Electric mountain bikes are ruining mountain biking by impacting our personal relationships with effort and reward.

Traditional arguments against eMTBs centre on jeopardising trail and land access rights, abuses of in-built, country-specific speed limits and tearing up the trails with excessive erosion, among plenty of other legitimate concerns.

I agree with those frequently aired arguments – anything that puts our sport, and anyone’s right to go out and make the most of the countryside at risk, isn’t positive.

But I think the real reason eMTBs are ruining mountain biking is a deeply personal one.

It’s a reason any long-standing cyclist – who’s been around way before ebikes zipped up and down our hills and mountains – can surely identify with.

Heck, even those new to our sport can understand and appreciate how there’s no such thing as a free lunch.

Type one fun – the descents, a jump line, freewheeling to the bottom of the hill – was, in the past, only made possible by copious amounts of type two fun.

The long, slow, grinding, sweat-inducing winch to the descent’s start makes that very fling with gravity even better, even more fun and rewarding.

But here’s the kicker, that type two fun with its grimace-making effort of burying yourself is, in retrospect, also highly rewarding and enjoyable.

Electric mountain bikes are disrupting our relationships with these two core ingredients of mountain biking like never before, and we’re much worse off for it.

• Spoke Tension | Are eMTBs ruining our trails?
  

An off-piste acknowledgement

Before I go on, there needs to be an acknowledgement that eMTBs – and what they enable people to do – are excellent.

For people with a disability, people looking to start their fitness journey, people who don’t have much free time to ride, those coming back from an injury, or anyone else for that matter, they’re such a great tool, facilitator and enabler.

Even as an able-bodied, relatively fit guy who tests bikes as a job, I love riding mine, and there are plenty of people like me who love riding theirs.

Whether that’s for a lunchtime blast, an all-day epic or just a regular ride, ebikes are wicked.

I’m not singling anyone out, I’m not judging you for your choices or what you ride, but I still believe my point stands.

• 15 benefits of riding an electric bike
  

Unsatiated

When eating out, or even at home, have you ever finished a dish that’s supposed to be a main meal and thought, ‘that was a nice starter, I wonder what’s for dinner’?

You leave unsatiated, hungry for more, dissatisfied with the quantity – cheated even – regardless of whether the food ticked all your other boxes.

In my eyes, ebiking is cycling’s equivalent of a lacklustre lunch.

More frequently than not, at the end of an eMTB ride, I’ve been left feeling slightly hollow, disappointed and unfulfilled.

Those rides have been long enough, they’ve had enough elevation gain and descent, and were tremendous fun, but the relationship between how much effort I’ve been putting in and the amount of sweet downhill reward isn’t in balance.

That same feeling of mild disappointment you get when you’ve not been given enough food lingers after an eMTB ride.

But it wasn’t while riding ebikes that this occurred to me.

Buzz kill

The penny dropped when experiencing the balance of effort versus reward at its most stark while riding chairlifts and bike parks in the Alps earlier this year.

After casually racking up more than 6,000m of ascent and descent in one afternoon riding laps on what can only be described as some of the best trails in the world, I expected to have an afterglow; a buzzing, elated feeling I could relive and ride through the evening’s lull until the next morning’s fix.

But the feeling didn’t come.

I was flat, unfulfilled, my appetite unquenched by the repeated laps.

The next day, rather than buying another lift pass, I decided to pedal to the chairlift’s summit instead of slouching on the soft, padded and comfortable lift.

One lap was only 600 metres of elevation change, and the pedal – while not taking that long – set the tone for the ride.

On the way up, I decided to see how long I could hold certain power outputs for, I drifted off and thought about the mountains, I enjoyed the cowbells, I appreciated the morning sun and dew on the grass, and I pondered the lines I was going to take on the descent.

I got to the top of the mountain sweaty, energised and ready to savour every last turn, braking bump, root and rock on my way back down.

Earning something precious – created by the relationship between the climb and descent – added so much value to my lowly, single downhill run.

Pedalling to the top of the track made that run infinitely better than the 10 I did the afternoon before.

Back to ebikes

While I’ll admit chairlifts and ebikes don’t have a great deal in common, taking the example of effort versus reward to its extremes helped me grasp what was going on.

On the chairlift, you’re sat fully stationary, free to snack, scroll or do whatever you please, while on the ebike you’ve got to be engaged, pedal, steer, brake and exercise.

But I realised that same hollow feeling I’d been experiencing at the end of ebike rides was the same I got from lapping the chairlift all day.

It was a eureka moment – the disruption between my effort input and my reward output was messing with my head and causing a disconnect.

Electric mountain bikes are preventing me from accessing the pleasure only the purest all-out efforts seem to be able to unlock.

Don’t be angry

I’ve said it before, but I’ll reiterate it again.

You can still bury yourself on an ebike.

You can max out your heart rate, you can burn as many calories as you want, and you can certainly get stronger, fitter and become a way better rider with one.

You can also put in the same amount of effort as you would on your pedal bike, but go twice as fast or twice as far.

But don’t be angry if I call you out – how many people are using their ebikes like this?

How many of you are going as hard as you can – in the same way you would on your non-assisted bike – on your eMTB?

From personal experience, I’m going to bet confidently that very few are, me included.

Hitting the bike’s speed limiter feels like ramming headlong into a brick wall while maxing out the motor’s cadence window, so when support drops off it’s also demoralising.

There’s no incentive to push just that bit extra, to lift yourself truly out of your comfort zone as you would on your regular bike because your ebike doesn’t give you that instant, torquey, powerful dopamine hit when you do.

Recalibration

The next time you head out on your regular bike, it takes a while to recalibrate – I frequently asked myself, ‘why isn’t this climb easier, or worse yet, already over?’. That is, until I came to terms with the impending slog.

Our perceptions of the amount of effort needed to get to the top of a favourite trail versus how much effort is required are totally out of whack.

It’s easy to see how people get stuck riding only ebikes.

They begin doubting whether they can make it up the climb on their non-electric bike and they question whether they’d be able to do more than one or two climbs and descents in a day.

Along with the other – very good – reasons for riding only ebikes, people get stuck, hooked on that gentle glide to the trail’s top.

eMTBs are ruining mountain biking

There’s no substitute for your regular bike, for pushing yourself, for going that little bit harder, for longer.

And, most importantly, for earning that sweet reward on the way back down after hours of hard, all-out effort.

The dichotomous relationship between time spent going up and down, and the amount of fun they both bring to the equation isn’t mathematically sound, but it’s the reason I and many others love this sport.

The effort makes the reward – no matter how small – that bit more worth it.

My advice: don’t ruin it by only riding eMTBs.

This week, as the Tour de France Femmes avec Zwift 2026 route was presented, Zwift announced a 3-year extension of their TdFFaZ presenting partnership with Amaury Sport Organisation (A.S.O.). Read yesterday’s press release below…

Zwift, the global online fitness platform for cyclists, is today proud to announce the extension of its sponsorship of  Tour de France Femmes avec Zwift, continuing as Presenting Partner until at least 2029. The deal marks a continuation of a long-term partnership with A.S.O. that saw the introduction of the Tour de France Femmes avec Zwift to the UCI calendar in 2022.

“This is much more than a sponsorship for Zwift, it’s a part of our identity, underpinned by our mission to make more people, more active, more often.” Says Eric Min, Zwift CEO and Co-Founder of Zwift. “Growing women’s participation in cycling is a critical mission. We truly believe that to be successful, the Tour de France Femmes avec Zwift is essential. The first four years of this partnership have been incredible. The excitement is tangible and the impact is clear. I can’t wait to see what we can achieve over the next four years and beyond.”

