Are 32” wheels cycling’s new rage bait? No matter what content you consume, these wheels spark conversation and very strong opinions.

The larger diameter wheels — which in theory would roll faster and smoother over bumps — potentially rule out a huge segment of the market. As I wrote when wheels and tyres appeared at the Sea Otter trade show: “the geometry simply doesn't work at smaller frame sizes without some significant engineering resulting in a good chunk of the cycling population locked out before the format has even properly launched.”

Allison Schmitz, however, disagrees. And, she’s designed the bike to prove it.

Standing at 5'2" (158cm), Schmitz is a design engineer at Salsa Cycles — and she rides a size small. Which is exactly why the Fargo, Salsa's new 32" wheel bike, is the first one I've seen that actually fits a frame that small.

As a 5’5 female myself, the buzz around 32” bikes had been completely lost on me. In my mind, I was just too darn short to ride them. So you can imagine my surprise when I was walking about the Sea Otter Classic this past spring, to find a 32” wheel bike in a size small. A frame I could actually stand over. When I asked the rep at Salsa how this was possible, the answer was simple: “Allison would never make a bike that wasn’t available to everyone.”

I recently caught up with Schmitz to hear a little more about why 32” wheels aren’t just for tall people.

THE 32" PROBLEM NOBODY WAS SOLVING

In case you’ve been shielded from the endless chatter about 32” wheels, the bikes built around this soon-to-be wheel standard are essentially designed for riders 5'9" and taller. It’s just math. Bigger wheels mean longer forks, higher stack, and an elongated wheelbase to help with tyre clearance, and the dreaded toe overlap. All this translates into a bike that fits a 6’ rider beautifully, and leaves the rest of us standing on the sidelines.

That is, until you get the right people involved in the conversation.

As Schmitz shares, when the Fargo project kicked off, the team had that same original intent: to follow the trend and create a bike around the 32” platform in size medium and up. And then things changed.

"We have this big team to help challenge the product design process and ask the questions. So why are you stopping there? Why not small? It was this perfect confluence of me being the engineer on this project and being a person who rides a size small, to really put that effort and focus into small prototypes," Schmitz shares.

A GAME OF MILLIMETRES

How does one shrink a size large into a size small? You don’t, as Schmitz shares. You start anew.

Like most ideas, Schmitz began with a simple sketch: “a 2D stick figure,” as Schmitz describes it. A basic outline of what a bike looks like on a screen in a software program called SolidWorks, and then slowly, tube by tube, you start hanging parts on it. She talks about it as pulling geometry numbers, checking clearances, asking what happens if you move this millimetre here or that angle there. It's methodical, iterative, and the kind of detailed work that could send your head spinning.

One principle she works by: always start with the smallest size. "That frame is honestly going to give you the most challenges because you've got less space to work with." Solve the small, she says, and the rest tends to follow.

Schmitz and the team were able to push the front wheel just far enough forward to solve the toe clearance problem. A negative rise stem manages the higher stack. A shortened head tube brings things back into proportion. Small decisions, made carefully, added up into a bike that actually fits everyone.

The next step was to ride it. With an in-house welder, the team was able to create rapid prototypes, bringing three different bikes to life for testing: a 29" variant, a 32" with a rigid fork, and a 32" with a suspension fork. The three builds weren't just variations for variation's sake, each one let Schmitz test how the small-frame constraints, toe clearance, stack height, fork length, behaved differently depending on wheel size and suspension setup. This was critical to nail down before any geometry was locked in for production.

"Bike design is a game of millimetres," she says. "You're just trying to squeeze every little millimetre you can get." And she feels those compromises personally. "It can be a little frustrating. You're like, is this a different experience? I understand why you had to do that, but also, what can I do to just make this a better compromise?"

RIDING YOUR OWN WORK

Schmitz rode the first Fargo prototype around Minneapolis and remembers the moment clearly.

"I was like, this bike looks cool. I'd like to keep this."

She rode those prototypes all summer. The decisions about geometry, about what compromises were acceptable — she was making them as a rider as well as an engineer.

"I'm not designing this bike for me," she's careful to say. "It's for a wide range of users."

So how did the bike feel? The impact of bigger wheels is significant, Schmitz says. "It has better rollover and momentum to get you there faster or take you farther," Schmitz said. But it isn’t necessarily the most intuitive, at least not at first. "There was an adjustment period, it felt like a lot of bike to get my leg over the wheel, but I was surprised how quickly that feeling went away and how normal it became.”

To help alleviate this issue, Schmitz added a dropper post. “It helped me get used to the handling, even just coming to stops and getting on and off the bike."

After that, something shifted. "It became my preferred ride," she said. "The better rollover, traction and maintained momentum is noticeable and I find myself more confident and daring on the 32" bike. The big wheels open up more trail for me, with the forgiveness of poor line choice because the wheels can overcome a lot."

32” WHEELS SHOULDN’T BE EXCLUSIVE

For Schmitz, this was never just about one bike. It's about access.

"Everyone deserves the benefits of 32" wheels and the choice on what wheel size is best for them," she says. Her argument is grounded in a very real, very practical need. "32" wheels have a higher angular momentum and a lower angle of attack, which means these wheels roll faster and farther under the same amount of power. This translates into tangible and measurable advantages. “The longer contact patch improves traction and, paired with the other benefits (faster rolling, more momentum retention) it allows for new line choices through difficult terrain."

These are benefits that every rider, regardless of height, should have the option. Just like any other bike, cyclists should be able to decide whether they want this performance, or not. Sadly, this isn’t even an option for most riders. There isn’t even the illusion of choice. The door isn’t simply closed—it doesn’t even exist. Until now.

"The only way to have this choice is if more brands to challenge and expand the size range for 32" bikes," she says. "We know it's possible, the Fargo 32 is a great example. But even with Fargo's versatility, it is one example with a specific set of design parameters in mind. I'm excited to see how the industry will innovate and serve a larger bike community with this new wheel size."

While one bike doesn't fix the entire size challenge across the cycling industry, it does prove a point. The next question is whether the rest of the industry will answer. Or is even willing to try.

WHAT SHE'S RIDING TOWARD, PERSONALLY AND PROFESSIONALLY

Schmitz describes herself as a casual rider. And then in the same sentence drops that she used to be a competitive distance swimmer and once did a 24-hour race in Minneapolis on a tandem, with her husband, that they found on Craigslist. She also wants to ride across the entire state of Minnesota and eventually, the United States… on rail trails. It’s this understated confidence that comes through in her professional life too.

She wants to keep learning, expanding her skillset into more carbon frames and even some full suspension projects too. It’s not about notoriety for Schmitz, instead, it’s about seeking solutions with the ultimate goal of becoming a subject matter expert. Not famous. Just genuinely good at the thing she's spending her time on. When I press her for a little more she keeps it cool and low-key with a simple: "I'm just ready to work on my next project.”

What makes Schmitz’s story so interesting isn't that she's a woman in a male dominated field (though she is, and that matters). Instead, it’s that she's proof that the best products come when there are more perspectives involved. When you invite different people into the conversation.

Schmitz didn't set out to make a statement. She just showed up, and asked the questions nobody else did. Ultimately, building something that made a difference and creating a bike that fits everyone because she needed it to fit her.

The rest is just millimetres.

Two generations ago, heart rate monitors were clunky devices found only in hospitals and sport science labs. A generation ago, power meters were for WorldTour pros and a few weekend warriors with plenty of extra cash to burn. Until about a decade ago, a bike-mounted rear-facing radar that gave you early warning to traffic approaching from behind was science fiction.

Sure, riding L’Eroica—on a steel bike with downtube friction shifters, wearing wood and wool—may be a fun experience. But have you ever wondered if you could be safer on your daily jaunt?

Ignoring technological advancements in cycling might bolster your bank account, but given the current state of cycling tech, are you doing yourself a disservice?

Radars

When I’m doing a very short commute to the gym on my city commuter, I’ll leave my Garmin radar at home. But even if I’m out for a short, leisurely coffee ride, I’d feel naked without it. Although a radar cannot affect traffic approaching from the rear, it gives me ample warning about vehicle proximity and closing speed. The latest generation of radar can discern a motor from an 18-wheeled flatbed, too, with enough early warning to allow for evasive action if needed.

Of course, you don’t need all this info to have fun on a bike. You can simply put your head unit in your jersey pocket and listen for the audible radar alerts. Given the life-saving potential of this device, why more people don’t have them is beyond me.

Bike Computers as Dashboards

Bike computers used to be small and awkward contraptions requiring wires wrapped around brake cables or zip-tied to downtubes. Wheel and crankset magnets never seemed to stay in place. And forget getting speed/distance data if you needed a neutral spare wheel in a race.

Current head units from Hammerhead, Garmin, and Wahoo sit at the centre of electronics ecosystems that provide more data processing power to crunch ride info than was available for the entire U.S. space program from start through the lunar landing.

Even if you don’t need or want to know your effort, basic bike computers act as a display to alert you to hazards approaching when paired with a radar.

Mapping and Navigation

When riding on strange new roads, using a printed cue sheet is low-tech and functional. But to be safe, you’ll need to pull off to the side of the road to use it. And hope it’s a rain-free day.

Of course, you can use your phone’s map, but what if you ride where mobile service is spotty? And if you’re using your phone in lieu of a bike computer, you're putting it at risk of violent ejection at worst, and a drained battery at best.

Route mapping and turn-by-turn navigation available in even modestly-priced bike computers may not be indispensable, but for those who find thrill in exploring new roads, these features can help get you home safely, with relatively few worries.

Wearable Tech

Do you ignore the check engine light when it comes on in your car?

Accurate wrist-worn heart rate monitors have been available to consumers since the early 1990s. Today’s generation of wearables are more powerful than many bike computers since they offer 24/7 monitoring.

And wearing sport watches or recovery monitors allows for basic biohacking (like when to take more rest, or have one less post-ride pint) backed by data that takes the guesswork out of when and how much to rest.

You don’t need this info to enjoy your ride, either—but it can inform you on how to make your riding more enjoyable when not as tired or fatigued.

Power Meters

Around the same time when heart rate monitors became ubiquitous for athletes, wired SRM power meters were seen on a few pros’ bikes. At the time, they cost more than a set of top-tier race wheels, (but also ensured a bike would be over the UCI minimum weight). Downside: they had to be returned to the factory for a battery swap, and could be fickle when used in rapidly changing outdoor conditions.

The latest generation of power meters can be had for the cost of a few sets of tubeless tyres. This democratising tech can help with pacing race-winning moves or confidently completing an epic randonneur.

When matching watts with heart rate data and recovery metrics, and comparing against terrain and environmental factors, you’ll have your own human performance lab at home. If you race and you’re not doing this, your competition will thank you.

Indoor cycling tech

Even for those who are fortunate enough to live in climates where one can ride year-round, there are always circumstances where cycling indoors means not missing a ride due to weather, daylight, safety, or obligations.

Tools like Zwift, MyWhoosh, and TrainerRoad mean you don’t have to skip saddle time. Why is this so crucial? If you race or have a big ride on your calendar, maintaining consistency is massively important for being successful. If you Zwift, you already know this. If you swore off riding inside, maybe you just don’t know what you’re missing?

Drivetrains

Electronic shifting isn’t a must-have, and ignoring it isn’t perilous.

But the big three component manufacturers are heavily leaning into battery-driven shifting, and many new bikes will be electronic-only going forward.

Should you start stockpiling shift cables now?

Tubless tyres

Much like the polarising disc brake debate of the late twenty-teens, tyre- and wheel systems are kindling for heated discussion.

Those not already in the tubeless tyres camp claim they know what they’re missing. But it’s a lot easier to carry a handful of plugs than more than two spare tubes. Like disc brakes and electronic shifting, most major bike manufacturers are shipping bikes with tubeless-ready wheels and tyres.

Buying kit from a brand you know and love is all well and good, but sometimes you’re after something a little different. There are numerous reasons to buy custom cycling kit: wanting to show off your own design, needing matching jerseys for a group event such as a charity or corporate ride, sourcing a supplier for your cycling club’s clothing, or designing a leader’s jersey for a stage race. Customised cycle clothing allows riders to stand out from the bunch, individually or as a group. owayo creates the opportunity to blend style with functionality and performance, delivering professional-quality designs on premium fabrics. The 3D Kit Designer provides complete creative freedom to the user; explore numerous patterns and colours, and have fun creating exactly what you dream of wearing.

Read on to see how easy it is to design high-quality, unique cycle clothing and why owayo’s 3D Kit Designer is the perfect tool for the job.

Choose what you want to customise

You probably already know what you’re looking for: a single jersey, a matching jersey and shorts or a whole collection of kit for a club order. owayo offers a complete men’s and women’s range of long and short sleeve jerseys, bib shorts, skin suits, bib tights and casual wear, plus a unisex collection of jackets, gilets and accessories.

Just because you’re purchasing from a custom kit supplier, there’s no need to compromise on quality and performance. The fabrics are durable and the colours made to last. The collection includes more relaxed and race-fit items to suit recreational and competitive cyclists alike, and all are constructed from advanced, lightweight fabrics that’ll wick moisture effectively and remain comfortable on big rides. If you’re ordering shorts, you’ll have a choice of pads (or no pad if you prefer), and many of the tops allow you to choose different pocket and reflectivity configurations. Regardless of the item you choose to customise, you can expect to find all the features you would in your current favourite brand, such as breathable materials, aerodynamic cuts and practical touches such as high-vis details and secure storage, except you can really make this your own.

Available globally, including across the US, UK, and Australia, owayo combines its international reach with high-quality German manufacturing. With an environmentally responsible ethos, all their fabrics are Oeko-Tex certified, ensuring that everything you’re purchasing is free from harmful substances. They only manufacture clothes to order, minimising waste, and everything is done in-house: R&D, design and manufacturing.

Pick your favourite design

Designing your kit begins with choosing from one of the 32 base designs. These templates have been thoughtfully created in terms of aesthetics and functionality, ensuring that the placement of patterns and shapes works on the fabric, complements additional logos and text, and will be visually appealing when worn on the bike. They’re a starting point for your creativity and can be used as is or completely customised. If you need extra inspiration, you can start with one of owayo’s suggestions and build from there.

Get creative with colours, logos and text

This is where the customisation really starts, and is where owayo really stands out from the rest. Unlike other suppliers, where you’ll send in your design for them to print onto their clothes, you’re in charge of the whole process using the 3D Kit Designer. Test different patterns, combinations of colours, logo and text placement as much as and for as long as you like before committing.

There are over 150 colours in the OCOL colour system (created by designers and colour experts) and a huge range of patterns, think animal prints, geometric designs, hand-drawn sketches and many others. You can choose from logos in the system or upload your own, and add text such as the name of your club, team or group, placed exactly where you’d like it on the front, back or arms. Select from different fonts, colours and sizes.

There’s no need to worry about whether the colours will turn out how you hope, as if you’re in doubt, simply contact owayo in advance of your order and they will send out a piece of fabric with all your chosen colours printed on it. You’re then guaranteed that what you ordered is exactly what will turn up. If you can’t find an exact match to your brand’s colours, owayo can help you out — just email them with the Pantone, HKS or RAL colour code and they can add it into your account for use in the 3D Kit Designer.

Personalise your order

Once you’re happy with your design, add it to the shopping basket for further personalisation. Choose how many you would like — there is no minimum order but big groups and teams get significant discounts with tiered pricing. When choosing sizes, owayo offers more than the standard XS to XL. The jerseys, for example, have nine different sizes to choose from; every person in your order can really fine-tune the fit and won’t have to compromise with something that’s a little too small or a bit baggy. If you’ve added text, this can now be personalised for each jersey if you wish.

Send your order for checking

Before ordering, your 3D render will be thoroughly checked by the owayo team. They will ensure that all the logos and text fit well and are going to look perfect when they arrive.

Place your order

There’s no minimum order with owayo and pricing is all-inclusive, so no matter how extravagant your design or how many logos you want included, the price remains the same.

Once your design is checked and you’ve paid for your order, production begins. You don’t have to wait months for your order to arrive at your door. Delivery times vary between two and five weeks depending on whether it’s peak spring/summer or off-peak. You can view the current fixed lead time on the website, making it easier to plan in advance of an upcoming event.

Owayo’s custom kit design process is incredibly simple, and thanks to the 3D render, you know exactly what it will look like when it arrives. Designs are stored indefinitely, making owayo the perfect choice for cycling clubs and teams who wish to make repeat orders year after year.

Shipping is worldwide, so whether you're in the UK, or you need to ship your owayo custom kit elsewhere, request a free fabric sample to feel the quality for yourself, and explore owayo’s 3D Kit Designer for building your dream kit.

It's been 13 years since I bought my first 29er; it was by no means perfect, but it got me hooked on bigger wheels.

My own early 29er fandom led me, seven years later and in my previous life as a product designer, to create an e-gravel bike (the Cairn BRAVe) around the wheel size, years ahead of the game.

Now, 32-inch has come to gravel. Big wheels have already performed on the sport’s highest stage, with Swiss endurance rider Robin Gemperle winning Unbound’s 350-mile race aboard a 32-inch Scott, which the brand claims “will never be released.”

The reaction to these larger wheels has been polarising. Cycling Weekly’s Tech Editor Andy Carr was quick last week to point out the flaws, mostly that the wheel size just wouldn’t work for smaller riders without a complete frame overhaul (if at all). But we’re allowed to disagree. My stance is that the bicycle industry innovates incrementally. However, the industry also has a short memory, and I can already see some of the same mistakes creeping in.

The first wave of 29ers were the Gary Fishers of the 00s, the brand owned by Trek. Fisher’s original G2 geometry was largely a numbers game. The theory that larger wheels rolled faster and more smoothly over bumps, with their larger diameter making them less likely to fall into holes, was sound. What Fisher aimed to achieve was the same trail numbers and handling characteristics as a 26-inch wheel. In practice, this didn't translate to well-mannered bikes.

The second wave, in the 2010s, saw a fresh mindset: 29ers needed to be different. Longer reach, lower bottom brackets, slacker head angles, steeper seat tubes, shorter stems, and wider bars helped make these bikes possible and, frankly, brilliant.

This is imperative to how well 32-inch lands. So far, many of the bikes we spotted at US trade show Sea Otter still feel like they are trying to be squeezed into the arbitrary box we believe all bicycles should fit into. Bold change is needed—not just in our understanding of geometry, but in how we manufacture bikes and wheels. That could be incredibly exciting, or entirely stifling.

Even with the geometry nailed and these bikes now riding beautifully, the sell on the improved 29ers of the 2010s still didn’t go smoothly. The industry eventually made the transition incrementally, with many unconvinced riders needing to first adopt a middle ground 27.5/650b wheel size before making a slow, painful move to mixed wheels or ‘mullet’ bikes.

Eventually, most finally admitted that the 29er was just better. The same happened on gravel, where we were already on 622mm-diameter (29/700c) rims but dropped to 27.5/650b to increase tyre size (around 50-55mm) without having to change the gravel bike geometry formula (which hadn’t changed all that dramatically, since we started to force wider tyres into cyclocross bikes some 10 plus years ago).

I’ve been a product designer and brand manager, so I’ve been there- I know it’s not easy. You want to drive change and innovation, but not oversell the new product, leaving warehouse stock labelled as 'dated' and destined for a discount. It is particularly tricky when brands want to make big leaps, such as transitioning to a new wheel size. The science or testing to back up the decision may just not be there yet. Field tests are required; brands need to put these things under their fast riders to justify the development cost.

So, where are we going wrong? And, how do I think we can fix it, and fast, before the 32-inch effortlessly glides down the same pothole-ridden path?

First, we need clear insight into the logic behind larger wheels. Unlike the early days of 29ers - when we were bombarded with rolling-resistance diagrams - the science behind 32-inch is currently shrouded in silence. Even if the change to 32-inch is small or incremental, it needs to be clear where and for whom this benefit can be best utilised.

Then, if we’re convinced of the science, we need to be bold. Tech Editor Andy makes a compelling argument that, in fact, 32-inch wheels only work for taller riders. Sticking with current geometry ‘rules’, this is true - any rider below 5ft10” need not apply; such are the difficulties created around toe overlap and more.

But this debate has been put forward before. I’m 5ft7”/170cm. I was told in 2013 that 29ers weren’t really for me either. Some brands persist with this narrative: Canyon’s Grizl and Genesis Vangabond, for example, are still only available in small wheel sizes on smaller frames. Why? When bikes like our best gravel bike, the Specialized Diverge 4 or, a personal favourite of mine, the suspension corrected Santa Cruz Stigmata, manage to maintain short chainstays, manageable reach and stack, whilst accommodating upwards of 50mm tyres. If we’re to make these wheels work, we may need to overhaul everything we know about geometry.

I am excited to try 32-inch, and I hope that I can. If this is an innovation and there are benefits, I want them, too. Apple doesn’t downgrade the processor just because you buy the smaller iPhone; they scale the chassis, not the capability. If we are doing it, let's do it properly.

Riding a bike is meant to be fun, and no one wants to think about the times when things don’t go to plan, but investing in some dedicated cycle insurance can potentially save you money, time and stress, and give you peace of mind so you can go out and enjoy every ride. Tens of thousands of bikes are stolen in the UK every year and many cyclists are injured, and in these unfortunate situations The Insurance Emporium can have your back. They offer varying levels of cover, plus the option to add ‘competitive use’ to the White Jersey, Green Jersey and Polka Dot Jersey levels, alongside a number of other optional benefits. Whether you’re a commuter, an adventurer or a racer, read on for six reasons to get yourself insured this summer.

1. Extensive cover for bikes, kit, and family members

The Insurance Emporium policies cover a range of bikes whatever the level of cover you choose. Mountain, road or gravel, acoustic or electric (the latter needs to fall within the UK definition of an e-bike), tricycle, tandem, trailer bike or push scooter – all are included, plus more.

Not only is your bike covered, but you’ll get up to £5,000 (level dependent) to replace bike accessories such as bottle cages, lights and panniers, cycle clothing, technology (cycling computers and dedicated cameras) and bicycle trailers. Other gadgets and mobile phones can be included if you pay an additional premium.

You can also insure up to three additional family members on your policy. Enjoy exploring with your partner, siblings, parents or kids, even your grandparents or grandchildren (all bikes must be insured and ridden by someone 14 years or over), and they will get worldwide cover from 65 days to 90 days per trip for theft, loss and accidental damage.

2. Cover for theft and accidental damage

Whether it’s the daily commute, a road ride with friends or club mates or a trip to the bike park, there’s always a risk of theft or your bike getting accidentally damaged.

If your bike is taken unlawfully and not found or returned in 28 days, provided it is appropriately secured, including from an unattended vehicle, you will be eligible for a replacement up to the value of £10,000. The ‘new for old for life’ settlement means your bike will be replaced by another of the same make and model, or an equivalent, as long as the sum you have insured it for covers its value as new.

If you have an accident, a crash, or your bike is in some other way suddenly and unexpectedly damaged, you will be covered for repairs, or replacement (if unrepairable), in the same way as above, and while waiting for a new bike or a repair, you’ll be able to hire a replacement bike for up to four weeks, so you needn’t cancel upcoming trips or events.

3. Protection for yourself

You need to be aware that there’s risk involved when cycling: the more you ride, the further you go, and the more extreme the terrain you explore, the bigger the risks. Not to say you’ll ever need to use it, but The Insurance Emporium will cover you in the event of a crash or other type of accident that causes a permanent, disabling impact on your life within 12 months of the incident. This includes death, loss of hearing, limbs or sight, or any other permanent disablement. You’ll also be covered for any dental treatment caused by an injury to your mouth.

4. Protection for others

Even when you’re experienced, things can still go wrong, and sometimes these incidents can affect others too. Imagine you’re involved in a collision with a pedestrian or another road user and are found responsible for the accident; legal costs can add up, as can the costs you incur for damage to third party property.

The White Jersey, Green Jersey, and Polka Dot Jersey levels of cover include public liability insurance, ranging from £1M to £3M, and if you feel like you’d benefit from additional cover, you have the option to top this up to £5M.

5. Be covered for theft, loss or damage anywhere in the world

Considering a summer bikepacking trip to somewhere as remote as Kyrgyzstan? Want to challenge yourself to some of the most famous climbs in the Alps or Pyrenees? Or are you planning to sign up for a training camp in sunnier climes? Your bike will be covered for up to 65/80/90 days on any trip worldwide (depending on your cover level), so that’s one less thing to plan, and you can head off knowing you’ll get the support you need if something goes wrong.

6. Racing

All types of commuting and leisure cycling are included in the three policies, including non-competitive sportives. However, if you’re already racing or thinking about giving it a go, then you should consider adding on the ‘competitive use’ benefit. This extends standard cover to include road racing, time trials, cross country, track, cyclocross and triathlons — essentially anything where there’s a chance you might step onto a podium. Choose competitive use and you will be covered during a race if your bike is stolen, lost or accidentally damaged. If you have to withdraw from an event due to injury or illness, you will be able to claim back any non-refundable event fee when choosing the event withdrawal optional benefit.

Any time you ride, there’s always risk, and having bike insurance can help you deal with issues if or when they occur. With varying levels of cover to choose from, plus a number of optional extras, The Insurance Emporium’s cycle insurance allows you to tailor a policy to work for you.

Lifestyle Policy Limited is an appointed representative of The Equine and Livestock Insurance Company Limited. The Insurance Emporium is a trading name of The Equine and Livestock Insurance Company Limited (registered in England and Wales no: 294940) which is authorised by the Prudential Regulation Authority and regulated by the Financial Conduct Authority and the Prudential Regulation Authority no:202748.

All content provided on this blog is for informational purposes only. We make no representations as to the accuracy or completeness of any information on this site or found by following any link on this site. We will not be liable for any errors or omissions in this information nor for the availability of this information. We will not be liable for any loss, injury, or damage arising from the display or use of this information. This policy is subject to change at any time.

We offer a variety of cover levels, so please check the policy cover suits your needs before purchasing. For your protection, please ensure you read the Insurance Product Information Document (IPID) and policy wording, for information on policy exclusions and limitations.

The biggest story in cycling over the past week has, of course, been the foray around Lorena Wiebes’ disqualification from the Giro d’Italia Women, after commiseurs found her bike to be 20g below the 6.8g lower limit.

I think it’s been interesting that every media outlet has followed a similar narrative: the bike’s weight had no impact on her sprint win, and therefore, she should not have been disqualified.

As usual, the UCI have taken on the role of the Death Star: the big evil empire that sits above cycling and rubs its hands together while the little people try to bullseye womp rats. That might be too many Star Wars references for the younger amongst our readers, but I think most of you will understand the analogy.

This narrative avoids one simple truth: rules are rules. And, these rules are enforced by local volunteers. Because really, that’s what commisaires are. UCI commissaires are paid a daily allowance, plus expenses.

