Campagnolo has unveiled its latest group sets, called X, for Gravel and All-Road, featuring a 9-tooth rear sprocket. The brand ducks further under the recently rebuffed rule changes restricting final gear ratios, overthrown by competitor, SRAM, in court recently.

Campagnolo goes one tooth further than SRAM, to deliver a final drive ratio even higher than the 10 tooth SRAM uses, which courted controversy this summer, when the UCI moved to ban it.

The new X groupset is also 13 speed, a first in road when Campagnolo launched it’s Super Record 13 speed wireless groupset earlier this summer, but with others already there on its gravel groupsets, that’s less of a coup.

Whilst you’d expect to see several gear combinations, and no stone unturned in terms of matching the offering of Shimano’s GRX and SRAM’s XPLR gravel offering in terms of crank length options, gear ratios and cassette options, that’s all broadly speaking there, although a 160mm crank option is missing, so the standout feature is undoubtedly the introduction of the 9-tooth rear sprocket, allowing riders to achieve faster speeds with lower cadence.

However, the 9 tooth option invites some skepticism regarding its usability. SRAM’s Red AXS XPLR system features a 10-tooth sprocket. Shimano’s GRX system, also uses a 10 tooth set-up. Critics of ‘going smaller’ are not only at the sport’s governing body. The UCI clearly feels higher gears, mean higher race speeds. Other’s may claim Campagnolo’s 9-tooth sprocket could add resistance in the drivetrain, owing to having to drag the chain around a much smaller radius. We’ll see.

The new groupset features cranks available in lengths of 165mm up to 175mm, accommodating a range of rider preferences. Although like the Super Record 13 Wireless launch earlier this year, we are somewhat unsurprised to see Campagnolo again ignoring the fashion for a 160mm option.

The claimed weight for the entire group set is approximately 2,700 grams, which depending on how they’re weighing the groupset, puts it in between GRX and XLPR, in a competitive position. The recent Ultra upgrades offered in the road version of this groupset aren’t offered here at launch, but one wonders if similar options might become available to allow customers to hop-up their X groupset also, further saving weight, at a price of course.

The braking appears to come directly over from the Super Record 13 Wireless groupset, with 160mm rotors available here in X configuration.

The components in this range borrow much from the road version and as a result are compatible with Super Record 13 Wireless as you’d hope, with the chain length and rear mech cage in each case being critical choices for correct operation. Campagnolo says they should all play nicely with either the existing 113-link Super Record Road chain or the similar but longer 123-link version in X, provided you match it all up properly.

The Q-factor – the width between the pedals – is increased to 152mm on a 47.5mm chainline to accommodate wider stays and increased tyre clearance in gravel.

The 1x crankset is also offered in an aero set-up, and TT specific designs. The existing road crankset offers 44, 46, 48, 50, 52. This new product group expands that range to include a 1x chainset option with chainrings from 38 to 52.

The rear mech comes in two cage lengths depending on gearing choice, and both use a new nano-clutch, which Campagnolo claims is a 'miniaturised' clutch system. They also claim to have 'class leading' stiffness, and robustness. It's also UDH compatible.

The X system is paired with a new Bora, Bora X of course, which utilises a 27mm wide rim bed, made for minimum 35mm tyres, and a 50mm rim depth. That’s clearly aimed at the UCI style gravel race event market, but should make for a very exotic looking gravel race set up. Speaking of looks, the black finish from the Super Record 13 Wireless system should look pretty high end on a 9-42 cassette, and the industrial design follows that of the other Super Record family components.

As for pricing, a question we always seem to have to address with Campagnolo, it isn’t wild, although this is Super Record, so it is certainly premium, with the gravel version priced at €3,375 / 3,899 USD / £ 2,999 and the all-road version, available in 2x configurations, with the added capability of the nano-clutch rear mech for chain retention over rougher ground coming in at €4,370 / 5,065 USD/ £ 3,899.

Super Record 13 Road for comparison is €3,410/ 3,975 USD/ £ 3,050.

