At the turn of the new millennium, the UCI introduced perhaps the most talked about rule governing race bikes competing in its sanctioned events: the 6.8kg weight limit.

In the year 2000, the rule made a good deal of sense. Carbon manufacture, applied to bicycles at least, was still a young technology, and there were question marks over the material’s safety in a sport obsessed with weight.

The rule formed part of the wider-reaching Lugano Charter, which was established in 1996 as an effort to curb increasingly outlandish bike designs and broadly govern racing bike technology.

That charter, while it has been poked and prodded numerous times since, is set for its most serious overhaul since its inception 30 years ago, if the UCI’s statement yesterday is anything to go on.

I invite you to share what you’d like to see from this update in the comments section below, but here are the things I want to see changed with a new charter – and why.

Removal of the 6.8kg weight limit

This one’s easy, because we (and just about everyone else) have been going on about it for 10 years or so.

In 2014, Canyon demonstrated what was possible by revealing it had built a 5.6kg Ultimate CF SLX road bike. Granted, that bike had rim brakes, but the frame weighed 790g, upon which fancy kit such a Meilenstein Obermayer wheels was draped.

The latest Canyon Ultimate CFR launched eight years later. It’s still the current model today, and has a claimed frame weight of 641g in a size medium. Of course, this bike features heavier disc brakes, and in theory could also be built using ultra-light components.

It isn’t unreasonable to think you could get even lighter today. Importantly, this bike and those components are safe – they pass all the mandatory tests for them to be put on sale, and I’ll bet you’ll find most listed as approved in the UCI’s rulebook.

Scott has also said a 5.9kg ‘normal’ build was a target for its latest Addict RC, while Dangerholm has had a custom bike built up weighing under the 5kg barrier.

There are other examples, but the point is this: with such a light weight possible in 2026 with approved parts, there’s no logical reason why the 6.8kg limit should apply today.

Here, the UCI has two choices: offer a nominal drop in maximum weight to, for example, 6kg – which would remain challenging for a full aero bike to hit – or go even further to effectively challenge bike and component brands to push right up to their technical capabilities.

The latter is what I want to happen, but I suspect the former is more likely, because pushing limits requires investment. Although I suspect pros and paying customers alike will see great appeal in new ultra-light road (and, yes, gravel) bikes, brands may be reluctant to invest as heavily as needed to establish themselves as market leaders – not when sales appear challenging for many of them.

Race bikes fit for the 21^st century

Sadly, the same economic pressures apply to any substantial changes, but the next big alteration I’d like to see is a complete relaxation to tube profile limits and the double-triangle design.

We have already seen bikes with deeper tube profiles appear in recent times because they make the most of the recent 8:1 ratio limit to maximise aero performance.

While some brands have had dalliances with seat-tube-less bike designs, these have never been approved by the UCI – and have never truly taken off outside of triathlon.

One of the UCI’s principles around the double-triangle design, especially, concerns preserving the classic aesthetic of the bicycle. This is in addition to avoiding a technological arms race not all brands (read: racing teams) could participate in, and that technology from detracting from the physical skill and performance of the riders.

I venture that all three of these premises are flawed in 2026 for the growth of the sport.

Firstly, in an ever more technologically advanced world, for cycling to remain attractive to younger and new audiences, modern aesthetics are needed. Image is so important to attracting new fans of the sport; tradition can only take it so far (as much as I personally appreciate it).

Secondly, the technology needed to develop new bikes has become far more democratised in recent years.

A glance at all the relatively new Eastern brands on the block developing road bikes comparable with their established Western counterparts shows this, while the traditional brand powerhouses such as Giant, Merida, Specialized, Trek, Pinarello and Colnago (I could go on) aren’t actively demonstrating new wonder materials or even techniques that are markedly different to anyone else.

Finally, it’s nonsensical that technological enhancements – short of introducing outside physical thrust to a bike-rider system from a moving part – are in any way detracting from the skill, fitness and capability of the person riding the bike. The rider is still in total control and providing all of the driving force for motion.

Bike and wheel brands, for example, have spent hours in expensive wind tunnels optimising tube shapes not only for low aero drag, but also to help make their products easier to ride in crosswinds (and therefore, likely, faster overall). I don’t recall that being an issue in the past.

Fix handlebar sizes on a sliding scale

The UCI should designate minimum and maximum handlebar widths according to the size of the rider.

Currently, for road races, handlebars must measure at least 280mm between the inner edges of the hoods, and 400mm from the outside of the drops.

No arbitrary figure is appropriate in a sport where riders range so wildly in size. From personal experience, the minimum-size handlebar allowed by the UCI is the one I’d likely get on best with when riding a race bike. I am 188cm tall with particularly broad shoulders.

So I can hardly imagine how alien this minimum handlebar size must still feel to riders such as Pauline Ferrand-Prévot (Visma-Lease a Bike, 165cm) and Harold Martín López (XDS Astana, 160cm).