The Tour de France Femmes avec Zwift was born from a shared vision between Zwift and A.S.O. to elevate women’s cycling to the global stage it deserves. The partnership began with the Virtual Tour de France in 2020, launched during the pandemic with equal fields for both men and women, to keep racing alive and connect fans around the world. The success of this event cemented the co-determination to bring back a Tour de France for women. That vision became reality with the launch of the Tour de France Femmes avec Zwift, a milestone moment that continues to inspire, engage, and grow the sport globally.

“The Tour de France has always been the most famous race in cycling and it has been fantastic to have it added to the calendar for the women’s peloton,” says Kasia Niewiadoma-Phinney, CANYON//SRAM zondacrypto rider and 2024 Tour de France Femmes avec Zwift winner. “Winning the iconic yellow jersey has been the highlight of my career and it is so exciting that the Tour de France Femmes avec Zwift will continue to be the biggest race on the calendar and show off the excitement of women’s cycling to people around the world.”

Central to Zwift’s mission to grow women’s cycling is the Watch The Femmes campaign. Over four years, the call to action has evolved into a movement, inviting everyone who supports women’s cycling, from media and industry partners to brands and fans, to unite around a shared goal: growing the sport and ensuring women’s cycling receives the visibility and recognition it needs to continue thriving. The impact of this united effort is clear in the rising visibility and audience engagement around women’s cycling. There is no race on the women’s calendar that has helped bring more attention to the sport. 2025 brought an average audience of 2.7 million viewers per stage, in France alone, with the coverage accounting for a 31.6% audience share. The final stage with Pauline Ferrand-Prevot storming to victory brought a peak audience of 7.7 million. Since the introduction of the Tour de France Femmes avec Zwift in 2022, Zwift has also seen an increase in the number of women joining the platform. Currently, 23% of new subscribers are women – a notable increase since the first edition of the race in 2022, where women accounted for 18% of new subscribers.

“The Tour de France Femmes avec Zwift continues to break records and exceed even our own expectations,” says Marion Rousse, Director of the Tour de France Femmes avec Zwift. “It’s a pleasure to work alongside a partner that helps amplify the race and women’s professional cycling in the way that Zwift does. We’ve achieved a lot already and I’m excited that we can continue this journey together.”

For more information on the Tour de France Femmes avec Zwift, head to www.letourfemmes.fr/en

More information on Zwift’s Watch The Femmes, head to https://www.zwift.com/watchthefemmes 

Bank Road in Matlock plays host to the 2025 CTT National Hill Climb Championship this weekend and BikeRadar will be there, hunting down the weirdest, lightest, sketchiest and most wonderful bikes on show.

The Nationals mark the finale of Britain’s short but savage hill climb season, a uniquely British racing niche that sits entirely outside UCI regulation.

This sees riders strip their bikes to the bare minimum in pursuit of speed, racing solo against the clock in a time trial format on climbs lasting anywhere from one to 20 minutes.

From high-end carbon frames with the paint sanded off, to featherweight fixies and DIY creations held together with little more than hope, the National Hill Climb always delivers a brilliant mix of ingenuity and pure suffering.

Always a professional and personal highlight of my year, I’ll be there this year for the whole weekend to document the best bikes on show. If you’re racing and think your setup deserves a moment in the spotlight, send a few photos and a short description of your bike to news@bikeradar.com. If it catches our eye, I’ll be in touch – and you and your bike can enjoy your five minutes of fame.

• More hill climb tech: Weight-saving hacks, sub-6kg disc bikes and raw carbon galore

This year’s course covers 834 metres of Bank Road and Rutland Street, finishing on Wellington Street. It averages a brutal 14 per cent, pitching up to 20 per cent near halfway – short, sharp, and guaranteed to make even the fittest riders see stars.

We’ve been to Bank Road before, and it never fails to deliver. Back in 2016, former BikeRadar staff member Joe Norledge rode the Nationals on a custom 5.1kg Engineered Bikes fixed gear, stripping every gram he could while still keeping it rideable.

• Read more: Can one gear really work for hill climbs?

Inspired by the sound of this gloriously painful event? Come and watch the action unfold on Bank Road, Matlock, from 10:45 on Sunday 24 October.

Van Rysel has issued a recall of RCR Ultegra Pro and Dura-Ace bikes equipped with Swiss Side Hadron² Classic 500 and Swiss Side Hadron² Ultra 500 wheels.

The recall relates to an earlier stop ride notice and subsequent recall of DT Swiss and Swiss Side carbon wheelsets. DT Swiss manufactures rims for Swiss Side.

The recall, published on the UK Office for Product Safety and Standards site on 15 October, states: “The product presents a serious risk of injuries as the outer carbon layers of the bicycle wheels can delaminate during use. This structural weakening may cause the wheel rim to fail, leading to serious falls and injuries.”

The bikes were sold from 1 August 2024 until 4 August 2025, with the following model codes:

• 8872069, 8872072, 8872071, 8916908, 8901934, 8812536, 8903170, 8826602, 8926606, 8871144, 8894077, 8894076, 8929969, 8929970

Van Rysel says riders can contact Swiss Side directly or visit their nearest Decathlon store. Customers in the UK can also contact Madison Cycles – the UK distributor of DT Swiss products.

Further information is available via the Office for Product Safety Standards and Decathlon.

• Read more: Recalls and important safety notices from the bike industry

A ‘bike bait’ unit should be set up in the National Crime Agency to carry out “bike bait” operations to catch bicycle thieves, the Liberal Democrats have said. 

The party has suggested the unit would work with local police forces to carry out targeted operations, planting bicycles fitted with trackers in theft hotspots so officers can catch offenders and uncover criminal networks.

‘Operation Bike Bait’ would also coordinate the collection and sharing of intelligence and best practice across police forces, “helping to build a national picture of bike theft and improve the policing response.”

It has cited Home Office data which shows that across England and Wales, 86 per cent of bike theft cases are unsolved. 

Bristol Liberal Democrat councillor Nicholas Coombes said: “Like thousands of other cyclists, I am always worried to leave my bike around the city because of the danger posed by bike thieves. It shouldn’t have to be like this.

“I know local people are furious about the effective decriminalisation of bike theft in our city. Hundreds are denied the justice they deserve after their property is stolen, letting criminals get away scot-free. Our police do fantastic work in our community, but they need support and resource.” 

• Read more: Bikes stolen at train stations after being left for more than two hours will not be investigated

The Liberal Democrats proposal is not without precedent. In 2024, ITV News reported that City of London police were able to follow a ‘bait bike’ through London, which led officers to a haul of around £130,000 worth of stolen bicycles.

Duncan Dollimore, head of campaigns at Cycling UK, said: “The idea to target bike theft and the wider criminal networks that treat it like a business is a strong one. With so many stolen bikes being resold through online platforms, we know full well that targeting these groups can significantly reduce theft.

“People rely on their bikes as one of the most affordable ways to get around. It is simply not acceptable that the British Transport Police will not review the evidence of these crimes, when they relate to larger issues around organised crime. It’s time we treat this issue seriously.”

The ‘Operation Bike Bait’ proposal comes as part of the Liberal Democrats renewed calls for the Government to implement “proper community policing”. 

It also follows the British Transport Police’s decision not to investigate bike thefts at train stations where the bicycle has been left for more than two hours. 

Critics said the measure effectively ‘decriminalises’ bike theft and that it “will hit lowest income groups the hardest”.