All versions are also available with the PWM HPPM power meter, for an additional €1,167 / $1,325 USD / £ 1,050.

The recommended retail price for the new BORA X Wheels starts at €2,290/ $2,599 USD/ £1,999. Quoted weight is 1430g.

All versions also available in a version with the PWM HPPM with a surcharge of €1,167 / 1,325 USD / £ 1,050 *

The recommended retail price for the new BORA X Wheels starts at €2,290/ 2,599 USD/ £ 1,999*

Campagnolo appear to have come back to their senses with the news today that they’ve added a 13th sprocket to their cassette – a first in road cycling – in an extensive overhaul of their range-topping Super Record groupset.

Boy did they need to. And not just because of a lack of sprockets at the back.

When Super Record Wireless launched in May 2023 they were already late to the wireless groupset gang. Sram had launched their largely unchanged Red AXS groupset way back in 2019, while Shimano Di2 had been in the market for years, sticking with the wired solution, albeit with a semi-wireless update in 2021.

Whilst it is true to say that Campagnolo EPS was very popular among Campy fans, arguably known as a more exotic choice than Di2, Campagnolo’s own EPS electronic system, in its V4 iteration by now, was still more complex to install and live with than Di2. Both were miles behind Sram in terms of ease of install and overall simplicity.

The Italian solution to this problem appeared in 2023 with their SR Wireless system. Headlines focused on the absence of Campagnolo’s popular thumb shifter, loved by fans of the brand, but polarising for those used to Sram and Shimano shifting.

Sure, they’d caught up in one way. They now had a groupset with batteries on the mechs, doing away with the fickle electronic spaghetti. However, the sheer size and bulk of both front and rear mech, coupled with a pricing strategy that made its new groupset more expensive than anything else in the market at £4,499, must have made sales hard-going.

To make matters worse, Campag followed up with a power meter that looked like something from a previous decade – with an eye-watering price tag - almost £2k more.

The full menu, if you wanted to stick with the Italian company for your groupset and best wheels, was just shy of £10k. Then you needed a frame to hang it off.

Affordable, maybe not. Competitive? Absolutely.

Today’s launch sets right those wrongs. It’s no longer the most expensive, it’s mid table in fact, for possibly the first time – a smart move for a company that has always seemed to feel the need to be just a tad more expensive than the rest. This is welcome. And weights are now bang-on par with the competition.

It also hits the right aesthetic notes for a well-considered high-end offering. Just look at it. It’s a pretty impressive set of parts, featuring a smart button for seamless integration with your other systems, more improvements to already excellent ergonomics and their typically excellent brakes. The technically excellent power meter is still in there too, with subtle revisions to design and a much more realistic ticket price.

Do we need 13-speed and will it come with fiddlier set up? Of course, we don’t need it, and yes, perhaps it’s going to have some vagaries and a fickle set up, like many other Campagnolo products, but will the market take to it? Of course it will. Will users appreciate the extra ratio? I’m sure that extra sprocket will be a luxury they come to love too, and never want to go back to ‘just’ twelve.

And what of us mortals on normal incomes? For those who dream of Super Record or those who use a less-expensive groupset by choice, the step-up to 13-speed should still pique their interest, as the technology will likely trickle down to more affordable options, such as Record and Chorus. There are hints, but no details at launch. We could also, I suspect, see a gravel version soon too.

There will always be a Campagnolo customer, in the same way that there will always be someone who goes Leica when the common-sense option is Canon. Now, with common sense pricing, the decision is less outlandish for sure.

The Giro d'Italia ventured onto new soil with a start in Albania this year, and while the Balkan country's residents feasted on the racing up close, they also got a first look at the new tech on offer.

Grand Tour season, like the spell of Spring Classics before it, always promises a surge in new equipment on the start line. This year's Giro has proven no exception.

Only three stages into the race, we've spotted new helmets, unmarked helmets, and a prototype 13-speed Campagnolo groupset. Here's a rundown of the best of the new tech, and the quirky choices some of the teams have made.