The commissaires are not the people who deliberate, debate, and ultimately create the rules - but they are asked to enforce them. Do we want a situation where these individuals are making judgement calls over where the grey area around a rule starts and finishes?

Of course, the disqualification seems unfair. The 6.8kg rule has been in force since 2000. The UCI’s rule is outdated and harks back to a time when pros were riding steel and aluminum bikes. As far back as 2015, it was described as a “relic of the past” by UCI technical manager Mark Barfield.

Besides the antiquated nature of the rule, it’s also quite primitive when you compare it to the wide range of people riding within that; 6.8kg as a proportion of body weight is going to be hugely different depending on your body composition. Last year, writing for BikeRadar, pro rider Ashleigh Moolman-Pasio said the rule “disproportionately affects smaller riders, particularly women.”

In a perfect world, there’d be some testing done to decide what is the lowest possible safe weight for a bicycle for any given body weight, resulting in different legal weight limits dependent upon your body weight, in order to create proportional rules.

But how would that work in the real world, in a situation where a local volunteer is assessing a bike with limited equipment and limited knowledge? This isn’t to say that commisaires are not intelligent, but consider the stress of that weekend job, for just a second.

I think the ultimate solution here is some sort of sliding scale, that could be applied to these rules so that the result of their being enforced isn't quite so Go-Kill. Maybe a time penalty per gram the bike is underweight would be a little more reasonable.

In all of this, the biggest takeaway for me is that a rider has been denied a stage victory she would have gained, with or without an extra 20g of tyre sealant, having trusted her team that the bike she picked up before the race was within the limits set by cycling’s governing body.

The team - and the bike manufacturing industry - have edged that machine as close as it possibly can to the boundary of the rule, and is now very upset that it’s been caught drifting slightly over the barrier.

Now everyone knows that these bikes are very light. It's a shame the athlete had to pay so harshly for that.

The Tour Auvergne-Rhône-Alpes - previously the Critérium du Dauphiné - has long been considered a warm up race for the jewel in cycling's crown: the Tour de France. And, it's not just a testing ground for riders' legs, teams also use the eight stage race to put new bikes through their paces ahead of July's showdown.

Our video team has been on the ground ahead of the first stage of the race in southeastern France, here are some of the most exciting bikes they've spotted along the way...

Paul Seixas' new Van Rysel

All eyes will be upon 19-year old Paul Seixas as he lines up at his debut Tour de France, and his team Decathlon CMA CGM have brought what looks like an updated Van Rysel RCR Pro for him to try out.

The RCR Pro is the all-rounder in the brand's livery, but areas of the frame - the downtube, forks and headtube in particular - look to have had an aero update, to add a dose of speed to the already pacey machine.

'Project Black' Specialized Tarmac SL9

This isn't the first time what looks decidedly like a Specialized Tarmac SL9 has broken cover. We already saw this more aero looking Tarmac bike on the roof of a team car at a Red Bull-Bora-hansgrohe training camp.

The fork, seatube and seatpost all look to be geared towards saving watts, you can read a bit more here.

Asked about the machine, the brand told us: "Specialized relies on feedback from professional athletes in both developing and testing advanced pre-production products in real-world applications. With this top-level feedback, some of these design elements and products eventually show up in future retail product offerings. We call this Project Black."

Prototype Ridley Climbing Bike

Over at Uno-X Mobility, where the team is preparing themselves for their first Tour as a WorldTour squad rather than a wildcard invitee, we spotted a prototype Ridley. This decidedly lightweight looking bike could be a new Falcon RS. It certainly cuts a very different silhouette to the Ridley Noah Fast 3, which the team have been using this year so far.

With prototype labels, these bikes are very much still in development. The tube profiles are shallower, suggesting a remit focused on the mountains. There are a lot of those, both at the Tour Auvergne-Rhône-Alpes and the Tour de France. The bike has cavernous tyre clearance, very slight seat stays, and is complete with SRAM Red AXS. If it's not a new Falcn RS, it might be a completely new climbing model. It's expected to be out in the Autumn.

New Cube aero bike

French ProTeam TotalEnergies are on Cube bikes these days, and at the Tour Auvergne-Rhône-Alpes, some of the squad are using the 2027 Cube Litening Aero C:68X. It's an update to the German company's aero bike, which is clear from the branding on the top tube; the old model was released seven years ago.

This model has a deeper head tube, and looks quite a lot like other aero bikes in the peloton these days, although the seat tube is well worth a look, being angular and a bit reminiscent of the Colnago Y1Rs. The wheel clearance has been upped, and could probably take 34mm tyres, an upgrade on the last Litening. It's still a prototype, and so there is still work being done, but expect to see it at the Tour de France next month.

The cycling world is abuzz following the latest sighting of the unreleased Specialized Tarmac SL9 at the Tour Auvergne-Rhône-Alpes, previously known as the Critérium du Dauphiné.

The bike was first spotted on the roof of a Red Bull-Bora-Hansgrohe team car during an altitude-training camp in Sierra Nevada, Spain. But this time, we got a much closer look.

We spotted the bike outside a team truck where mechanics were setting up the bike on precise measuring equipment, presumably preparing it for its first public race outing on Sunday.

Should this indeed be the new Tarmac SL9, here's what we can glean about the bike's changes and developments.

What's new

Both sightings thus far were of the bike Specialized’s stealthy pre-production "Project Black" livery, a designation the brand uses for developing and testing future products through professional athlete feedback.

The frameset showcases a clear shift toward greater aerodynamic performance compared to its predecessor, the SL8. Notable changes include a reshaped fork with a chunkier crown and deeper blades, alongside a seat tube designed to hug the rear wheel closely.

The seatpost has also evolved into a deep-section aerodynamic blade, signalling Specialized's intent to further optimise its flagship race rig for top-end speed.

As the Tour Auvergne-Rhône-Alpes serves as a crucial warm-up for the Tour de France, the presence of the SL9 here suggests that we may see the bike in action at summer's main event.

While Specialized maintains its standard "Project Black" protocol regarding unreleased tech, these considered design choices indicate a machine that aims to balance its legendary comfort with a new benchmark in aerodynamic efficiency.

We reached out to Specialized, but the brand remains mum on the subject, stating: "Specialized relies on feedback from professional athletes in both developing and testing advanced pre-production products in real-world applications. With this top-level feedback, some of these design elements and products eventually show up in future retail product offerings. We call this Project Black."

Cam Jones (Scott) lines up on Saturday as the defending Unbound 200 champion, riding a Scott RC Gravel prototype rolling on 32” wheels.

His Scott team mate, Robin Gemperle, is on a second 32” prototype. Both riders are talking about levitation, revolutionary cornering; "I'm genuinely scared how fast I'll be able to corner once on a course with proper descents," Jones said. The theory is that a larger wheel just rolls faster.

The brand behind the bikes was keen to communicate that this machine "will never be released on the market." And yet, it was clear at the recent Sea Otter trade show that a plethora of wheel and tyre brands are keen to see 32” wheels become mainstream.

Whilst these larger diameter wheels have always had a legitimate place in custom bikes designed for riders exceeding the ‘average’ height, I would consider 32” wheels arriving on the mainstream market to be a major backwards step for cycling, and its accessibility.

Jones is 6’ and Gemperle is 5’10”; the latter falls right into the ‘average white male’ bracket with the former exceeding average. Baum Cycles’ new DBM 32” bike looks great in its marketing images - but that bike would suit a rider around 5’7”. The geometry of a 32” wheel just doesn’t work at smaller frame sizes. This means a massive chunk of the market – plenty of women and almost all of Asia – is locked out of 32” completely.

Having designed and built bikes for decades, I hope I can demonstrate why, with a quick CAD (computer aided design) sketch.

Building a 54cm 32” wheel bike in CAD presented major issues

I modelled my CAD image on a 54cm frame, which would typically suit a male of around 5’8”, much taller than the average Western female of around 5’4”. CW’s US editor Anne Marije-Rook rides a 49cm Specialized, and digital editor Michelle Arthurs-Brennan a 52cm.

The main values I sought to preserve were the stack and reach, relatively to the bottom bracket, as these coordinates dictate a rider’s position. The result was a struggle to fit everything else in.

To create my designs, I chose an arbitrary 440mm axle-to-crown length for the fork, which I judged as giving me enough crown clearance for a 50mm tyre on a 32” rim. To get the rear wheel in, I’ve had to extend the chainstays out to 485mm, some 35mm longer than a downhill mountain bike. The impact on front and rear centre and overall wheelbase could – potentially – give rise to incredible stability in terms of forward progress, but it will pay big time in agility. Even before you consider the extra mass.

To retain the reach, I pushed the effective top tube as far as I could - the horizontal distance from the center of the head tube to the center of the seat post. To get the reach working at all the head angle now sits at 68 degrees, that’s very shallow for a gravel bike - the same as a Specialized Chisel XC MTB. This would create overly slow handling and hinder precision, turn-in in fast corners, and the kind of positional changes we see in bunch riding.

The headtube is left with only a couple of thumb widths of space, and the whole front triangle is compromised to the extent that I simply don’t think it’s possible to physically make it work. I even struggled to illustrate it correctly in my drawing.

And then there’s the toe overlap. Despite slackening the head angle as far as I dare. At slower speeds and in very technical terrain, the rider’s foot is going to come into unavoidable contact with the front tyre.

I could go on.

You could go some way to solve some of the geometry problems resulting from the 32” wheel with offset forks, or a longer top tube paired with steeper head angles. A shorter fork crown might help, and could likely be designed, but the downtube quickly comes into direct conflict with the front tyre as the fork gets shorter. It's a fools errand, as any result is an unavoidable compromise.

Remember, a 54cm frame isn’t an unusual or even very small size in our home markets. In Asia, it's a large.

My brief and ragged design study – please excuse the presence of the double chainset – is a crude visual device to support my point. But what is clear is that each compromise trades away handling, adds complexity, or makes the bike slower handling or heavier in any sensible analysis. And on a 52cm or equivalent, there is simply nowhere for the front wheel to go at all.

The business problem

My point is simple: 32” wheels are not going to work on smaller bikes. Therefore, if 32” wheels were to become mainstream, the industry would be left with two choices: produce 32” bikes for larger riders and maintain existing 700c sizes. Or, majorly disadvantage some already marginalised customer groups, such as women who are already a minority group the industry claims to want to reach.

Given the bike trade has spent the last year or two complaining its ranges are too sprawling - Cannondale’s “one bike to rule them all” pitch in the WorldTour, followed by Giant with its Propel now shading out the TCR - the appetite for increasing SKUs with twice as many wheel sizes seems limited.

The most frustrating component in all of this is that on the question of whether 32” is actually faster, we have nothing empirical at all.

So far, we have a few field tests, a handful of runs in each, with a ton of variables in play, and one independent comparison that Vittoria offered at Sea Otter, quickly clarifying that the few seconds saved came with some major caveats.

Even if a 32” bike does cross the line first at Unbound, it proves nothing about the speed of these larger wheels. The fastest rider in any gravel race is, by definition, the fastest rider in the race.

Scott has been clear that there are no plans to create a consumer model of this bike, and I’m pleased. Gifting the vast majority of the female and Asian riding population with serious toe overlap and compromised handling, based on a data point of one, would be a travesty.

Editor's note: We updated the original headline of this article - which referred to the 'average height, white male' - to better represent the ideas presented within the piece.

While mainstream Western brands are charging five figures for their top-flight bikes, Pardus has launched a 6.7kg race bike featuring a Shimano Ultegra Di2 groupset for roughly €5,000. For comparison, an equivalent Colnago Y1RS like the one Tadej Pogačar rides, fitted with the same groupset, retails at around €11,000.

Owned by Chinese manufacturer Taishan Sports Industry Group, the premium brand announced its European launch in Milan on May 25th. Pardus claims to be the only Chinese brand registered as a European company, rather than merely shipping products in from abroad.

Two models hit that headline price: the SPK Gen 4 Aero and the 6.7kg Robin EVO. Both feature carbon frames, integrated cockpits, carbon-spoked wheels, carbon saddles, and Shimano Ultegra Di2.

Pardus keeps all processes - carbon fibre and resins production, and manufacturing processes for the components - in-house, allowing for greater efficiency. This move mirrors the likes of Chinese manufacturer XDS, whose recent U.S. launch of X-Lab brings more accessible pricing to a Western market also.

Eschewing the direct-sales model used by competitors like Canyon, Pardus will sell exclusively through independent bike shops. With centralised assembly in Poland, eight regional service points, and over 25 agents across 21 countries, the brand is supporting the traditional retail channel.

Developed with the Chinese National Team, the SPK Gen 4 features deep tube profiles and wide-set stays, positioning it as an aero competitor to the Colnago Y1RS, Cervelo S5, or Factor ONE. The brand notes the bikes were developed in a wind tunnel and are already proven in high-level racing.

Pardus is adapting its strategy to meet specific European demands, recognising that its domestic model requires localisation. Consequently, the brand established a dedicated European team of industry experts and adopted a "social media first" marketing strategy to achieve a cleaner, Western aesthetic.

In addition to supplying the Chinese National Team and providing bikes for the Olympics, Pardus has sponsored the Italian team Vini Fantini since 2025.

By offering high-specification bikes at significant value while providing local support, Pardus is directly challenging industry incumbents. While long-term resale value remains to be seen, the brand has arrived as a serious contender.

This is the bike Tom Simpson rode to a silver medal in the individual pursuit during the 1958 Commonwealth Games. However, the 1965 road world champion lost ownership following a card game.

“Tom had a good friend called Graham Plumber,” explains Dave Marsh, of the Universal Cycle Centre, Rotherham. “The two played cards together in local cafes, which is how Graham won this bike from Tom. I doubt Tom was too bothered – if he ever needed a bike, Gerald O’Donovan, manager and designer at Carlton, was very happy to oblige.”

Simpson - whose palmares included wins at Milan-San Remo and the Tour of Flanders - and O’Donovan were also good friends; in fact, O’Donovan was Simpson’s best man. Marsh recalls the now legendary tale that, after picking this bike up from O’Donovan’s home in Carlton Road Worksop, Simpson rode a local time trial road course in 19 minutes. That’s a phenomenal time on a 1950s teel fixie with no brakes!

“Tom was loyal to Carlton almost until the end,” remembers Marsh. “Most of his Peugeot bikes were rebranded Carltons. However, late in his career, he did switch to Italian builder Alberto Masi, whose frames were also disguised as Peugeots.”

Carlton Cycles was founded in 1898, by Fred Hanstock. Its growth surged with the arrival of Dan O’Donovan, who joined the company from the motorcycle industry before taking over in 1939, later joined by his son Gerald. The company was bought by Raleigh in 1960 and ceased trading in 1981.

The Carlton Flyer was the jewel in the brand's crown, and as well as being the bike that powered Simpson to his 1949 silver medal in the World Championships individual pursuit, is was also the machine he used to claim a bronze in the 1956 Olympic team pursuit.

The Carlton Flyer was the brand’s top-tier bike. Beyond the norm – Reynolds 531 Double Butted tubing, Fiamme rims laced onto 28/28 small flange Airlite hubs, Stronglight chainset and cranks – Simpson’s bike has a few quirks.

“Tom specified notoriously steep tube angles,” confirms Marsh, who now owns the Carlton. “I think this one probably has a 74° head tube angle and a 73° seat tube angle. He modified the Brooks Champion Narrow saddle too, cutting away leather at the rear. The huge drop on the bars, plus the under slung stem, enabled him to tuck into an imposing stance.”

What appears to be a new Specialized Crux was spotted at the Gralloch in Scotland this weekend, and ridden to victory in the women's UCI category by Specialized Off Road athlete Geerike Schreurs.

The new bike represents a massive departure from the traditional double-diamond, round-tubed frame of the outgoing Crux, with a facade inspired by the road-going Tarmac platform. The most notable attribute comes in the form of an aerodynamic frame and the apparent larger tyre clearance - not that the outgoing model lacked provision for wider tyres: it could accommodate widths of 47mm, and many riders successfully ran 50mm tyres paired with 1x drivetrains.

While we can't confirm the exact clearances, based on current trends in the category, we can safely assume maximum clearances of around 55-57mm, which should accommodate tyres of up to 2.2 inches wide. We've seen provision for wider tyres at the forefront of contemporary gravel frame design with bikes such as the new Factor Sarana and Open Wi.De 2.0, with the latter offering gargantuan clearances once reserved for cross-country mountain bikes.

The outgoing Specialized Crux has been around in its current incarnation since 2022 and is due for an update. Despite its now-outdated template, it has notched up a long list of victories at virtually every major gravel event, including Unbound Gravel 200, The Traka, Big Sugar Gravel, Gravel Worlds, and Gravel Burn. That's quite a palmares, but as the discipline has evolved, so has the need to go faster, and it appears as though Specialized has caved and given in to the peer pressure of the aero gravel concept.

Visually, the bike ridden by Schreurs this past weekend looks a lot like the Specialized Tarmac SL7. Based on what we know about the new Aethos 2, we can also assume the layup will have taken learnings from the SL8 and applied them to ensure a balance of stiffness and compliance, fashioned into the aerodynamic tube profiles of the SL7. We can clearly see the paucity of a 'speed sniffer' on the headtube, with the basic frame architecture, seat tube, and cutout, and dropped seatstays adopting a silhouette similar to the SL7, but with a few nods to the Tarmac SL8, including the seatpost. It certainly has been designed with aerodynamics at the forefront.

The frame and front end are very clean - no hoses are visible on the entire setup, and the cockpit looks like the one-piece integrated Alpinist 2 setup seen on the new Aethos, but with a much wider flare at the drops. Component-wise, Shreurs' bike was built around an SRAM Red XPLR AXS complete with new Roval Terra Aero CLX wheels and Specialized Pathfinder tyres.

We asked Specialized for a comment and got the following reply:

"Specialized relies on feedback from professional athletes in both developing and testing advanced pre-production products in real-world applications. With this top-level feedback, some of these design elements and products eventually show up in future retail product offerings. We call this Project Black."

Based on the brazen testing in the public eye at the Gralloch, the launch of the new Specialized Crux is imminent. We'll update this story as we receive more information.

Factor’s gravel bike range is now three models strong, with each option offering a distinct intention to cover all areas of the gravel cycling discipline: the Ostra Gravel for all-out racing, the do-it-all Aluto, and now, the Sarana, which was designed around carrying capacity and long-distance technical riding. And by long-distance riding, we’re talking ultra events where riders spend days in the saddle, often self-supported in remote, untamed areas.

The Sarana was born out of Factor’s engineering team’s quest to design an ultra-endurance gravel racing bike from a clean slate, uncorrupted by contemporary trends, and focusing on how the rider feels at twenty hours into a race. The project started nearly three years ago when the brand looked at the bikepacking sector and ways it could support endurance athlete Rob Britton, who smashed the 350-mile Unbound XL record last year on a Factor Ostro Gravel bike.

It's no surprise that Britton's meticulous approach to endurance racing was used to blueprint the ethos of the Sarana.

There was a lot of back-and-forth over a three-year period starting in 2023, and extensive testing was conducted in British Columbia, Canada. Many revisions followed, with special attention to tyre clearance and various frame shapes, before the engineering team and Rob Britton were happy with the outcome. Together, Factor and Rob looked at how fatigue changes bike handling, how load shifts the centre of gravity, and how efficiency could be sustained over long distances.

According to Factor’s Chief Engineer Graham Shrive, the design process was extensive and detailed. “The original frame had room for 52mm tyres, but that wasn’t enough, so we scrapped it and started again. It was redesigned three times - it was quite a process.”

The Sarana will make its debut at this year’s Traka gravel race, where Factor-sponsored athletes Victor Bosoni, Cynthia Carson, Rob Britton and Anuchi Gago will tackle the rough terrain of Girona. While we currently have a Factor Sarana in for testing and have been riding it for a week already, we will be publishing a comprehensive review in the coming months.

Below, you'll find everything you need to know about the bike, including our first-ride impression.

A systematic approach to design and performance

According to Factor, the Sarana is “a focused tool for a specific kind of rider, one who treats distance as a race, not an escape.” That means the company had to approach the design process in a completely different way than it did when developing the Ostro Gravel and Aluto platforms. While designed as a system, the Sarana has three distinct yet seamlessly integrated areas that comprise its frame architecture.

While wind-cheating wasn’t the modus operandi of the new bike, the front of the Factor Sarana does feature some aerodynamic shaping, albeit somewhat milder than its gravel bike siblings. The headtube features a truncated aero profile with subtle hourglass sculpting, drawing inspiration from the Monza road bike. The Sarana also comes stock with a collection of purpose-built bike bags that fit within the triangle to help extend the leading edge of the tube shapes.

The middle area is all about utility and tools. The backbone of the Sarana is the down tube, which has been purposely oversized to add torsional stiffness. It's also been hollowed out to maximise internal storage capacity. This design feature ensures that airflow over the frame is clean and that the centre of gravity is low and balanced.

The rear end focuses on terrain management. Dropped seat stays and an offset seat tube have culminated in a natural leaf-spring system that flexes while maintaining lateral progress, and also allows the fitment of 57mm (2.2-inch) tyres.

Clever directional layup techniques have been implemented, with high-modulus fibres in the bottom bracket and chainstays and intermediate layers positioned to manage fatigue and traction - the result is a claimed 18% reduction in vibration when compared to current endurance baselines.

It’s a good-looking bike - quintessentially Factor, adopting what can only be described as a form following function approach. The available colour palette is muted, but the graphic design is still enticing enough to draw interest. I like it. Factor has limited the Sarana to two colourways, the metallic Cyan Blue pictured here and Prismatic Gold with pink flecks - both options reflect the natural tones of the outdoors and the various hues experienced when riding from dusk till dawn.

For future-proofing and ensuring the Sarana is ultra-racing-ready, it is compatible with both rigid and 30mm suspension forks. The bike is set up to natively accommodate 160mm brake rotors, but can be flipped to use bigger 180mm discs, both front and rear. It's compatible with one-by-only groupsets and is dropper-post-ready - it comes standard with an external collar clamp with 30.9mm diameter for a greater spread of dropper choices.

The platform was optimised for SRAM XPLR AXS but can also run various one-by Shimano GRX Di2 groupsets (including Shimano GRX RX827 and RX710) - there’s a Di2 exit port above the UDH triangle for semi-wireless configurations. While the Sarana comes stock with a 44T single chainring, it can safely house a maximum chainring size of 52 T, thanks to the asymmetric chainstay arrangement.

Geometry and sizing

Despite the endurance theme, Factor says the Sarana’s geometry numbers were inspired by racing, and not implemented for comfort. This can be seen in the 71.5-degree head angle and 65mm trail figure, which are identical across all frame sizes, as well as the 74-75.3-degree seat tube angle. The reach (398mm) and stack (573mm) point towards an aggressive riding position not dissimilar to the Ostro Gravel, a move Factor explains "allows riders to stay low and efficient without collapsing posture".

The 425mm chainstays and offset seatpost have made space for 57mm tyres, while the 80mm bottom bracket sits slightly lower than most modern gravel bikes but not outrageously so. This tyre width falls squarely between the 52mm max tyre clearance of the newly launched BMC Kaius 01 and 66mm of the Open Wi.De 2.0 adventure bike.

Factor also looked at ensuring the geometry angles remained the same if riders require a suspension fork. The stock axle-to-crown measurement is pegged at 427mm to ensure parity when specced with a 30mm RockShox Rudy XPLR fork with sag.

Five frame sizes are available, spanning 49, 52, 54, 56 and 58cm - one less than the Ostro Gravel and Aluto models.

Factor Sarana - First ride impressions

To appreciate the Factor Sarana, you need to approach it with an open mind and forget everything you think you know about the gravel genre - it’s not a speed demon, nor does it profess to be, but don’t let its adventure-bent focus deter you. While it’s pretty rapid overall, the bike truly comes alive in a technical off-road setting. At 9.75kg with a RockShox Rudy XPLR fork, it’s not what I’d describe as lightweight, but it doesn’t feel heavy either.

The Sarana blends mountain bike-like trail manners and control with gravel bike speed and aerodynamics - it does have a Factor Lando feel about it, particularly the virtual seat tube angle, and the way it dismisses rough terrain.

I’m a firm believer that most of the trails in and around the UK's Surrey Hills, where I live, can be tackled on a gravel bike, and the Sarana reaffirmed this sentiment. In fact, I’d go as far as to say it nullifies the need for a mountain bike entirely, thanks to the front suspension, long and low reach, and fairly relaxed head angle. As a result, it’s sublimely controlled on technical descents - fire roads and singletrack included - allowing you to flow over terrain as opposed to hang on, rattle your way down and hope for the best. The confidence-boosting handling on the downhills carries over to the flats, where the Sarana delivers, quite easily, the best ride quality and comfort I've experienced from a drop-bar gravel bike to date.

The bike holds momentum with ease, conforming to and flowing with the terrain, nullifying most vibration-induced speed loss associated with off-road riding, and maintaining high speeds. Our test bike came fitted with a 44T single chainring, which perhaps holds it back from unlocking even greater top end, but suits the punchy terrain of my local gravel routes quite well. In combination with the 10-46T cassette, there’s ample gearing for most vertical excursions.

I haven't felt over-tyred by the 2.0-inch Continental RaceKing mountain bike rubber. If anything, the grip offsets any weight or rolling resistance penalties. I feel in most gravel settings - races or local rides - there’s more time to be lost on the downhills than climbs, and this width affords the rider assurance to push harder and let the bike do its thing. No overthinking line choices or panic braking here, just pure, unfiltered speed and descending comfort.

How I wish I had this bike for the challenging descents of Gravel Burn...

More testing remains, but I’m confident the Sarana will prove faster on most of my gravel training routes. In fact, I’m keen to see how it fares over some of the longer routes around Surrey Hills that take in sections of tarmac, too. There’s room to safely fit a 52T, so I’m keen to try it with something bigger if there's an opportunity during the test period.

I'm enjoying the Factor Sarana but haven't ridden it enough to formulate a final verdict just yet. More testing remains, but I feel it can be used successfully in most gravel settings, including stage racing and one-day gravel epics, not to mention the ultra-endurance events it was designed to conquer.

Pricing and specifications

The Factor Sarana is available in two complete builds (Premium Complete) or as a frameset (Premium Package), with or without suspension.

Premium Complete bikes are specced with either SRAM Red XPLR AXS (£9,399 / $9,599 / €11,499) or Force XPLR AXS (£7,699 / $7,899 / €9,499) groupsets. Both builds get Black Inc 46 carbon wheels, a Black Inc HB04 integrated bar-stem, an FSA SL-K Carbon seatpost, and a Selle Italia SLR saddle. Pricing jumps when specced with a RockShox Rudy XPLR fork - £9,999 / $10,199 / €12,199 (SRAM Red XPLR AXS) and £8,299 / $8,499 / €10,199 (SRAM Force XPLR AXS).