The British Transport Police refuted the claim that bicycle thefts have been decriminalised, stating: “Bicycle thefts have not been de-criminalised as some headlines have suggested. When we do not have a clear time or location for the offence, or if there is a lack of CCTV, witnesses or other evidence, it can be very difficult to solve a crime.

“If it is available, we will review around two hours of CCTV footage to try to identify the incident, but it is not proportionate to review longer periods.”

This weekend’s notable events are headlined by Zwift’s Fondo Series, but we’ve also got a popular community race series kicking off, a unique women’s team chase event, a massive charity ride, and more. See details below!

Note: European clocks change on Sunday, so some of the times for Sunday events below may shift by an hour depending on where you’re located!

zFondo Series on Medio Fondo

BMTR Cares Rides 500 KM – Pedaling for a Purpose!

LEVEL Racing – Ladies Chase Race – Muckle Yin

HERD Winter Racing Series Begins

MGCC Bagel

How We Make Our Picks

We choose each weekend’s Notable Events based on a variety of factors including:

• Is the event unique/innovative in some way?
• Are celebrities (pro riders, etc) attending/leading?
• Are signup counts already high, meaning the event is extra-popular?
• Does the ride include desirable unlocks or prizes?
• Does the event appeal to ladies on Zwift? (We like to support this under-represented group!)
• Is it for a good cause?
• Is it just plain crazy (extra long races, world record attempts, etc)?
• Is it a long-running, popular weekly event with a dedicated leader who deserves a shout out?

In the end, we want to call attention to events that are extra-special and therefore extra-appealing to Zwifters. If you think your event qualifies, comment below with a link/details and we may just include it in an upcoming post!

Wilier has launched an update to its Filante pro-level race bike, ridden by the Groupama-FDJ WorldTour pro team.

Wilier claims the new Filante ID2 is 13.6% more aero than its predecessor, based on its analyses at the Silverstone wind tunnel in the UK. That’s greater than Wilier had expected based on its CFD modelling, which predicted a 12% improvement in aerodynamics. When it placed a rider atop the bike, it registered a 4.5% aero benefit.

Wilier says that equates to a 14.15-watt drag reduction at 40km/h, or a 1 minute, 45 seconds faster time over 70km when riding at 290W.

The brand has also carried out a head-to-head comparison against five WorldTour bikes, claiming the new Filante ID2 is 2.42% faster on average.

Wilier uses a mix of M46JB, T1100 and T800 carbon fibre for the bike’s frame and claims an 860g frame weight, as well as a 7.5% increase in bottom-bracket stiffness over the previous-generation Filante. It says a complete bike equipped with Shimano Dura-Ace weighs 7.1kg.

Aero bottles and cages

Wilier says much of the Filante ID2’s aero gain comes from its down tube shape, designed to shield the custom-designed aero bottles and cages, which are a collaboration with Elite.

As with other bikes, such as the Trek Madone Gen 8, Wilier says the Filante ID2 is more aero with bottles in place than without, claiming they reduce drag by more than two thirds compared to standard bottles and cages.

Like the Madone, its system is compatible with regular round bottles as well as its aero bottles, an important consideration for bikes used in races.

There’s 1,100ml total capacity with the aero bottles in place, or the option to hold a 750ml round bottle on the seat tube to carry more.

New flared bar

Wilier adopted front-end integration as long ago as 2016 and the Filante ID2 is fitted with its latest bar/stem iteration, which it calls the F-Bar ID2.

As is now common on new performance race bikes, including Wilier’s own Verticale, there’s a flare to the bar – in this case, 3 degrees. Wilier has three widths available: 350/380mm, 370/400mm and 390/420mm. Effective stem lengths run from 75mm to 120mm.

The new handlebar completely encloses the clamping hardware, protecting it from contamination. 

Wilier has also borrowed the aero, vibration-absorbing seatpost profile from its Supersonica SLR time trial bike. It comes stock in 0mm setback, but you can request a 15mm-setback version when ordering. 

As is increasingly the case with modern road bike designs, including the Specialized Tarmac SL8 and the Cannondale SuperSix Evo, there’s not enough room in the seatpost to fit a Shimano Di2 battery, so Wilier has moved it to the bottom bracket area, where it’s housed in a resin casing. It can be removed easily if needed.

Wilier says the placement also lowers the bike’s centre of mass, improving high-speed stability.

Updated fork and seatstay profiles

Wilier has worked on its fork design, with a new aero blade profile, a more robust fork crown for increased torsional stiffness, an aero fin on the left leg that helps improve aerodynamics around the brake caliper and rotor, and a blind thru-axle bolt on the right leg to smooth airflow.

There’s been more work done on the rear triangle, which now offers 34mm tyre clearance and a UDH dropout, with a slightly increased 41.1cm chainstay length. The seastays are now angled slightly inwards, with the 2.5-degree angle claimed to improve aerodynamic interaction between the stays and the rider’s legs.

Along with the Universal Derailleur Hanger at the rear, the front derailleur hanger can be removed, so the Filante ID2 is compatible with SRAM Full Mount 1×13-speed groupsets or a 56-tooth single chainring.

Wilier Filante ID2 specs and prices

Wilier will sell the Filante ID2 equipped with a range of top-tier groupsets, including options with and without a power meter.

There are two wheelset options: the higher-spec 1,445g Miche Kleos RD 50 and the lower-spec Kleos 50 with a 1,545g claimed weight. There’s also a frame-kit option, complete with bar/stem, and aero bottles and cages.

There are six frame sizes available, which in combination with the different component choices and setups offer 420 different sizing options. The Filante ID2 is available in five colours.

• Campagnolo Super Record 13 w/o power meter, Miche Kleos RD 50 wheelset: €13,100
• SRAM Red AXS w/ power meter, Miche Kleos RD 50 wheelset: €12,900
• Shimano Dura-Ace w/ power meter, Miche Kleos RD 50 wheelset: €12,700
• Shimano Dura-Ace w/o power meter, Miche Kleos RD 50 wheelset: €11,900
• Shimano Dura-Ace w/o power meter, Miche Kleos 50 wheelset: €10,900
• Shimano Ultegra w/o power meter, Miche Kleos 50 wheelset: €9,700
• SRAM Force AXS w/ power meter, Miche Kleos 50 wheelset: €10,300
• SRAM Force AXS w/o power meter, Miche Kleos 50 wheelset: €9,900
• Frameset w/ F-Bar ID2, aero kit, computer mount: €5,800

Yesterday, Zwift added a set of new New York City routes to the Companion app’s route browser. The new routes are marked as “event only” and include route length, total elevation, and a list of included leaderboard segments. The routes also include maps showing the new roads… here are a few examples:

New Routes

Here’s a complete list of the routes that showed up in Companion yesterday. (Click a route for details, which are pretty sparse right now. We’ll be filling in these route pages next week after we’re able to ride the routes, take cool photos, launch Strava segments, etc.)

• Avon Flyer (5.1km, 30m)
• Double Parked (42.2km, 330m)
• Double Span Spin (12.6km, 120m)
• Fuhgeddaboudit (79km, 838m)
• Green to Screen (28.4km, 207m)
• Issendorf Express (7.3km, 53m)
• Prospect Park Loop (5.5km, 37m)
• Spinfinity (19.3km, 155m)
• Spinfinity Ultra (35km, 291m)
• Stay Puft Pursuit (31.2km, 41.6m)
• The Double Borough (17.9km, 147m)
• The Greenway (36.8km, 292m)
• Toefield Tornado (10.3km, 53m)
• Watts the Limit (31km, 219m)

New Sprint, KOM, and Other Segments

Since the Companion app lists which leaderboard segments are included in each route, we can figure out the names of new segments being added to the NYC map. (Again, click for details, which are currently sparse and will be filled in next week.)