13-speed Campagnolo Super Record?

Spotted on the bike of Cofidis rider Stefano Oldani, Campagnolo appears to have updated its latest 12-speed Super Record Wireless groupset, released in 2023, and merged it with its 13-speed Ekar gravel groupset.

Our friends over at Cyclingnews got a closer look at the new 13-cog road offering, and noticed a comeback of Campagnolo’s well-loved thumb shifters, located inside the hoods. These were ditched with the Super Record Wireless’s release two years ago, bringing the brand more in line with its competitors in Shimano and SRAM.

Cyclingnews contacted Campagnolo about the new groupset, and was told elusively that “a new chapter is beginning” in the Italian brand’s history.

“We’re working on a new innovation and product positioning strategy, one that’s designed to meet the needs of various market segments,” the brand spokesperson said.

Campagnolo returned to the WorldTour with Cofidis this year, having been absent from the pro peloton in 2024. With this new groupset, the brand's commitment to elite performance seems clear.

Scott follows TT helmet trend

Bigger is better appears to be the consensus among time trial helmet designers these days.

Following on from POC’s Tempor, Sweet Protection’s Redeemer 2Vi, and Giro’s Aerohead II, Scott has now introduced its own ‘spaceship’ lid into the market. The currently unreleased helmets were worn by Q36.5’s riders in stage two’s time trial, with Tom Pidcock getting a Red Bull-branded one thanks to his personal sponsorship.

The design shares the same flared aspect as the Tempor, Redeemer 2Vi, and Aerohead II, which is said to help guide the airflow over the rider’s body.

Chinese brand XDS enters helmet market

Previously supplied by Italian brand Limar, XDS Astana have now swapped out their helmets to those of their Chinese title sponsor, XDS.

The squad began using the company's X-Lab bikes at the start of the year, and debuted the new road and TT helmets in the opening stages of the Giro. According to the team’s performance engineer, Alex Dowsett, the new lids are “competitive with the best in the WorldTour”.

Both the road and TT options were designed through wind tunnel testing, with the road lid coming out “super aerodynamic”, Dowsett said. As for the TT helmet, XDS went for a simple look that the team hopes will “work on everyone”.

“TT helmets in 2025 don’t win any fashion awards, but it’s fast, and I’m very happy with the result,” Dowsett said.

Lidl-Trek go for unmarked helmets

A sight we’re going to grow used to this season is that of Lidl-Trek riders wearing white, unmarked helmets in time trials.

The reason for this is simple: the squad’s helmet supplier, Trek, doesn’t make a time trial lid, so the team has the freedom to shop around.

In a post shared this March, the team revealed that it has carried out velodrome and wind tunnel testing for each rider to work out which helmet works best for their body shape.

This is why some wore the Giro Aerohead II, made famous by Visma-Lease a Bike and Canyon-SRAM, during stage two’s time trial, while others wore MET's Drone Wide Body II, typically worn by UAE Team Emirates.

In standard road stages, Lidl-Trek’s riders rely on Trek’s Ballista helmet.

EF Education-EasyPost swap out the pink

With customs in place to stop team kits clashing with leaders’ jerseys, it has become standard for EF Education-Easypost and Rapha to release new ‘changeout’ colours for the Giro.

This year, the American squad has gone for a neat, white design, bejewelled with the same motifs of its usual pink kit. Previous years have seen bolder looks, with multicoloured panels, recycled materials, and even a cartoon image of a duck, in a 2020 collaboration with streetwear brand Palace.

When Campagnolo released its first gravel groupset in 2020, it was the first of the 'big three' drivetrain manufacturers to break into the 13-speed cassettes while also producing the lightest gravel groupset on the market. 

Positioned as a premium choice for riders seeking top-notch performance in mixed-terrain conditions, the Ekar groupset offers superior braking, precise (albeit high-maintenance) shifting and, of course, that signature Italian flare. Aided by the Pandemic's bicycle boom, the Ekar gruppo became Campagnolo's most successful launch yet.