While the regulations are now less stringent than they were set to be, more can be done to improve fairness for riders for whom the current minimum size is potentially a significant compromise.

A ban on 32in / 750d wheels

Not everything should be allowed, though. 32-inch wheels should be banned before money is wasted developing them and the frames that will take them for racing.

This might seem a strong take, and it’s not one shared by everyone, but we already know through Warren’s testing of the Singular Pterodactyl that 32in wheels can’t be made to fit bikes less than a nominal size large without significant compromises.

In short (pun intended), it’s a size that can’t be made to suit smaller riders, thereby excluding them from the benefits – which I recognise to be potentially great for taller riders, such as Warren and me.

I’m not convinced the sliding-scale approach I’d apply to handlebars works either – brands would have to effectively develop two bike layouts, with costs inevitably being passed on to customers.

And while larger riders may benefit from bikes designed with larger wheels, those wheels are more likely to influence the mechanical behaviour of the bike in performance terms – effectively giving those who can ride one an advantage others can’t utilise.

Allow deeper wheels in road racing

The UCI limits rim depth to 65mm in road races. I think this should be expanded to 80mm.

That said, the UCI could introduce a parcours– and conditions-driven framework, which would limit their use to races and courses deemed suitable for their use.

For flat sprint stages, the 80mm limit could apply. Then, for designated hilly or rolling stages, and those with significant crosswinds, the current 65mm depth may be more suitable. For mountain stages, a shallower maximum depth of around 50mm could be mandated.

In doing this, the equipment choice is wider over the course of a stage race, offering more variety and marketing opportunities for brands, but also scope for more specialism in sensible circumstances should riders choose to set their bikes up accordingly.

After five years of extensive prototyping and testing, Norco has released its new Team DH bike. The high-pivot downhill bike has been developed with the help of four-time world champion Greg Minnaar, and double world champion Danny Hart.

The Norco Team DH has been successful at the highest level already, with team rider Gracey Hemstreet racking up her first three Elite World Cup wins aboard an S1-sized prototype.

The new bike offers 200mm of travel via Norco’s HPV6 suspension system and is mixed wheel-size only, with no accommodation for a 29er rear wheel.

Five years in the making

It has been 25 years since the first Norco Team DH was released, and the new bike was in the prototype and development phase for five years.

The bike is centred around a high-pivot rear suspension configuration that uses an inverted four-bar (also known as upside-down FSR/Horst-link) to dictate the rear axle path. Downhill bikes such as the Forbidden Supernought use a similar system. The advantages of a high-pivot setup are that it maintains a more accentuated rearward axle path, which can help carry speed on rough terrain.

The Team DH’s shock is actuated by an additional pair of links extraneous to the four-bar system and Norco calls the whole package the High Virtual Pivot Six-Link (HPV6) suspension system. The six-link is a four-bar suspension system with an extra pair of links to actuate the shock, unlike a six-bar suspension system.

The Team DH uses an idler to control the anti-squat characteristics of the bike, necessary because of the high pivot position. The idler system is an i-Track adjustable version, which enables the rider to tune the level of anti-squat and pedal kickback offered by the HPV6 suspension system.

You can move the idler to find the best compromise between pedalling efficiency with high anti-squat (and the associated high levels of pedal kickback) and lower levels of anti-squat, which enables more pedal bob, but reduced levels of pedal kickback as the rear suspension moves.

There is more adjustment on offer via a patented flip chip on the shock mount. It enables a change of 2.5% in the rate of progression in the shock actuation ratio as the suspension goes through the travel.

The DH Team is supplied with custom shock tunes specified by Norco to work best with the bike’s suspension.

Frame geometry

The new Team DH pairs an aluminium front triangle with carbon seatstays and carbon chainstays. Norco says this allows for a stiffer front triangle and explains the carbon rear triangle was chosen to reduce unsprung mass, not alluding to its stiffness or compliance as a factor in the choice.

There are five sizes on offer: S1–S5. The five different aluminium front triangles are paired with size-specific rear centres to give all sizes proportionally similar geometry. The Team DH also includes reach-adjust headset cups for fine tuning the exact reach by +/- 5mm within each size.

Norco says reach ranges from 418mm for the S1 up to 498mm on the S5 in 20mm increments. The rear centre is 440mm on the S1 and S2, growing in 2.5mm increments to 447.5mm on the S5.

The head angle is 63 degrees on the S1 and S2 sizes and 62.5 degrees on the S3-S5.

Builds

There will be two builds available – the DH Team 2 Fox with a Fox 40 Performance Elite fork and a DHX2 Factory shock, and the DH Team 2 RockShox with a RockShox Boxxer Select D2 fork and Vivid Coil Base shock. Both bikes have a SRAM GX drivetrain and Maven Base brakes.