• Center Sprint (200 meters, -2.2%)
• Center Sprint Reverse (200 meters, 2.4%)
• The Peristyle Sprint (400 meters, 0.6%)
• The Peristyle Sprint Reverse (400 meters, 0.1%)
• Manhattan Sprint (250 meters, 1.3%)
• Manhattan Sprint Reverse (250 meters, 0.3%)
• The Hill KOM (500 meters, 3.7%)
• The Hill KOM Reverse (unknown)
• Brooklyn Bridge KOM (2km, 1.7%)

There are also new lap segments for “Prospect Park Lap” and “Times Square Circuit” which will probably award orange jerseys like other in-game lap segments.

This expansion includes a new feature called “Power Segments” which are time-based (5 seconds, 20 seconds, etc) instead of distance-based like current sprint and KOM segments throughout the game. The leaderboards, in turn, rank results based on power output, not finishing time. I don’t see any mention of Power Segments in Companion, but it seems sensible that we would eventually be able to browse our power KOMs on these segments.

When can we ride the new roads?

Some of the routes (The Greenway, Spinfinity, and Prospect Park Loop Run) added to Companion yesterday will be released on Monday, October 27, as they are the routes used in next week’s stage 4 of Zwift Unlocked.

Additional NYC routes will be featured for the final Unlocked stage the following week: Stay Puft Pursuit, The Double Borough, and Times Square Circuit Run.

It’s unclear when the other routes on the list will be available for free rides, club events, Meetups, etc. I’m guessing some or all of them will be available for free riding beginning this Monday, but we won’t know for sure until then.

Your Thoughts

This is the first time Zwift has “teased” an expansion via the Companion app. Are you looking forward to new roads next week? Share your thoughts below…

The Tour de France Femmes avec Zwift will cover a total of 1,175km, with 18,795m of climbing over nine stages, its longest distance ever. It starts off with three stages in Switzerland along the shores of Lake Geneva, before heading to France for a fourth-stage individual time trial around Dijon.

It’s Stage 7 that’s the queen stage, though, with a summit finish on Mont Ventoux. The eighth stage takes the race to Nice, with the final stage taking in four loops through the city and over the famous Col d’Èze.

Here’s a stage-by-stage guide to the route and what to expect.

• 2026 men’s Tour de France route revealed: race will finish on iconic climb not once but twice

Stage 1: Lausanne to Lausanne

• Saturday 1 August
• 137km

The first stage of the 2026 Tour de France Femmes looks finely balanced between puncheurs and sprinters. But Marion Rousse, who heads up the Tour de France Femmes, reckons the steep 2.5km finale through the city roads away from Lake Geneva could favour the former.

Stage 2: Aigle to Geneva

• Sunday 2 August 
• 149km

There are plenty of ups and downs on the Stage 2 route, which climbs out of Aigle, home of the UCI, before a series of short, sharp climbs in the mid-section. Rousse thinks the peloton will likely regroup for a sprint finish on the banks of the lake on the Quai du Mont-Blanc.

Stage 3: Geneva to Poligny

• Monday 3 August 
• 157km

As the race heads into France, there’s plenty of climbing from the start, with the 11.4km Col de la Faucille averaging 6.3%. More cols follow before the flat run-in to Poligny. One for a breakaway or will the sprinters triumph? With 2,400m of total climbing, there’s plenty to play for.

Stage 4: Gevrey-Chambertin to Dijon

• Tuesday 4 August
• 21km ITT 

The only time trial in the race covers 21km through the vineyards of the Côte d’Or. There’s a 1.8km climb in the middle, with a 6.9% average gradient, plus a kicker to the apex at Corcelles-les-Monts, before a rolling downhill to the finish in Dijon. This is a time trial that favours riders who can climb, rather than the flat time trial specialists.

Stage 5: Macon to Belleville-en-Beaujolais

• Wednesday 5 August
• 140km

There’s 2,850m of elevation gain on this lumpy stage into the Beaujolais wine region. The final 3km, 7.7% climb of Mont Brouilly is only 10km from the finish line and likely to split the field or force a solo winner from a breakaway.

Stage 6: Montbrison to Tournon-sur-Rhone

• Thursday 6 August 
• 153km

There are more lumps on Stage 6, with Rousse highlighting the 8.6km, 5% climb of the Col de Lalouvesc as a point where a breakaway might go clear along the narrow descent.

Stage 7: La Voulte-sur-Rhone to Mont Ventoux

• Friday 7 August
• 144km

Don’t let the size of the final climb fool you, there’s plenty of climbing before the riders even get to the foot of Mont Ventoux in this queen stage of the 2026 race. Once they hit the giant of Provence, there’s another 15.7km to go from Bédoin at an average 8.8%. Will it be one for the pure climbers, or will a GC rider triumph? This is also the stage chosen for the Etape du Tour de France Femmes.

Stage 8: Sisteron to Nice

• Saturday 8 August
• 175km

The longest stage of the 2026 Tour de France Femmes tops the Col de Toutes Aures before it follows the river Var into Nice. To spice things up, there are two nasty little climbs before the finish, with the Côte de la Ginestière hitting 13.6% only 6km from the finish on the Promenade des Anglais. Is this another stage that will favour a lone puncheur holding off a sprint finish?

Stage 9: Nice to Nice

• Sunday 9 August
• 99km

The final stage is a showcase for Nice, taking in four loops through the city and out to the famous Col d’Èze. But, rather than a smooth descent into the city, the final lap takes in a detour of 6km at 7.6%, which includes a kilometre-plus section at 12%. Another finish that favours a puncheur coming in alone?

For the first time since 1971, the Tour de France will start with a team time trial, this time of 19km in Barcelona. It will cover 3,333km with 54,450m of climbing before finishing in Paris.

Once again, the final stage in Paris will include the climb to Montmartre to spice up the final laps of the Champs-Elysees.

But the highlight must be the two ascents to summit finishes on the iconic Alpe d’Huez on Stage 19 and Stage 20, with the latter throwing in the Col de la Croix de Fer, Col de la Télégraphe and the Col du Galibier for good measure in a stage with 5,600m of climbing.

In the interim, the Tour will visit the Pyrenees, the Massif Central, the Vosges and the Alps, with new climbs in all four French mountain ranges. There’s a 26km individual time trial along the shores of Lake Geneva on Stage 16, too.

Here’s a stage-by-stage guide to how the 2026 Tour de France route will unfold.

• The Tour de France slows rise of far right: “It looked like our town was actually important”
  

Stage 1: Barcelona to Barcelona

• Saturday 4 July
• ITT 14km

The opening team time trial won’t be easy, with the climbs up to the Olympic stadium testing the teams’ ability to stay together on the climbs. Individual finish times will be taken, so riders will want to stay with their teammates.

Stage 2: Tarragona to Barcelona

• Sunday 5 July
• 182km

The second-stage start in Tarragona marks the furthest south that the Tour has ever travelled, while the stage finish is one for the puncheurs.

Tour boss Christian Prudhomme points out that the last three winners on the final climb of Montjuic in Barcelona, when it has featured in the Tour of Catalonia, were Primož Roglič (2025), Tadej Pogačar (2024) and Remco Evenepoel (2023). However, the Tour’s GC contenders may want to lay low this time for what’s in store.

Stage 3: Granollers to Les Angles

• Monday 6 July
• 196km

With Barcelona’s proximity to the Pyrenees, it’s no surprise that the Tour has headed straight there. There’s 3,950m of elevation gain, although Prudhomme reckons this is more a stage for a breakaway, with GC hopefuls again keeping their powder dry.