Four years on, Campagnolo has released the second member of the Ekar family: the Ekar GT (Gran Turismo). Somewhat surprisingly, the Italian brand did not opt to go electronic. Instead, with the Ekar GT, Campagnolo is introducing a 'more accessible' groupset with a wider gear range, the same powerful braking, slight cost savings and some improvements to boot.

Ekar GT was announced in February of this year and we finally got a chance to get a closer look and test-ride the groupset at the Sea Otter Classic in April –among the first in North America to do so. So, let's dive in. 

Ekar GT: a wide-range groupset for wide-ranging needs

In creating its Ekar GT groupset, Campagnolo did more than swap out the carbon bits with aluminum ones. Despite the cheaper construction and cost savings(albeit minor), the Ekar GT groupset offers a new and improved hood shape and the brand's widest cassettes and gear range yet -- up to 480%. 

Ekar GT remains a 1x13 drivetrain but, designed to be versatile, offers four cassette options and five chainrings to suit various riding needs, ranging from endurance riding to gravel adventures on technical terrain and bikepacking.

The four cassette options are: 9-36, 9-42, 10-44,10-48.

The five chainrings are: 44t, 42t, 40t, 38t, and the new 36t.

Its widest gearing option yet, pairing the 36t chainring with a 10-48 cassette makes the Ekar GT a great option for bikepackers. Comparably, Shimano's mechanical 12-speed GRX, in its widest 1x configuration, offers a 40t chainring with a 10-51 cassette. SRAM offers perhaps the biggest variety of gravel-oriented builds (though most are electronic), from an Apex configuration of a 38t chainring paired with a 10-44t cassette to the high-end Eagle AXS mullet builds, which makes use of the brand's mountain bike line to allow for cassettes as big as 10-52.

Designed to accommodate this wide range of gearing, the all-new derailleur is forged from carbon fiber-reinforced polyamide, anodized alloys and stainless steel bolts to withstand even the toughest conditions. The derailleur's clutch system is permanently engaged for enhanced chain retention and minimal noise control. Like its competitors, the clutch can be locked for wheel removal. The pulley wheels have also gotten a makeover; not only are they bigger, they now also feature wider cutouts for mud clearing. 

Another noteworthy change is the redesigned brake-shift levers. Perhaps taking criticisms from the Ekar group to heart (more on that later), comfort was a big focus in the redesign. The new brake levers feature a new textured hood, a greater reach adjustment range and a bump-less design. 

The crankset on the GT is also new, now forged from aluminum with steel semi-axles and aluminum chainrings. 

The whole package weighs in at a claimed weight of 2,700 grams. Given that the Ekar, in its market-lightest configuration, comes in at 2,385g, the penalty for a wider gear range is but minimal. And so is the price difference between the Ekar and Ekar GT. Despite its cheaper construction, the Ekar GT is only about 10% cheaper than its predecessor. The sticker price of the original Ekar is $1,764/ €1,696, while the new Ekar GT will set you back $1,599 / € 1,490. 

For comparison, Shimano's top-end "unstoppable" set-up consists of a 1x12 drivetrain with a 40t chainring up front and a 10-51 cassette at the rear and retails for $1,542.93 / £1,270.97 but weighs 2,833.2 grams. 

The Ride

I was keen to ride the new Ekar GT as the original gravel group had impressed me with its stopping power, crisp shifting and light weight. It did, however, have two main flaws:

1.) The rear derailleur shifts crisply when initially set up but is rather finicky. It requires frequent chain tension adjustments and tuning to keep the shifting crisp. 

2.) The bump. The Ekar hoods didn't play so nice with a lot of handlebars on the market. On many occasions, there was an uncomfortable bump at the back of the hood where the lever body merges with the handlebar. 

So did Campagnolo manage to address these issues? Yes, and I don't know yet.

I rode a Basso Palta specced with the Ekar GT in its widest configuration on and around the grounds of the Laguna Seca raceway in Monterrey, California. The testing trails were made for mountain bikes rather than gravel bikes and featured steep pitches, a rock garden and loose corners. This means I was in and out of the saddle and moving all over the bike. The aforementioned palm bump was pleasantly absent.