Continuing Norco’s Ride Aligned sizing philosophy, S1-S3 sizes are supplied with 160mm-long Praxis cranks, whereas S4 and S5 sizes get 165mm versions.

• Norco Team DH 2 Fox: $7,999 / $10,499CAD
• Norco Team DH 2 RockShox: $7,399 / $9,500CAD
• Norco Team DH frameset: $4,599 / $6,199CAD

It definitely feels like Zwift season is revving up this weekend, with the zFondo series kicking off, the Zwift Ride V2 going on sale, and lots of riders jumping into the game after taking the summer off.

This weekend, I’m featuring some of the most interesting long rides and races on the calendar. Hop in and challenge yourself!

zFondo Series Kickoff: Fuhgeddaboudit

The Fudging Uber Pretzel

The BMTR Fundo

Pretzels, Epics and Afterparties p/b Velos

2026 SISU World Championships – Road Race

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!

There’s no shortage of excellent mountain bike shoes on the market, but you’d struggle to mistake most of them for something you’d choose to wear down the pub.

Drift is looking to change that with its new ARC, a waterproof leather cycling shoe that hides an SPD-compatible sole beneath what looks, at first glance, like a fairly conventional sneaker.

The ARC is the first new shoe from Drift, which has recently relaunched and has roots stretching back more than 15 years.

The people behind Drift previously founded DZR, which launched in 2010 with the aim of producing cycling shoes that could be worn on and off the bike. The brand says it returned to the drawing board in 2024, working with a footwear craftsman to develop its latest range.

The ARC continues that original concept, but brings a decidedly premium construction and a $240 price tag.

Never mind the rain

Unlike the synthetic uppers used on many mountain bike shoes, the ARC is constructed from full-grain leather.

A waterproof lining sits underneath, with Drift pitching the shoe as an all-season option capable of dealing with the wet conditions the brand encountered while developing its footwear around Squamish, Victoria and Whistler in British Columbia.

There’s a reinforced toe box to add some protection from rocks and other trail debris, while a small cover snaps over the laces to keep them out of the way while riding.

Underneath, things get considerably more bike-specific.

The rubber outsole hides a two-bolt cleat mount, making the ARC compatible with Shimano SPD and other two-bolt mountain bike pedal systems.

Drift has also added a stiff composite shank through the sole, which it says improves power transfer to the pedals.

This should give the ARC more support underfoot than its casual appearance might suggest, although I’ll have to get them out on the trails to see how they compare to more conventional mountain bike shoes.

The rubber outsole is also designed with walking in mind, which should make the shoes better suited to hike-a-bike sections, or walking to the bar after a ride, than more aggressively shaped clipless shoes.

Cycling shoes in disguise

This Black and White pair wouldn’t look unusual away from the bike, with the predominantly black leather upper and white sole doing a decent impression of a conventional pair of trainers.

There’s little to give away the fact you’re wearing a pair of clipless cycling shoes, aside from the inevitable castanet of the cleats when walking on hard surfaces.

That could make the ARC an interesting proposition for commuters or anyone who doesn’t fancy swapping shoes every time they get off the bike.

The ARC is available in several colourways, including Black & White, Charcoal, Stone, Forge and Ceder (sic), with each priced at $240.

That puts them firmly at the premium end of the market, but the full-grain leather construction, waterproofing and small-batch approach go some way to explaining the price.

Whether they can deliver the pedalling performance of a dedicated mountain bike shoe while remaining comfortable enough to wear all day is the bigger question.

We’ll be putting them through their paces to find out.

Ever wondered what the “best” settings for Zwift are? In this week’s top video, hear from one Zwifter as he walks viewers through his favorite Zwift settings.

We’ve also included videos about building back fitness, riding the Cycplus T7, trainer recommendations, and cardio gains from Zwift.

Got a Great Zwift Video?

Share the link below, and we may feature it in an upcoming post!

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

Moots has updated its Routt titanium gravel bike, increasing the frame clearance to 57mm from 50mm, redesigning the carbon fork for wider tyres and adding internal cabling through its custom alloy stem.

The changes are a response to the increase in tyre width, faster pace and more technical terrain typical of modern gravel riding, with Moots saying the idea behind the bike hasn’t changed, but the places it can take you have.

Moots says the Routt is designed around 50mm tyres, citing the lower pressure they enable, the added grip and the ability to carry speed over rougher ground. At the same time, it claims, the Routt retains its versatility, catering for racing, bikepacking and long endurance gravel rides.

57mm seems to be the new 45mm in gravel bike clearance. We have seen brands such as Canyon with the new Grail and Factor with the Elara launching updates to their gravel bikes or completely new models with around this much room for wide rubber; the new Specialized Crux has 55mm.

XC MTB tyres are an increasingly popular choice, while there are more gravel tyres being offered in greater widths.