The Premium Package will set you back £4,599 / $4,699 / €5,599 (non-suspension frameset) and £5,199 / $5,299 / €6,399 (suspension frameset)

The Black Inc 46 wheels can also be purchased separately at £1,649 / $1,699 / €2,049 per set.

Up until recently, the road-inspired layups and racy angles of the best gravel bikes have resulted in reduced comfort and vibration-induced speed loss over challenging terrain. Having spent a lot of time riding and racing gravel bikes all over the world, I've experienced the very best and worst of it - including the corrugated and technical terrain of Gravel Burn in South Africa late last year. Looking back at my Gravel Burn experience, I cited the Cannondale SuperX Lab71 I used for the event was perhaps too racy given the technicality of the terrain, and I’d have been better off on something like the new BMC Kaius had it been available at the time.

Having tested the Kaius 01 One at the press event in Sardinia on a testing assortment of terrain types, I’ve come away impressed by what it offers as a package, especially in terms of overall trail compliance, front-end control, stability, and comfort - most of which stems from the clever frame design and geometry, and provision for wider tyres. BMC is a firm believer in the purity of the gravel bike and in the idea that suspension forks and shocks should be reserved for mountain bikes, not drop-bar race machines.

While gravel courses are getting increasingly more technical and demanding on both the body and the bike, BMC, like several other manufacturers, has looked to the humble tyre as a solution, exploring how wider clearances and aerodynamic efficiency can achieve parity. In fact, the biggest evolution in gravel bike design over the past two years has been an increase in tyre clearance, and the added capability, comfort, and speed wider gravel bike tyres provide when smooth tarmac becomes rough and rowdy gravel.

BMC hasn't merely shoehorned wider tyres into the existing platform either, but has instead looked holistically at the Kaius platform, tweaking the tube shapes, frame architecture, and layup to create what it believes is “the answer to every gravel racer’s wish.”

The need for speed and wider is faster philosophy

The first-generation BMC Kaius was unveiled in 2022 as an out-and-out gravel race bike with road-bike-inspired design language and angles borrowed from the Teammachine SLR. Armed with 45mm tyre clearance, it was designed as a dedicated aero alternative to the Swiss brand’s adventure-bent Urs platform. Having spoken to former BMC-sponsored rider Simon Pellaud at Gravel Burn, he told me he chose the Urs 01 One over the Kaius purely because it runs wider rubber. Simon squeezed 50mm Schwalbe G-One RS Pro tyres into both ends, even though it was designed around a maximum width of 47mm, to help with traction, protection and comfort over the 800km, seven-day stage race.

For version two, the modus operandi of the new bike was basically the same as before, focusing on blending aerodynamics, stiffness and weight with much wider tyre clearances - and I mean much wider. While Pellaud’s need for wider tyres wasn’t the catalyst for the new Kaius, his opinion, coupled with that of many other riders and the growing demands of rougher gravel courses, sealed the deal. As a result, the new Kaius has been optimised around 45mm tyres but can accommodate tyres as wide as 52mm, with 6mm clearance on each side.

To achieve this, the chainstays were lengthened by 5mm to 425mm. While the notion of wider tyres may sound counterintuitive on gravel race bikes, they are faster than narrower equivalents owing to the rubber’s ability to deform over the surface, improving traction and compliance.

The new Kaius, however, was developed as a complete system rather than merely combining individually considered components. To ensure it remained racy, however, the new bike drew visual and aerodynamic inspiration from the latest Teammachine SLR 01 and R 01 models, as seen in the deeper head tube and the AS10 seatpost. Together with the wide‑crown Halo fork and AeroCore bottle cage system of the Teammachine R 01 (cages that seamlessly integrate with the downtube), the new Kaius frameset is 12% faster than its predecessor at 40km/h with 45mm tyres.

As a complete system (including 45mm tyres and a fully clothed rider), the new Kaius is 1.05% faster than the first generation, and this is the figure more manufacturers need to reference and talk about. According to BMC, these claims were validated using advanced computational fluid dynamics (CFD), wind tunnel testing, and real-world testing.

Racy geometry and the one-by only approach

BMC has tweaked the reach, stack, and bottom bracket height to improve handling and confidence on technical descents while retaining the aggressive, racy nature of its forebear. As a result, a size 51cm Kaius gets a fairly steep seat tube angle of 74.3-degrees and a relaxed head angle of 70.8-degrees paired to a trail number of 72mm for improved front-end traction and response.

Smaller frame sizes have a slacker head tube and a 5mm longer fork rake, which also means the wheelbase on a 51cm is longer than the 54cm model. Overall, the reach is 5mm shorter, and the stack has been increased by 11mm across all six frame sizes, while the bottom bracket drop remains 79mm. To improve capability over obstacles and prevent damaging the chainring and frame, ground clearance has been increased by 10mm (this figure increases with shorter cranks). Chainstay length has grown 5mm to 425mm, and the wheelbase is marginally longer than the outgoing model. For this application, BMC has also introduced a T47-threaded BB with inboard bearings to facilitate speedy maintenance.

The longer chainstays were introduced not only to help accommodate wider tyres but also to ensure the Kaius plays nicely with one-by wireless groupsets. As a result, the new bike can only accommodate SRAM AXS and Shimano GRX RX827 and RX710. The one-by-only compatibility is not only reserved for gravel-specific groupsets but mountain bike or mullet configurations, too - ideal for tweaking your drivetrain components, and boosting gear ratios depending on the terrain.

Chainring compatibility ranges from 32 to 50T without a chain keeper and from 38 to 50T with a chain keeper.

Impressive complete system weights

The new Kaius is four per cent lighter than its predecessor - around 63g in fact – and this comes courtesy of revised materials, its 01 carbon recipe and new hardware. The Kaius is only available in BMC’s top-tier 01 layup, and this is referenced in the model range designation: Kaius 01 One, Kaius 01 Two and Kaius 01 Three. Despite the premium, high-modulus carbon fibre layup, the tube walls are 0.3mm thicker than the 0.6mm measurement of the Teammachine SLR road bike sibling to ensure extra protection against stones and rock strikes. For extra protection, BMC has applied a layer of clear 3M helicopter tape to the underside of the downtube.

In size medium (54cm), the Kaius 01 One frame weighs 998g, the fork 400g, and the seatpost 134g, making it one of the lightest gravel race frames available at 1,469g (excluding bottle cages, screws, thru-axles, spacers, headset bearings, hanger and other hardware). The complete bike weight of the Kaius 01 One in size 54, excluding pedals, is 7.1 kg. The 01 Two and 01 Three tip the scales at 7.8 and 8.3kg, respectively, in the same size.

For those looking to stand out from the standard builds, there's the frameset-only Kaius 01 VAR 0, which is the lightest option in the range, coming in at 1,855g with all the hardware fitted, including the AeroCore cages, hanger, thru-axles, spacers, headset bearings and spacers. Featuring a raw carbon look with a UV-varnish clear coat, it can also be custom-painted, provided the paint shop is approved by BMC.

Despite its racy intentions, the Kaius has five mounting points for those who enjoy riding long or bikepacking: on the top tube, within the main triangle, and on the underside of the downtube. There are no mounting bosses located on the fork.

BMC Kaius 01 One - First ride impressions

Sardinia is an amazing place. While it's better known for its network of mixed-condition tarmac roads and stunning backdrops, the island also offers even better gravel terrain. Technical and undulating, it provided the ideal litmus test for the all-new BMC Kaius and a chance for me to ride it in anger over two days. I was assigned a range-topping BMC Kaius 01 One in size 51cm, which sounds a little on the small side, but at 175cm tall, it complemented the fit measurements I provided the mechanic.

While gravel was very much on the menu, we spent an equal amount of time on tarmac, too - this was purposely done as most riders and modern gravel races traverse regular roads to link trails. For riders who enjoy the all-road experience, the narrowest tyre you can fit to the Kaius is a 32mm, so there’s scope to use it as an all-year one-bike solution.

Even with thicker tyres fitted at low pressures - we sampled the Kaius with the new 50mm Continental Dubnital tyres - the bike still feels urgent, granted you’ll need a few kilometres to get used to the added rolling resistance this width provides. BMC fitted these tyres over the stock 45mm Continental Terra Competition Race Rapid rubber due to the weather at the event; overnight rain wreaked havoc on the terrain, carving huge ruts and uncovering stones and rocks that warranted extra protection and traction.

The Kaius is exceptionally well-mannered on technical gravel and rough descents. The front end is a little slower than its rivals, but the upshot is planted, predictable steering thanks to the 70.8-degree head angle and 72mm trail. The control and front-end compliance instil in the rider levels of trust that some of its rivals fail to deliver, whether you’re on the hoods or in the drops. Of course, I always recommend descending rough terrain on the drops as this forces extra weight on the front wheel and helps dig the tyres into the surface for improved control.

You’ll still need to work hard to choose your lines and weight the bike underneath you, but the wider tyres paired with lower pressures help it skim over bumpy terrain as opposed to ramming into every object that comes its way.

Traction is superb on loose terrain, and the stock 42T, 11-46T gearing flattens steep inclines, allowing you to climb with confidence and precision. At 7.1kg, it’s up there with the featheriest options on the market - the Specialized S-Works Crux, Cannondale SuperX Lab71 and Canyon Grail CFR included.

This frame's ride quality and trail compliance come from its layup and flex zones. The Arete seat tube and cutout, combined with the AS10 aero seatpost, provide improved comfort over rough terrain, and the rear axle is claimed to provide up to 10mm of vertical deflection when compressed at speed. While I can’t quantify this claim, the Kaius did feel stable and composed over bumpy surfaces.

Crank length is not specifiable at purchase but differs between the six frame sizes: 165mm (47 and 51cm), 170mm (54 and 56cm), and 172.5mm (58 and 62cm). My 51cm test bike was fitted with 165mm cranks, which forced me to spin over features rather than torque my way up using the leverage afforded by longer crank arms. While I’m still not convinced that shorter cranks offer a performance benefit, they do provide added clearance during high-speed cornering, reducing the risk of pedal and rock strikes.

BMC has also raised the ground clearance by 10mm for added assurance.

Pricing and specifications

The Kaius range comprises three complete builds, all outfitted in SRAM componentry and one frameset option. While there's a variety of options, it is only available in top-tier carbon grade, so pricing is fairly steep across the board.

Spearheading the portfolio is the BMC Kaius 01 One, which comes in at £9,999 / $12 999/ €10,999. It employs an SRAM Red XPLR AXS groupset, BMC CG 39 SL carbon wheels wrapped in 45mm Continental Terra Competition Race tyres, an integrated BMC ICS carbon cockpit, a Fizik Vento Argo X1 carbon saddle, and finishing kit from BMC.

This is followed by the £7,299 / $8,999 / €7,999 BMC Kaius 01 Two. As the second model down in the range, it's built around SRAM Force XPLR AXS. It uses the same wheels/tyres and integrated cockpit as the Kaius 01 One, but ditches the carbon rails of the Vento Argo X1 for the kium-railed Vento Argo X3.

The SRAM Rival XPLR AXS-equipped Kaius 01 Three is the most affordable complete bike in the portfolio at £4,999 / $6,199 / €5,499. While it still uses the brand's in-house CG 40 carbon wheels, it gets a heavier version of the Fizik Venta Argo saddle and loses the carbon one-piece cockpit of the Kaius 01 One and Two in favour of a traditional yet fully integrated bar-and-stem arrangement.

Finally, the BMC Kaius 01 VAR 0 frameset will set you back £3,999 / $5,099 / €4,499.

Quirk Cycles has won Best Road Bike at Bespoked London 2026, with the prize handed down on Friday evening as the show opened at Unit 8, in the Bussey Building in Peckham.

The Hackney custom bike builder, founded by Rob Quirk over a decade ago, took the award for the Durmitor, a pure road-race bike, with new 'custom-lite' models available to order via the website.

The road category was judged by Robin Mather. Notably, as Mather is one of the most skilled framebuilders ever to exhibit at the show, and he was early, very early, to the same shift Quirk is now making. He moved from one-offs to a tighter model range and batch model, over a decade ago, having seen that this was the most sustainable way forward for a small builder.

He was early to that party, but he eventually stepped back from building under his own name. Mather putting his hand on Quirk’s shoulder this weekend makes it feel more pivotal now.

Best Road Bike - The Quirk Durmitor

Durmitor is Quirk’s fast road-race bike from his recently curated ‘stock-geometry’ model range, part of a shift in approach that will also include limited-edition batches – the most recent of which, we're told, is now completely sold out.

The approach – which distils everything Quirk knows about bike design, drawn from his extensive custom work – is designed to make it easier to understand, commission, and order a bike that works for you. It also jettisons some of the drag that fully custom approaches can have in a small workshop context. Essential for the growth Quirk is shooting for, since teaming up with Mottram et al.

The Durmitor is made from handpicked Italian steel, Columbus Spirit – the very best non-stainless range. Spirit is a thin-wall steel tubing designed for the production of high-performance road bikes, and uses Quirk’s own 3D-printed stainless steel dropouts, head tube, and seat cluster.

Modern hardware is evident throughout: T47 bottom bracket, UDH hanger, 12mm thru-axles, flat-mount disc brakes, and a tapered steerer on an Enve fork. Electronic only. Clearance is 35mm, and is designed for “slicks only”, so you can assume that’s a relatively tight 35mm.

The build utilises Shimano Dura-Ace Di2 running gear, and is rolling on Enve 4.5 Pro wheels, the same wheels designed for Tadej Pogacar for use in last year's Tour De France, here, paired with Enve's own tyre. The frameset is £4,999.

Attention to detail

The bike looked outstanding as the centrepiece of a Japanese-themed stand, nicely timed ahead of the show's move to Osaka, featuring a customised Honda Alty. The Alty imported from Japan for the event was adorned with decals spelling out Quirk phonetically in Japanese characters. Quirk informed me that the Japanese don’t have letters for Q, U, or R, making that design detail more necessary to keep the concept alive than it is deliberate. Lovely all the same, of course.

On closer inspection, the classic Japanese pickup truck was wearing period-correct Yokohama tyres. The beer crates looked like Asahi-branded crates but did in fact read, 'Quirk'. Once upon a time, you'd have to pay a lot of money for that kind of thinking at Mother and other agencies like it.

The here and now – in Peckham

That Quirk and his bikes were back in the halls at all, after Rapha founder Simon Mottram led a £500,000 funding round into the brand last November, was a gesture. Seeing as though Quirk went all-in – with a stand that formed the centerpiece of the main hall – was a vote of confidence in the show as much as a strategic move for the brand.

The Bussey Building, for what it’s worth, looks like a venue Bespoked has been hunting for since it left Brunel’s Old Station in Bristol, the 1841 train shed at Temple Meads, where the show came of age. If Lee Valley VeloPark in Stratford gave the show scale, then Manchester’s Victoria Baths gave it character. Despite that, neither felt quite right after the creative restructuring Petor Georgallou and his wife Rosie have painstakingly led since taking over in 2022. Peckham does.

One or many no longer matters

Three other 'small batch' names are worth mentioning. Mason, with its quietly excellent small-batch steel and aluminium. Cotic, with a wonderful-looking gravel bike, made in steel tubing, with a very nicely integrated headset design. And Condor was back in full force, with the Condor Makers Area at the heart of the show running interactive workshops all weekend.

Condor’s been steadfast in waiting for this moment. The London brand has always sat slightly adjacent to the rooms’ “true handmade” participants, distinguishable mainly only by the fact that its frames are produced at arm’s length – by builders just as good as many in the room, based in larger workshops in Italy. When the Super Accaiao took the best road bike in Manchester in 2024, there was a quiet surprise in some corners that the prize hadn’t gone to a “more bespoke” builder. None of that this year.

Pashley’s a similar but slightly different case. The brand picked up an award for Best Fixie. For the excellent and ever-so playful, BMX-inspired Mini-Velo, the Skyline. Pashley is Britain’s oldest surviving bicycle manufacturer, in continuous production since 1926; it has never really marketed itself as a one-off custom workshop. But the brand’s presence in Peckham and the conversation I had on stage with Smallwood and Cumberbatch makes the same point from another angle.

A larger, low-volume manufacturer with great skills is leaning into the craft community, with their own range and what is also essentially a 'smallish-batch' production model.

That Bespoked welcomes Pashley alongside smaller workshops speaks volumes about how this community is defining itself now – by quality and craft, in whatever form works for the builder, rather than by volume alone.

The rising tide lifts all ships

Quirk perhaps represents a group of builders that hasn't been ebbing as such of late, but has struggled to find a way forward amid the headwinds of the last few years. Now, the rising tide appears to be lifting progressives into more mainstream futures, in an evolving way.

The work Petor has done on the show is the energy that’s allowed it. With the misplaced stuffiness and politics of before gone.

You can sense the shift in who’s missing as much as who’s here. Sturdy Cycles, long-term Bespoked supporters, were at Rouleur Live last November, rather than Peckham this Spring.

So was Ricky Feather, Founder of the eponymous Feather Cycles, who said publicly recently how hard the one-off custom model has become, and who has since been actively building Wkndr – exhibiting at the London high-end bike show, Rouleur, in the Independent Bike Builders’ Room, alongside Sturdy and Pashley.

Wkndr is doing the same thing Quirk is doing now – repackaging a builder’s reputation and craft, refined over years of custom work, channelled in something more sustainable, which can grow. That offer, by design, has appeal outside of niche handmade shows.

Japan is next for Quirk and friends

The next stop is Osaka. Bespoked debuts at the GLION Museum in October, and on the evidence of this weekend it will arrive in pretty good shape. Japan, of course, has been doing this for decades – NJS-certified Keirin builders, the metalwork tradition around Osaka, a whole culture that has never confused the question of craft with whether you build one bike or twenty-five.

With so many British brands now producing exceptional work either in model ranges or in batches, with UK design at their heart, that’s a genuinely exciting prospect. Particularly inside a wider bike industry that’s currently struggling to work out what it is and who it is for.

Robin Mather, of all people, singling our Quirk's Durmitor this weekend doesn’t feel like a casual choice at all. He was right about this a decade ago and he’s still right now.

Quirk Durmitor's are available for order now via the Quirk website.

Bespoked London 2026 continues at the Bussey Building until Sunday. Further category winners, including Best Fixie, went to Pashley for their extremely fun Skyline.

Medusa bikes took Best in Show and Best Finish, with bikes that represented everything that the old guard prizes most highly: very well-considered, heavily detailed, craft-centric bikes made in the traditional mode, lugged and entirely done by hand and file.

Italian shoes hold a romantic space in the global fashion industry, and in cycling, they are a vital part of your kit, especially if you, like many, are captivated by cycling's obsession with aesthetics.

A great pair of racing cycling shoes needs to be lightweight, stiff, made from high-end materials, feature a low stack, be hardwearing, and, of course if they're Italian, they must be beautiful too.

Beyond looks, traditional Italian shoemakers are known for their exceptional quality, and Fizik takes this issue of national identity very seriously. To date, the brand has done a solid job of not undermining this reputation at all, offering a range of very stylish and well-made shoes pitched at the sharp end of the pro/premium market.

The range, like most cycling lines, has what can outwardly feel like a daunting array of names. Vento appears to be their race line. Tempo is for road and endurance riders, and Terra denotes their gravel range.

But then there’s Ferox as well, which you can see paired with Vento nomenclature occasionally. Ferox, like Terra, means MTB and gravel capability. As we already know, Vento means race, but whilst these shoes, don't feature Vento anywhere in the name, the racing intent is clear. If the names aren't.

Perhaps we’re so spoiled for choice, and names, because gravel racing is a product category that has seen serious growth in recent times, with continuing adaptations as the genre evolves.

The updated Ferox 2 Carbon shoes launching today from the Italian brand are an important part at the apex of the brand's gravel race offering.

Like the popular original Ferox, they are designed for fast gravel and XC MTB riding but now feature a more 'anatomical', presumably more foot-like, shape that Fizik says is better suited to modern bike geometry and riding positions. Developed after extensive testing with elite riders including Lachlan Morton.

If Morton did indeed put his foot in it, its to the wider footed rider's advantage, as It has reduced the heel drop and expanded the toe box compared to the first iteration, with the aim of providing the foot with more space to extend while also putting less stress on the ankles and calves during technical descents.

Italian shoes are often known for their miserly accommodation, so this will be a welcome development, opening the product up to a much wider market – no pun intended.

But the shape and fit aren’t all that’s new. While the distinctive Powerstrap closure system remains, it has been updated. According to Simone Orlando, a Product Specialist at Fizik, it’s “thinner and lighter than before” with greater flexibility and adjustment that “spreads pressure across a wider area.”

There’s also a new angled loop where the straps attach to the outside of the foot. Orlando says this “allows Powerstrap to lock into the footbed and outsole for increased power.” The Velcro Powerstrap is paired with a Boa Li2 dial.

The upper has also had a significant facelift. Gone is the perforated fabric, replaced with a water-repellant PU-laminated material that’s said to be lighter yet more durable, with a lightweight mesh added for breathability.

A shoe designed for racing is only as good as its sole, and the Ferox 2 Carbon has had an update here as well. As the shoe’s name suggests, it’s a full carbon outsole that rates 10 on Fizik’s stiffness index. While these numbers are somewhat arbitrary, a 10 suggests that it should be plenty stiff, with the brand saying it’s been created to “prioritise foot stability and support for more efficient power transfer.” To assist with this, the carbon plate is wider and lower than the previous model to create more contact with the pedal. It’s paired with a rubber-coated outsole with stud fitments to aid traction.

The claimed weight is 295g, which makes it a tad lighter than the previous model, while the size range is 36–48 (37 to 47 also in half sizes).

Prices are $329.99 / £319.99.

Can a gravel bike really be a true all-rounder? Can it meet the demands of both the racer and the bikepacker and still be fun for those who just like to ride the trails with some road thrown in for fun? Look are banking on it, with the release of the carbon G85 Cezal.

The French marque described the bike as “fast and versatile…bridging the gap between amateur racing and long-distance adventure”. If your geography is good, you’ll know that the Cézallier region in France is home to an unspoiled and rugged landscape. Naming a gravel bike after such a region suggests versatility, and Look references both country roads and technical singletrack in its marketing efforts, before designating the G85 Cezal as a bike “built for any journey”.

Broad strokes, indeed. So how have Look sought to achieve a ‘do-it-all’ nature without compromising the bike’s performance at either end of the scale?

Not all Waffle

There’s already some proof that it’s managed this balancing act, with Russell Finsterwald and his G85 Cezal winning the respected US Belgian Waffle Race earlier this year.

“It checks all the boxes of a modern gravel bike: generous tire clearance, geo-corrected to accommodate a suspension fork and a racy platform,” says the US privateer. “What stood out most to me is the balance of handling and comfort. LOOK has managed to keep the bike lively while significantly improving stability, thanks in part to the slacker head angle.”

The tyre clearance that Finsterwald references supports tyres as wide as 50mm in the rear and 57mm up front. It means the Cezal is equipped to handle the deepening trend for voluminous rubber at many of gravel racing’s premier events, while also being a tick in the box for many bikepackers.

Versatility

Versatility is a reocurring theme across the bike. As you move through the details Look’s desire to create a genuine all-rounder seems less marketing hyperbole and more thoughtful design.

The geometry sees the aforementioned slacker front end - 70° head tube angle with a 50mm trail - matched to a shorter wheelbase and chainstays. Both the stack and reach can accommodate a range of cockpit options, allowing for a more aggressive racing position or something more comfortable for everyday riding and adventures, while the 74° seat tube angle aims to centre the rider for improved pedaling efficiency.

“With the G85 Cezal, we wanted to move away from the white lines and marginal gains, returning to why we ride in the first place: expression,” says Romain Simon, Bike Product Manager, LOOK Cycle. “We’ve taken the carbon expertise that has dominated the road and given it a rebellious, playful soul.” Those geometry numbers suggest this should be the case.

Flexible setup

The frame also seeks versatility through practicality. It can accept 1x and 2x wireless groupsets and well as 1x mechanical transmissions and accommodate suspension forks with up to 60mm of travel; while the bike comes with a carbon fork as standard, the option for those tackling the most challenging terrain to add some front end suspension should have plenty of appeal. There’s also a downtube storage unit complete with its own internal pouch.

As mentioned the Cezal is designed to work with different bar and stem setups depending on the usage. While the three build options all come with a combination of Look’s LS3 stem and Deda Superzero Gravel bars, there is an option to upgrade to the brand’s Aero Carbon Stem and Bars, turning the bike into a race-ready option.

As for those complete builds, Look are offering the Cezal with a 13-speed SRAM Force AXS XPLR groupset as well as both a Shimano GRX Di2 2x option and GRX 1x mechanical set up. The latter is priced at £3,499 / $4,300, while the range topping Force bike will set you back £6,190 / $7,500. You can also just buy the frameset for £2,300 / $2,750.

When you think about integrated bike companies, you usually think about the big manufacturers behind some of the best road bikes, not boutique brands coming out of Bentonville, Arkansas, but that’s exactly what Allied Cycle Works is. They make some really interesting bikes, and stubbornly produce all of their frames in-house, in the US.

They also don’t care for convention, often framing their work around the idea of balancing performance with adaptability, rather than chasing purity in one direction or another.

The new Echo sits in that space. On paper, it’s a carbon road bike with clearance for tyres up to 45mm. Overlapping road and gravel. But Allied is not presenting it as a compromised proposition. The geometry is road-led, with a focus on stability and control: it isn't even labelled as an endurance bike.

The frame is built around a fully integrated cockpit using Allied’s new HB10 handlebar and ST03 stem, and routing is internal throughout for wireless electronic shifting only. SRAM Red and Force builds are available, with both 1x and 2x drivetrains supported via a removable hanger and UDH compatibility out back.

The intent, according to Allied, is to treat the bike as a single system, rather than waiting for parts to be bolted on. That’s a pretty familiar approach these days, but the brand has been moving toward it for several years, developing and manufacturing more of its own parts in the US.

As gravel and road racing and riding continue to merge, bike handling and riding positions on and off road get ever closer. It's therefore likely that riders will look for bikes that can do both. Hold speed in a fast group ride, handle rougher back roads and tracks as well as everything in between.

The Echo is Allied’s answer to that shift, shaped by the thinking that delivered their success in gravel. In a world where the mainstream industry insists on creating niche after niche and selling us new kit to use in ever narrower conditions, this is a breath of fresh air.

Panaracer's Gravelking line has been a benchmark in the gravel world ever since the original tyre launched back in 2014. As we’ve highlighted in our buyer's guides since the day dot – where the Gravelking is arguably a permanent fixture – the Japanese brand put itself firmly ahead of the gravel curve and has maintained a pretty commanding position since.