The redesigned Ergopower levers provide a flat and secure grip with lightly ribbed hoods and improved reach adjustments, allowing for better customization for us folks with small hands. 

I cannot speak to how well the rear derailleur stays in tune because I simply didn't get to ride it for long enough, but the wide gearing is a most-welcomed addition as I needed every last tooth on this track. It was also something customers felt was missing from the existing Ekar group, which, while versatile, didn't have that extra low gearing adventure riders and bikepackers are asking for. Not that this groupset is made for that end of the spectrum alone. The cassettes are really well thought-out. The lowest options offers a rare 9t smallest sprocket, and all of the options move up by just 1t for the first 6 cogs - offering efficient and powerful pedaling on flatter and fast terrain. The jumps gradually increase as you get higher up in the cassette. This feels natural and in line with the changes in terrain. To me, this wide cassette sits in that happy medium between a SRAM XPLR system and SRAM Eagle mullet build. 

The only bummer for current Ekar users is that the Ekar derailleur won't be able to handle the new 10-48 cassette, and the Ekar GT chainrings have a different  BCD (bolt circle diameter) than the Ekar crankset, meaning that the groups are not cross-compatible. 

I had a blast riding the new Ekar GT. The challenging, mountain bike-y terrain proved a perfect showcase for what this group is made for: anything you want it to do. With the 20 possible configurations, you can design the groupset to specifically suit your riding needs - all while staying in the same component family. 

First Impression

With these bump-free hoods, better gear range offerings, powerful braking all in a still rather lightweight package, I can’t fault the Ekar GT groupset. I just wish the price was more competitive

The long-awaiting Campagnolo power meter is finally here. The Italian drivetrain manufacturer filed for a patent for its first crank-based power meter back in 2020, and we've been eagerly awaiting the reveal ever since. Patent drawings aside, an actual Campagnolo HPPM crankset first broke cover at the UCI Cyclocross World Championships earlier this year aboard Dutchman Ryan Kamp's bike. Thus, a public release could not be far off. 

An in-house power meter has been a noticeable gap in Campagnolo's product offerings, as its main rivals –Shimano and SRAM—have long integrated in-house power meters into their groupset offerings. 

After acquiring Quarq in 2011, SRAM was the first to release its in-house power meter, the SRAM RED Quarq spindle in 2014. Shimano followed in 2016 with the unveiling of the Shimano FC-R9100-P power meter, which was integrated into the band's Dura-Ace R9100 series crankset. Meanwhile, Campagnolo consumers relied on third-party options like SRM and Stages for their power data. 

There was some surprise last year when Campagnolo released its new, 12-speed Campagnolo Super Record Wireless groupset, which, despite being the most expensive mass-market groupset ever to be released at $5,399/£4,499, still did not include a power option. But now here we are. 

At a time when SRAM is pushing power meters for the masses with its 2023 release of a $300 Apex-level crank-based power meter (albeit a single-sided one), Campagnolo is going after the opposite pointy end of the market with the unveiling of the HPPM (High Precision Power Measurement) power meter, a crank-based measuring device that's part of the brand's Super Record line-up and comes with the staggering price tag of $2,449 / £1.949,00 / €2,240.

Cycling Weekly was among the very few to get our hands on the crankset pre-release to experience the now complete top-end Campagnolo Super Record package, consisting of the fully wireless shifting technology, power meter crankset, and even the newly released Bora Ultra WTO wheelset.

Introducing: The Campagnolo HPPM Power Meter

Campagnolo says designing the power meter took "extensive research and analysis" and that its introduction today isn't just about completing the brand's product line-up, it's a "commitment to delivering supremely accurate data to enhance training and racing for passionate riders".

To measure this data, Campagnolo opted for a spider-based power meter, with the measuring device located between the crankarm and chainrings. Spider-based power meters offer several benefits, from protection of wear to, most importantly, the ability to capture complete dual-sided power measurements.