Stage 4: Carcassonne to Foix

• Tuesday 7 July
• 182km

This could be another day for a breakaway, according to Prudhomme, although he reckons it could be chased down by the sprinters who have survived the hills on the approach to the finish.

Stage 5: Lannemezan to Pau

• Wednesday 8 July
• 158km

Prudhomme thinks this is the first stage marked out for a bunch sprint. It comes unusually late, with most Tours offering something for the sprinters earlier on the parcours.

Stage 6: Pau to Gavarnie-Gedre

• Thursday 9 July
• 186km

The last stage in the Pyrenees is also the most demanding, with the Col d’Aspin and Col du Tourmalet both featuring. Prudhomme reckons this could provide the first big GC battle or, if they again decide to hold their fire with 40km still to ride after the Tourmalet, a climbers’ breakaway.

Stage 7: Hagetmau to Bordeaux

• Friday 10 July
• 175km

Another stage for a breakaway/sprint battle, as it passes through the forests of the Landes. It’s most likely to end in a sprint finale on the banks of the Garonne river, though.

Stage 8: Périgueux to Bergerac

• Saturday 11 July
• 182km

It’s two potential sprint stages in a row, with only 1,150m of elevation gain today as the Tour passes along the Dordogne river.

Stage 9: Malemort to Ussel

• Sunday 12 July
• 185km

The sprinters will have to return to the autobus on this stage, with its two major climbs in 3,300m of elevation gain. Prudhomme marks out the climb of the Suc au May as the point at which a selection might be made.

Rest day

Monday 13 July

Stage 10: Aurillac to Le Lioran

• Tuesday 14 July
• 167km

Bastille Day is another climbers’ day, with the Col de la Griffoul, the Pas de Peyrol, the Col de Pertus and the final climb to the ski station at Le Lioran. It may be one for a breakaway, rather than a GC battle, though.

Stage 11: Vichy to Nevers

• 15 July
• 161km

Prudhomme reckons this is another sprinters’ day, with the odds not in favour of a breakaway surviving. It’s the first visit by the Tour to the home of Look bikes since 2003.

Stage 12: Circuit Magny-Cours to Chalon-sur-Saône

• Thursday 16 July
• 181km

Helping to assuage the sprinters after their meagre start to the race, this looks like another bunch finish, as the race heads into the vineyards. Chalon-sur-Saône was also the site of Great Britain’s first Tour stage win, when the late Brian Robinson took the stage solo back in 1959.

Stage 13: Dole to Belfort

• Friday 17 July
• 205km

The longest stage of the 2026 Tour takes in the Ballon d’Alsace, before its downhill run to the finish in Belfort.

Stage 14: Mulhouse to Le Markstein Fellering 

• Saturday 18 July
• 155km

A double loop through the Vosges sees the Tour cross the Grand Ballon before the finish line at Le Markstein for the first time. The second loop includes the Col du Haag, an 11.2km-long bike path with an average gradient of 7.3%. Prudhomme picks it out as a highlight of the 2026 Tour route, where major gaps could emerge.

Stage 15: Champagnole to Plateau de Solaison

• Sunday 19 July
• 184km

The Tour heads to the Alps to start its journey through its final mountain range, with this stage marked out by Prudhomme as likely to be the start of the final GC shake-out. With the final climb of 11.3km to the summit finish averaging 9.1%, it should draw out the gaps to the final winner.

Rest day

Monday 20 July

Stage 16: Evian-les-Bains to Thonon-les-Bains

• Tuesday 21 July
• 26km ITT 

The only individual time trial in the 2026 Tour offers a mix of climb, descent and flat roll-in to the finish along the shores of Lake Geneva.

Stage 17: Chambery to Voiron

• Wednesday 22 July
• 175km

Prudhomme reckons the climbs on today’s route shouldn’t be enough to stop the sprinters from contesting the finish – if they’ve survived the climbing stages up until now.

Stage 18: Voiron to Orcieres-Merlette

• Thursday 23 July
• 185km

With what’s to come on the final two days in the Alps, Prudhomme has marked this stage as one for a battle between the climbers, rather than the GC contenders, but don’t rule out Pogačar proving a point.

Stage 19: Gap to Alpe d’Huez

• Friday 24 July
• 128km

Yep, we’re into the finale now, with the first of two days finishing on Alpe d’Huez. There are three climbs before the Alpe, though, which may again tempt the climbers to show their mettle.

Stage 20: Le Bourg d’Oisans to Alpe d’Huez

• Saturday 25 July
• 171km

With 5,600m of elevation gain, the penultimate and queen stage of the 2026 Tour takes in three iconic Tour climbs before it has even reached the foot of Alpe d’Huez, which is taken via the Col de Sarenne, a route that has only ever been used in the 2013 Tour, and then as a descent.

Stage 21: Thoiry to Paris

• Sunday 26 July
• 130km

It may have taken the 2024 Olympics to discover the Rue Lepic climb to Montmartre, but the Tour is back for a second time in 2026, taking on the climb three times. But whereas Wout van Aert had a short run from the climb to the finish line in 2025, in 2026 the last ascent is 15km from the line, which Prudhomme reckons will put the final stage in the balance between a puncheur and the sprinters.

SRAM has joined industry group PeopleForBikes in opposing proposed US tariffs that could see an additional 50 per cent duty placed on imported aluminium and steel used in bicycles, frames and electric bikes. Independent retailers warn the move could devastate already fragile margins, but one bike brand supports it.

In a message sent to US retailers on 16 October, SRAM said the proposed Section 232 tariff increases “could have serious consequences for our industry”, warning they would mean “higher costs for you and your customers, reduced product availability, [and] disruption to innovation and supply chains”.

SRAM’s letter urged retailers to join PeopleForBikes in submitting public comments before the 21 October deadline, calling on them to “ensure our voices are heard” and resist measures that could “impact nearly every part of the bicycle supply chain – from raw materials to finished goods”.

• Read more: Trump’s tariffs are causing chaos in the cycling industry, with Specialized and Trek hiking prices – and one British brand calling them ‘naive’

“A very difficult economic model”

SRAM’s letter, signed by vice president of global sales John Nedeau and America aftermarket sales director Dragana Pajovic, warned retailers that the new duties would “impact nearly every part of the bicycle supply chain – from raw materials to finished goods”.

“For retailers like you,” the letter continues, “this means margin pressure, delayed product timelines, and fewer choices on the sales floor, and most importantly, a very difficult economic model for all our businesses.”

While acknowledging that the intent of the tariffs is to support domestic manufacturing, SRAM argued “the reality is more complex”. 

Industry infighting

The period for public comment on the proposed aluminium and steel tariff saw 95 requests for the inclusion of derivative products. Two of those requests came from Guardian Bikes and the Aluminium Extruders Council, who asked for bicycles, frames and electric bikes to be included.

Guardian Bikes’ filing cites its upcoming US manufacturing facility as part of its rationale to apply tariffs to bicycles, frames and electric bikes. 

“Earlier this year, Guardian Bikes announced a $19 million financing with JP Morgan Chase to launch the first large-scale bicycle frame manufacturing operation in the United States,” the company wrote.

 “The new facility… represents a pivotal step in reshoring a critical industry that was once a cornerstone of American manufacturing but has been nearly entirely offshored for decades,” it added. 

PeopleForBikes disagrees. The trade body has already argued that Trump’s tariffs will be “devastating” for the US bicycle industry, warning that Guardian Bikes’ proposal “would dramatically increase prices, reduce product availability, and threaten jobs across the U.S. bicycle industry”.