To cater for the update, Moots has made changes to the Routt’s frame and fork. The frame now has a 3D-printed chainstay yoke, enabling riders to fit a 1x groupset with a 48-tooth chainring, while retaining 2x compatibility. There’s a BSA bottom bracket and chainstay length increases to 437mm.

The fork has been redesigned with a D-shaped steerer, enabling brake hoses to pass through the head tube. It’s paired with Moots’ own titanium stem for an integrated cockpit. The head tube angle is between 70 and 70.75 degrees across frame sizes, while the fork rake is 57mm on smaller and 50mm on larger sizes.

There’s the option to run mullet drivetrains, as well as SRAM Full Mount XPLR groupsets, using the brand’s own UDH dropouts. The Routt is electronic-only, if routed internally, and there’s electronic and mechanical dropper compatibility.

• The 5 best new titanium gravel bikes of 2026 so far

Two frame grades

While the Routt and Routt RSL were previously separate models, Moots is now casting the Routt RSL as a premium frameset upgrade. 

The Routt frame is constructed from straight-gauge 3/2.5 titanium, while the Routt RSL is made from double-butted tubing. Moots claims the RSL upgrade not only makes the frame lighter, but it offers a quicker, more direct feel under power. It targets all-round use with the base-model Routt and performance riding with the RSL upgrade.

The Routt RSL frame is slated for availability in early 2027.

The Routt frame offers three bottle cage mounts, a top tube mount and, on the non-RSL frame, mudguard mounts and the option to spec rack mounts. 

The updated Moots Routt is priced at $5,499 for the base frameset. Full builds are priced at $9,999 for Force XPLR AXS, $10,199 for a Force/X0 12-speed mullet and $12,499 for Red XPLR AXS, all with Nobl Far 50 wheels on either DT Swiss 350 or Chris King R45D hubs and Vittoria Terreno T30 50mm tyres. 

The Routt is available to order immediately, with Routt RSL pricing to be announced closer to launch.

Coros has announced the release of its new Pace 4 Pro smartwatch, which it says offers 60 hours of GPS tracking, as well as the brand’s largest screen yet, at 1.47in / 37.3mm across.

It says the Pace 4 Pro is ideal for athletes looking for a slim, tough, lightweight watch that offers a complete mapping solution, and it provides functionality for cyclists, triathletes, runners and a range of other sports.

The Coros Pace 4 Pro offers close to a 50% increase in battery life over the Pace 4, as well as 22.5% greater screen size that enables it to display up to 11 data fields. 

According to Coros CEO Lewis Wu: “The Coros Pace 4 Pro is a big step forward in hardware design for Coros. It combines the largest and brightest display we’ve ever built with an incredibly narrow titanium bezel and sapphire glass screen.”

The Coros Pace 4 Pro’s AMOLED screen has 466×466 pixel resolution and 3,500-nit maximum brightness. Coros says it incorporates an ultra-fast processor for rapid mapping and navigation, and double the RAM size of the Pace 4 at 64MB with 64GB storage.

The Pace 4 Pro has an 11.8mm-deep, low-weight case with a titanium bezel, with the watch plus its nylon band weighing a claimed 43g, only 11g more than the non-Pro Pace 4, but around 13g less than the Garmin Forerunner 970, probably its closest competitor. 

The watch includes dual-band GPS as well as heart rate, ambient temperature, pulseOx, altitude and ECG sensors, enabling users to track sleep, HRV, stress and resting heart rate trends. It links into the Coros app for route planning, fitness tracking, pace planning and recovery monitoring, as well as access to training plans and, for women, menstrual cycle tracking. 

Alongside the performance tracking and navigation functionality, the Pace 4 Pro also enables you to record voice notes and sync them to workout files, with voice pins that anchor them to GPS locations. There’s live tracking, weather and safety alerts, and easy sync to Strava, TrainingPeaks and other fitness apps.

The 60 hours of claimed GPS use reduces to 46 hours when in always-on mode. When using the always-on display, the Pace 4 Pro will provide around seven days of use without GPS, which can be extended to 21 days with on/off display. Coros says charging, which uses USB-C, takes around 1.5 hours, with a 10-hour boost in GPS tracking from 30 minutes’ charging.

The Coros Pace 4 Pro is priced at £389 / $449 / €449 and available in either black or white. The price undercuts many Garmin watches significantly, with the Forerunner 970 priced at $650 or more, while the premium Fenix 9 AMOLED costs $1,000 and above.

The UCI has confirmed it will launch a full review of the Lugano Charter, cycling’s foundational equipment rulebook, opening the door to the biggest shift of bicycle design regulations in three decades.

Announced following the governing body’s latest Management Committee meeting in Montréal, the review will produce a draft charter before an industry-wide consultation set for February-April 2027.

While the UCI has not proposed any specific rule changes yet, the Lugano Charter underpins many of road cycling’s most influential technical regulations – including the 6.8kg minimum bike weight, tube-profile limits, geometry restrictions and gearing rules.