Campagnolo's HPPM features 16 sensors (called strain gauges) strategically placed in the crankarms to detect torque values throughout the pedal stroke. This data is then paired with real-time angular velocity data provided by the crankset's built-in gyroscope. The power meter measures the angular velocity and torque signals every five milliseconds which, when translated through a tailored algorithm, boasts a claimed accuracy level within +/- 1%. 

The power meter is housed in Campagnolo's 'Ultra-Torque' crank system, which the brand says is its 'most advanced system for translating the rider's organic power to output.' As seen in the existing Super Record crankset, this system makes use of a unidirectional carbon fiber crankarms and a titanium axle for efficient power transfer. However, the power meter's spider appears to be made of alloy.

The HPPM communicates with your phone or head unit via Bluetooth and ANT+, and makes use of the same magnetic charging connector as the other Campagnolo wireless components. Fully charged, the power meter is said to last "over a month," whatever that may be, and can be recharged completely in under four hours.

The HPPM crankset is available in a 2x12 configuration with crankarms of 170mm, 172.5mm, or 175 mm and three chainring configurations: 45-29, 48-32, and 50-34.

Campagnolo's latest phone app, My Campy 3.0, is set to receive a software update to track battery status and make system calibration and updates a user-friendly experience.

The Competition

The Campagnolo power meter significantly out-prices its drivetrain rivals – and one could easily buy two mid-tier power meter-equipped cranksets or power pedals for that money. Should you want to buy a Campagnolo Super Record Wireless  groupset with the new power meter crank included, you're looking at a price tag of $6890 / €6290. 

When asked what the consumer gets for that extra $1200, Campagnolo pointed to the promise of an 'unrivaled level of accuracy,' a 'best-in-class spider geometry,' the 'extreme efficiency' of the Ultra-Torque technology, and the 'highest standard of product finishing and eye-catching design' Campagnolo is known for. Or simply said, "the best riding experience."

Indeed, with the claimed accuracy level of +/- 1, it does provide a better claimed accuracy level than its Shimano and SRAM competitors and places itself among the power meter specialists like Power2Max and SRM. 

The eye-catching design and finish is, of course, highly personal though I'd agree that the  exposed carbon aesthetic on the crankarms is quite stunning indeed.

Weighing in at just 656g (for 172.5mm cranks arms and 45x29 rings), the crankset is also quite light. Around 100g lighter than the Dura Ace power meter but not quite as light as the SRAM Red AXS power meter crankset at 630 grams with 170mm crankarms and 50/37 rings.

The HPPM in use

To showcase its top-end product line, Campagnolo provided me with a Trek Madone SLR 9 frameset equipped with the new Super Record Wireless drivetrain, the HPPM power meter crankset, and the newly released Bora Ultra WTO wheelset wrapped in Continental 5000s. Ready to ride, the bike weighed in at just 15.5 pounds (7kg). 

This WorldTour-ready package looked and made for an absolute rocket ship of a bike that has had me grinning from ear to ear on every outing. At well over $16K, it's also among the priciest mass-produced bikes I've ever ridden. Netting one Strava Personal Best after another, the bike made me remember how much fun all-out race bikes can be. 

Campagnolo mentions its "eye-catching design" and superior product finishes as reasons why it stands out from its competitors, and I agree with that. The Italian flare does look luxurious—especially now that it's rid itself of the old thumb shifter. The whole system is also remarkably quiet. No freehub sound, no clunky shifting - pure stealth. 

The electronic groupset blinks its blue light frequently, while the HPPM power meter lets you know it's ready to go via two yellow lights in the center of the spider. Like the rest of the Super Record groupset, the HPPM power meter was quick to communicate with my Garmin head units and phone. 

Sadly, my outings on this purebred racer have been but few and, of course, with testing in mind. As such, I've been riding around with dual computers and power meters to compare the ride data. 