SRAM’s letter also urged its retail partners to submit a comment to the US Trade Representative before the 21 October deadline on both the Guardian Bikes and Aluminium Extruders Council’s requests, directing people to the PeopleForBikes’ tariffs web page, which provided a letter template. 

What do bike shops think?

SRAM’s letter read: “Voices of small, independent businesses matter and might be stronger than you realise.”

Independent bike shops share SRAM’s concerns over the tariffs on imported aluminium and steel.

“With the proposed 50 per cent increase in tariffs, we’ll see many companies no longer able to continue doing business,” said Kevin Purcell of Golden Pliers in Portland, Oregon. 

“The ripple effect will hit every player in the supply chain, ending with the customers paying substantially more than they had previously,” he added.

Tommy Barse, of Cutlass Velo in Baltimore, said the new duties would compound price hikes that have already forced him to cut back on stock. “All of my product wholesale prices have increased at least 10 per cent,” he said. “When you impose massive increases in costs to US-based companies that use overseas manufacturing, you’re eliminating their ability to invest in US manufacturing.”

Purcell says the industry has “limped along for years, constantly looking for new ways to give bicycle commerce a boost amongst consistent decline,” adding that profit margins “have also continued to decline, dipping to new lows of 25 per cent and less for some items.

“We have had to pivot repeatedly in the last five years. At times it’s like screaming into the void, but here we are.”

Barse said the proposed tariffs would further strain small businesses’ ability to operate sustainably, and doubts the effectiveness of the tariffs: “While I… purchase goods made in the US when I am able, the reality is: we sold all those jobs to the lowest bidders at the expense of American workers for investors and CEOs to gain a higher yield. 

“I don’t have faith in our market reclaiming the manufacturing throne.” 

Today, we’ll focus on a race format that is already used on Zwift and also seen regularly in outdoor competition. Let’s dive in!

Points Race Basics

In very generic terms, points races are events where riders earn points based on their ranked performance against other riders. Instead of the winner being determined by who crosses the finish line first (a classic scratch race) or who survives the longest (an elimination race), you win by amassing more points than everyone else.

This opens up a world of possibilities for race organizers and racers:

• Organizers can designate which “segments” they’d like riders to compete on, decide what sort of competition is being held (typically first across the line and/or fastest through segment), and decide how to allocate points to the finishers.
• Racers must then strategize how to maximize points based on the race’s setup, their individual abilities, and competing riders.

The Now and Not Yet

Unlike some of the race concepts I’ve written about in this series, such as elimination and relay races, points races are already happening on Zwift. In fact, they are arguably some of the most popular races on the platform, showing up in Zwift Racing League, the Tiny Races, and other community-organized leagues!

But the current state of points racing on Zwift is best described as shoehorned into the platform. Nothing in the HUD or course design elements indicates that a particular section is a points segment, or how those points work. And instead of being natively supported and displayed in game, points are tabulated and displayed on third-party websites like ZwiftPower or WTRL.racing. You don’t see points in real time on Zwift’s HUD as you race. You only see them after the entire race is over, and then only if you know where to look.

This, of course, hampers riders’ ability to race strategically. Without native points support, it’s hard to know when to push and when to conserve, to know how well you’re doing, and to identify who your real competitors are.

Points Racing Possibilities on Zwift

What would it look like to upgrade the current Zwift Points Racing experience? From the riders’ point of view, upgrades fall broadly into two categories:

1. Real-Time HUD: the first and most obvious experience upgrade would be a HUD that shows race points in an intuitive, useful, and immediate way as each unique race unfolds.
2. Custom Segments: the second, less obvious experience upgrade would happen when race organizers have the ability to designate custom start and end points for points segments. Can you imagine the variety of courses and strategies that would unfold as a result? I don’t think anyone can! And that’s the fun of it.

With a real-time HUD in place and custom segments at organizers’ fingertips, points race possibilities become endless. Of course, you could do “standard” points races like we see in ZRL today, where riders compete for FAL (first across the line) and FTS (fastest through segment) on sprint and KOM segments. The real-time HUD would just take those races to the next level, especially if team functionality is also supported. You could also level up simple events like the Tiny Races, assuming Zwift builds a structure so multiple events can be scored.

But beyond upgrading existing races, the ability to designate custom points segments on any route would lead to a wide variety of new race experiences. Maybe it’s a new timed climb where no in-game KOM has ever existed, or a downhill sprint where we’ve never seen an arch before. Maybe it’s an extra-long segment that allows more strategic riding to unfold compared to the typical “sprint the segment” approach.

Perhaps some segments are FAL, while others are FTS. And perhaps the points awarded vary in such a way as to cause riders to truly think strategically about the best approach on the given course.

As you can see, the possibilities are virtually endless.

Fun For All

How can points racing on Zwift be made more fun for everyone? This is an important question to answer when it comes to any ride format in Zwift, because Zwift needs to remain an inclusive platform where everyone can find motivation and fun, regardless of fitness level.

There are two aspects of points racing which support Zwift’s inclusive ethos: segment variety and strategic complexity.

With a variety of segments possible in points races, organizers can ensure their event (or series of events) is a balanced competition that attracts all types of riders. Mixing up flat/downhill segments with climbs would make the race attractive to lighter riders with strong w/kg as well as heavier riders with strong pure watts. Longer and shorter segments could also be used to appeal to riders with strong short-term power as well as those whose strength lies in the longer efforts.

Organizers could make their points races as strategically complex as they’d like. A higher level of strategic complexity may prove extra attractive to “thinking racers” who can use their mental acuity to get a leg up on the competition.

Why Points Races?

Upgrading the Points Race experience on Zwift is important for several reasons:

• A fresh approach: given the right tools, creative organizers could create a variety of points racing experiences never before seen on Zwift
• Improving popular existing races: as mentioned above, some of the biggest races on the platform today are points races. Making improvements to support points races natively would level up these events.
• Uniquely indoor: while points racing already happens outdoors, indoor training platforms can improve on that experience with intuitive HUDs and in-game elements, so riders are better informed and thus able to race more strategically.
• The competition is already doing it: both MyWhoosh and TrainingPeaks Virtual already support points racing natively, as shown from these livestream grabs:

Required Game Changes

What would Zwift need to implement in order to make points races work well as a native race format? With the disclaimer that I’m not a game developer or platform engineer, here are a few things I can think of:

Must Haves

• Points HUD: races would have to display a real-time points tracker in the HUD.
• Segment Visibility: it must be crystal-clear which segments in the race are being contested for points. Right now, this sort of information is (at best) buried in the event description text.
• Results Screens: the standard race results screens in game, Companion, and at Zwift.com would need to be modified to rank results by points and display those points clearly.
• Segment Designator: even if Zwift doesn’t let organizers define custom points segments, they’ll need to let them define which segments on a given course are assigned which points and based on which results (FTS and/or FAL).

Possible Extras

• Team Builder UI: I’ve called this out in some other race format posts, but if points races are going to be contested by teams, ideally Zwift would build the menus and functionality to create teams so points can be tabulated on a team-by-team basis during and after a race.
• Cross-Event Tracking: many points races are actually a series of events. Being able to view series points in the HUD, and not just points from the current event, would enhance competition and lead to more creative race series.
• Custom Segment Creator: if Zwift wants to let organizers get truly creative and define their own points segments on course, they’ll need to create the tools to do so. A simple point-and-click web-based interface similar to ZwiftMap.com is exactly what race organizers like myself would love to see!

Your Thoughts

What did you think – should the points race experience be upgraded on Zwift? Did I miss any great ideas above? Share your thoughts below!