Tubeless compatible, varied tread patterns, and large-volume casings, the original was a revelation in a new niche that was still struggling to adapt road, cyclocross, and mountain bike parts. Our own extensive testing over the years has always confirmed the Gravelking's reputation as one of the most reliable and go-to options on the market.

Fast forward a decade, and gravel is everywhere. The parts lists are now as specific and long as the flint roads in Michigan that were elemental to the discipline's growth. Panaracer, having arguably kicked the whole thing off, in specialist rubber terms at least, continues to expand its Gravelking line-up, and the new ZX tyre is the latest evolution, showing the brand's commitment to continuous improvement.

Our experience with previous models, from the slicker SS to the all-conditions SK, has shown that the range delivers decent durability and awesome performance. This new release, the 700c ZX, is designed for the modern gravel racer: "riders chasing speed across mixed-surface gravel routes." The goal is clear: to deliver "low rolling resistance alongside the grip and durability required when conditions become more demanding," which is precisely the balance we've often praised.

The ZX is arguably a tyre for our mixed surface, go anywhere, times. It’s a semi-slick tyre that employs what Panaracer describes as a ‘three-zone’ tread pattern. It features a smooth centre for speed, paired with a transitional tread on the inner edge and aggressive side lugs on the outer edge. It’s designed to fast in a gravel race.

Engineered to maintain momentum on hardpacked surfaces and tarmac, while ensuring the cornering control and additional traction needed for loose gravel and technical terrain. Given how well their other semi-slick designs have performed in our reviews, we expect this new will be no less capable, not just for gravel racing but also for all-road use, especially with the 35mm model arriving in September. We’d expect to see a few of these creeping on to your road bikes too, for those that increasingly have the room.

Initial availability sees the ZX offered in wide 45mm and 50mm widths, with 40mm and 55mm variants coming in July. The dominance of these larger sizes confirms the 'big tyre' trend we've been tracking, as riders look to add width for stability and grip on increasingly aggressive routes and races.

Panaracer is positioning the ZX as a match for the toughest events, name-checking Unbound, Mid South Gravel, Dearth Reiver, Gralloch, and the UCI Gravel World Series events, which the brand sponsors. It’s had plenty of success at all of those events, and it’s a common sight in the paddocks, and on the podium.

Crucially, all widths feature Panaracer’s new proprietary ZSG Gravel compound. This single compound formulation is said to aid consistency and durability – key factors we obviously always look for in a top-tier tyre – and here it is combined with what Panaracer calls, TuffTex and BeadLock technologies. These features aim to simplify tubeless installation, add stability at lower pressures, and offer robust protection against punctures from sharp gravel, so it really should continue to tick a lot of boxes in this latest guise.

For those intrigued by the increase in tyre volume evident in the WorldTour at Paris-Roubaix this weekend, where plenty of riders stepped out in 35mm boots, you'll have to wait for September to try this new tread pattern out on your road and all-road bike.

The full line up will be offered with both black and brown sidewalls.

700 x 45C & 50C - Available March 2026

ZX+ / ZX R spec (700 x 45C & 50C) - Available May 2026

700 x 40C & 55C - Available July 2026

ZX+ / ZX R spec (700 x 40C & 55C) - Available July–Aug 2026.

700×35C - Available September 2026

ZX+ / ZX R spec (700×35C) - Available October 2026

Pricing for the ZX range starts at $64.99 / UK £54.99 per tyre.

When Continental launched the Dubnital, our writer Logan had high praise for its performance as an XC mountain bike tyre, noting its balance of fast-rolling speed and surprising grip in his review. As Logan put it, it felt like a worthy successor to the legendary Race King for aggressive, speed-focused riding. Now, with the launch of the new 50mm version, the Dubnital is poised to become the ultimate tyre for the rowdiest end of the gravel racing scene—a trend that has seen riders increasingly adopt wide, fast XC treads for better control and stability.

The 55mm Dubnital has already been a favourite among those who could squeeze it into their gravel frames, valued for its ability to maintain speed over technical and aggressive terrain. The new 50mm size, however, unlocks its potential for a much wider range of modern gravel bikes.

This is a point not lost on Continental rider and Unbound 200 winner, Rosa Klöser. “For me, the Dubnital 50mm is one of the most anticipated tyres in gravel right now,” says the German pro. “Considering the clearance of most gravel bikes, adding a 50mm Dubnital will make a lot of gravel fans very happy - including myself. The tyre inspires a huge amount of confidence, especially in corners where you can really maximize your speed thanks to its incredible grip and braking control.”

Klöser highlights the tyre’s versatility, describing it as a "reliable all-rounder for riders who want extra comfort, grip, and durability without sacrificing speed." This suggests the 50mm Dubnital isn't just for elite racers but for any gravel enthusiast seeking a robust, high-performance option.

The 50mm Dubnital retains the proven tread pattern that blends a smooth, fast-rolling central section with aggressive shoulder knobs. This design ensures straight-line speed while providing the necessary traction and stability when braking and cornering on unpredictable dry and damp surfaces—a characteristic Logan loved in the wider version.

Like its stablemates, it’s tubeless-ready and hookless compatible. Riders can choose from two casing options: the Race version prioritising outright speed, and the Trail option focusing on enhanced durability.

Ultimately, the 50mm width gives gravel riders all the lauded benefits of the wider Dubnital—including the low rolling resistance, high puncture protection, and low weight—in a size compatible with the latest generation of performance gravel bikes.

“In this 50mm dimension, it hits a distinct sweet spot for technically demanding off‑road races such as Traka, The Rift, or Badlands,” says Alexander Haenke, MTB and Gravel Product Manager at Continental. “The Dubnital 50mm delivers its well‑proven off‑road performance paired with low rolling resistance, high puncture protection, and low weight — a trend born in the racing scene, now available to everyone.”

The Continental Dubnital 50mm is available now and is priced at 74.95€ / £66.99 / $86.95 per tyre.

POC make some of the smartest gear and safety tech around, helping to establish MIPS as far back as 2009, but it wasn't plain sailing. They fell out with the creators of MIPS over a similar system, SPIN, but later settled the dispute and teamed up. The rest, as they say, is Swedish safety-tech history.

Their next chapter is also about finding a middle ground – for you this time.

With more people demanding more flexibility from their kit, wanting equipment that works whichever bike or ride you choose to go on, the demand for 'good all-rounder' equipment seems to be booming, and the POC Amidal is its offer to people who want one helmet to rule them all.

POC already make very good specialist lids with enhanced aerodynamics or superior ventilation, this one is more of a compromise agreement, in a good way.

POC says it "enhances the rhythm and pulse of early urban mornings, hectic city crits or long, winding rural roads." That's marketing speak for designed to cover all bases.

Naturally, Amidal comes with the safety features you'd expect from one of the most trusted brands in helmet tech. In addition to the usual suspects, namely an EPS liner and Mips Air Node to mitigate the effects of rotational impacts, the Amidal also boasts a neat bespoke Knog rear light, attached via a dedicated mount.

As for the light itself, it offers 30 lumens and four modes, including an eco mode that claims to deliver a full 24 hours of riding on a single charge. The waterproof light is charged via a USB-A port. It's an aftermarket purchase that retails for $45 / £40. The one I received is bright neon orange, and it adds a really cool pop of colour to the helmet.

The helmet aims to address both aerodynamic and ventilation concerns. As with any high-end helmet you'd take on gravel or road, they say they've not skimped on aero testing. Ventilation and aero have both been properly considered, as they would be in a specialist helmet, and validated through CFD testing. The front vents are designed to capture air and direct it through the helmet via internal channels that are as effective on long, hot climbs as at race pace.

The large rear exhaust ports complete the design. In terms of aerodynamic performance, its streamlined shape aligns with other aero lids in POC's lineup, such as the Cytal.

Elsewhere, you get POC's 360-degree fit system, which aims to evenly distribute pressure to avoid troublesome hotspots that can adversely affect comfort, especially on longer rides. A more personalised fit is achievable thanks to the chin straps, which can be adjusted up, down, fore and aft. With POC being a serious player in the sunglasses game - we rated its Propel model highly - it's no surprise to see a dedicated ‘eye garage’ for your chosen specs.

Claimed weights for the Amidal in medium size are 310g for the EU version and 350g for the North American standard. While it’s certainly not light compared to many race-ready helmets, we’d suggest it’s competitive among multi-purpose models. Similarly, the price tag - $270 / £220 - places it in the middle ground, although adding the Knog rear light moves it into a pricier bracket and adds a claimed 17g to the scales.

The POC Amidal is already on my desk, and whilst I've yet to test it in anger, unboxing it has made it clear it's every bit the high-end helmet, despite the all-rounder tag.

Whereas some helmets scream aero, this one is a little, well, harder to pin down. It just looks like a really nice helmet you could wear for, well, anything. Less a compromise, more agreeable perhaps. There's no dispute here that it's a cool looking lid.

I'll report in full in a couple of weeks and let you know how it stacks up against the competition.

Colnago has launched a new model in its C Series range, the C72.

Unveiled today, in the hallowed halls of Teatro alla Scala – Milan's historic 18th-century opera house, where the acoustics are perfect for amplifying the expected appreciative oohs and aahs of those lucky enough to be present – the new C72 is the prestigious model in the classy Colnago fleet of fine bicycle frames, made famous by the legendary exploits and achievements of riders ranging from Eddy Merckx and Fiorenzo Magni to Tadej Pogačar.

The newest member of the C Series boasts a redesigned lug system, a re-imagined CC.02 cockpit with an integrated seatpost that enhances aerodynamics and adjustability, and a custom-designed bottle cage incorporating a secret storage compartment within the downtube. It features geometry that Colnago claims is capable of providing both all-day in-saddle comfort and the kind of aggressive set-up required to win races.

The frames are hand-built in Cambiago, Italy, according to the 70-year-old brand's 'Perfectly Composed' design philosophy, which centres on its signature multi-piece construction process.

"In an era dominated by monocoque frames, the C72 reaffirms the value of a more deliberate method – one that allows engineers and craftsmen to fine-tune stiffness, compliance and force distribution with exceptional precision," says Colnago.

"Each element plays a specific role in shaping the bike’s dynamic behaviour: responsiveness under acceleration, stability at high speed, and precision through corners. The result is a bicycle capable of expressing power and control without excess – always composed, always balanced."

"At high speeds, the front end delivers exceptional stability, giving riders confidence in all conditions," the statement continues. "Handling is precise and responsive, thanks to refined geometry and an optimized steering setup, designed to remain sharp without ever becoming nervous."

"This unique riding feeling is not the result of a single feature, but of how all elements work together in harmony — delivering performance that is, once again, perfectly composed."

C72 Frame kits are available in four eye-catching colourways (full black, black with a red top tube, pearl white and silver, and dual-tone blue), from €6,780 / £6.299 (frame, fork, headset, cc.02 handlebars).

Only 3,000 of the C72 frames will be built each year. But it is being released alongside an even more exclusive model, the C72 La Scala. Inspired by the Teatro alla Scala's iconic red, gold and white aesthetic, just 72 of the super limited-edition La Scala frames are in existence, each one numbered and valued at a cool €22,000 (over £19,000).

Hunt has unveiled its latest flagship aero wheelset, the 5AM Limitless Ti_UD Carbon Spoke, pitching it squarely at high-speed road racing, on flat and rolling terrain. At 1212g for the pair and built around a mixed depth, front and rear specific design, the Sussex brand is making a clear play for the very fastest wheels in the market. It already makes wheels which feature heavily in our best selections of course, but they tend to score highest for their strong value.

The headline in this latest launch is the split personality front and rear. We have a 58mm-deep, wider profile rim designed to manage airflow where it’s cleanest and most predictable. At the rear, Hunt pares things back to a 55mm depth with a narrower profile, prioritising weight and drive efficiency in what it describes as a more aerodynamically disturbed environment.

That divergence isn’t new in itself. Just last year Specialized launched new wheelsets that used deeper front than rear profiles, but here Hunt is leaning heavily on the idea that the wheelset is a system, not two identical components.

The internal width is set at 23mm with a hooked beaded, aligning with the now well established shift toward 28-30mm tyres as the performance sweetspot.

Where things get more interesting is in the construction. The use of Venoa Ti_UD carbon spokes which claim to weigh just 1.7g per spoke, signals a continued move away from steel spokes in pursuit of weight savings, despite the difficulties this can present with handling increased loads in the rim or can move them into the hub flanges.

To manage the added stiffness, we discussed the issues with one of Hunt’s engineers back in Summer 2025, who said they had been able to reduce spoke count to offset this impact, and we see a similar approach here. Hidden nipples further reduce drag they claim. They also point to reduced rotational drag, which is something not all wheel manufacturers point to due to the difficulties in measuring it.

At the centre of the wheelset is Hunt’s new Chase SLC hub, although details on internals are sparse.

Hunt’s long-running “Limitless” rim construction returns here, using a low density polymer without the rim structure to allow a wider external profile without a corresponding weight penalty. The idea is to maintain airflow attachment at higher yaw angles – crosswinds in real terms – whilst keeping the rim light enough to remain competitive on paper.

The company is also putting significant weight behind its development process. It refers to it as being conducted in five stages, including CFD modelling, multiple phases of wind tunnel testing, both wheel only and full bike testing, and culminates in real-world validation using sensor-based aero measurement. This is further evidence that brands are increasingly acknowledging that wind tunnel data isn’t the only way to test and deliver on road performance.

Hunt makes some pretty confident claims in the marketing materials. Hunt states that the new wheels are 4.35 watts faster than the Enve 4.5 pro, when tested in the wind tunnel with 30mm tyres fitted, and marginally ahead of both the Roval Rapide Sprint and Scope Artech 6 under the same conditions. More notably, it claims larger gains in outdoor testing – up to 8.5 watts over the Zipp 404 Firecrest and 5.9 watts over the Scope Artech 6 – attributed in part to reduced drag from the spokes.

As ever with cross-brand comparisons, context is key. Differences in test protocol, tyre choice, and environmental setup can all influence results, and while Hunt says a full white paper is available, those figures should be viewed as indicative rather than definitive. Whereas independent validation remains the gold standard, the inclusion of wind tunnel data, and real world testing data is commendable.

At 1212g, the claimed weight is competitive for a wheelset of this depth, particularly with a 23mm internal wheel rim and a hook.

Whilst Hunt has long competed on value, this is a really confident statement about where it thinks its place in the market is now, and it’s clearly gunning – somewhat credibly if it's detailed claims can be verified – for a commanding place amongst the very best performance wheels on the market these days.

We will call a set in for testing and report back as soon as we can.

The wheelsets start from £1999.

Specifications

Weight: 1212g

Wheel Size: 700c

Rims

Front Depth: 58mm

Rear Depth: 55mm

Internal Width: 23mm front & rear

Rim/Tyre Interface: Hooked

External Width: 34.5mm front / 30mm rear

High-gloss finish

Carbon Construction

5AM Limitless rims use a blend of T700, T800 and T1000 UD carbon fibres, combined with high-modulus Mitsubishi Pyrofil HR4012M.

Spokes

15 front, 18 rear Ti_UD VONOA carbon spokes.

Ultralight unidirectional carbon fibre construction.

Titanium Ti6-4AL-4V hardware.

1.7g per spoke.

HUNT Chase SLC Hub System

CNC-machined 7075-T6 aluminium construction

H_Ratchet DBL 48T drive system

7.5° engagement angle for fast acceleration, tested to 100,000 cycles at 250Nm of torque.

Slim hubshell profile reduces aerodynamic drag.

Push-fit end caps.

Bearings

Built with unreleased CeramicSpeed wheel bearings.

Hybrid-ceramic bearing balls with stainless steel races.

Custom light-contact seals for improved protection while maintaining efficiency.

Hand-built in Denmark with lifetime warranty.

Sealed precision stainless steel bearings available.

Tyre Compatibility

Designed around 28–30 mm tyres for maximum aerodynamic efficiency and stable crosswind handling.

Hooked rim is ETRTO compliant with 28–50 mm tyres and supports tubeless or clincher setups.

Pricing

Stainless Steel Bearings: £1999 | $2599 | €2349

CeramicSpeed Bearings: £2489 | $3199 | €2899

From an Instagram reel posted by @_fenomeno_ml, you can clearly see the Paris-Roubaix bikes of Ineos Grenadiers riders Joshua Tarling, Artem Shmidt, and Ben Turner all fitted with Shimano XTR Di2 M9250 rear derailleurs.

As a fully wireless operation, with the BT-DN320 battery housed inside its parallelogram, this model requires no wired battery, so there are fewer moving parts and no chance of anything coming loose over the cobbles or getting snagged during a crash.

Like SRAM, Shimano's ecosystem is cross-compatible, so XTR Di2 plays nicely with the current 12-speed Dura-Ace R9200 shifters and cassette. The longer derailleur cage also means the option to eschew the regular 11-30T for a larger 11-34T cassette, as well as a bigger chainring, too - presumably a 56 or 58T.

Shimano doesn't make a narrow-wide chainring, so it would have to be an aftermarket affair - from the photo, it looks to be a chainring from Drag2Zero. Shimano-sponsored UAE Team Emirates-XRG uses Carbon-Ti components to counter this issue and also employs its two-by chainrings for better shifting performance. Team rider Tim Wellens has been known to employ a one-by Shimano arrangement on his Classics setup - something we saw at this year's Omloop Nieuwsblad.

The new Shimano XTR Di2 M9250 rear derailleur - unlike the mechanically-actuated previous-gen M9000 series that utilised a friction clutch - uses a double-spring design for improved chain retention over rough terrain. The system is claimed to offer roughly 70% better chain tension than before, although it is non-adjustable. It also requires no maintenance and is a more durable option in the event of crashes, which makes sense for a race such as Paris-Roubaix.

One-by road groupsets are nothing new and have been widely used for the past few years. SRAM-sponsored teams have the option to use X-Sync E1 Aero Direct Mount chainrings paired to either an XPLR Red AXS rear assembly (offering a massive range of 10-46T) or a Red AXS derailleur with a regular 10-33 or 10-36T cassette.

We'll update this article with more information as we receive it.

The new Canyon Endurace CFR represents one of the company's most significant overhauls since the jump to disc brakes on the 2016 Endurace, and updated frame and tyre clearances of the 2023 model. The new bike has come to fruition in response to the ceaseless need for speed and trend to wider tyres. The ultimate goal is to once again win Paris-Roubaix.

Canyon's headline athlete, and one of the best classics riders of all time, Mathieu van der Poel, together with the Alpecin-Premier Tech team, has been actively involved in the development of the new Endurace, providing critical feedback on frame stiffness, responsiveness, and overall ride feel.

Officially under wraps until today, the new Endurace has already bagged a victory, in its first outing at the E3 Saxo Classic, and from our first ride impressions it appears Canyon has created one of the most capable endurance bikes in the pro peloton.

We were invited to the Flemish Ardennes to test the new bike on the very terrain it was designed to devour: rough roads, undulating hills and you guessed it, the steep, cobbled climbs that feature heavily in the Belgian Spring Classics.

Shared design DNA with the Aeroad race bike

At first glance, you’d be forgiven for thinking this was a Canyon Aeroad CFR, such are the similarities between the two platforms. Closer inspection, however, reveals subtle differences between the two models, such as the seatpost and seat tube cutouts, which have been tweaked to accommodate wider tyres. That said, the fork and headset hardware are identical to the Aeroad, as is much of the geometry, which I’ll address later.

While the Endurace CFR was designed around 30mm tyres, it can safely house 35mm tyres and clear mud at this width with 4mm clearance on each side – Canyon reckons 32mm is no longer the upper limit but rather the baseline for Spring Classic race tyres. For dry races, tyre widths can be pushed even further to 40mm, and we might see this at Paris-Roubaix, but this is not recommended due to the minimal clearances – any damage caused by fitting 40mm tyres will void the warranty.

Weight wasn’t a massive focus for Canyon when designing the new Endurace CFR, but the engineers still looked at ways to remove as much lard as possible to bring the total system weight to segment parity. As a result, a size medium Canyon Endurace CFR will tip the scales at 7.5kg in both Shimano Dura-Ace Di2 and SRAM Red AXS spec. Considering that many of the regular aero race bikes I personally weighed at Opening Weekend were between 7.4 and 7.6kg, Canyon has nailed the system weight for an endurance bike.

Owing to the frame and design similarities it shares with the Aeroad CFR, Canyon claims the Endurace CFR is the fastest endurance bike it’s ever made. In the Tour Magazine wind tunnel test protocol, the new Endurace CFR tested within 1 watt of the Aeroad at 45km/h – 204w vs 205w, proving it’s able to compete not only in the Classics but on regular roads, too.

A new carbon layup and vibration-damping components

The Endurace CFR uses Toray T1100 and T800 carbon fibres for strength and a special YS80 pitch-based fibre recipe for 10% extra head tube stiffness. The result is a frame that is super-stiff in the right places but also compliant enough to sail over rough roads thanks to the way Canyon has tuned the layup.

Canyon claims the frame was tested beyond industry standards for road bikes, with impact loads applied to the rear axle, front wheel, and fork, as well as the seat tube, to replicate the punishment of riding over cobblestones at high speed.

Cobblestones and broken roads create unique situations that require the body to compensate for irregular power delivery to the pedals. To counter this and keep the body feeling fresher for longer, the Endurace CFR comes standard with an all-new seatpost, dubbed the SP0093 VCLS Aero. As the industry's first aero-comfort seatpost, it offers 25% more compliance over a rigid alternative.

Canyon has also introduced a new bar-stem assembly called the CP0048 Pace bar. Designed to deliver ergonomics and aerodynamics of the highest order, it also allows on-the-fly adjustments with a single TX25 tool (all bolts on the Canyon Endurace CFR can be adjusted with the tool, too). With 50mm of width and 20mm of height sliding room, the cockpit boasts 15 distinct fit configurations. The bar is also available in three dedicated drop shapes to further improve fit and feel.

For the purist, the CP0053 Race bar is a customisation option and aftermarket alternative to the Pace bar. The V-shape and monocoque design maximises stiffness while still prioritising aerodynamics for riders after a more aggressive riding position. It offers a 20mm lower effective stack height, a 10mm longer reach, a 120g weight reduction, and a 2W saving at 45km/h compared to the Pace bar. The Race bar can be specified in seven stem length configurations ranging from 80 to 140mm.

The Endurace is also available in a variety of crank options, including shorter sizes. A size medium comes standard with 165mm, down from 172.5mm – ideal for opening the hip angle of riders who utilise very aggressive fits. Different crank lengths can also be specified in the MyCanyon programme, ranging from 165 to 175mm.

Sizing and geometry

The new Endurace CFR is available in three colour options (Pro Black, Paradigm Shift, and Dark Matter) and six sizes spanning 2XS to XL and catering for heights from 160 to 196cm.

As requested by pro riders, the fit of the Endurace CFR mimics that of the Aeroad CFR, with the same Sport Pro Geometry, allowing riders to switch between race setups. The geometry is not identical to the Aeroad CFR, but is very similar with a marginally longer wheelbase and chainstays for improved stability. In size medium, the parallel head and seat tube angles of 73.25 and 73.1 degrees are spot on for this racing application and complement the aggressive stack and reach numbers.

Canyon Endurace CFR - First ride impressions

The Endurace CFR rides confidently and feels like a regular aero bike on smooth tarmac. To ensure the most accurate account of its riding manners, I rode it as hard as I could on the cobbled sectors and climbs and tried my darndest to unsettle it in the corners and over choppy terrain. Cobbled sectors such as the Muur van Geraardsbergen, Bosberg, Paterberg, Kanarieberg, Koppenberg, Taaienberg, Molenberg and Oude Kwaremont were all on the menu and were good indicators for testing the Endurace CRF’s mettle.

While this type of terrain is very alien to me compared to the smoother Surrey roads where I live, I feel the Belgian roads best showcase the planted nature of the bike's underpinnings.

It’s a confident performer, no doubt. Especially at speed, where it manages to maintain progress effectively thanks in part to the aero-optimised frame, but also the tyres, which can be run at radically low tyre pressures thanks to the 35mm stock Pirelli PZero RS tyres. Personally, I ride 28mm tyres as a go-to width, usually paired with tyre pressures of 55/60psi front/rear at 61-62kg, but this width would be a diabolical choice on cobbled roads. As a result, I experimented a fair bit with the 35mm Pirelli PZero RS tyres, opting for 48/50psi front/rear before settling on 41/43psi, which provided the best balance of control, speed and grip on the variable-surfaced Flemish roads. This allowed me to float more across the cobbles rather than ram into them, keeping my speed without losing control at the front.

You can also feel that your rear end is more stable and planted in the saddle thanks to the compliance of the new SP0093 VCLS Aero seatpost, which lets you continue to drive power through the cranks without being bucked by blows to the rear wheel.

While I did feel the handlebars and stem could have been slammed to place more weight over the front end, in retrospect, I didn’t adjust my seat height to account for the 165mm cranks. This effectively placed more of my weight rearwards, resulting in some understeer through the damp, sharp corners. I did readjust the seat height, but felt the bar-stem could still be slammed to provide a more forward-facing position.

While I’m yet to sample the Endurace CFR on my home roads, where I’ll test it on the roughest sections Surrey and Hampshire have to offer, I feel the 168km worth of riding I amassed on the launch ride is enough to form an opinion on the new platform – a platform I feel can only improve your riding experience. Whether that’s making you faster overall or giving you more confidence on mixed terrain, you’ll be rewarded by better sensations overall and not feel as battered and bruised as you would on a bike with narrower tyres.

Whether you go this route or prefer to wait for updated Endurace CF SLX and CF models is another consideration, especially since the Endurace CFR is based on the same racy fit and angles as the Aeroad CFR. Based on Canyon's legacy model releases, the launch of both the Endurace CF SLX and CF should be imminent.

We have a Canyon Endurace CFR on the way for testing on UK roads, and we'll publish the review as soon as we're done putting it through its paces. Make sure you keep an eye on the homepage.

Pricing and specifications

The Canyon Endurace CFR will set you back £8,500 / $10,499 / €9,000, which is still a sizeable outlay despite it coming in slightly cheaper than its rivals from Specialized, Giant and Cervelo. It won't suit everyone owing to its racy fit and angles, so I suggest holding out for the Endurace CF SLX and CF, as both bikes have historically possessed a more relaxed, endurance-focused geometry.

In terms of specifications, the Endurace CFR can be had in one of two configurations – outfitted in SRAM Red AXS or Shimano Dura-Ace Di2. Chainset arrangements come in the form of 52/36T, 11-30T for Shimano and 50/37T, 10-33T for SRAM.