The new charter is set to be developed in closer consultation with brands and industry experts, with the establishment of new ‘technical committees’ for specialist areas. UCI president David Lappartient says this “illustrate[s the UCI’s] commitment to evolving our rules in consultation with all the families of cycling”.

A chance to rewrite cycling’s design rulebook

Originally adopted in 1996, the Lugano Charter established the principles that govern bicycle design in UCI-sanctioned races. It was created to balance technological innovation against safety, while intending to ensure sporting fairness and sustainability.

It defined the double-triangle bike frame design, but perhaps its most famous rule is the 6.8kg minimum bike weight for UCI races, introduced in 2000 as an amendment to the charter.

At the time, carbon manufacture was in its relative infancy, with concerns for safety in the event of a war on weight. But for years the rule has increasingly been questioned by engineers, manufacturers and commentators, with some arguing the rule is outdated given the advancements in the technology since.

BikeRadar explored that debate in our 2023 feature on whether the UCI’s bike weight limit should change. Designers have suggested modern testing standards would be a better measure of safety versus a blanket weight threshold.

The charter also governs the more recent 8:1 tube aspect ratio rule, limits on frame geometry and rider position, and regulations surrounding drivetrain and gearing dimensions.

Those rules have evolved gradually over recent seasons, notably allowing designers greater freedom around head tube proportions and aero optimisation.

Riders have also been seen to be adopting ever more forward positions (within current limits) in the search of greater efficiency and in response to more recent revisions – designs borne out with the likes of the Eddy Merckx 525R and Factor One.

Any new regulations could be set to allow for even greater freedom in this area, or indeed restrict it.

New technical committees could help prevent future controversies

Alongside the charter review, the UCI has announced a new consultation framework intended to give manufacturers and independent experts a formal role in developing future equipment regulations.

Rather than relying solely on its existing Equipment and New Technologies Commission, the governing body has stated it will establish specialist technical committees covering:

• Frames
• Wheels and tyres
• Rider equipment
• Protective equipment
• Data and technology

Officially, the UCI says the aim of these new committees is to strengthen collaboration between the governing body and manufacturers. It also appears to address one of the biggest criticisms levelled at recent equipment rule proposals: a lack of meaningful stakeholder consultation.

That issue came to a head just before the 2025 Tour de France when the UCI announced plans to trial gearing restrictions in professional road racing. The proposal prompted immediate opposition from riders, teams and component brands, with SRAM publicly criticising the process before the governing body suspended the trial.

We also reported on Tom Pidcock’s concerns about the wider package of UCI rule changes, while technical editor Dan Bigham argued in his feature on why gearing restrictions were the wrong solution to rider safety that evidence-based regulation should come before blanket equipment limits.

The dispute ultimately culminated in the UCI losing its appeal over the proposed gearing restrictions. The new committee structure could be interpreted as a deliberate attempt to build consensus before future technical regulations (or experiments) are introduced.

The UCI says each committee will feature “equal representation” from the UCI and the cycling industry, alongside independent technical experts, albeit exactly which brands and stakeholders have a seat at each respective table isn’t yet defined.

Via the UCI’s official communiqué, UCI president David Lappartient said: “From a regulatory perspective, the opening of a new consultation framework with cycling industry members, together with the launch of the review of the Lugano Charter thirty years after its adoption, illustrate our commitment to evolving our rules in consultation with all the families of cycling.”

New finish-line safety barriers approved

Alongside this, the UCI says it has formally approved new barrier standards for the final 200 metres of men’s and women’s WorldTour races from the start of the 2027 season.

It says the regulations are based on research by the University of Applied Sciences and Arts Western Switzerland Valais-Wallis.

The UCI hasn’t confirmed if and when these new regulations will come into effect at other levels of the sport.

GPS rider tracking set for wider rollout

The UCI has committed to introducing a regulatory framework for real-time GPS rider safety tracking, with the system set to be deployed across professional road racing starting with the men’s and women’s WorldTours.

Last season, five teams were disqualified from the Tour de Romandie Women after refusing to participate in a tracker trial, highlighting disagreements over how the devices should be supplied and operated.

The UCI says the system is being used again at this year’s Road World Championships after its introduction last year in Rwanda.

Women found to have more severe, more frequent injuries than men at the highest level of road racing

The UCI says it has received updates on its ongoing road crash injury study, which it began in March.

It says initial findings indicate injuries are currently more frequent and more severe in women’s WorldTour racing, with average return-to-competition times roughly twice as long as recorded in the men’s peloton.

No regulatory or advisory outcomes have been defined, but the UCI says the study is ongoing as its “database” is built, with the idea to introduce “future risk-reduction measures” in the future and assess their effectiveness.

Genetic testing to align with International Olympic Committee

The UCI has also confirmed it will conform to the International Olympic Committee’s (IOC) guidance on the definition of the female category for its IOC-recognised competitions by the end of the year.