I've been comparing the Campagnolo HPPM crankset-based power data with the results of both Garmin's and Wahoo's dual-sided pedal-based power meters – both of which also carry a claimed accuracy rate of +/- 1.0% (and because I've yet to figure out how to run two crankset-based power meters simultaneously).

Before I share my initial impressions, it's important to preface that we received this test unit pre-release and as such, the My Camp 3.0 app has yet to receive its update in order to recognize the power meter. Thus, we could not conduct any in-app calibration, should that be required. In our experience, however, most modern spider- or crankset-based power meters get zeroed out after assembly and installation  \in the factory and should not need pre-ride calibrations, but it could certainly play a factor in these initial findings. I have also not done an indoor test where I can compare the HPPM's data to that of a Kickr. 

During my time with the Campagnolo-equipped bike, I rode my usual loops at a normal, ride-by-myself pace, and I conducted a hill-repeat session as well. Compared to both pedal-based power meters, the Campagnolo meter consistently read higher than the power pedals. On the full-ride power averages, the discrepancies averaged an astonishing 15% difference between the HPPM data and the power pedal data. On max power data, the discrepancies were smaller at an 8.7% difference on average. However, the cadence data as well as the Left and Right Power Balance data was almost identical.

The discrepancies are larger than we would expect to see between power meters. However, as stated, calibration could be a factor here, and this can't be verified until the app is ready to use. 

I look forward to interacting with the power meter through the app upon release and to see if that brings those numbers any closer, and will provide a longer term review once I've had a chance to log some more miles with a calibrated power meter. 

Paris-Roubaix, with its treacherous cobblestone sectors, is a race that inspires innovation. 

This year, Cycling Weekly wandered through the team paddocks in Compiègne, searching for tech oddities, both old and new. Here is a run-down of what we found.  

To see what we uncovered at the women's race, including Zoe Bäckstedt's special pedals and some prototype cobble tyres, visit our tech insights from Paris-Roubaix Femmes. 

Adjustable tyre pressure systems

One of the biggest talking points at this year's Paris-Roubaix was the use of adjustable tyre pressure technology. 

Above is the Atmoz system, developed by wheel brand Scope and used by Team DSM. It works by releasing pressurised air from a reservoir in the hub, and can inflate or deflate at a rate of 7.3psi (0.5 bar) per second. 

At the race, only Pavel Bittner and Nils Eekhoff used the new system. Both also ran different tyres to their team-mates (Vittoria N.Ext rather than Vittoria Corsa Pro), due to incompatibility with sealant.

If, like the DSM duo, you'd like to try the Atmoz, it's available commercially on Scope's website at an eye-watering price of €3,998 (circa £3,500). 

The only other team using an adjustable tyre pressure system at the race was Jumbo-Visma. Like DSM, only two of the Dutch team's riders (Christophe Laporte and Dylan van Baarle) opted for the new technology, this time engineered by Eindhoven-based brand Gravaa. 

The company's Kinetic Air Pressure System (KAPS), similar to the Scope Atmoz, is controlled wirelessly via Bluetooth with buttons installed on the handlebars. 

"I think it can be a huge advantage," Wout van Aert told Cycling Weekly and other outlets after his recon ride, but curiously the Belgian chose not to use it. When asked why he waived the device, he laughed and said: "Good question."

Stem wars

Arkéa-Samsic are the only WorldTour team using Bianchi bikes this season, and rode the recently-unveiled Oltre RC at Roubaix. 

The 'hyperbike' was originally designed to fit an aero Velomann stem, but due to Arkéa-Samsic's sponsorship agreement with brand FSA, the French team's riders used a mash-up of components in their cockpits at Roubaix. The result is rather clunky looking. 

EF Education-EasyPost's Jonas Rutsch also appears to be a fan of FSA. The German used an older model of the company's SL-K stem, and selected a longer option during the race, likely in favour of comfort or a more aerodynamic position.

Keeping it old school

There are a few curiosities to unpack in Michael Schär's Paris-Roubaix drivetrain. First is his lack of power meter, not visible in either the crankset or the pedals. The rest of the AG2R Citroën squad used team-sponsored Power2max cranks.