Regardless of which groupset you prefer, total system weight is pegged at 7.5kg for both models (you can shave 120g by speccing the CP0053 Race bar). The balance of the build across both configurations comprises 65mm DT Swiss Arc 1100 wheels wrapped in 35mm Pirelli Pzero RS tyres and a Canyon CP0048 Pace bar with classic drops. a Canyon SP0093 VCLS Aero seatpost and a Selle Italia SLR saddle.

A cycling journalist’s job is like existing in a Truman Show-esque, live-action version of the Generation Game conveyor belt: where products stream past our eyes, desperately begging to be remembered, and then reported on, accurately and in excruciating detail.

This week alone, we’ve had artisan chocolate brownies named after triathletes, roof racks of questionable necessity, and one press release that claims to have completely reinvented the water bottle for 'modern lifestyles'. (As if your existing water bottle was a Victorian anachronism).

Some of these hyperbolic claims will, perhaps, be solid. Most will get dutifully reported on. And, occasionally, one will absolutely blow your mind - for any number of brilliant reasons.

One such launch that set the Cycling Weekly Slack channel ablaze this morning was the news that the Australian fancy-pants apparel brand, MAAP, has 'reimagined' the humble tote bag. Yes, the tote bag. That usually complimentary, often disposable, canvas accessory, typically made of rough-spun hemp and screen-printed by someone called Sophie from Fulham with an Etsy store.

Now, all joking aside, MAAP does make some very classy kit, in styles that make it stand out alongside any other mainstream lifestyle brand. It’s gear that feels cool outside of cycling.

MAAP and brands like them have, dare I say it, helped make cycling cool again, albeit for the vanishingly small number of people who can actually afford their gear. We regularly review their kit, and it's always up there with the best kit money can buy.

The final design of not just a new tote, but also a musette, merges, it claims, “aesthetics and performance into everyday items, for use on and off the bike… the new Tech Tote, Tech Musette and Tech Pouch bags are built to move between environments without compromise.”

The musette and totes feature ultra-high-molecular-weight polyethylene (UHMWPE) fabric, which MAAP insists will ensure that each "tech bag" delivers "exceptional performance" in an "ultralight, water-resistant construction."

The science behind it is genuinely interesting, in that the material in question is ALUULA Graflyte™ fabric, which we are told boasts an “unparalleled strength-to-weight ratio—8x that of steel,” presumably keeping your bits and pieces securely contained, and looking stylish, whilst “weathering the demands of daily life - on or off the bike.”

This new range of uber-stylish, marsupial-esque pouches includes a product simply described as a "pouch." This item is shown in the press images containing a canister of NOS (presumably for festival season?) and some hand tools, and retails for a completely reasonable €55 / £50 / $60 / $AUD85.

The Tech Tote and Tech Musette, meanwhile, retail at €130 / £115 / $145 / $AUD190 and €110 / £100 / $125 / $AUD160 respectively.

All three items are, mercifully for those in need of one immediately, available now.

What do you get when you cross a premium endurance road bike with a gravel bike? You might just get the new Bianchi Infinito, which the Italian brand are describing as an "all-rounder".

Launched today, the redesigned Infinito claims to have the performance of a premium road bike, "best-in-class" comfort for an endurance machine, and "gravel-ready versatility".

Central to this is the newest version of Countervail vibration-cancelling technology, which combines a viscoelastic material with a special carbon fibre. It integrated with the reworked seatpost, and is 20% lighter than previously. This claims to make a better riding experience.

Other parts of the geometry have been altered, with a higher stack, longer chainstays, and a zero-offset seatpost, all combining to hopefully create a better long-distance riding bike. The frame and fork were developed as an integrated system, which means a claimed 12 watt improvement.

The gravel-ready element of the bike comes from this, but also the fact the bike now can be fitted with up to 40mm slick tyres, and the frame can be fitted with both road and gravel groupsets.

The Infinito has been launched alongside two new proprietary wheelsets, the Reparto Corse RC 49R and Bianchi B 49R carbon wheels, the former being the premium option. They have a 49mm profile and a 25mm internal width, allowing for wider tyres.

It also comes with a internal compartment designed to be packed with tools or small jackets; extra packing space being the long-distance cyclist's dream, of course.

"With the new Infinito, we wanted to honour our high-performance racing DNA whilst fully embracing modern cycling, where a single ride might transition from pristine asphalt to unpredictable light gravel," Alberto Cavaggioni, Bianchi CEO, said. "This is a bike that doesn't just manage the road, it empowers cyclists to ignore the surface altogether and focus entirely on the pure joy of the ride, allowing them to go further, faster, and with more control."

"Our goal for the new Infinito was to create a stunning, high-performance bike which delivers the best ride experience through efficiency, control, and comfort," Emanuele Liatti, Bianchi's chief product officer, added. "We engineered the frame and fork to be flexible in places, yet stiff in others to deliver consistent performance and handling across a variety of speeds and surfaces. We couldn’t be prouder of the results; this is a new all-rounder machine you feel like you could ride forever."

The new Infinito comes in three levels, available in sizes from 47cm to 61cm:

- A limited release Launch Edition, with either SRAM Force XPLR 1x13 AXS gravel or Shimano Ultegra Di2 road groupset options with dual-side power meters; a Fizik Adaptive saddle; slick and light gravel tyre options. Priced at €7,790.

- The Infinito Pro, with a premium build, five colourways, and 2x12-speed SRAM Force AXS/Rival AXS and Shimano Ultegra Di2/105 Di2 groupset options, starting from €4,950.

- The Infinito, a standard build, available in two colourways with 12-speed Shimano 105 Di2 and mechanical groupset options, starting from €2,790.

Cycling Weekly will get to ride the Infinito for the first time today, and will give you some more insight into the newest road-cum-gravel bike soon.

It’s been six years since Merida unveiled the fourth-generation Reacto, and despite mounting peer pressure to chop weight and make the platform even more aero than ever, it’s managed to stay relevant and competitive. Merida, however, was secretly working on a successor behind the scenes, and Bahrain Victorious rider Matej Mohoric even went as far as to test a new Reacto prototype in the open at last year’s Tour de France.

Merida and Bahrain Victorious, unfortunately, parted ways at the end of 2025 after a nine-year partnership, and now finds itself without a WorldTour team for 2026 – an unfortunate outcome given the work put into the new Reacto platform. The word on the street, however, suggests Merida will be back in the WorldTour in 2027 but that's a story for another day...

I’ve always been a fan of the Reacto and its all-round nature, having tested the outgoing model in various states of tune over the past six years. Even in top-spec trim, the Reacto has always represented value over its aero road bike rivals, coming in notably cheaper. While the outgoing bike wasn’t what I’d call a heifer (the Reacto Team-E version I tested in 2020, tipped the scales at 7.4kg in medium), one area that needed addressing when comparing it to the current crop of lightweight aero road bikes was the total system weight.

Back in 2019, I recall chatting with the late Director of Products and General Manager of Merida Bikes, Jürgen Falke, at the Bahrain McLaren team kit and equipment reveal at the McLaren Technology Centre in Woking. There, he told me an easy way for the team to reduce the weight of an aero bike (up to 300g) was to use tubular tyres. Fast forward to 2026, and tubular tyres are all but gone, which forced Merida to look for other ways to reduce mass, such as refining the frame architecture and system hardware.

While Merida has managed to bring the total system weight to segment parity, there’s more to the new Reacto than merely weight savings, and the company has carried out a full-scale redesign of the entire platform, focusing on aerodynamics and ergonomics. There's also a wide range of builds to suit all requirements and budgets.

Design, aerodynamics and tyre clearance

While the new Reacto retains the design DNA of the outgoing model, closer inspection shows a modified silhouette, which Merida says will "distinguish it from its rivals and give it a more unique profile compared to the outgoing Reacto." The biggest change comes from the omission of the "compensation triangle" at the top/seat tube junction; this has been smoothed off as the seatpost clamp has been relocated behind the seat tube. Merida also says the triangle provided no aero benefit.

There's also a seat tube cutout that is more open and doesn’t run as close to the wheel as before. Merida made this change to reduce weight and says it has no significant impact on aerodynamics, citing just a 0.6W penalty. The new cutout also creates a unique facade that the Taiwanese brand reckons will help it stand out from its rivals.

Another notable change is the deeper headtube and chuniker fork, developed at yaw angles ranging from -10 to 10 degrees. Despite the swage line that runs into the upper fork, for the first time since the original Reacto, the fork doesn't cut into the downtube. Those with an eagle eye will also notice the new Reacto wordmark, featuring a bolder look with more precise and hard lines – echoing the step up in the bike’s design.

Other changes include the new s-flex seatpost, which is now notably thinner and 100g lighter than before, thanks to the relocation of the Di2 battery to the bottom of the frame. The new seatpost is a defining feature of the bike and is responsible for much of the compliance at the rear; the top section of the post provides some flex in terms of vertical deflection under load. For now, it’s available in zero offset, with an offset option available later. Two seatpost lengths are available: 330- and 380mm. The bike still uses a press-fit bottom bracket.

To test the bike's aerodynamics, Merida worked closely with Reynolds Cycling, leveraging the American brand’s vast knowledge to help develop and benchmark the characteristics of the new tube shapes. Reynolds supported the development of Merida’s internal CFD modelling, which helped accelerate the project and development of the new bike.

The initial wind-tunnel testing was carried out using a modular bike rig with interchangeable tube sections to identify the optimal shape combinations and verify the CFD results. Multiple iterations were trialled, including several one-piece handlebar setups and a proprietary aero bottle assembly that is claimed to save 3.4W over a standard round bottle. The new cage system plays nicely with both Merida's aero bottle and regular round designs.

All these tweas have resulted in a bike that is roughlyb5% faster than its predecessor.

During the testing phase, riders did ‘blind’ testing on steep climbs and fast downhills to sample the balance and flex in different layups. While Merida could have gone with a 50g lighter frame in CF5 trim, the company decided to absorb the 50g weight penalty for better ride feel in dynamic situations, owing to its predictability and accurate cornering.

According to Merida, the outgoing Reacto used at last year’s Paris-Roubaix and Flanders was outfitted with 35mm tyres. Clearance, however, was super tight and subsequently wrecked a few frames, so introducing wider tolerances was a focus for the new platform. Like most manufacturers, Merida has taken a conservative approach to quoting maximum tyre clearance here. Clearances on the new bike have been boosted from 30mm to 32mm (with 5mm clearance on each side), meaning it should safely accommodate rubber as wide as 35mm.

All these changes have had little effect on the geometry, which remains largely the same as before. As such, a size medium still has a stack and reach value of 557 and 395mm, and a parallel head and seat tube angle of 73.5 degrees. Even the head tube and fork length remain as is. The only discernible changes pertain to the wheelbase (up marginally on most sizes) and chainstays, which have grown 2mm to 410mm across all sizes.

New cockpit

The new Reacto was designed around a fully integrated handlebar configuration, dubbed the Team CW 1P cockpit. Developed together with Vision, it adopts a unique gullwing shape with ergonomic touchpoints for improved comfort across multiple hand positions. It’s available in progressive sizes and flare, ranging from super-narrow widths to UCI-compliant sizing.

According to Merida, the cockpit played a massive role in the new bike's overall aerodynamics, accounting for 50 per cent of the aero improvement. Constructed from lightweight carbon fibre, it weighs roughly 320g (length and width dependent), boasting high vertical and lateral stiffness that, from my own testing, over some 300km at the launch event, helps transmit feedback and feel in spades.

The Team CW 1P cockpit is available on selected CF5-frame models but can be retrofitted to all Reacto models.

The goal of reaching the 6.8kg UCI limit

The goal for the new Reacto was to get the weight as close to the UCI limit of 6.8kg as possible, and depending on the build and spec, the company reckons it has achieved it. At the launch event, we were shown a size small Merida Reacto Team fitted with 45mm Vision wheels, Continental GP5000 TT tyres, and 160/140mm rotors, and it weighed 6.75kg on the scale without pedals. In medium trim, the weight is said to jump by 30g to 6.78kg. Sure, not many WorldTour professionals will ride it in this specification, but looking at bikes such as Tadej Pogacar's stripped-back Colnago Y1Rs from stage 13 of last year's Tour de France mountain time trial, the new Reacto can easily meet the UCI weight limit.

Merida has optimised the frameset in two versions: CF5 and CF3; the latter allows for a more affordable option. Both carbon-fibre grades share the same geometry and aero properties, with the lightest complete build, the Reacto Team, weighing a claimed 7.1kg. The entry-level 4000 weighs 2kg more, at 9.1kg, but utilises less fancy equipment.

The total weight savings of the frame, fork and hardware over the outgoing model come to 108.3g (1,724.5g vs 1,616.2g) in CF5 guise.

Merida Reacto 10K - First ride impressions

There was plenty of time to ride the new Reacto at the global press camp in Spain. With incredible mountain roads and weather, I used the four days to spend as much time on the bike as possible – covering over 300km and 5,000m of climbing. As a result of the comprehensive time spent in the saddle, I’ll be publishing my full review rather than first ride impression next week on Cycling Weekly, but to give readers an idea of how it performs, I’ll share some of my impressions below.

As an aero bike, the new Reacto does what it says on the tin – it’s rapid and accelerates with ease. Having recently revisited the outgoing Reacto platform, the difference in urgency is chalk and cheese. The new bike is super refined, delivering a relatively smooth ride quality even with inner tubes and 28mm tyres fitted. The riding position is long and low, and aggressive, so you’ll need to experiment with what works for you, but this is a race bike after all, and there are certain compromises that come with the territory. Despite the racy angles and position, I found it fairly comfortable for an aero road bike.

The new Team CW 1P gullwing cockpit is lovely. It’s as aggressive as it is ergonomic and allows for a super-aero position depending on the width – my Reacto 10K was specced in a full SRAM Red AXS groupset with UCI-illegal 360mm handlebar, something I found amusing given Merida’s absence from the WorldTour for 2026, but the handlebar is also available in UCI legal widths, too. The narrow bar felt a bit twitchy at first, delivering very fast steering that's only noticeable when climbing out of the saddle with gusto.

Even during seated manoeuvres, the bike climbs with ease – and dare I say, could potentially nullify the need for a dedicated climbing bike. At 7.2kg for a medium in 10K spec, I couldn't find fault with its climbing abilities. I even pedalled it up the ridiculously steep 10km Puerto de El Bartolo climb that will feature in this year's stage 6 of the Vuelta a España (more on how it fared on the 28 per cent pitches can be read in my detailed review next week).

For me, the biggest improvements to Reacto have come in the way it descends. While the geometry is largely unchanged from the outgoing model, the slammed front end, slightly longer wheelbase and chainstays make it very predictable and stable, instilling huge trust in cornering situations. Grip is abundant, and this ensures the Reacto corners like it’s on rails. Even descending on the opposite side of the road to what I’m used to, I felt in control and never out of my depth.

While the roads were notably smooth and a lot different from what we’d experience here in the UK, I did sample the bike across some choppier sections of tarmac where the ride quality was notably firmer and abrasive, but this could have stemmed from the 28mm tyres with tubes. Wider tyres and lower pressures will solve this, but it’s worth noting that, as far as aero road bikes go, the Reacto feels like it could have one of the best ride qualities in the category.

Range pricing overview

The Reacto has always represented the value option among the best aero road bikes, and Merida wanted to ensure the new platform stayed true to its ethos of affordable performance. While pricing has inched up over its forebear, the range is notably cheaper than its rivals when comparing specifications.

The range is available in 10 builds and is spearheaded by three premium offerings - the Reacto One, Team and 10K - which differ in weight and rider intent. First up is the 7.4kg Reacto One, which will set you back £10,000 / €11,500. It's a full-on aero build, so weight is not its focus, but it features a 1x Rotor drivetrain, a Classified rear hub assembly, and 65mm DT Swiss ARC 1100 DiCut wheels wrapped in Continental Aero 111/GP5000S TR tyres.

At £9,500 / €11,000, the 7.1kg Team is the lightest build in the range, outfitted with Shimano Dura-Ace Di2, Vision Metron 60 RS i23 wheels, and Continental GP5000S TR tyres.

Coming in at the same price point as the Team is the 10K, which offers the most balanced build in the range. It's built around a SRAM Red AXS groupset and Reynolds BL 60 Pro wheels, boasting a total system weight of 7.2kg in size medium.

The Reacto Pro comes in at an impressive £7,500 / €8,750 price point. It gets the same CF5 frame grade and Shimano Dura-Ace Di2 groupset as the Team but ditches Vision wheels for DT Swiss ARC 1600 Spine hoops.

The Reacto 9000 (£6,250 / €7,250) and 8000 (£5,000 / €5,750)differ in carbon grade, with the latter ditching CF5 for CF3. Both bikes are built around a Shimano Ultegra Di2 groupset and 60mm Reynolds wheels that differ somewhat in specification and weight, with the 9000 weighing 7.8kg and the 8000 coming in at 8kg.

Further down the range is the Reacto 7000, complete with SRAM Rival AXS build kit and Vision SC 60 i23 wheels. Weighing 8.4kg, it will set you back £4,750/€5,500.

Shimano 105 Di2 builds are available on the £3,800/€4,400 Reacto 6000 and £3,000/€3,500 Reacto 5000 models. System weight jumps considerably to 8.5kg for the 6000 with Vision SC 60 i23 wheels and 9kg for the 5000 with super-shallow Vision Team 35 wheels.

Of all the models, the Reacto 4000 is the rough diamond in the range, coming in at an impressive £2,400/€2,800. It's the only model in the range with a mechanical groupset, in this case Shimano 105, and it weighs 9.1kg. The shallow, heavy Merida Expert SL wheels can easily be upgraded to 60mm carbon hoops, unlocking the bike's full potential.

Built by Ken Ellerker, this bike was ridden by Ken Cowdell to win five National Grass Track Championships over distances ranging from 800 metres to 8km. Both men ran bike shops in Yorkshire: Cowdell in Castleford and Ellerker in Hull.

The frame uses Reynolds 531 double butted tubing, while the fork is built using Columbus tubing, selected because the wider blades are lighter than the traditional 531 option. The lugs and wrapover seat stay junction add an elegance to the frame.

Grass tracks have their peculiarities and Ellerker built the frame with a bracket height of 11 x 1/4" to provide Cowdell with greater clearance when banking over on the grass bends.

Both the frame and fork also have greater clearance than a typical track bike, allowing for the wider grass track tubulars; here they are Wolber Cross Super tubulars, used because of the additional grip they provide. They’re fitted to Mavic Route alloy sprinted rims, laced to large flange 36-hole track hubs. Note the rims bear the decal of Cowdell’s shop, Kendell Cycles.

The Campagnolo Record Pista chainset features 165mm cranks, again with the goal of providing improved clearance when leaning into the bends of the track. The Italian brand is also responsible for the Record two-bolt seat post and the alloy Pista pedals, finished off with Christophe toe clips and some signature Alfredo Binda leather straps.

It’s another famed Italian, Cino Cinelli, who takes care of the bike’s cockpit and saddle. The Cinelli 1/A quill stem is paired with a pair of Fiamme alloy bars, wrapped in some – now well-worn – red cloth tape.

The Spring Classics are finally underway, and Opening Weekend didn't disappoint with emphatic wins by Mathieu van der Poel and Demi Vollering at Omloop Het Nieuwsblad and Matthew Brennan at Kuurne-Brussel-Kuurne. As expected, the team paddocks were awash with fans and cycling royalty, not to mention mechanics frantically prepping bikes ahead of the start. We were fortunate enough to be on the ground at both races, camera and notepad in hand, meticulously searching for new tech and trends.

While there’s still no sign of a new Shimano Dura-Ace Di2 groupset, there was plenty of experimentation behind the scenes, along with some common themes explored by most teams. There was an even split between Shimano and SRAM components (Cofidis was the only team running Campagnolo groupsets), with further subdivisions in drivetrain specifications.

One-by setups were commonplace given the nature of the punchy parcours. As such, SRAM-sponsored teams such as Lidl-Trek, Visma-Lease a Bike, and Unibet Rose Rockets employed mullet configurations, categorised by SRAM Red AXS front ends, Red AXS XPLR cassettes, and direct-mount rear derailleurs. This move allowed the teams to safely run the brand's aero-optimised 54T chainring.

Chain guides were standard fare on all one-by setups, with Wolf Tooth dominating chain keeper duties. Tim Wellens of UAE Team Emirates XRG was seen aboard a Y1Rs with a Shimano Dura-Ace 1x setup, complete with a Carbon-Ti ring and a K-Edge chain keeper.

While most teams were on tubeless tyres, the humble butyl inner tube still had a small role to play, relegated to holding the timing transponders in place on the forks.

Race profile stickers were seen in various guises, from beautifully printed glossy decals to handwritten paper and fabric adhesives. Stem lengths were pretty long, too, with nothing less than 120mm fitted. Most riders opted for 130mm while others were seen using stems as long as 145mm.

There was a mix of handlebar configurations, too, with both traditional stem-and-bar clamps and integrated one-piece arrangements. This was used by Lidl-Trek, with rider Kragh Andersen no doubt using a Bontrager Aero RSL bar and stem to find the right combinations before settling on an integrated setup. Most Lidl-Trek riders were using the fully integrated RSL setup.

While we were at it, we weighed as many bikes as we could get our hands on to get a sense of the Classics-spec race rigs, which averaged around 7.5kg. The lightest bike was Tom Pidcock's 7.18kg Pinarello Dogma F, while the heaviest was Cole Kessler's Factor One of Modern Adventure Pro Cycling. His bike tipped the scales at 8.39kg, granted it was outfitted in SRAM Force AXS.

There was a fair bit of mixed-and-matched components on show, too, but this is nothing new owing to sponsor obligations or rider preference. As such, Shimano Dura-Ace SPD-SLs led the charge in the pedal department and were also seen attached to many SRAM crankarms. There were Look Keo Blade Ceramic Ti and Time XPro SL pedals also on display, but the latter was used on SRAM-sponsored teams only – we didn’t see any Time pedals fitted to Shimano-equipped bikes.

Among the drivetrain component combinations, Bahrain Victorious paired regular Shimano cranksets and Chinese Elilee carbon cranks (with power meters in some configurations) with their Dura-Ace groupsets.

Mathieu van der Poel went on to win Omloop Het Nieuwsblad on a two-by Shimano Dura-Ace Di2-outfitted bike, proving 24 gears are still a no-brainer for most race situations. With over 1,600m of vertical ascent to negotiate across the Flanders landscape, van der Poel's 56/44T, 11-34T gearing setup proved a successful recipe for the Dutchman.

There was a lot on display, but there were several clear trends seen on the bikes of all the major WorldTour teams – and we've compiled our findings below.

1. The single chainring revolution

Owing to the parcours, which was predominantly flat and rolling with several steep bergs, the chainring standards were fairly diverse.

The common chainring size across both single- and double-chainring configurations was 54T. For Shimano double chainsets, 54/40T was a popular ratio, while van der Poel used a 55/40T combination on rings that looked aftermarket, albeit with laser-cut Dura-Ace nomenclature.

The largest ring combination was spotted on bikes from Bahrain Victorious and TotalEnergies; both teams were using 56/44T Dura Ace-branded rings, while SRAM's largest ring configuration maxed out at 56/43T, as seen on Decathlon CMA CGM rider Stefan Bissegger's Van Rysel RCR Pro.

2. The crank length debate

The crank length debate is well and truly undecided, with a host of sizes seen employed across the teams for Opening Weekend. Of all the sizes, 172.5mm was the most popular, followed by 165mm and 175mm.

There were several outliers, such as Jonas Abrahamsen’s 167.5mm SRAM crankarms, but all in all, Classics riders don't appear too bothered by the current rhetoric surrounding shorter cranks.

3. 3D-printed computer mounts and weight-saving hacks

There were some custom 3D-printed goodies seen on some team bikes, mainly pertaining to the computer mounts and cradles. While most teams seemed happy using K-Edge and other standard mounts, UAE Team Emirates XRG continued to run the custom Wahoo cradle first seen on Tadej Pogacar's Y1Rs at last year's Tour de France. The team was also using Carbon-Ti direct-mount hangers.

Lidl-Trek was also using 3D-printed computer mounts supplied by the Dutch company, Leap Components, while Uno-X was running team-branded 3D-printed out-front mounts and custom race number holders on the seatpost.

4. Prototype tyres, wheels and frames

We spotted what appeared to be an unreleased tyre on many of the Specialized-sponsored teams, including Red Bull-Bora-Hansgrohe, Soudal Quick-Step and FDJ United-SUEZ. These tyres were marked with a 'Cotton' wordmark logo and measured 32mm in width. A closer look at Jordi Meeus's tyres also revealed a silicon-like treatment and a handwritten 'V' on the sidewall. The Cotton tyre, together with the Vittoria Corsa Pro, represented the widest available at the Opening Weekend.

The other big news belonged to the man of the hour, Mathieu van der Poel, who was riding a mildly updated, custom Canyon Aeroad with redesigned CFR logos on the top tube. Not only did the frame appear to have an updated rear dropout to ensure it's SRAM UDH-compatible, but there were also prototype Shimano Dura-Ace wheels, complete with carbon spokes and new hubs, on display.

5. 30mm tyres rule supreme

Tyre widths were also quite experimental over the weekend. While the majority of riders were using notably wide rubber, nothing less than 28mm was seen wrapped around wheelsets. In fact, of all the teams I analysed, Davide Ballerini of XDS-Astana was the only rider using 28mm tyres, in this case, Continental Grand Prix 5000 TT TR.

The most popular size was 30mm, with brands such as Pirelli, Vittoria, and Michelin catering to this requirement. The widest option used over Opening Weekend was the unreleased 32mm Specialized Cotton TLR tyre. (32mm Vittoria Corsa Pro was also seen on some bikes).

At the fourth-generation Cannondale SuperSix Evo global press camp in Girona in 2023, I remember Cannondale Senior Design Engineer Dr. Nathan Barry telling me that, while he was relieved to unveil the new bike, work on the new model was already well underway. Fast forward to November 2025, and I was invited to the same venue in Girona to sample the fifth-generation SuperSix Evo on the same roads and climbs as the previous version; an ideal test bed then to assess any tangible difference in the way the new bike rides and behaves across all environments.

It hasn’t been one of Cannondale’s best-kept secrets, what with leaked images of the bike hitting online forums late last year and sightings of what appeared to be a new SuperSix Evo at the Tour Down Under last month. While many comments were focused on the lack of design progression, Cannondale says it’s not a mistake that its best road bike resembles the old one – after all, the SuperSix Evo 4 was ridden to World Championship, Olympic Games, and Grand Tour stage victories during its tenure.

To improve the recipe and create the ultimate all-rounder, the designers sought to combine the drag of a dedicated aero bike with the weight of a climbing bike, while also addressing shortcomings of the previous iteration through feedback from engineers, journalists, and riders.