Because the UCI is a member body of the IOC, the news comes as little surprise, but it defines that only biological women who do not carry the SRY gene on the Y chromosome, which triggers testosterone production at puberty, are eligible to compete in women’s events.

The presence of the gene will be determined by a one-time test. The UCI says an “awareness programme” will be rolled out to athletes, teams and national federations “shortly”, and that all results will be kept “strictly confidential”.

Racing calendar changes confirmed for 2027

Finally, the UCI approved the majority of its 2027 international calendars, with the full schedules due to be published on 29 September.

The headline road changes include:

• La Vuelta Femenina moves to 3–10 October, immediately after the men’s Vuelta.
• Vuelta a Burgos Feminas returns to an early May slot.
• Eschborn–Frankfurt reverts to its traditional 1 May date.

The governing body has also confirmed the inaugural UCI Junior Road Nations’ Cup calendar and approved several scheduling changes across mountain bike, track and other disciplines ahead of the 2027 season.

Sigma Sports has slashed the price of a host of cycling products, with some serious savings to be had across bikes, components and kit.

We’ve trawled through the sale to pick out five of the best deals, including more than £1,900 off Shimano’s flagship road groupset and a carbon Trek Domane for less than £2,000.

There are also big discounts to be had if you’re looking to upgrade your gravel bike or treat your feet to some fancy shoes.

Here are our top picks, but you can see the whole sale here.

Shimano Dura-Ace R9270 Di2 groupset – £3,579 £1,625 (Save 55%)

Getting Shimano’s flagship road groupset for less than £2,000 certainly caught our attention.

Sigma Sports has knocked £1,954 off its Dura-Ace R9270 Di2 groupset, bringing the price down from £3,579 to £1,625.

Dura-Ace R9200 represented a major overhaul when it arrived, moving Shimano’s top-tier road groupset to 12-speed and introducing semi-wireless shifting.

The groupset uses wireless shifters, while the derailleurs remain wired to the central battery.

It also features Shimano’s Servo Wave braking technology and redesigned calipers with increased pad clearance.

Despite rumours of a new generation being released soon, at 55 per cent off, this could be a tempting opportunity if you’re planning a dream-bike build or looking to give an existing road bike a serious upgrade.

This specific deal is for groupsets specced with 175mm cranks, but great savings can be had on shorter-cranked specs too.

• Buy Shimano Dura-Ace R9270 Di2 groupset now for £1,625

Trek Domane SL 5 Gen 4 105 – £2,800 £1,499 (save 46%)

You can currently pick up a carbon Trek Domane for less than £1,500, with Sigma Sports taking £1,301 off the endurance road bike.

The Domane SL is built around Trek’s 500 Series OCLV carbon frame and is designed to balance speed with comfort over longer rides.

The Gen 4 bike uses Trek’s rear IsoSpeed system, which is designed to add compliance at the seat tube, while generous tyre clearance gives the Domane some versatility away from pristine tarmac.

The SL 5 is equipped with Shimano’s mechanical 105 groupset and hydraulic disc brakes.

With a 29 per cent saving, this looks like one of the standout complete-bike deals in the sale.

At the time of writing, there are sizes ranging from 50 to 60cm.

• Buy the Trek Domane SL 5 Gen 4 105 now for £1,499

Shimano GRX 825 12-Speed Di2 Groupset Bundle – £2,060 £1,011 (save 51%)

Roadies aren’t the only ones getting a hefty Shimano discount.

The latest 12-speed GRX RX825 Di2 groupset has dropped to £1,011, representing a saving of £1,049.

GRX RX825 brought Shimano’s electronic gravel groupset in line with its latest road offerings, using wireless shifters alongside a wired rear derailleur and battery.

The shifters also feature additional buttons on the hoods, which can be configured to control compatible bike computers or used as extra shift buttons.

If you’ve been considering moving your gravel bike to electronic shifting, a 51 per cent discount makes this considerably easier to justify.

This specific discount is for 170mm cranks, although there are savings on the 172.5mm variation too.

• Buy Shimano GRX 825 12-Speed Di2 Groupset Bundle now for £1,011

Scope R3 Carbon Road Disc Wheelset – £1,300 £479 (save 63%)

A carbon disc wheelset for under £500 isn’t something we see every day.

Sigma Sports has reduced the Scope R3 from £1,300 to £479, saving £821.

The R3 uses 30mm-deep carbon rims, making it the shallowest option in Scope’s Race Series and positioning it as a lightweight all-round wheelset rather than a deep-section aero option.

The rims are tubeless-ready, and the wheelset uses Scope’s own hubs.

At 63 per cent off, these could make for a significant upgrade over the stock alloy wheels supplied with many road bikes.

This specific deal is limited to SRAM’s XDR freehub body.