It’s been over 25 years since the UK Cycle to Work scheme was introduced, enabling employees to use salary sacrifice to purchase bicycles and latterly ebikes, as well as cycling equipment for their commute.

Now the Cycle to Work Alliance, a consortium that includes Halfords, Evans Cycles, Vivup, Cycle Solutions and Cyclescheme, has commissioned independent research to quantify the benefits of the scheme.

The total annual financial benefit is assessed at £573m, in addition to the reductions in congestion and transport emissions it enables, which were not quantified.

The numbers break down into cost savings for commuters, increased workforce productivity, retail income from new bike purchases and the accompanying tax revenue.

Commenting on the research, local transport minister Lilian Greenwood said: “The Cycle to Work Scheme has been a real success story, helping millions of people choose a healthier, greener way to travel while boosting local economies and supporting jobs.” 

• 1.6 million people have saved up to 47% on a new bike with Cycle to Work – here’s how to join them
  

Commuting cost savings

The research evaluated the saving to employees who switched from commuting by car to using a bike at £1,262. Separately, the Cycle to Work Alliance says it’s found around 80% of participants claim to cycle every week, up from 40% before joining the scheme. 

Productivity increases

There’s an estimated economic benefit of £37m across the UK economy. This comes from reduced absence through sickness, evaluated at £63 per person per year, and improved attendance, estimated at £115 per person per year. 

Retail income

Bikes, accessories and cycle clothing worth £219m were purchased via the Cycle to Work Scheme in 2023/24, which is credited with helping the cycling retail sector during its post-Covid downturn.

HM Treasury also benefits, with £43.8m of VAT collected on those purchases.

200,000 participants per year

In 2023/24, the Cycle to Work Alliance says 199,000 employees made use of the scheme, a number that rose by 10,000 in 2024/25. Over the period since its launch, it says the scheme has been used by more than 2 million riders. It points out that of those, 38% are new cycle commuters.

While for many years limited to a £1,000 total spend, the Cycle to Work Scheme is now available for larger purchases, putting performance bikes and electric commuter bikes within scope. The Cycle to Work Alliance is campaigning to increase eligibility to self-employed and lower-paid workers to widen its benefit. 

In what’s becoming quite the trend, Kona has joined the number of brands making aluminium gravel bikes with high-performance gravel geometry and features at more affordable prices.

The new Libre G2 follows in the wake of great bikes such as Specialized’s Crux DSW, Trek’s impressive new Checkpoint ALR, the Boardman ADV and Kinesis’ very capable Tripster AT+.

The new Libre shares the same race-proven geometry as the second-generation carbon CR model.

• Best gravel bikes in 2025: top-rated carbon, aluminium, titanium and steel gravel bikes reviewed
  

Optimised geometry for gravel

That means a more performance-oriented geometry than ever before. Kona describes the G2 Libre as being fast, but with relaxed geometry that’s composed enough to “eat all that gravel without a twitch”. It also claims the bike is sharp enough to carve fast turns on the road.

The stack and head tube height are both reduced. The Libre now has shorter chainstays to make the handling nimbler, with a steeper seat tube angle for power transfer and a longer reach for a more aggressive ride position.

Up front is a new lightweight all-carbon G2 fork. The aluminium frame features plenty of mounts for fenders (mudguards), a rear rack and a multitude of bottle mounts.

Tyre clearance is 50mm, and the frame also gains a UDH rear dropout. The seat-tube diameter has been slimmed on the alloy bike for a more compliant 27.2mm post.

Kona has also decided on using large 180mm rotors front and rear. With its tongue, I hope, firmly in cheek, Kona says the Libre is too fast for anything smaller.

• Gravel bike geometry and sizing: everything you need to know
  

One model with Shimano’s CUES

The Libre G2 alloy comes in a single build, based around Shimano CUES 2x 10-speed. We haven’t seen as much of CUES as we would have expected until now. However, it seems to be gaining traction as an affordable 2x option for gravel.

Wheels are supplied by Easton and paired with WTB Lupine tyres in a 45mm width (the Libre has clearance for 50mm).

With bikes like the Libre G2 Alloy becoming more common, it’s further proof that you don’t need to spend a fortune to have fun on gravel.

No pricing has been announced as yet, but it’s expected to be in line with the outgoing previous-generation aluminium Libre, so expect prices around $1,800.

Kona Libre G2 spec highlights

• Shimano CUES 32/46, 11-39 10-speed
• WTB St i23 alloy wheels
• WTB Vulpine TCS Light 45mm tyres
• Kona Gravel alloy bar
• Kona Gravel deluxe stem
• Kona seatpost
• WTB SL8 Saddle

See zwiftinsider.com/tiny for current Tiny Race details.

Zwift’s big fondo events are a popular tradition where thousands of riders push themselves to finish long weekend rides. This season’s second set of fondo events happens this weekend, and finishers unlock the vintage February 2022 Fondo kit. Read on for details!

Route Details

This month’s fondo is on Watopia’s Medio Fondo route, which takes riders up the Hilly KOM Reverse and Volcano KOM and finishes on the Epic KOM. In between, you’ll ride the Jungle Circuit Reverse and various roads around Watopia proper.

• Route: Medio Fondo
• Length: 73.4km (45.6 miles)
• Elevation: 1010m (3314’)

Kit Unlock

Instead of releasing another set of fondo kits this season, Zwift is awarding different legacy Zwift Fondo kits each month. October’s legacy kit was originally used for the ZFondo series in February 2022:

Is this a race?

Officially, no. But hundreds (possibly thousands) of riders will turn out for each of these popular “fun race” events, and the front of each event will certainly be filled with strong riders going all out.

With so many riders participating, everyone should be able to find a group that suits their desired pace. You do you!

Categorization and RoboPacers

You must choose a category when you sign up, but the category you choose is entirely up to you, and all categories start together and are visible to each other.

The idea is that you’ll choose a category at the approximate pace you plan to ride, making it easy to see and group up with other riders targeting a similar pace. Each category will include a RoboPacer with a beacon, and you can choose to ride with that RoboPacer group or not.

Available categories:

• A: 4.2 W/kg (RoboPacer: Constance @4.2 W/kg)
• B: 3.2 W/kg (RoboPacer: Jacques @3.2 W/kg)
• C: 2.6 W/kg (RoboPacer: Coco @2.6 W/kg)
• D: 1.8 W/kg (RoboPacer: Miguel @1.8 W/kg)
• E: 1.5 W/kg (RoboPacer: D Bernie @1.5 W/kg)

Questions or Comments?

Post below!

Researchers have concluded that the Tour de France may be an effective tool in stemming the rise of the far right in France. 

France has had a problem with rural depopulation for decades, with the term diagonale du vide coined for the 42% of mainland France’s land area that houses only 6.5% of its population, and which stretches the length of the country from the north east to the south west. There are 13 départements out of 96 where more cows live than people.

Previous research pointed to the influence of factors such as economic stagnation, population decline and migration of younger people to urban areas, which result in ‘left-behind places’, where there’s a feeling of neglect and marginalisation. Automation, the decline of low-skilled jobs and immigration are also cited as factors.

This has been shown to result in voters turning away from mainstream political parties and a drift to the far right. 

But researchers, in a study titled Cycling through Elections: The Political Consequences of the Tour de France, point to the effect of the Tour de France as a transient place-based intervention, which both increases economic activity when the Tour comes to town and changes perceptions of an area locally, nationally and internationally.

• How much does the Tour de France cost? The price behind hosting the world’s biggest annual sporting event

The Tour comes to town

The researchers found a strong negative correlation between the number of times a municipality had hosted the Tour de France and the far-right share of the vote across both French legislative and presidential elections.