The result is a polished and refined bike, particularly in the handling stakes, which I’ll address a little later.

The more things change, the more they stay the same

Changes to the new SuperSix’s tube profiling might appear subtle to the casual observer, but closer examination reveals a series of tweaks – including a deeper headtube and reprofiled fork legs and crown; introduced to balance frame structure with aerodynamic efficiency. In fact, save for the upper seat tube cross-section, every shape has been updated, including the seatpost, which now uses titanium hardware (exclusive to Lab71 and SuperSix Evo 1-level models).

"We’re not just chasing drag but respecting structural needs," said Barry. "No copy and pasting here – every tube is new and uniquely shaped based on structural and aerodynamic needs."

Like its predecessor, the new bike is more of an evolution than a clean-slate design. While improving system aerodynamics was a major goal for the design team, so was reducing the total frame weight – as such, the new bike is the lightest disc frame the brand has ever made.

In Lab71 Series 0 guise, a 56cm frameset weighs 1,120g, while the Hi-Mod and Carbon framesets in the same size weigh 1,195g and 1,137g, respectively. This translates to net savings of 72-, 37-, and 35g for each frame layup compared to the outgoing model. What makes this all the more impressive is that this was achieved without affecting aerodynamics – something Canondale claims exceeds that of the fourth-generation SuperSix Evo.

Geometry is largely the same as before, but because the stack has been reduced by 10mm across all sizes, there are subtle variations in top tube, standover, wheelbase, and reach compared to the previous version. The chainstay length, head tube angles, and standover height remain unchanged across all sizes.

To ensure a better fit, particularly at the smaller end of the frameset sizing spectrum, Cannondale has replaced the previous 51cm with two new sizes – a 50 and 52cm. This ensures both the head tube and bottom bracket stiffness are progressive across frame sizes, delivering optimal mechanical properties scaled to rider size.

For the first time since the second-generation SuperSix Evo, this brings the total number of frameset options to eight models (44, 48, 50, 52, 54, 56, 58, 61cm).

The end of mechanical groupset compatibility

Cannondale has gone all out in addressing the finer details this time around. Fit and finish are top class – gone is the MomoDesign SystemBar R-One bar and in comes a new, lighter one-piece SystemBar Road handlebar (available in two versions).

Quality control on the bike has been ramped up, so there’s a new head tube dust cover, an integrated seatpost grommet (the previous one was prone to moving up the post), a rattle-free computer mount, and a newly designed Di2 battery holder that screws into place. The Delta steerer and BSA threaded bottom bracket carry over from generation four, and in comes a UDH dropout.

The SuperSix Evo was one of the few WorldTour-level bikes that could still accommodate a mechanical groupset, but this is unfortunately not the case on the fifth-generation bike. Cannondale has removed all the excess ports and holes from the predecessor and focused on refining the frame for efficiency at every level, which means electronic groupset compatibility only. While this will affect entry-level pricing of the new SuperSix Evo range, there’s now a clear divide between the brand’s premium race bikes and more endurance-focused machines.

For context, entry-level pricing on the new Cannondale SuperSix Evo jumps from £3,000 to £4,495 in the UK.

While Cannondale's specification sheet suggests its tyre clearance is greater than before, the third-, fourth-, and fifth-generation SuperSix all have the same measured clearance within the rear triangle. The maximum tyre width is now based on ISO, and is determined by the measured tyre width and outer diameter, which can vary significantly depending on the rim internal width. Cannondale has thus taken a conservative approach and quoted a maximum measured 32mm, but, as before, you could very well fit 34mm tyres, provided there's sufficient clearance on both sides – the brand suggests 4mm.

An even split between Shimano Di2 and SRAM AXS builds

The SuperSix Evo range spans eight models, which are available in Lab71, Hi-Mod, and Carbon grades, and two frame options (Lab71 and Hi-Mod). As expected, the lineup is split down the middle, with both SRAM and Shimano groupsets available in various trim levels – Red, Force, and Rival AXS on SRAM models and Dura-Ace, Ultegra, and 105 Di2 on Shimano-specced bikes.

The new lineup also introduces a new build strategy for the premium models, with SL-spec variants available on Lab71 and Hi-Mod 1-level bikes. These Super Light models combine light wheels with an all-new SystemBar Road SL cockpit, delivering the lightest possible factory SuperSix Evo build with weights as low as 6.3kg. While all builds come in under 8kg, the standout in the range for weight (other than the Lab71 SL) is the 6.8kg SuperSix Evo 1 SL, which comes in 100g lighter than the standard Lab71. (All quoted weights are for a 56cm bike).

The biggest changes on the specification list come from two proprietary parts: a new, lighter seatpost (offset and zero-offset options available) and two handlebar configurations. At 375g, the aerodynamic SystemBar Road is 40g lighter than the MomoDesign SystemBar R-One bar and is available in widths ranging from 34 to 38cm. There’s also a SystemBar Road SL (38 to 40cm) – a 265g lightweight cockpit that is 110g lighter than SystemBar Road, and 150g lighter than R-One.

It's also worth noting that both the seatpost and bar assemblies are backward compatible with the outgoing model, as showcased by Ben Healy, who raced the 2025 UCI road World Championships in Kigali, Rwanda, with a SystemBar Road mounted to his gen-four SuperSix Evo.

Cannondale SuperSix Evo 5 Hi-Mod - First ride impressions

There was nothing particularly wrong with the previous-generation SuperSix Evo – in fact, the step up from the third-generation model was quite considerable from a dynamic and ride quality perspective. However, riding it back-to-back against its arch rival, the Specialized Tarmac SL8, revealed some notable, albeit small, differences in front-end connectivity and speed. The new model is completely different in this respect, feeling much sharper and more agile overall than before.

The updated tubing, particularly the lower stack height, reprofiled headtube, fork, and crown have notably improved the front end of the bike – both in terms of response and feel. The reprofiled frame architecture has not only bolstered ride quality but also improved the SuperSix Evo's frame response under load. It's clear from the 120km I spent testing the SuperSix Evo Hi-Mod around Girona that Cannondale has significantly improved the entire platform, even if some find it hard to see.

EF Education-EasyPost rider Richard Carapaz was also on the launch ride and was pretty animated about the new SuperSix Evo and the changes he's noticed. "The front and rear feel more connected," said Carapaz. "It's more playful, and I like the way it feels under me and through the corners."

While the fourth-generation SuperSix Evo was a dream to ride on the flats and climbs, it wasn't as astute a handler as its rivals. The new bike, however, feels nimble in a serpentine - read twisty - environment, particularly when descending at speed. You just feel more connected to everything, and this sense of assurance allows you to tap into the huge reserves of grip with greater confidence. Compared to my last outing in Girona, where I rode its predecessor up and down Els Àngels, my climbing and descending Strava times were significantly faster this time, a testament to improvements in the bike's underpinnings.

Feedback and feel are more tactile than before, resulting in a better connection with the bike and improved handling. As a result, communication is among the best in the category, making the new SuperSix Evo everything the fourth-generation version should have been.

We've got a new SuperSix Evo Hi-Mod on the way for testing, where we'll put it through a more thorough protocol to see how it performs on local soil over a longer testing period. Be sure to keep an eye out for the full review on Cycling Weekly in the coming months.

Pricing and availability

Starting at the top, the Cannondale SuperSix Evo Lab71 with Shimano Dura-Ace Di2, Reserve 57|64 wheels, and a SystemBar Road cockpit will set you back $13,499 / £12,000. The Lab71 SL is a SRAM Red AXS affair with DT Swiss RC 1100 Spline 38 CS wheels and a SystemBar Road SL bar, yours for $13,499 / £12,500

The $9,499 / £8,995 Hi-Mod 1 model gets the same Reserve 57|64 wheels and cockpit as the Lab71 but is paired with a SRAM Force AXS groupset. The HI-Mod 1 SL is a little cheaper at $8,999 / £8,795, swaps Force for Shimano Ultegra, and sees a shallower Reserve 34|37 wheelset included to reduce weight.

The Evo 2, 3, 4, and 5 models utilise standard-modulus carbon, so they are slightly heavier. The Evo 2 comes with Shimano Ultegra Di2, a Vision Trimax Carbon bar, and DT Swiss ERC 45 carbon wheels, and is priced at $6,499 / £5,995. Oddly, the Evo 3 comes in at a pricier $6,999 / £6,995, featuring a SRAM Force AXS groupset and the same wheels and cockpit. The Evo 4 uses the same wheels and cockpit as the 2 and 3 but comes with an SRAM Rival AXS groupset, yours for $5,499 / £5,495.

The entry-level Evo 5 is the most affordable Supersix Evo in the range at $4,999 / £4,495. It gets a Shimano 105 Di2 groupset but still gets a carbon handlebar (Vision Trimax Carbon Aero) and wheels (Vision SC45 I23). The Evo 6 build is not available in the UK.

The Lab71 and Hi-Mod versions are offered as framesets and priced at $5,999 / £4,995 and $4,499 / £3,995, respectively.

The Cannondale SuperSlice has always lived in the shadow of more established time trial bike icons such as the Specialized Shiv, Pinarello Bolide, and even the Giant Trinity. This even appears to be the case on the local UK time trial scene, where spotting a SuperSlice has become a feat in its own right - they're as scarce as hen's teeth.

The Cannondale SuperSlice Disc was originally launched in 2017, replacing the rim-brake-only Slice model. Initially available in both disc- and rim-brake versions (the latter was pro team-only), it was updated again in 2021 as a second-generation model. Adopting an aesthetic more akin to the SystemSix, it wasn't readily available in the UK, with limited quantities assigned to Europe and the United States.

Increased pressure to perform at WorldTour level and radical advances in aerodynamics quickly rendered the outgoing model obsolete, forcing Cannondale to deliver a super-fast, lightweight time-trial chassis for both EF Pro Cycling squads. After all, 2026 is a massive year for time trials, what with a TTT pegged for the opening stage of the Tour de France and an individual time trial for the Tour de France Femmes avec Zwift.

We spotted what looked to be the new SuperSlice being raced by EF Education-EasyPost at Trofeo Ses Salines last month, and while details were thin on the ground, we've finally got the skinny on the new bike.

Here's everything we know about Cannondale's fastest time trial bike to date.

A seamless integrated chassis

For Cannondale, the new SuperSlice was as much about maintaining the steering geometry as it was about futureproofing the chassis. As a result, the bike is said to offer more control in the TT position thanks to an improved, highly adjustable cockpit layout. It also has clearances for up to 32mm tyres, and gets a UDH rear dropout and BSA threaded bottom bracket.

"Our racing bikes are focused on speed, so it was a case of how do we make the new SuperSlice and rider as fast as possible," said Cannondale Senior Design Engineer, Dr. Nathan Barry.

And that means a lot of CFD modelling and wind tunnel testing, looking at which tubes and shapes work best for the entire system - rider and bike included. As such, the new SuperSlice looks radically different from the model it replaces, with sculptural, deep-section tube shapes, a reprofiled, narrower head tube (thanks to the Delta Steerer), a chunkier fork, and a more optimised rear end and seat tube cutout.

The integrated deep-section airfoil seatpost retains the same dimensions as the seat tube, improving compliance and aerodynamics. The seat clamp allows 45mm of fore-aft movement, offering a wide range of fit options that correspond to nominal effective seat tube angles of 74 to 77 degrees.

Longtime fans of the platform will be happy to know that the iconic SuperSlice pizza graphic is present on the underside of the downtube. Yes, it's wearing a cape!

The result of all these changes has been a 10w yaw-weighted drag reduction at 50km/h over its predecessor, which is fairly significant given that the total system weight of a size medium EF team-issue bike is around 9kg (with 68T chainring, 90mm front wheel, and solid rear disc).

According to Cannondale, "weight savings achieved in the basebar successfully offset any gains in the fork, netting a bike that is significantly faster with the same mass."

As a result, depending on how you spec the build, a sub-9kg time-trial bike will be easily achievable.

The bike will not accommodate any aftermarket basebar systems, and extension compatibility is limited to parts designed for the Vision/FSA single-stack, mono-link TFA Evo configurations. Cannondale says, "The intention of the Vision MonoRiser JS bend carbon extensions is to allow riders to dial in positions with the adjustable sliding extensions, before settling in on the fixed dimension one-piece setup."

Regarding chainring sizing, the new SuperSlice can be run as either a 2x (60/46T max) or a 1x (64T max) setup. While Cannondale says it might be physically possible to run larger rings, it's not recommended, and that damage from oversized chainrings will not be covered by warranty.

Contrary to previous iterations, the SuperSlice is not just focused on out-and-out time-trial performance, but can also be set up for triathlons. As a result, it's compatible with Vision hydration systems.

The frame is only available in black, but the contrasting Cannondale wordmark logos and Lab71 nomenclature make for a rather stunning-looking package.

The new SuperSlice is compatible with electronic groupsets only.

Pricing and availibilty

While the second-generation SuperSlice was almost impossible to source, let alone purchase here in the UK, Cannondale has made a concerted effort to make it globally accessible for both time triallists and triathletes.

Owing to the Lab71 insignia and Series 0 carbon construction, it's not the most affordable time trial frameset on the market at $6,999 / £6,995 / €6,999 - and, considering riders will need to source a saddle, wheels, and the groupset separately, full builds are likely to cost more than $12,000 / £10,000 / €12,000 in some cases.

If you like to identify as a cyclist at all times (even when meeting friends for a 0% craft beer), you'll be interested to know that Pas Normal Studios is introducing its SS26 Off-Race collection.

They already have a thoughtful range of off-bike gear, and this new drop, they say, is all about adaptability. Every piece, they claim, has subtle, useful features inspired by cycling—think smart pockets, zippered storage, easy layering, and weather protection—but is designed to keep you looking good for everyday wear. What they seem to be shooting for is clothing that feels purposeful, is wearable, and works for more than just race day.

The Off-Race line is more than the usual logo hoody and t-shirt; it takes cues from cycling’s practical side, using premium materials and smart construction. And, being PNS, it’s also about looking sharp when you’re off the bike. Based on my experience with the existing collection, they really do seem to deliver on that, even when I'm the middle-aged clothes horse.

I've been sampling a couple of items from the previous range for a few months and to be honest, wearing them to death. We do regularly review PNS cycling kit, but full reviews for casual wear are always tricky since it's so subjective.

In the case of these more thoughtful casual lines, I have to say I’ve been very impressed with the Off-Race tech overshirt and Off-Race pile fleece vest I’ve been using.

Not only are both items cut nicely—which you'd expect for the price, as this gear definitely isn't cheap—but I’m impressed with how well they’ve stood up to abuse. I work in a workshop regularly, and using the Tech Overshirt as a final and mid-layer, with the Fleece Vest over the top, they've both got me through the worst of the winter.

The C0 DWR Coating on the overshirt and fleece means they’ve picked up zero greasy marks from the workshop, and both items have stayed smart and presentable despite regular washing. They’ve also been on plenty of dog walks and a few bike rides to the pub without taking any serious damage. The boxy fit will definitely appeal to the 'cool kids,' and the cavernous pockets mean I can carry Allen keys, phones, and massive bunches of keys in complete stealth, all without the pulling and stretching you might expect over time.

It’s worth noting, though, that the overshirt is breathable, but not as much as a normal shirt. So while it's been spookily warm at times, you can get a bit hot under the collar in a warmer café. It might not be ideal as the weather warms up into spring, but it’s great for right now. That's worth bearing in mind with the similarly constructed items in this new drop, even though they are designed for lengthening days.

Regarding the new collection, there’s a ton of new bits to pick through, but a few hero pieces really stand out to me.

First is the Off-Race 3-layer Poncho. Not only is an item like this probably perfect for a rainy car park while you’re kitting up before a ride, but this one looks just as useful for commuting in unpredictable weather. It’s made from a 3-layer woven fabric with a hydrophobic membrane and fully taped seams. It has a loose, extended fit for coverage while you're riding, and we’re told the adjustable hood is helmet-compatible but still lets you see what's going on around you. There's a zippered front pocket for on-the-go storage, plus reflective logos front and back for visibility. And with the familiar PNS logo on the back, you can count on finding the right kind of friends when you pull up to unload the car.

The Off-Race Utility Jacket caught my eye too. It’s a lightweight, weather-resistant layer designed for those in-between conditions. It’s 100% nylon with a water-repellent finish. Features include a magnetic chest pocket, a larger zippered back pocket, a two-way front zip, a rear vent for airflow, an adjustable hem, and snap cuffs. The slightly extended back length presumably gives you extra coverage when riding, and reflective heat transfer logos enhance visibility.

Lastly, the Off-Race Light Fleece Half-Zip looks cool. I’m a huge fan of my full-zip fleece vest, so I’m not sure I’d rush to swap it for the new half-zip version, but they’re selling it as “a versatile mid-layer perfect for changing weather.” The front panel uses windproof, water-repellent nylon stretch treated with C0 DWR coating. The sleeves and back are 207gsm Polartec® microfleece (100% recycled polyester) for warmth, breathability, and quick-drying performance. It features zippered hand pockets, a sleeve utility pocket, a key loop, an adjustable hem, and reflective logos.

Lastly, an item I definitely can’t test or comment on with any depth is the new Women’s Off-Race Tech Skirt. A tech skirt, no less. You heard that right! It is, as they say, a “functional utility skirt designed for movement on and off the bike.” And you would assume they've sold a few given this is the latest version. It features an A-line wrap construction with an elasticated waistband and an internal hook system to secure the skirt while riding a bike. The C0 DWR coating is present on this item too, and there are zippered pockets. If you’re in the market for an A-line skirt, this is perhaps the most bike-friendly one I’ve come across—though I’m not sure how much attention I've been paying. Still, I thought the design was worth a mention.

The collection also includes smaller items like a tech bucket hat, woven nylon caps, a bandana, and cotton t-shirts. These items really cross the line into the very subjective world of 'fash-un,' and are entirely up to you. As always, this is Pas Normal Studios, so expect to drop some serious money for any of these items.

Pas Normal Studios' SS26 Off-Race collection is available globally via pasnormalstudios.com and selected retail partners.

Are we about to see airbags deploying under riders' clothing when they crash? The technology currently being developed by the Belgian company AeroBag has been gaining attention, and the company's co-founder and business development manager, Quinton van Loggerenberg, has now confirmed that both PicNic PostNL and Visma-Lease a Bike are ready to start testing.

"I can confirm that Visma Lease a Bike will take delivery of AeroBag systems this week." Van Loggerenberg told Cycling Weekly. "The team has been involved with our project very closely and supported us from our prototype development stage."

Moa Sport's (parent company of Nalini cycling clothing) involvement in the AeroBag project began in 2025 at the request of Picnic PostNL, who wanted to integrate the system into its bib shorts for testing.

Nalini is set to be the first brand to market an AeroBag-certified product, with at least two others to follow. According to Van Loggerenberg, "The other partners are working very closely with WorldTour teams they supply – the demand is very much driven from within the WorldTour."

The catalyst for change

There's no doubt that bike racing can be dangerous. As riders are exposed to technical courses raced at breakneck speeds in close proximity, crashes are part of the sport.

When there's a touch of bars, scrubbing of brakes, or a mistimed corner, the results can be anything from skin abrasions to broken bones. The UCI made helmets mandatory in the pro peloton in 2005, leaving thin Lycra kit as the only layer of protection between rider and terra firma.

That might, however, be about to change. Leading the development of a production-ready airbag system for cycling is the Belgium-based company AeroBag. The kit gained significant attention at the recent Velofollies trade show in Belgium, and could now be fast-tracked to market thanks to cycling apparel company Nalini.

The Italian brand has backed the new tech and said it will offer an AeroBag-certified bib short model before summer 2026. One year earlier than planned, we're told.

Adoption, especially at pro level, is one of the biggest barriers to success for any new technology, so this partnership could represent a turning point for the kit, and potentially result in the most significant development in cycle safety since the mandatory introduction of road bike helmets.

The idea that sparked the AeroBag was the tragic crash of Bjorg Lambrecht, who died following an incident during Stage 3 of the 2019 Tour de Pologne. One of AeroBag’s founders, Bert Celis, was conducting aerodynamic testing with Bjorg just a few days before the race, and news of his passing deeply affected his outlook on the future of cycling and the industry as a whole.

The tragedy led to Bert’s resignation from the Wind Tunnel Project, which he had started in BikeValley, Belgium, and kick-started his quest to find a better way to make races and riders safer. AeroBag was founded by three members: Quinton Van Loggerenberg, Robin Deleener, and Sam Ratajczak.

The project drew interest from Fundracer Capital, a firm founded in 2024 by bike industry stalwarts René Wiertz, Gérard Vroomen, and Andy Ording. Fundracer joined at a crucial point in the start-up phase after evaluating six other airbag companies for potential investment. The rest, as they say, is history.

“Airbags just work; they are in everything else because they provide significant protection for the worst possible case accidents," said van Loggerenberg.

“The real trick is making them small enough, light enough, and comfortable enough to wear. The analogy of the helmet, in fact, comes to mind – the helmet does make your head hotter, it does weigh a bit, it is awkward to carry, wear, and often not exactly cool to look at, but that one time you really need to protect your head, they work. So every other ‘compromise’ or excuse to not wear one is irrelevant, and we believe the AeroBag will become widely used and follow the same philosophy.”

WorldTour debut, rider and UCI buy-in

Asked when we can expect the AeroBag to make its WorldTour debut, Van Loggerenberg was optimistic about its imminent arrival, but many processes must align to fast-track its adoption into the pro peloton.

“We are in active consultation with UCI and fully support their efforts to protect their athletes. Racing use depends on this partnership between the UCI, AeroBag, and the apparel partners. This process has been underway for some time, and I fully expect rapid progress among partners on this critical safety issue. We are only one part of a sport-wide initiative to make the peloton safer.”

A lot of questions hinge around its reliability – and the reality of comfort concerns, including accidental deployment during races.

Adam Hansen, president of the Cyclistes Professionnels Associés (CPA) and board member of the UCI SafeR committee, says the new tech is already drawing interest from pro riders.

“As a former rider, I would ride with a system like this if it were comfortable, didn't affect my riding, and it worked. I would definitely use a system like this – who would say no to that?"

"For the riders to use this, it needs to be done very carefully and should be voluntary at the beginning, because we need to work out the protocols and systems to be put in place for such a system."

"For example, what happens if there is a mass crash and your airbags have deployed – can you continue the race, or must you wait for a new system? And what happens if there is an accidental/faulty deployment? These protocols need to be defined before you make something like this mandatory," Hansen explains.

Van Loggerenberg, however, is confident in the product, its electronic and software algorithms, and assures us that rider safety should come first.

“The system triggers via an algorithm and the sensors. Triggering the AeroBag does not damage clothing or disrupt the rider. In fact, in testing, riders just keep pedalling; the deployment does not cause any accidents, or even affect the rider's ability to just keep going or stay upright.”

Hansen also has concerns about the AeroBag's impact on the racing narrative, particularly at pivotal moments, including Grand Tours.

"Let's say you have a crash 10-15km from the finish and you need to get up quickly and get back to the peloton through the convoy as fast as possible. If you have to wait 2-3 minutes to repack the system, or change it, or get the okay from the doctor; this could be a disadvantage for such a system."

"But, if it improves safety, it's comfortable, and it doesn't interfere with the way you ride, then it will be welcomed - there are riders interested in something like this. In fact, I've had riders write to me and send me links to airbag companies."

The trickle-down effect - AeroBag bib shorts is just the starting point

While high-performance sports have always been the starting point for technological innovation, these breakthroughs eventually filter down to the consumer. If airbags take off in the pro peloton and work well, it won't be long before we see them on the roads.

“We are already seeing development of commuter jackets, for example, and MTB/downhill/gillet/vest/aerosuit/triathlon solutions. Bib shorts are easy and quick to get off the line, but jacket/backpack/gillet/shell concepts are already being worked on in studios."

It's just one month into 2026, and the pace race is well and truly underway with Tudor Pro Cycling and EF Education-EasyPost spotted aboard new time trial bikes at Trofeo Ses Salines in Mallorca. Stefan Kung was seen riding what appears to be an all-new BMC Timemachine, while the entire EF Education-EasyPost team was racing on what is unmistakably a new Cannondale SuperSlice in Lab71 guise.

The Cannondale SuperSlice Disc was originally launched in 2017 and updated again in 2021 as a second-generation model, adopting a look more akin to the SystemSix, but with time-trial extensions. The bike wasn't readily available in the UK, with limited quantities assigned to Europe and the United States. While it was in line with best time trial bike design trends, the increased focus on time trials at WorldTour events for 2026 and beyond has forced Cannondale to radically rethink its outlook on time trial bike research and development – after all, time trials are where brands test future technology that will eventually filter down into regular road bikes.

From the pictures, the new SuperSlice's clean-slate design signals a clear new direction for the American company. Based on the Lab71 nomenclature, we can assume the new frame architecture is made of Series 0 carbon fibre, which means it should be lighter than the model it replaces. The tube shapes are very sculptural, with a notably deep, reprofiled head tube, a chunkier fork, and a more optimised rear end and seat tube cutout. The bikes are all painted black, with contrasting white Cannondale wordmark logos on the downtubes.

The most notable change is the move to a newer mono-stack basebar, complete with Vision Metron TFE Evo extensions. The front end looks a lot more aero than before, with integration very much the order of the day. Vision also handles the wheels, which take the form of a Metron TFW disc and front system. As reported in our fifth-generation SuperSix Evo story from the Tour Down Under, EF Education-EasyPost is using SRAM-supplied groupsets. As a result, the new SuperSlice Lab71s are equipped with SRAM Red AXS componentry.

While we can't confirm whether the new SuperSlice will use the Delta Steerer (a triangular-shaped steerer tube designed to route internal cables without the need for an oversized 1.5-inch upper headset bearing), given the complex front-end plumbing of time trial bikes, we do expect it to be implemented, along with wider tyre clearance and a UDH dropout assembly.

We'll update this new story with all the facts and numbers once the bike is officially launched.

Salsa Cycles today unveiled a self-proclaimed industry first: a Class 3 full-suspension gravel e-bike called the Wanderosa.

It's got 120mm of suspension up front, 110mm at the rear. A long reach, short stem and very wide drop bars. A dropper post. Tyre clearance up to 2.35 inches.

Salsa calls this "a genre-bending blend of full-suspension capability, progressive drop-bar geometry, and motorised assistance for a radical ride experience."

I’m more inclined to call it a cross-country e-mountain bike with drop bars. All off-road versus all-road.

What I can’t quite tell is whether this is a gravel-y mountain bike or a mountain-bike-y gravel bike. I'll let you be the judge.