Schär's 54T chainring stood out too, as a custom component in his Campagnolo Super Record set-up. Notice how it's fixed with a hotchpotch of bolts - two of which are Specialized branded - which were probably pulled out of a spare parts bin. 

Van Aert goes 1x

As he did at Milan-San Remo, Van Aert rode with a single chainring at this year's Roubaix, integrated in his Sram Red eTap AXS groupset. 

Speaking to Cycling Weekly, a representative at Sram revealed the Belgian's exact gear ratio, detailing that he chose a 1x 54T, with a 10-26 cassette. The rest of the Jumbo-Visma team opted for a slightly larger range, with all using 10-30 cassettes, and most riding with two chainrings.

Grit sand paper

Careering over the bumpy, jagged cobbles of northern France, it's common for frame components to wriggle loose. Here, the Astana Qazaqstan mechanics have glued a small tab of grit sand paper to the front fork, presumably to keep the race transponder safe and secure. 

Mads for gold

Former world champion Mads Pedersen likes to ride in style. The Dane was the only Trek-Segafredo rider at Paris-Roubaix with a gold chain and cassette, both of which he's been running since last year's Tour de France. 

Still, it seems gold chains are few and far between at the US-based team. Pedersen's spare bike was fitted with a standard silver chain, meaning he would have to ditch the bling if he came unstuck during the race.

D-egg-enkolb's lucky charm

Ok, this isn't strictly tech, but this brightly-coloured drawing of an egg, sellotaped to the top tube of John Degenkolb's bike, caught our eye in Compiègne. 

Asked about the drawing, the Team DSM rider told Cycling Weekly: "My kids always prepare something, a small surprise, and obviously it's Easter so I got to carry some Easter eggs.

"I remember when I won [in 2015] I had a printed footprint of my son."

During Sunday's edition, the German collided with Mathieu van der Poel and crashed on the Carrefour de l'Arbre. He fought back to finish seventh in the velodrome, perhaps spurred on by his lucky egg. 

"It's been a long time since I was up there in the final like this," he said afterwards. "I think I rode a really good race."

Italian bike component brand Campagnolo might soon launch its first wireless shifting levers, recent filings have shown. 

Campagnolo has sought a licence from the Federal Communications Commission (FCC), the body that oversees the regulation of electronic products in the US, for a new wireless shifting product. 

A company would generally request an FCC licence if it had imminent plans to sell its product to the US market. 

Filed last week under the name ‘PRJ-330 ERGOPOWER CONTROLS + CALIPERS’, Campagnolo S.r.l.'s FCC application is for a “digital transmission system” that operates with Bluetooth frequencies. The product appears to constitute new brake hoods and levers, fitted with a wireless mechanism.  

It is thought that the product relates to an updated version of the brand’s Super Record groupset, which will be able to communicate wirelessly with the drivetrain for the first time. 

Further analysis of the corresponding patent, filed by the company as ‘manual control device for a bicycle’, appears to confirm this. 

The patent says: “The invention relates to a manual control device for a bicycle, as well as an electronic bicycle system comprising it.

“Control devices are used to issue one or more commands to one of more mechanical and/or/ [....] electro-electronic equipment of the bicycle, such as a brake associated with a wheel, a gearshift associated with the hub of the read wheel, a derailleur associated with the bottom bracket spindle.”

Imagery provided within the patent clearly shows the need for button cell batteries within the brake lever hoods. This does not exist in the brand's current Super Record design. 

Plans of the new product show that Campagnolo will also incorporate two finger-operated buttons for shifting. Previous products only had one button on the lever, as well as a thumb-operated shifter on the hood.

Should this product reach the market, which looks likely, it would mark the Italian brand’s first wireless shifting groupset. Currently, Campagnolo’s electronic Super Record is fully wired from the shifters to the derailleurs. 

Other component manufacturers have long offered wireless groupsets, with Sram selling its top-tier eTap products since 2015 and Shimano’s latest Di2 range now coming fitted with wireless shifters.