• Buy the Scope R3 Carbon Road Disc Wheelset now for £479

Sidi Shot 2S road shoes – £425 £96 (save 77%)

You don’t have to spend four figures to take advantage of one of the biggest discounts in the sale.

Sidi’s Shot 2S road shoes have fallen from £425 to £96, depending on size and colour – a hefty saving of up to 77%.

The Shot 2S sits towards the top end of Sidi’s road shoe range and features the Italian brand’s carbon sole and centrally mounted Tecno-3 closure system.

There’s also an adjustable heel-retention system, designed to help secure the rear of your foot inside the shoe.

A £425 pair of shoes is undeniably extravagant, but at this price they become a much more interesting proposition – how are they making money here?

This specific price is for the Anthracite colourway, with a wide variety of sizes from 40 to 48 available at the time of writing.

There are also good savings to be had on the other colourways.

• Buy the Sidi Shot 2S road shoes now from £96

Sidi has announced the Prima 2 shoes for men and women cyclists, which it says are designed for effortless and efficient daily rides, with a design it claims is simple to use, comfortable and performant. 

The Prima 2 is the most affordable road cycling shoe in Sidi’s 2027 range, with uppers made of microfibre, which Sidi says is durable and comfortable.

The uppers are paired with a 3D-mesh tongue for breathability and use Sidi’s Nuun 002M single-dial closure, with a flip-up adjustment lever. 

On the base, the nylon composite sole has a non-floating three-bolt drilling. This ensures simplicity, but may compromise cleat adjustability with Shimano’s latest SPD-SLR pedal system.

The sole is rated by Sidi at stiffness index 5 and is paired with a cushioning insole. Sidi positions the shoe’s fit as closer to recreational than performance, suggesting there should be a reasonable amount of wiggle room.

It says the shoe components, such as the heel cleat and Nuun dial, are replaceable, increasing the shoe’s longevity.

The Sidi Prima 2 shoes are priced at £140 / $200 / €159 and come in men’s sizes 38 to 50, with half sizes from 40.5 to 46.5. There’s a range of four colours for men: blue, cream, black and grey.

Prima 2 Woman shoes are available in sizes from 36 and 43, with half sizes from 37.5 to 42.5. There are two colours: grey and a light purple ‘mulled grape’.

The owners of Castelli and Sportful have announced the acquisition of Tailfin, the Bristol-based technical bikepacking equipment company. 

MVC Group says the acquisition represents a “significant acceleration” in its development strategy and that Tailfin will complement its cycling portfolio. 

Founded in Bristol in 2017 by Nick Broadbent, Tailfin is known for its premium bikepacking bags, racks and accessories. The company has developed its proprietary technologies in-house, and they are protected by more than 20 granted and pending patents.

€10 million in revenue

If the proprietary tech wasn’t enticing enough for MVC Group, Tailfin’s company has also achieved an average annual growth of approximately 50% and it reached almost €10 million in revenue in 2025. 

More than half of this revenue was generated in the US, UK and Germany, and Tailfin’s growth will now be supported by MVC Group’s presence in 75 countries. 

As well as complementing Castelli and Sportful, MVC Group adds that the acquisition has broader benefits to its triathlon and outdoor sports brands, Zoot and Karpos.

Emilio Foà, CEO of MVC Group, says: “With Tailfin, we are not simply adding a new product category: we are integrating a leading brand whose positioning around excellence and strong focus on innovation are fully aligned with our own brands, while also being complementary to their offering. 

“We are also integrating a strategic asset: the company’s distinctive technological expertise and extensive intellectual property, which could generate product innovation across the different disciplines in which we operate, from cycling and triathlon to outdoor sports.”

Broadbent, Tailfin’s CEO, mechanical engineer and product designer, says: “Since Tailfin was founded, we have invested heavily in innovation to develop products that set the standard within the rapidly growing category of bikepacking and adventure cycling. 

“Joining MVC Group will allow us to accelerate this journey further, leveraging the Group’s industrial strength and international presence, while preserving the identity, autonomy and innovation culture that have made Tailfin so successful.” 

Fourth expansion in a year 

The acquisition of Tailfin is the fourth in a series of expansions MVC Group has made in the last year. In July, it launched its 10th international subsidiary in the UK; it created MVC Benelux through the acquisition of Wolvenberg; and Zoot acquired its European distributor last October.

MVC Group says its latest acquisition “has a positive impact” on its proposed development path and three-year industrial plan, which targets €150 million in revenue by 2028.

You may like

• Tailfin CargoPack review: a new standard for bikepacking saddle bags
• I tested the new Tailfin Journey Rack on a punishing 600km audax – here’s why you should consider it over a saddle bag

Winter is approaching and, for many riders, that means switching attention to indoor training.

Indoor cycling is one of the best ways to keep your pistons pumping through the off-season, with Zwift offering a wide range of routes, rides, workouts and races.