Meet the Wanderosa

The Wanderosa is the fifth e-bike model that Salsa has released since February 2024. In introducing the model, the Minnesota-based brand calls it a "light electric full-suspension gravel bike, built to push boundaries so you can take your Adventure by Bike farther and faster than you thought possible."

It starts with a high-modulus carbon frame with a flex-stay rear suspension design and an increasingly common 'progressive gravel geometry' of a long reach, short stem, slack head angle, steep effective seat tube angle, and a long wheelbase designed for stability at speed.

Bar widths start at 44cm on the smallest frame (xs) and stretch all the way to 52cm on the largest (XL). Numbers that are far removed from its slick-tyred tarmac drop-bar siblings.

The Wanderosa comes in three SRAM builds, all of which use RockShox SID shocks to deliver 120mm of suspension in the front and 110mm in the rear. For context, that’s right in line with modern XC race bikes like a Specialized Chisel or Canyon Lux. Not a tad cushy for gravel, but fully normal mountain bike numbers.

The bike is powered by a FAZUA Ride 60 mid-drive system, offering a max speed of 28mph (20mph in Canada), 60Nm of torque and a 480Wh internal battery. It’s a relatively light-assist setup by e-MTB standards, but paired with this much suspension and this geometry, it’s clearly meant to encourage bigger, bumpier rides and higher speeds.

I'm not going to lie, when I first saw the Wanderosa, I thought this would be perfect to pedal over to my local mtb trail network (a 23-mile one-way outing), do a few laps, and pedal back.

Who's this for?

The timing of the Wanderosa couldn’t be more interesting.

It lands just after Pinarello rolled out its Grevil MX, another "gravel" bike that looks suspiciously like a mountain bike that’s been taught to use drop bars. At the same time, Life Time has been drawing firmer lines around what is — and isn’t — allowed at events like Leadville Trail 100 and Little Sugar, explicitly excluding drop-bars from mountain bikes.

While brands are enthusiastically stretching the definition of gravel, others are calling for a narrower spectrum. Ultimately, it's the consumers who have the final say. And Salsa intends this bike for the consumer who "seeks a gravel experience they can't find anywhere else."

The Wanderosa is not trying to win gravel races. It’s built, as Salsa puts it: for "comfort, control and confidence at speed," especially when the terrain starts to look a lot like… well, mountain biking.

"Wanderosa comes from the team that defined gravel to begin with and continues to develop products that redefine what gravel is,” said Joe Meiser, category manager at Salsa.

The Wanderosa is offered at three price tiers. The top-tier features a SRAM Force/XO Eagle AXS drivetrain and retails for $12,999 USD. At $9,999 USD, the mid-tier option comes with a Rival/GX AXS groupset and finally, there's an Apex-Eagle build that retails for $7,999 USD.

It’s been nearly eight years since BMC unveiled the disc-brake-equipped Timemachine 01 TT bike, which was essentially a mildly updated version of the 2016 rim-brake version. Due to the rapid development of the best time trial bikes and the emergence of newer frame designs with improved aerodynamics, the Timemachine was phased out in 2023 in favour of the BMC Speedmachine.

Developed in partnership with Red Bull Advanced Technologies, the move to the Speedmachine represented a peculiar strategy for the team – especially since it was designed for the storage and stability requirements of modern professional triathlon, where bike legs are typically ridden at average speeds of 45km/h. When you consider the 50-55km/h average speeds of WorldTour time trials, there were notable chinks in the Speedmachine’s armour when it came to competing against out-and-out time trial bikes.

That all looks set to change, because at today’s team time trial at Trofeo Ses Salines in Mallorca, Stefan Kung was seen on a brand-new BMC time trial bike – presumably a new Timemachine, while his teammates were using the regular Speedmachine. According to reports from Escape Collective, there is indeed a new Timemachine in the works, and project claims are staggering: BMC believes it has achieved a 3% watt saving at 55km/h over the previous model for the entire system – bike and rider included.

While removing entire tubes is not permitted under UCI regulations, the design team radically remodeled the tube shapes using CFD simulations and wind tunnel testing to address aero shortcomings in the third-gen Timemachine and current triathlon-focused Speedmachine. These changes are clearly evident on Stefan Kung’s new time-trial bike.

Reports also suggest the new bike is a collaboration between BMC’s Impec Lab engineering team and the Sports Innovations team at Tudor Pro Cycling, leveraging the team's expertise to provide feedback on position and real-world feel.

At 1.93m tall, Kung is one of the tallest riders on the WorldTour roster and is presumably riding the largest frame available. The tube architecture, saddle rail, and V-shaped cockpit appear to offer an impressive degree of adjustability, which bodes well in futureproofing the frameset against potential UCI fit updates.

In terms of design, the bike appears to be inspired by the Trackmachine track bike, utilising a similar deep head tube and fork legs, but with a radically evolved rear stay design. While the top tube, seat tube cut-out, and bottom bracket look largely the same as the Trackmachine, the most notable change is the wide-set seat stays, which resemble those on the Hope HB.T track bike and Ventum Tempus.

At this point, BMC has not shared any geometry or technical details on the bike, but the components remain the same as last season: DT Swiss Arc 1100 DiCut wheels (85mm front, full-disc rear) and SRAM Red AXS componentry round out the build.

We contacted BMC’s PR manager, Jan Ulatowski, to confirm whether we could expect a new Timemachine, to which he replied, “There is a new bike coming, which is expected to officially launch in the coming months.”

We’ll follow up on this story with all the official details as soon as we receive them, so keep your eyes peeled.

If it ain't broke, don’t fix it, right? Well, that’s exactly the approach Cannondale seems to have taken in what appears to be the fifth-generation SuperSix Evo Lab71. The bike was raced by EF Education-Oatly at the Tour Down Under and has already notched up its first victory of the season, following Noemi Ruegg's sprint finish to win stage three and secure the overall title for a second time.

While Cannondale has been tight-lipped in sharing any details around the bike, a new SuperSix Evo wouldn't come as a shock based on the 3-4 year model lifecycle most brands employ, and the fact that at the 2023 product launch, Cannondale's senior design engineer, Dr Nathan Barry told me the design team was already making plans to start work on the fifth-generation SuperSix Evo.

From the pictures, the new model looks very much like the fourth-generation SuperSix Evo launched in 2023, with subtle nuances in the tube profiling, particularly around the headtube and the fork, the former of which looks slightly deeper and shorter than before. This is nothing particularly groundbreaking and falls within the current push towards enhanced aerodynamics.

It's hard to tell from the pictures if there are any other frame tweaks; if so, the alterations are very small. The seat tube, however, looks a lot like what we've seen on the new SuperX and Synapse models, tapering towards the bottom bracket junction, which could suggest improved tyre clearance. For contrast, the fourth-generation SuperSix Evo has space at the rear to clear 30mm tyres. A closer examination of the dropout assembly reveals a UDH dropout - ensuring the new model plays nicely with most modern groupsets and futureproofs the setup, too.

What I have noticed is what appears to be a new cockpit configuration, eschewing the Vision and MomoDesign SystemBar R-One bar configurations of the fourth-generation Lab71 team bikes, but I can't tell if it's sponsor-specific or from the manufacturer.

Given that both the men's and women's EF Education teams are racing the bike in the public eye, the official launch is imminent, so keep an eye on our website and social channels for when that news breaks.

Look Cycle, the storied French cycling brand, has launched an update to it's Look Keo Grip cleats.

This means that following the launch of its practical, but wholly useful, Look Keo Vision pedal lights, the company has done the unthinkable and landed another sure fire smash hit, with a useful update to their cleats.

By adding little rubber grips to the bottom of your cleats, they will not only potentially save you money, by extending the life of the cleats, but they may also prevent the often-terrifying tottering and sliding we’re all far too familiar with when stopping at the cafe or cake shop.

The Keo Grip cleats are made with what Look claims are “durable compounds for a longer lifespan and an optimised contact patch that ensures rock-solid foot stability.” The enlarged fore-aft grip zones attached to the cleat have been redesigned and widened by a total of 2cm, featuring optimised pads that it says significantly improve stability, limit slipping, and secure every step when off the bike.

The low-friction 'Silent Float' technology, integrated at the rear of the cleat, also dramatically reduces creaking noises, limits abrasion, and ensures a smoother, quieter interface with the pedal blade.

Riders can dial in their position precisely with three float options to suit their needs: 0-degree for a fixed, ultra-precise foot hold, 4.5-degree for the best balance between stability and comfort, or 9-degree for maximum freedom of movement and reduced stress on the knees. The Keo Grip cleats are also fully compatible with the Look fit wedges and spacers, allowing for adjustments through combinations of cleat spacer thicknesses, shims, and 56 mm pedal spindles.

Whilst I am a lifelong Look Keo fan, I've never used Grip Cleats before, and in fact, was quite surprised this version existed when news of its arrival landed in my inbox whilst on the way to the hospital this week.

I then incorrectly claimed that the Look Keo Grip Cleats were in fact new when they are instead, an update. How different my cycling experience could have been all these years had I known.

Hilariously, I was on the way to the emergency optometrist when I revealed this blind spot in my tech knowledge. Quelle ironie! Bravo, vraiment.

Apologies to all the people who rushed to the comments to point out my myopia, expecting higher standards of journalism. And to Look, who no doubt also spat out their morning coffee, as news of my error reached them.

We have a pair of the newly updated – but definitely not new – Look Keo Grip cleats on the way for testing, and if they work as the press release states they should, then my next pair of Look cleats will almost certainly be these, not the older, slidier ‘race’ version.

The new version of the Keo Grip cleats are available from January 2026 and will set you back £19.99/$28/€20.

While gravel cycling is splintering into different racing niches, the discipline is fast-becoming more demanding for both riders and bikes, as I experienced firsthand at Gravel Burn last year. I’m sure many of our readers will recall my Gravel Burn recap, where I mentioned I’d have been better off on a Cannondale Topstone than the SuperX Lab71 I used for the event. The reason for this change of heart was the sheer brutality of the terrain, which, at times, I felt was better suited to a mountain bike.
Some of the Pinarello team, including owner Ivan Glasenberg, were at the Gravel Burn riding the event on Dogma GR and Grevil gravel bikes and would have seen firsthand the demands of modern gravel stage racing and where future events might be heading. Fast forward a few months, and in an interesting twist, Pinarello has lifted the lid on the Grevil MX, which claims to “combine the aerodynamic efficiency of a road bike with the stability and control of a mountain bike.” The Grevil MX will join the current Grevil range, offering riders a more capable machine for challenging events.

A new recipe or a remix?

Pinarello hasn't completely reinvented the wheel here; rather, it has repackaged the Dogma XC hardtail mountain bike with a fresh lick of paint and a drop bar. This move was broadly employed at Gravel Burn, where many riders elected to use hardtail mountain bikes with drop bars, including Scott-SRAM’s Andri Frischknecht, who was on a Scott Scale with drop bars. Those on gravel bikes with suspension or mountain bikes with drop bars were at a clear advantage, with forks that soak up ruts and washboards and geometry better suited to steep, technical downhills.

While the press release waxes lyrical about how the Grevil MX is “shaped and reinforced to withstand the high torsional forces typical of aggressive gravel riding”, the bottom line is that the frameset is a repurposed Dogma XC mountain bike. A review of the geometry numbers corroborates our assumptions, with the same 67.75-degree head angle, 75-degree seat tube angle, 101mm trail, and 425mm chainstays (in medium) as the Dogma XC. It even utilises the same 100mm 32 Float Step-Cast (SC) Factory fork. The main difference lies in the inclusion of the Most Talon Ultra Light cockpit, which is found on the brand's flagship road and gravel bikes.

Specced to go

With rumours of gravel frames cracking due to the demanding terrain of Gravel Burn, the introduction of a dedicated bike such as the Grevil MX will be welcomed by many. Like the Dogma XC, the Grevil MX will better handle the high torsional forces and high-frequency bumps and repetitive impacts of technical gravel riding, thanks to the layup of the Toray M40J carbon fibre frame and specifically shaped chain and seatstays.

While the Grevil MX should be able to easily clear 2.35-inch tyres owing to its Dogma XC blueprint, Pinarello says the bike is optimised for 50mm gravel tyres to balance speed and comfort, and recommends Schwalbe G-One RS Pro. Unlike the Dogma XC and regular gravel setups in Pinarello's range, the Grevil MX will use a 12-speed SRAM AXS Mullet setup. As such, it combines a 38T chainring with an Eagle 10-52T cassette, complete with an XX SL T-Type rear mountain bike derailleur to ensure secure and efficient chain actuation.

The frameset is compatible with both electronic and mechanical groupsets (with internal cable routing), includes provision for a UDH hanger and can play nicely with a 30.9mm dropper post. It's available in four sizes (S, M, L, XL) and one colour, midnight blue. The complete system weight is 9,04kg (medium). As expected, the Pinarello Grevil MX will not be easy on the wallet, with the SRAM AXS build priced at €8,500.

Tech spec: Pinarello Grevil MX

• Groupset: SRAM XX SL Eagle AXS 10-52T
• Chainrings: 32 to 38T
• Brakes: 160mm front/rear (The fork can accommodate up to 180mm rotors)
• Wheels: DT Swiss XRC 1200 110/148 XDR
• Suspension Fork: Fox 32 Float Step-Cast Factory, 100mm
• Tyres: Schwalbe G-One R Pro, 50mm
• Saddle: Lynx 2.0 XC Superflow S Carbon
• Handlebar: Most Talon Ultra Light
• Seatpost: 400mm 30.9 seatpost with oval carbon rails
• Weight: 9.04kg (size M)
• Price: €8,500

Van Rysel is no stranger to predicting what it thinks the future of cycling and the bicycle will look like - who can forget the Ultra-Endurance concept unveiled at the 2024 Velofollies show? While not entirely wild in terms of aesthetics, it offered a glimpse into the potential direction of endurance cycling, with a focus on storage and frame material combinations.

Fast forward to 2026, and its in-house team of soothsayers has been at it again, this time applying a layer of Tron-like inspiration to the futuristic-looking Van Rysel FTP^2, designed exclusively for the annual Velofollies trade show in Kortrijk, Belgium.

As in the motor industry, concept design drives change and innovation, and enables blue-sky thinking without pandering to governing bodies or institutions that impose limits on the creative process. Van Rysel has looked to explore the future of mobility with its otherworldly looking FTP^2 - while not to the taste of everyone, it certainly does possess some serious headturning clout and even crazier conceptual design ideas that might one day creep into production.

Let's dive into the details.

A fully integrated bicycle solution

According to Van Rysel, integration was the cornerstone of the project, claiming it “redefines the relationship between rider and bike, with a purpose-designed helmet, shoe, and skinsuit completing the system” - all of which has been co-developed with industry experts for maximum aerodynamic efficiency and safety. The idea behind the bike is to double the rider’s FTP - hence its name - thanks to a unique Mahle e-bike motor and unlimited top speed.

The bike is fairly well considered and balanced from a design perspective, borrowing cues from non-UCI-legal time trial bikes such as the Trek Y-Foil of 1998-1999 and the Cervelo P5X, both of which completely ditched the traditional seat tube blueprint for a floating design.

The front end incorporates a high-rise fork, not unlike the Factor One and Hope HBT.T track bike, while a finned battery cover doubles as a protective strip for the over-exaggerated, beefy downtube. The saddle and wheels, however, are more traditional in execution and come compliments of Fizik and Swiss Side.

Ancillary design elements

The Van Rysel FTP^2 employs a Formula 1-inspired cockpit that lets the rider control almost everything on the bike from the helm, including the electronics, integrated shoe-pedal system, and custom lighting. The cockpit features an integrated Hammerhead Karoo 3 cycling computer with a front light under the cradle, a brace of bento box mounts on the stem, and futuristic extensions that control everything from shifting and braking. There's also a large radar light affixed to the floating virtual seat tube.

Built-in cycling shoes, I hear you ask? Van Rysel has reimagined the pedal-shoe interface by replacing the traditional shoe upper, retention dials, and pedal-cleat system with a wireless assembly that functions as one, thereby enhancing safety and aerodynamics. The shoe features a smooth, bulbous fairing body combined with a sock-like inner that encases the foot and lower leg, purportedly for aerodynamic and performance gains.

Further improving safety is an innovative skinsuit that comprises special textiles and built-in motorcycle-standard protective pads. Protective clothing is something that has been discussed in depth at WorldTour level and this skinsuit idea marks a possible solution to the road rash and protection issues facing riders of all levels and abilities.

Finishing off the list of accompanying items is an EU-certified hybrid helmet co-developed with aerodynamic maestros, Swiss Side. It combines a traditional lid with a custom, aerodynamic time-trial helmet shell that fastens directly to the helmet, giving users two helmet options based on their needs.

Tech spec

• Frameset: FT2² Carbon
• Motor: Mahle M40
• Groupset: SRAM Red AXS with Praxis carbon cranks
• Wheels: Swiss Side Hadron3 850
• Cockpit: FTP² Carbon Cockpit with integrated buttons for AXS, Mahle motor and shoe retention
• Saddle: Fizik Argo Vento 00 Adaptive

SRAM has officially launched 150mm and 155mm crank arms to the public, bringing some of the shortest cranks from the WorldTour into bike shops for the first time.

The release follows their use by Jonas Vingegaard (Visma-Lease a Bike) last season, satisfying UCI rules that require professional riders to race only on commercially available equipment. It was not just an experiment, and the industry now seems happy to stand behind the shorter options.

In one sense, the launch simply underlines what we all know, that shorter cranks are no longer a novelty in the pro peloton. What once felt radical – 165mm cranks on a road bike – now feels comparatively long in this context, giving riders a much broader range to choose from or experiment with.

Many WorldTour riders have already migrated away from 175mm cranks. However, based on our own investigations in the hotel car parks of Lille last summer, 172.5mm cranks were still widely in use and common on many riders' bikes.

The news that these shorter lengths are now available from SRAM isn't just about shorter cranks; it's about how short they are, as they are well outside the observable norms now.

In the never-ending hunt for watts and marginal gains, it's no surprise to see 'chasing' teams like Visma-Lease a Bike willing to explore the lower limits of crank length in search of those elusive gains.

Vingegaard's use of them, and now SRAM's decision to sell them, shifts the debate. The question is no longer whether shorter cranks work in elite cycling – that has been answered – but rather where the practical limit lies.

Riders are not interchangeable, a truth few brands like to admit given the restrictions implicit in kit supplied in fixed sizes. Leg length, hip mobility, muscle recruitment, and cadence all influence how a crank length feels.

A compact climber with huge cadence and good control might find a short crank transformative. A taller rider with a naturally lower cadence may find the same setup awkward, even if the power numbers look good.

While pros can experiment with these changes more freely, consumers are navigating these changes with their wallets, and crank length also has an impact on other areas of bike fit.

Therefore, before you rush out and buy a set of tiny cranks, you might want to consider a bike fit first, where a professional fitter can observe your pedal stroke and point you toward a crank length that might work for you, or check out our guides to dig into the subject in a little more detail.

The company behind Ridley, Eddy Merckx, Aeres, and Nukeproof, has announced that it will offer a transferable "lifetime" warranty on its frames, effective from 1 January 2026.

However, according to Belgian Cycling Factory (BCF), the term "lifetime" comes with some important terms and conditions. In line with many other brand policies, it refers not to the owner's life, for those that were getting excited about never having to buy a new frame ever again, but to an "industry-aligned" period of ten years from the date of purchase, provided the bicycle is registered within 30 days.

The warranty covers frames only and excludes misuse, but it is certainly a welcome addition for consumers. The fact that the warranty is also transferable to a second owner, is sure to help resale value in the event you move the bike on privately.

Jochim Aerts, CEO of BCF, stated: “With this move, BCF reaffirms its commitment to durable products, transparency, and long-term relationships with both riders and retailers. The new warranty replaces the previous 2/5-year system and forms part of a broader strategic choice: investing in long-term trust rather than short-term commercial incentives.”

An important exception is for Nukeproof frames, where the warranty only extends to two years. While this shorter term is likely a decision based on the rough-and-tumble nature of downhill mountain biking, it is worth noting that some competitors, such as Santa Cruz, do offer a lifetime frame warranty on all its MTB frames, though theirs is not transferable to a second owner.

Warranty conditions vary across the industry, so always check before making a purchase.

CW says

I was provocative this week when I wrote a piece about WorldTour team funding and equipment. I didn’t anticipate how viscerally some of you would react to the suggestion that “the UCI should ban selling pro bikes to customers” – but perhaps that proves the point that pro cycling and ordinary cycling are still deeply wrapped up in one another.

There was a heady mix of outrage, humour and frustration, and amongst the worst of it – one guy called me a nasty name – there was also some thoughtful reflection.

For others, my words were a clumsy but worthwhile attempt to question whether the way pro cycling is funded – and marketed – is still fit for purpose.

This was never an argument about telling people what they are and aren’t allowed to ride. As one commenter put it bluntly: “Cycling is as expensive as you make it.”

I can’t argue with that, it’s true and always has been. Nobody is forced to buy a £12,000 bike. Shimano 105 and SRAM Rival is, as another reader noted, “a million times better than what we used in the 80’s and in real dollars, cheaper.”

The question I was asking – clumsily for some – was not about consumer freedom, but about whether the current ‘race it on Sunday, sell it on Monday’ model is still a viable one.

Who funds WorldTour cycling?

Some readers pointed out that bike sales don’t fund WorldTour teams, which is true, everything from supermarkets to chemical companies do.

“Your premise is flat out wrong. No pro team is funded primarily by the bike sponsor,” wrote one reader. Another added: “The money comes from insurance companies, supermarket chains, chemical conglomerates, and nation-states trying to convince potential tourists that they won’t be beheaded if they visit on holiday.”

Whilst I won’t comment on the more colourful end of that statement, the comment is absolutely correct in that WorldTour teams are overwhelmingly funded by non-cycling sponsors: Ineos, Lidl, Soudal, Intermarche, etc. Bike manufacturers contribute relatively little to the overall team budgets, especially when compared to rider salaries and staff costs which account for roughly 60% of expenditure.

However, I don’t think that reality undermines my argument; it strengthens it. You can't get blood out of a stone as they say, and you can't make more from sponsorship without offering more, commercially.

Bike brands don’t always fund teams directly, but their entire commercial justification for being there is still rooted in selling the products they bring to the race, through association. Credibility, aspiration, halo effect – call it what you like – but it remains a sales-led model. And that model comes with consequences, like incremental upgrades, accelerating cycles.

“Perhaps the problem is with the margins cycling companies charge on increasingly shorter time frames,” one commenter perceptively wrote. “They seem to charge more for incremental upgrades that are released with greater frequency.”

The system is geared up to make that the norm. The UCI requirement that everything raced must also be sold pushes manufacturers into a relentless cycle of new aero claims, marginal gains, and annual range-refreshes. The tech isn’t the problem. It’s the commercial pressure that comes with it.

As a result, the WorldTour increasingly is a fancy and endless catalogue, rather than a sporting property whose value exists independent of what’s bolted to the bikes. Decouple the product development and product strategy from the racing, and you could free up a ton of resources to help grow the sports appeal, through greater brand value.

People want to buy what they see

“Great way to kill the sport. People want to buy what they see,” one person wrote. “If a person wants to buy Tadej’s bike, why not give him that freedom?”

I love riding pro bikes when I get the chance, and I’d love to own one. But that freedom to go out and buy it has been deliberately cultivated to the exclusion of almost everything else. My argument was not that aspiration is bad. It’s that that aspiration doesn’t have to be purely transactional.

Formula 1 fans didn’t stop loving Ferrari because they couldn't buy Lewis Hamilton’s car. MotoGP hasn’t collapsed because no one can ride an active-aero factory Ducati. Those sports sell access, narrative, prestige and drama – not the cars and bikes.

Peter Coyle, who’s own thoughts inspired my original post, argued in a follow up post that whilst the core of my thinking was on the right track, the solution I’d offered was somewhat detached. He felt the idea of a tech lock just puts struggling bike brands under more pressure, and would kneecap brands that wouldn’t or couldn’t wear a change that seismic.

His alternative, which to me makes far more sense and again, deserves attention, was one of a homologation model, where brands would still be required to prepare their ideas for sale in products, but the resultant bikes would be sold as strictly limited homologation models.

Further, reimagining or restricting the UCI-competition badge for just those bikes, restoring its prestige, and adding value for customers that covet the very highest tech.

In this approach, people with the cash could still have the chance of buying one, or we as fans would have the chance to see one out on the road, but the limited approach would allow for pricing that might meet some of the development costs.

“Turning cycling into F1 won’t help anyone but marketing departments”

Improving things for marketing departments was my point – just not in the way many assumed I meant it.

What if manufacturers were incentivised to invest in WorldTour cycling as brand builders, not catalogue managers? What if their value came from storytelling, innovation, fan engagement and long term association – instead of being forced to focus on shifting units tied to a seasonal cycle?

Decoupling race technology from immediate retail availability (through a change in the rules, or manufacturer consensus) wouldn’t reduce consumer choice, it could free it, allowing consumer bikes to be designed for durability, usability and value (and performance of course), while the very highest specification race bikes could be designed unapologetically for one job only.

While WorldTour budgets continue to inflate, sponsor lifecycles are not predictable and remain fragile. This forces most teams to live year to year, entirely dependent on title backers who owe them nothing. As tech progresses and gets ever hungrier for cash, it all feels unsustainable.

I still think my suggestion of this opportunity to shift the focus could expand the appeal of the sport, deliver real growth, and in turn could unlock commercial opportunities that will sustain and grow the sport.

Whatever the answer, it’s not really ever going to be about ‘banning anyone’s bike’, regardless of how good a headline that might be. Judging by the anger, humour, passion and insight in the comments from our readers – we all care deeply enough about the sport to argue about it.

That at least is something pro cycling can still fully rely on.

Remco Evenepoel’s transfer from Soudal-QuickStep to Red Bull-Bora-Hansgrohe was one of the biggest talking points of late last season, but it wasn’t surprising given the ongoing tension and public disagreements with team owner Patrick Lefevere. Evenepoel left his former team one year ahead of schedule at the end of 2025 but was only recently able to show off his new team colours and bike due to contract obligations that terminated at the end of December.

For Evenepoel, 2025 was a season to forget, marked by a series of injury setbacks that culminated in a premature exit from the Tour de France. While there were some glimmers of form, including his time-trial win on stage 5 around Caen, he struggled in the high mountains and subsequently abandoned the race.

Of all the riders in the peloton, Evenpoel's bike has always stood out as a veritable head-turner, a celebration of winning both the road race and time trial at the 2024 Paris Olympic Games. As tradition dictates, and as Richard Carapaz and Greg van Avermaet before him, the Olympic champion’s bike will always feature a golden theme running throughout the design. While Evenpoel’s Soudal-QuickStep bike was a pure gold number, his new whip is a far more refined one and represents more of a subtle homage to his achievements.

