a matter of personal preference with gruppos. You can depend on it for smooth shifting. If you prefer Campagnolo, you can arrange to order a Campagnolo Centaur gruppo with the bike.

For the seat, Time has included its own generic number. This is standard fair and not the most comfortable in the world, but if you are used to these racing-style saddles you may not need to change it.

One of the real drawing points of the bike is the FSA SLK Light crank, a terrific piece of equipment that will last a long time and rates very highly in the light and strong stakes.

On the whole this bike is a well put together unit that will race if you need it to or train perfectly well. It is a real contender for those who cannot afford to shell out for the most expensive bikes on the market.

Spec:

TIME EDGE Pulse module
Full Carbon PILOT SAFE+2 fork
CAMPAGNOLO Centaur Ultra Shift Carbon levers
CAMPAGNOLO Centaur-D Skeleton brakes
CAMPAGNOLO Centaur front derailleur
CAMPAGNOLO Centaur rear derailleur
TIME TSX compact crankset (50/34)
CAMPAGNOLO Mirage UD 12-25 cassette
TIME RXS Carbon pedals
TIME Monolink stem
FSA Gossamer New Ergo handlebar
TIME RXS Ti Air Flow saddle
CAMPAGNOLO Scirocco wheels
MICHELIN Lithion tires

or

TIME EDGE Pulse frame
Full Carbon PILOT SAFE+2 fork
SHIMANO Ultegra SL levers
SHIMANO Ultegra SL brakes
SHIMANO Ultegra SL front derailleur
SHIMANO Ultegra SL rear derailleur
FSA SL-K Pro compact crankset (50/34)
SHIMANO Ultegra 12-25 cassette
TIME RXS Carbon pedals
FSA Carbon Pro stem with carbon cap
FSA Gossamer handlebar
FSA Carbon Pro seatpost
TIME Activ Gel Classic saddle
FULCRUM Racing 5 Evolution wheels
VITTORIA Rubino tires

There are a number of boutique bike makers across the world who specialise in creating tight high performance machines for sprinters, climbers and all-rounders.

What cyclists who purchase from these companies want is quality and style, as well as a custom fit to their personal proportions.

Well the good news is that French bike builder Cyfac has delivered the goods with its top-of-the-shelf offering, the Absolu.

The Cyfac Absolu is a gorgeous and sleek bike that bucks the recent trend for fatter frame tubes and instead presents a thin carbon bike that is noticeably different from those that roll out of factories.

The hand-made chassis features an inbuilt seat post and a number of finely honed shaping decisions that give the bike added comfort and class.

In fact, the Absolu is an extremely comfortable ride. It is not the stiffest bike ever to hit the roads, but it is certainly very capable when it comes to damping road jolts and bumps.

It is a stiff bike, but by no means as stiff as some of its competition. That doesn’t make it a spongy ride – the Absolu is very responsive but perhaps not in the same league as the Madone or the top Cervelo R3.

A real drawing point of the Absolu is the high quality spec. It comes standard with a Campagnolo Record 10-speed groupset, which has been previously lauded for its top quality quiet, smooth and accurate shifting.

Sitting at the front of the bike is an Easton setup – an EC90 carbon stem (super stiff) and the EC90 SLX bars. The bars are perhaps a little disappointing, because while they are comfortable, they have a little too much flex.

The Easton trend continues with the wheels, a set of EC70 SL carbon clinchers. These are not the lightest wheels on the market (1695 grams) but they are solid as rock and rate pretty well in the aerodynamic stakes.

At the back of the frame the dropouts are protected by aluminium plates, again adding to the quality feel of the bike.

The chainset will probably prove to be a talking point of the Absolu; it’s a Stronglight X-Wing Activ Link that sports quite unusual (but compelling) arms. Normally the Campagnolo Ultra Torque crankset would accompany the Record gruppo but Cyfac claims the replacement is stiffer.

On the whole, this bike is a lovely piece of machinery that gets high points for beauty and comfort. It is a serious machine that could be raced for distance or in sprints, but it perhaps lacks a little bit of stiffness to make it an all-out dominator.

Unveiled the day before the 2009 edition of the world’s greatest cycling race began, the Madone 6 is a full 150 grams lighter than its predecessor, knocking its weight down to a super light 890-odd grams.

In addition to the significant weight loss, the new ride has also improved in the stiffness stakes – 17% to be precise.

One of the key changes is in the fork, a Bontrager Race XXX Lite. This is 30 grams lighter than the previous component and, importantly, will also work to increase the comfort of the bike. An oval shaped steerer tube is included in an effort to soften vibration, reportedly by 15%.

A second key change is the seatpost, which is also 30 grams lighter than before and offers improved damping ability.

Cabling has been internally routed on this model, bringing it into line with the trend set by other top manufacturers.

For those concerned about longevity and getting bang for buck (and you would want to at this price), the good news is the frame will be compatible with the Shimano Di2 groupset when that technology becomes available this year.

The frame of the Madone 6 is bolstered by a new ‘Resin Right’ carbon moulding process, which Trek claims will increase the consistency and strength of the material.

The company is using this model to push more heavily for its direct order, customisable build option system too.

And it makes sense for riders who want the absolute best to be able to customise their bike before it arrives.

By browsing through the Trek website you can play around with the customisation options, playing with colour schemes, gruppos, stems, saddles and more.

In fact there are many different ways you can alter the bike before it ships. Just be prepared to pay for them!

In fact, Lapierre sponsors the French racing team Francaise des Jeux, and its constant to-and-fro consultation with those seasoned riders has led to the better development of its recent products.

The X Lit 400 FDJ represents the second tier of Lapierre bikes and the good news is it does not disappoint.

This bike would have to rank amongst the stiffest rides available at the moment – in fact, some might argue that it is a bit too stiff.

It has definitely been built with racing in mind, and those looking for a casual weekend ride need search elsewhere.

From an aesthetic point of view, the 400 FDJ is a real stunner. Seriously. Starting with the beautifully curved (and super long) downtube and progressing through to the terrific colour scheme and professional-looking decals, this bike will please visually.

At less than one kilogram you can also take confidence that this bike will perform. The lightweight is complemented by great power transfer that allows the bike to launch forward both on flats and up hills.

The spec for the bike is interesting, and arguably its biggest downside. Some might feel that the groupset – Shimano Ultegra SL – is a little below par for a top end bike.

While this gruppo handles itself well, it is not top tier and arguably brings the enjoyment and quality of the bike down very slightly.

However, many other parts of the spec do meet expectations. Take the front fork, an EC90 special from US company Easton. Not only is it light and stiff, it fights the frame wonderfully and is known for its great build quality.

The wheels are more than adequate, too. Mavic Ksyrium Equipes boosted by Hutchison Fusion tyres. These are tough and well balanced, not to mention light.

And another thing about those wheels: they do a good job of reducing some of the road shock that comes with the aforementioned stiffness of the ride.

You will be sitting on a Selle Italia Filante saddle if you ride stock and, as always, you can switch this to something else if you need a different level of comfort.

On the whole this bike is certainly up there with the better known top end bikes and will do more than hold its own in testing.

If you are looking for a relatively rare bike with great hardness and an aptitude for racing, check out the 400 FDJ.