Hosting a grand départ is expensive; the 2021 grand départ from Brest in Brittany cost around €1.5m, but the region estimated the direct local gain from tourist income and increased economic activity at around €4.35m. 

“When the Tour comes to town the whole place goes crazy. For the five days or so during which the race is arriving, setting up, conducting medical checks, presenting the riders and of course holding the opening prologue TT and the start of stage one, the town belongs to the Tour…” commented one of the organisers of the 1990 Futuroscope grand départ.

According to the newspaper Le Figaro, towns pay ASO, which organises the Tour de France, between €60,000 and €80,000 for a stage start and €100,000 to €120,000 for a stage finish. 

But the researchers point out that the economic benefits spread through the wider area, with hotels booked for teams and spectators, and increased spending in local stores, restaurants and more, lifting local GDP per capita.

There’s also the effect of the 10,000-plus towns and villages on the route having their brief moment of televised fame, with the TV motorbikes and helicopters overhead showing off the locality. The researchers found this increases pride in the locality, although places through which a stage passes don’t pay ASO.

“Seeing the town highlighted on a national and international scale strengthens the sense of belonging, with decorated streets, media presence, and a festive atmosphere,” said one respondent to a survey carried out to support the research, while another commented that: “It looked like our town was actually important.”

The researchers’ analysis showed that even having the Tour pass through a municipality reduced the far right vote share marginally: by 0.33% in presidential and 0.44% in legislative elections. The effect was larger when a French cyclist won a stage. 

They say their findings suggest that the ‘left-behind’ explanation of the increase in far-right voting fits better than the alternative theory that it’s driven by nationalism, ethnic prejudice and the perceived threat from immigration. 

They conclude that even a brief spell in the Tour de France limelight can decrease the feeling of neglect and the tendency to vote for the far right, an effect that the study suggests lasts for several years at least.

Strava has dropped its lawsuit against Garmin exactly three weeks after filing the patent-infringement case. 

This appears to bring an end to the brief dispute, although what it means for the ongoing relationship between the two tech companies and their apps remains to be seen. 

A single-line filing from Strava yesterday (Tuesday 21 October) stated: “Pursuant to Fed. R. Civ. P. 41(a)(1)(A)(i), Plaintiff Strava, Inc., by and through its undersigned counsel, voluntarily dismisses the above-captioned action, without prejudice.“

• Strava sues Garmin over Segments and heatmaps, and demands it stops selling devices
  

Strava’s case, filed on 30 September in the US District Court for the District of Colorado, related to two of its key features – Segments and heatmaps – and saw it demand that Garmin stop selling many of its devices.

Strava claimed Garmin had infringed on its patents. Its Segments patent was filed in 2011 and granted in 2015, while the heatmaps patent was filed in 2014 and granted in 2016. 

As a result of the alleged patent infringements, Strava claimed it had “suffered damages, including lost revenue and business opportunities, erosion of competitive differentiation and network effects, harm to goodwill, and unjust gains to Garmin”.

Strava’s lawsuit sought a permanent injunction to stop Garmin selling devices that include Segments or heatmap functionality, which would have covered most of Garmin’s smartwatches and Edge bike computers. 

In a subsequent Reddit post, Strava’s chief product officer, Matt Salazar, claimed the reason behind its litigation was a set of “new developer guidelines for all of its API partners” from Garmin, which appeared to contradict its court filing.

Salazar said Strava had “tried to resolve this situation with Garmin over the course of the past five months, including proposing additional attribution across the platform in a less intrusive way, but to no avail”.

Garmin did not respond publicly to the filing or Salazar’s post.

Suunto has also filed a suit against Garmin, accusing it of infringing five patents related to measuring a user’s respiratory rate, antenna design, watch casing and tracking golf shots. 

• Read more: Suunto sues Garmin over patent infringements as legal troubles build

For some, Zwift is just a tool for training during the long winter months. But for others, it’s a lot more than that! Watch one rider share how Zwift has propelled his wellness and fitness journey.

We’re also featuring videos about first Zwift races, getting started on Zwift, setups of pro triathletes, and racing in Zwift Unlocked.

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Zwift version 1.100 begins its phased rollout today. Some Zwifters were wondering if v100 was going to include something big and cool, and it does. Well, sort of. There are new NYC roads (which you can’t ride quite yet) but also a serendipitous Streak count and 13 event-only routes that are now free rideable! Read on for details…

New New York Roads Incoming

This latest Zwift update includes what should be the final version of Zwift’s New York map expansion, which we wrote about in TSOZ Closer Look: New York Expansion and Power Segments. This includes 31km of new pavement, which is a big expansion by Zwift standards!

We’ve seen an early release of the new roads, and while we can’t share details of all the new routes just yet (that comes on Monday, October 27) we can share the basics (length and elevation) of the new routes which will be used for Zwift Unlocked:

Stage 4, October 27-November 3

• Long Ride – The Greenway (1 lap: 36.8km, 292m)
• Short Ride and Race – Spinfinity (1 lap: 19.5km, 155m)
• Run – Prospect Park Loop Run (1 lap: 5.5km, 37m)

Stage 5, November 3-10

• Long Ride – Stay Puft Pursuit (1 lap: 31.4km, 409m)
• Short Ride and Race – The Double Borough (1 lap: 17.9km, 144m)
• Run – Times Square Circuit Run (2 laps: 7.2km, 40m)

Watch this space for route details next week!

Week Streak #100

In a bit of serendipity, some Zwifters will be extending their Week Streak to 100 this week, as Zwift hits version 1.100. (Most riders who have kept their streak going since Week Streaks were released will hit 100 next week.)

Companion has a bit of a display bug in the weekly goal section due to the Week Streak shifting over to three digits, but we expect this to be fixed soon:

Routes Available for Free Riding

The following 10 routes, originally released as event-only, are now available for free riding/running:

• Watts of the Wild – Watopia
• Dun Dash – Scotland
• London Calling – London
• Scotland After Party – Scotland
• Tropic Rush – Makuri Islands
• Electric Break – Makuri Islands
• Red Zone Repeats – Makuri Islands
• Power Punches – Watopia
• Climb Control – Watopia
• Flat Out Fast – Watopia

These run-only routes are also now available:

• Track Meet – Watopia
• Yoru Run – Makuri Islands
• Highland Run – Scotland

If you haven’t earned these route badges yet, the unearned badges are now visible on your Achievements page.

Release Notes

Zwift provided notes on additional tweaks and bug fixes in this update:

• We’ve improved the route preview shown below the mini-map when Zwifters ride off-route: The route preview now shows the next 3 km / 1.86 mi of roadway so you have a better idea of what’s ahead of you, and if you turn at an intersection, the route preview will update accordingly. The name of the next intersection is also now displayed, along with the distance to it.
• Improved device connection reliability when using Zwift Companion as a bridge.
• Fixed an issue that could prevent JetBlack Smart Turn Block devices from being discovered in the Pairing screen.
• Fixed an issue that could cause WiFi-connected fitness devices to be visible in the Pairing screen after being powered off.
• Fixed an issue that could cause the device signal strength indicator to not be visible in the Pairing screen.
• Fixed an issue that caused the Challenges row in the Home Screen to require two button presses to navigate horizontally.
• Fixed a crash that could occur when starting a workout when using devices with less than 2 GB RAM.
• iOS: Fixed a crash that could potentially occur when navigating to the iOS home screen while Zwift is active.

Discuss this update in Zwift’s forum >

Questions or Comments?

If you spotted any other changes or bugs in the update, please comment below!