As has become the theme for Specialized-sponsored teams, Red Bull-Bora-Hansgrohe turned to Lumarcolors to customise Remco’s bike, and they’ve done an exquisite job. It still adheres to the team’s design DNA but uses gold more subtly than before. As a result, there’s some beautiful gold leaf applied to the main Red Bull logo on the headtube with smaller accents around the seatpost, saddle shell, and lower fork, not to mention the SRAM decals, chain, and cassette.

Closer inspection also reveals some golden keyline wordmarks on the frame, applied as a water transfer. It looks superb, very classy. The tyre tanwalls also align with the gold theme and complement the overall aesthetics.

The big change for Remco this season comes from the groupset, which is supplied by SRAM, rather than Shimano Dura-Ace Di2, as with Soudal-QuickStep. As a result, his S-Works Tarmac SL8 is built around a SRAM Red AXS groupset, complete with 165mm cranks and 52/39T, 10-33T gearset. The balance of the build features the usual Specialized and Roval bits, including a set of Roval Rapide CLX III wheels wrapped in 28mm Specialized Turbo Cotton TLR, a Specialized S-Works Power Evo with Mirror saddle, and a K-Edge computer mount.

• Frameset: S-Works Tarmac SL8 Fact 12r Carbon
• Fork: S-Works Fact 12r Carbon
• Cockpit: Roval Rapide
• Seatpost: S-Works Tarmac SL8 Carbon
• Groupset: SRAM Red AXS 52/39T, 10-33T
• Wheelset: Roval Rapide CLX III
• Tyres: Specialized Turbo Cotton TLR 28mm
• Saddle: Specialzied S-Works Power Evo with Mirror

It’s been five years since Lazer launched the original Sphere helmet, and during this time, it’s made a case for itself as one of the best road bike helmets on the market. For the new model, the Belgium-based company has sought to retain the hallmarks that made the previous version so successful, while also adding a refined look and new elements to bolster the overall user experience.

While the previous model was no slouch in the safety stakes, receiving a full five out of five stars rating from Virginia Tech’s Independent helmet testing, for version two, Lazer elected to eschew a MIPS rotational slip-plane liner in favour of the company’s proprietary KinetiCore safety technology. Using sculpted EPS foam zones for rotational impact protection, these zones strategically crumple under pressure to redirect and dissipate energy away from the head, improving ventilation, enhancing safety, and reducing plastic use.

According to Lazer, the Spehre KinetiCore is “designed with everyday practicality in mind with features that make each ride more comfortable and secure.” As a result, it gets a useful eyewear docking port and a built‑in LED port to improve visibility in low‑light conditions. Like before, Lazer claims the ventilation channels have been optimised to maximise cooling without adversely affecting aerodynamics. Unlike the previous model, which used Lazer’s Advanced Rollsys system mounted on top of the helmet, the company has adopted a more traditional TurnSys arrangement on the new model, which may affect comfort for riders with long hair or ponytails.

Despite its positioning as an everyday, every situation helmet proposition, the Sphere KinetiCore still has a premium look and feel about it. Lazer has done well to shoehorn much of the company’s design language into the package, and the helmet looks like a premium offering. According to Lazer, a size medium weighs 270g, which is neither heavy nor light - instead it represents the middleground in the segment

The new Lazer Sphere KinetiCore helmet will retail for £139.99 / $149.99 / €149.99 and is available in three sizes (S, M, L) and nine colours, including popular shades such as matte black, deep green and white silver

Find out more at www.lazersport.com.

I've only been in the tech writer post here at Cycling Weekly for two months, but I've tested a lot of products in that time, not to mention all the other bits and pieces I've sampled in a freelance capacity for a host of other cycling publications. While it's easy for us to list all the shiny, flashy things that pass through our doors as the best items of the year, I prefer to highlight the components that made a genuine difference for me on the bike.

Despite some illness and two surgeries, it was a fairly big year for me on the bike, as I amassed over 26,000km and logged 780 hours spread across outdoor and indoor cycling. I use my time on the bike to test everything - whether that's comparing items or sampling something in isolation, you can rest assured that I do my job properly.

For this year's Gear of the Year, I've decided to focus more on components than bikes. While many bikes were high up on my list, including the Cannondale SuperX, Merida Reacto 9000, and Cube Litening C:68X, considering the soaring cost of living, I wanted my list to provide real value this year. All of the products listed below made a real impact on me, and, coincidentally, most of them were tested at Gravel Burn, a seven-day stage race in South Africa.

Everything I've selected is something I'd recommend to a friend and, more importantly, buy with my own money.

Wolf Tooth DEL Gravel Race pedals

These pedals are among my favourite components of the year. Well designed and CNC machined from 6061-T6 aluminium, they represent Wolf Tooth’s first foray into the clipless pedal system. And the naming convention? Well, Wolf Tooth launched the CTRL (Trail), ALT (XC) and DEL (Gravel) in a clever play on the keyboard shortcut system for Windows.

I recently put the DEL Gravel Race pedals to the ultimate test at Gravel Burn in South Africa, where they stood up to some of the craziest terrain and weather I’ve experienced on the bike. Despite a few cosmetic scratches, the pedals still look as new, proving their durability and build quality. What I love is the minimalist design, one-sided cleat mechanism, low stack, and broad platform - all of which have created one of the lightest off-road-specific pedals on the market at 107g per side.

The pedals are superbly weighted, so they’re easy to clip into in race start situations and can be specced in a funky anodised ultraviolet purple colour, too.

saddleback.co.uk, £189

Wahoo Elemnt Roam 3 cycling computer

The Wahoo Elemnt Roam 3 combines the value and intuitive operation of its forebear with touchscreen functionality and improved battery life. On paper, it’s a little bigger and heavier than before, but it’s actually narrower than both the original Roam and Roam 2, making it appear smaller than the model it replaces. Wahoo has achieved this by binning the light formation on the top and left side of the device. The significant change is battery life, which is now rated 25 hours – that’s a 5-hour improvement over the Roam 2.

Having had access to the Coros Dura, Garmin Edge 850, and Wahoo Elemnt Ace for much of the year, I've been turning to the Elemnt Roam 3 for every ride, and that says it all. I love the intuitive operation, ease of use, and the fact that it never glitches. I also love that it uses a touchscreen alongside physical buttons, which makes operating it on cold days with thick winter gloves a breeze.

uk.wahoofitness.com, £399.99

Favero Assioma Pro RS-2 power meter pedals

Fresh off the release of the off-road-specific Assioma PRO MX, comes the Favero Assioma PRO RS-2. The pedals offer a maximum accuracy deviation of just 1% with the strain gauges, electronics, and rechargeable lithium-ion battery packaged inside the spindle. The pedals use a rechargeable battery with a run time of at least 60 hours.

I've always trusted Favero Electronics and consider it among the best power meters. In fact, I still own a pair of Favero Assioma Duo pedals that have been working flawlessly since 2019. It's this sense of reliability that makes the company's products appeal to me and justifies the asking price; they should be viewed as a long-term investment.

Not only are the Favero Assioma PRO RS-2 pedals beautifully designed and considered, but they're also currently the lightest power pedal system on the market, weighing 247g for the pair.

cycling.favero.com, £649

Met Trenta 3K Carbon helmet

I’ve always trusted Met’s safety claims and use many of the Italian brand’s helmets during my road and time-trial seasons each year. The Trenta 3K Carbon has become one of my personal favourites as it delivers balanced ventilation and safety while remaining reasonably light. The new model has improved the recipe, and the result is one of the best road bike helmets on the market.

As a result, independent safety scores are up 40% over the previous model, placing the new Met Trenta among the highest-scoring helmets ever tested by Virginia Tech.

The most significant change over its predecessor is improved ventilation: it is 16% cooler thanks to the commodious 20 vents and the 3K Airframe, which has eliminated the need for an EPS internal frame. This was evident on the warmer days: airflow is brilliant, and it can be felt throughout the helmet as air moves from the front to the rear.

Based on past experiences and knowledge of Met's exceptional after-sales support, coupled with the incredible performance and comfort it afforded me during Gravel Burn, the new Trenta 3K Carbon gets my vote of confidence.

met-helmets.com, £350

Bicycle Innovations Smart Lever

I hear you. Bicycle tyres can be as stubborn to fit as they are to remove, and most of the time this will require the help of a friend or the strength of John Cena. I don't know about you, but I've ripped skin, developed blisters and generally cursed at high volume when fitting tyres - and I'm not talking about tubeless inflation here, which is a separate challenge.

While I've developed techniques to coax tyres onto the rim, I've also snapped many tyre levers and have been seeking a durable, foolproof solution for nearly a decade now.

The Smart Lever by Bicycle Innovations is a game-changer. While it looks a little complicated and a lot different to the traditional lever we've come to love (and hate), once you've familiarised yourself with the instructions and how the lever works, you'll never struggle with a tyre again. The same applies to removing tyres. For those truly stubborn beads, the company also offers a Bead Lever tool that helps unseat stuck tyres from the wheel rim sidewall.

smartlever.uk, from £22.50

For the second half of the 2025 season, Giro’s newest aero road helmet has been hiding in plain sight. Seen regularly on the heads of Team Visma-Lease a Bike riders, it quietly logged victories at the Tour de France, Tour de France Femmes, and La Vuelta a España long before consumers had an official name or details to attach to it.

Today, Giro officially unveiled the helmet as the new Eclipse Pro Aero Road Helmet, confirming what many had already suspected. In brief, it is the brand’s fastest non–time trial helmet to date, claimed to be 17 per cent faster than the previous Eclipse model, while remaining ventilated and comfortable enough for all-day riding. The helmet incorporates MIPS Spherical technology for protection and the claimed weight is 280g for a size medium.

While the product announcement fills in many of the blanks, riders eager to get their hands on the helmet will still need to wait a little longer, with consumer availability slated for mid-February 2026.

With a new silhouette and Specialised Evade-like rear venting, the Eclipse Pro is more than just a refresh of the original Eclipse helmet; it's an evolution. Giro says the final product was shaped through thousands of simulations and physical test iterations, including extensive computational fluid dynamics modelling, iterative clay shaping and full-scale wind-tunnel validation.

Up front, two prominent vents sit along the edges of the helmet and double as ports for storing sunglasses. Between them, a narrower central opening feeds into a large, smooth fairing that defines the Eclipse Pro’s sleek profile. Giro says the new centre vent is designed to split air to the forehead and over the brow for aerodynamic efficiency. All in all, this latest model is 17 per cent faster than its predecessor yet designed to be "exceptionally balanced" and suitable for all-day comfort.

The helmet's defining, uninterrupted, central section serves multiple purposes. In addition to streamlining airflow over the helmet and offering great branding real estate, it helps manage internal airflow and comfort. Temperature regulation is often a compromise with aero-focused helmets, but Giro says it addressed this by incorporating 15 vents and deep, structured intake ports that channel air across the rider’s scalp to help manage heat buildup during sustained efforts and in warmer conditions.

The Eclipse Pro carries over some of Giro’s established safety and fit technologies, including a polycarbonate roll cage, EPS foam, the MIPS Spherical technology for rotational impact protection, antimicrobial padding and the Roc Loc 5.5 Air fit system for micro-adjustability.

Impressively, the claimed weight of the Eclipse Pro is just 10g more than its breezy Aries model, at 280g in a size medium.

Giro plans to make the helmet available through its website and authorised retailers in mid-February 2026, retailing at $349.95. Additional product information, including colourway options, will be rolled out between now and then.

A very brief first ride review

The Eclipse Pro showed up on my doorstep as a surprise. No official packaging, no branded helmet box; just a helmet wrapped in bubble wrap and paper inside a black box. But this helmet didn't need much explaining; we'd seen it all over the pro peloton these past six months.

But with the helmet arriving just a day before the embargo lift, my time riding in it has been brief. Still, the first impressions are positive.

When it comes to cycling helmets, I’m very much a creature of habit. Once I find a model I like, I’ll wear it until it’s dented or worn out, then buy the exact same one again. That’s how I’ve ended up in Giro helmets for roughly the past 12 years. I wore various iterations of the Giro Synthe for close to eight years before eventually moving to the Aries Spherical, which I’ve now been riding for the past three seasons. Different colourways, sure, but always the same model.

The reason is simple: it’s lightweight, low-profile, well-rated for safety, and extremely well-ventilated. That last point is also why I’ve never really loved aero helmets. They tend to run hot, and with long hair, temperature management is already a challenge. Can this new Eclipse Pro finally convert me to riding in an aero helmet? Maybe!

The heart of winter isn’t ideal for testing cooling performance, but during my one ride, Eclipse Pro feels surprisingly close to the Aries. There are a decent number of vents, I noticed no pressure points, no sweaty brow and no hair snagging, which is something older MIPS systems were prone to.

And when I put both helmets on my Park Tool scale, I found a mere six-gram difference between the Eclipse Pro and the Aries.

I like that the Roc Loc® 5.5 Air fit system has been carried over as it's easy to adjust and, for riders with long hair, it leaves enough room to pull a ponytail through. With that said, I’ve consistently found that sizing up in Giro helmets works better for ponytail wearers, and that remains true with the Eclipse Pro.

As for looks, the Eclipse Pro comes across as a slightly more streamlined Aries. It sits lower on the head than many helmets, which I prefer, and despite the all-white colourway, it avoids the dreaded mushroom look.

More to come.

In professional cycling, sponsorship agreements shape much of what we see on race bikes. Frames, wheels, groupsets and clothing are usually dictated by contracts. But pedals remain one of the final pieces of equipment where rider preference and marginal gains still outweigh sponsor alignment. At least, for the riders of the men’s and women’s Visma-Lease a Bike squads, it seems.

The Dutch WorldTour outfit spends tens of thousands of euros every year on Speedplay pedals, despite having no sponsorship agreement with Wahoo. In fact, team partner SRAM, which owns pedal brand Time, could easily supply pedals as part of its contracts, as it does for other teams including SD Worx-Protime, Lidl-Trek and Canyon-SRAM zondacrypto.

Still, a close look at race photos from past seasons shows that the vast majority of the team’s riders, including stars Jonas Vingegaard, Wout van Aert, Marianne Vos and Pauline Ferrand-Prévot, race on Speedplay pedals.

Wahoo confirmed to Cycling Weekly that Visma-Lease a Bike indeed purchases these Speedplay pedals outright, with the Speedplay Aero pedals being the most commonly used model.

Naturally, we wanted to find out why one of the most R&D-driven teams in the peloton chooses to spend its own money on pedals.

Marginal gains

Of course, Speedplay is hardly new to the WorldTour. Long before marginal gains became cycling’s dominant language, the brand’s distinctively shaped pedals were already a familiar sight in the peloton. Who doesn’t remember the bright green lollipops under the feet of Peter Sagan and his Liquigas teammates? Or the minimalist, cross-shaped Zero Pavé pedals on Fabian Cancellara’s Paris-Roubaix-winning bike? At the Tour de France, Bradley Wiggins won on Speedplay, as did prolific stage hunter Mark Cavendish.

Yet despite the pedigree, Speedplay has always occupied an odd space in the WorldTour, drifting in and out of fashion. In adopting Speedplays, Visma-Lease a Bike is firmly in the minority today, and it did so only after significant research.

At the WorldTour level, performance departments routinely test equipment both within and outside their sponsors’ offerings. When riders and staff believe a component delivers measurable benefits, be it in aerodynamics, efficiency or comfort, teams are often willing to absorb the cost.

"Of course, we carried out extensive testing to decide which pedals we would recommend to our riders," a Visma-Lease a Bike spokesperson told Cycling Weekly.

But it's a recommendation, not a directive.

"Ultimately, it is up to the riders themselves to choose which pedals they ride. This mainly comes down to the riders’ personal preferences. In the end, the choice lies with them.”

The most obvious reasons Speedplay appeals to Visma-Lease a Bike are stack height (the distance between the sole of the shoe and the pedal axle) and aerodynamics.

"This setup brings your feet closer to the bike’s axle, offering a significant aerodynamic advantage and improved pedalling efficiency," says Victor Campenaerts, one of the team’s more outspoken riders when it comes to equipment.

Speedplay pedals have among the lowest stack heights in the road market: roughly 11.5 mm in a standard configuration, and as low as 8–8.5 mm when paired with Speedplay-specific four-bolt shoes, such as those supplied by Nimble for Visma-Lease a Bike. That brings the rider’s foot closer to the crank axle than most competing systems.

Lower stack height may also marginally improve power transfer and cornering clearance, but it is the aerodynamic implications that appear to have tipped the balance. The Speedplay Aero pedals used by many riders are widely regarded as among the most aerodynamic pedals available, complementing the team’s aero-optimised bikes, apparel and helmets.

The aerodynamic cover does remove one of Speedplay’s traditional advantages of dual-sided entry. And so, for particularly muddy races or events where frequent re-clipping is likely, some riders opt for Speedplay’s Nano model instead, as was spotted on Marianne Vos’ Paris-Roubaix setup.

The team’s widespread adoption of Speedplay pedals has not come without challenges, however. After joining Visma-Lease a Bike, Campenaerts described the stress of adapting to a completely new set of contact points.

“The change of frame itself isn’t that difficult to get used to,” he explained, “but every contact point of my body with the bike is new. That adjustment caused me quite a lot of stress at first… getting the cleats positioned correctly was no small feat.”

"A Wildly Misunderstood Pedal"

The complexity of Speedplay cleat positioning is both a drawback and a defining feature. That same adjustability has also shaped the pedal’s long-standing reputation as a solution for riders with knee issues, rather than as an outright performance choice.

"Speedplays are the bike fitter’s and physio’s friend, but they’ve got a bit of a medical stigma," says Phil Burt, former consultant to Team Sky and Head of Physiotherapy at British Cycling. “They’re a wildly misunderstood pedal. They’re also a bit more complicated to set up, so a lot of people feel scared about them."

That fear, Burt argues, stems partly from the pedal’s small appearance and partly from a fundamental misunderstanding of how riders interact with their bikes. Cyclists, he says, do not arrive at the bike as neutral, symmetrical systems.

"We walk on bikes; we don’t pedal. We take our walking biomechanics and put them on the bike. Some people walk duck-footed, some pigeon-toed, some straight on, and some do different things with each leg," he says.

Those asymmetries become relevant once a rider starts pedalling at high loads and high volumes, and it is here that Speedplays diverge from many other pedal systems. Rather than fixing riders into a narrow, pre-set position, Speedplay allows a wide degree of adjustment: fore–aft, laterally and rotationally, with float adjustable between zero and 15 degrees. Crucially, each side can be set up independently.

For riders with asymmetries (something Burt says is far more common than generally acknowledged, particularly after significant injuries), that independence matters.

“If your left leg wants to do one thing and your right leg wants to do another, that’s really hard to achieve with most pedals,” he says. “But if you’re in your preferred position, surely that’s more powerful. You’re not fighting against yourself.”

Speedplay also offers four different axle lengths, allowing stance width to be adjusted to better align a rider’s feet under their hips. Burt points to Bradley Wiggins’ Tour de France win as an example of how that adjustability can be performance-critical rather than remedial.

“Brad had to win on Speedplay because his hip was kicking out as he got a bit older,” he says. “I don’t get why stance width is the same on an extra-extra-small bike as it is on an extra-extra-large bike. We already accept that saddles need to change. Why wouldn’t pedals?”

Burt argues that the pedal's injury-management stigma is a short-sighted view that ignores its proven performance advantages.

"We put them on the track team for the Rio Olympics because they’re more aero. And the fact that Visma is buying them is a big endorsement [for the performance benefits]," he says. "But honestly, I think they’re more comfortable."

Visma-Lease a Bike has been somewhat coy about sharing a definitive reason for the widespread adoption of Speedplay pedals across its team. But taken together—the aerodynamic gains, low stack height and degree of adjustability—the appeal is easy enough to understand.

Have you ridden Speedplay pedals yourself? Do you see them primarily as an aerodynamic gain, an aid in injury prevention, or simply another tool for fine-tuning fit? Let us know your thoughts in the comments below.

In bike racing, the streets of France and Italy aren’t just the sport’s arenas. They also serve as its catwalks. While fashion houses hit Paris and Milan to show off new collections, bicycle brands do the same with yet unreleased models, with the best riders in the world sitting atop them to, yes, win races but also to sell the bike to the masses.

This strategy means that we get to see the latest and the greatest well before they are available for purchase, by which point the cycling media has done its job of whipping the public into a frenzy ahead of the official launch date. Or something like that.

All of which means you will have most likely seen the Factor ONE before. Its radical design was hard to keep quiet even amidst a peloton travelling at speed.

The prototype was the talk of the Critérium du Dauphiné well before it won the stage on its racing debut. Here was an aero bike created to push the envelope and, perhaps, even test the patience of the UCI. Factor asked itself just how fast can a race bike be? And the ONE is its definitive answer.

We sent Jamie Williams to Girona to go and find out what all the fuss is about.

If, like me, you’re a bike nerd, then the new Factor One is probably the most exciting race bike that you’ve seen in the last five years. We already know that it’s like nothing else on the market; we already know that it’s been independently tested as one of the fastest in the world, but what we don’t know is what it’s like to ride…until now! I got on a plane to Girona to find out.

With most bikes you can take an educated guess about how it's going to ride, before even swinging a leg over it; you can study the geometry chart and the tube profiles or perhaps ride the previous generation.

With the ONE though, the rule book has been well and truly torn up, and yes, we did ask Factor if the radical design will still be legal in 2026.

The Surprises Keep Coming

At the launch of the bike, I was expecting to have to step back in time to my university days where I studied aerodynamics. However, surprisingly, the main focus was on geometry instead, so I suppose we’d better start there:

Director of Engineering, Graham Strive, was keen to get across that it’s not Factor’s job to tell a rider how to ride a bike or indeed how to sit on a bike, instead it has studied emerging trends within the pro peloton such as wide tyres, short cranks and the desire to get as far over the bottom bracket as possible, and built a bike that satisfies these new desires.

The most obvious development driven by rider needs then, is a much steeper seat tube angle, 76 degrees in fact, up from 73.5 degrees on the Ostro VAM race bike, which itself is by no means slack when compared to the competition.

Factor says that this change is as a direct result of the WorldTour peloton requesting not only zero setback seatposts, but even positive ‘setback’ posts to try and get ever more forwards, further over the bottom bracket.

Factor says that the issue with this 'race to the front' is that stem lengths are ever increasing and a rider’s weight is being pushed further over the front wheel resulting in more high side crashes. To counteract this, the Factor One uses a longer wheelbase to put the front wheel further in front, a longer top tube (around 2cm) and a lower bottom bracket.

Some quick maths will tell you that the increased top tube length all but cancels out the steeper seat tube angle so to further reduce effective stem length the bars are connected a full 2cm in front of the steerer tube. When peloton stem lengths average 130mm, with 140mm and 150mm girders not uncommon, Factor says that this will reset the balance.

I was expecting the result of all this change to feel pretty drastic but as I completed my first few kilometers aboard this futuristic contraption, I was surprised by just how ‘normal’ it felt. Looking at the bike prior to riding it I was worried that this was going to be an aero at all-costs project, a bike which performed only in a wind tunnel or in CFD software but no, it can actually go around a corner.

The bike is stable, feels rock solid underneath you during a sprint, planted on descents and quick to react to sudden inputs. In short, everything a modern race bike should be. It’s also very stiff, especially so at the front end, for better and for worse; during a sprint or a technical descent this is very welcome, but it’s chalk and cheese between this and the comparatively floppy front end of the Colnago Y1Rs, which I was riding before heading out to Girona. After just a 60km test loop on the Factor One, I was acutely aware that I could feel every bump and road imperfection through my hands despite the 30mm tubeless tyres (measured width).

In fact, this stiffness is obvious from just leaning on the bars in the carpark, the 2cm shorter effective stem length results in next to no discernible flex - even less so than the infamously rigid Van Rysel RCR-F.

The speed though is undeniable and whilst no real world test can categorically tell you whether this is a few watts faster or slower than the competition it is certainly in the upper echelons. I didn’t feel the ‘lift’ sensations over 50kph, or any of the other cliche’s that IPT’s sponsored riders came out with in the PR, but on a flat road when pushing on, this is the bike that I’d want to be on.

It boils down to the fact that this is unapologetically a race bike and nowhere is that more true than when it comes to the bar width choice: 38cm. That’s it. Wider, and Factor says that you’re not using this bike for its intended purpose, narrower and they’ll soon be outlawed by the UCI, so Factor’s holding fire.

What you do get is two bar rise options, a low rise or a 20mm high rise gull wing design that reminds me of the riser bar that came on the equally radical (when it launched) Specialized Venge ViAS. There’s five different lengths of cockpit and a few spacer options, 0mm, 5mm, 10mm and 15mm. A total of 35mm of vertical fit adjustment seems surprisingly generous on a bike that looks like, and especially compared to its main rivals.

One topic that we won’t be covering in this first ride review however is the maintenance or ease of living with a Factor designed like this, you’ll have to wait for a full review for that and we’ll have one on its way to the UK shortly for test. Hopefully in this Blush Pink colour way so we can see if it turns as many heads back home as it did in Spain.

So often the main topic of bike reviews, the Factor One's weight was hardly mentioned during the launch. It’s certainly no featherweight, the frame alone weighs 990 grams, add another 550 grams of fork and a few hundred grams of bars and seat post and you’re looking at 2.4kg before even adding a groupset. Despite this, a full bike can still be built up as light as 7.2kg and my fairly middling size build was just under the 7.5kg mark.

This is sure to anger some weight weenies out there but in a world where Grand Tours are won almost exclusively on aero weapons this is simply a sign of the times and Factor is confident that many of its sponsored riders, especially smaller ones, will opt to use this bike for every day no matter the parcours.

So will it be legal in 2026? Well, Factor will be surprised if it isn’t, they’ve been transparent with the UCI throughout the design process and seemed to be one of the few brands that weren’t surprised by the mid-season 2026 announcement. In their words - “we just ask the UCI what’s happening”.

Conclusion

The ONE isn’t just the most interesting looking bike of the 2020’s but one that signifies a pivotal switch in race bike geometry with others surely following suit in the near future.

Having ridden both this and the Ridley Noah Fast 3.0 with steep seat tube angles, I’m struggling to see the disadvantages inherent in this design, especially when the centre of gravity can be counteracted like it has been here. What this likely means is that along with the UCI’s relaxation of head tube/fork depths, this bike could be among the first of a wave of new aero race bikes, and so far it appears to be the best executed.

This is not a comfortable bike. It’s not a bike designed for the majority of people, but on smooth road, it certainly is fast and that is most definitely more than enough to a bike as brave as this a success.