• UK – Buy the Zwift Ride with KICKR CORE 2 for £899
• US – Buy the Zwift Ride with KICKR CORE 2 for $999
• Europe – Buy the Zwift Ride with KICKR CORE 2 for €999

To mark its 12th anniversary, Zwift is celebrating with another Zwift Big Weekend offer, which sees up to 23% savings on its Ride with KICKR CORE 2 indoor bike.

You can now get the Zwift Ride with KICKR CORE 2 for £899 / $999 / €999, down from £1,099.99 / $1,299.99 / €1,199.99, which is a significant saving of £200.99 / $300.99 / €200.99.

• UK – Buy the Zwift Ride with KICKR CORE 2 for £899
• US – Buy the Zwift Ride with KICKR CORE 2 for $999
• Europe – Buy the Zwift Ride with KICKR CORE 2 for €999

The event runs from 24-28 September, with the savings only applicable during this period.

Zwift Ride with KICKR CORE V2 – £1,099.99 / $1,299.99 / €1,199.99 £899 / $999 / €999

Zwift describes the Ride with KICKR CORE 2 as an all-in-one indoor-cycling setup, effectively turning Wahoo’s KICKR CORE 2 indoor smart trainer into an indoor smart bike with an interactive cockpit that enables you to navigate the Zwift app from the handlebar.

This latest-generation V2 model features a realistic road-like ride feel, quiet and customisable virtual gear shifting, and a wide range of adjustability that even includes multiple crank lengths, so you can replicate the exact fit of your regular bike.

The added adjustability also enables multiple household riders to share the bike without sacrificing their setup.

Zwift says the Ride delivers enhanced ease of setup and seamless integration with new Watopia roads and features.

We’ve tested the Wahoo KICKR CORE 2 by itself, and our indoor training guru, Simon von Bromley, awarded it a 4.5-star rating, praising its build quality and usability.

Combined with Zwift Ride, you won’t need to repeatedly set up your road bike on the trainer, making it quick and easy to stay fit over the coming months.

• UK – Buy the Zwift Ride with KICKR CORE 2 for £899
• US – Buy the Zwift Ride with KICKR CORE 2 for $999
• Europe – Buy the Zwift Ride with KICKR CORE 2 for €999

Zwift just launched their Big Weekend Sale event, featuring the first-ever discount on the new Zwift Ride V2. The sale begins today and runs through Monday, September 28. (And before any of you long-suffering Canadians comment about not being able to get a Zwift Ride shipped affordably… scroll down for good news!)

Zwift Ride V2 – First Time Sale

With a strong feature set paired with pricing well below other smart bikes, the Zwift Ride has been the best deal going since it launched in the summer of 2024. (My educated guess is that Zwift has sold over 100,000 units thus far. But don’t quote me on that.) Just 2 weeks ago, Zwift began shipping the new Zwift Ride V2, which features several iterative improvements so it’s more adjustable and accommodating to a wider range of riders (read about exactly what changed in this post).

For the next few days, riders can pick up the Zwift Ride V2 + Wahoo KICKR CORE 2 package for just $999.99/€999.99/£899.99. That’s a huge discount off the regular price, especially for Zwifters in the US:

• US $999.99 / $300 (23%) discount Shop Now >
• EU €999.99 / €200 (18%) discount Shop Now >
• UK £899.99 / £200 (16%) discount Shop Now >

Zwift Cog and Click – 75% Off

Zwift’s Cog and Click Upgrade Kit is normally priced at an affordable $50 US, but it’s now on sale for just $12.50. Clearly, Zwift wants everyone to try virtual shifting!

If you’ve got a trainer that supports virtual shifting, but don’t yet have the Cog to replace your cassette or the Clicks to do the shifting… it may be time to give it a try!

Related: Which trainers support virtual shifting?

Oh Canada… Good News For You!

The good folks at WTRL, organizers of Zwift Racing League and WTRL TTT, have been working with Zwift for months to build the infrastructure to stock and sell the Zwift Ride in Canada. And it’s finally happening!

Pre-orders are now open to purchase the Zwift Ride V2 + KICKR CORE 2 bundle ($2,099 CAD) and the Zwift Ride V2 frame ($1,250 CAD). You can even buy the frame with a different trainer, including the Wahoo KICKR v6, Tacx NEO 2T, Tacx NEO 3M, and JetBlack Victory.

Shop Now at WTRL >
(Tip: change your currency to CAD $ | Canada in the top-right to see the Zwift Ride V2 options)

(While Wahoo has been selling both of these items for quite some time to Canada – and they sell the frame for $1,200 CAD – Wahoo charges $275 CAD to ship either item, while WTRL ships free, at least to the Canadian addresses we tested. Additionally, it appears sales tax is a bit lower through WTRL. So there’s significant net savings when buying from WTRL vs Wahoo, even if the price is higher in Canada than in the US, UK, and EU.)

A final note: the shopping links in this post are affiliate links, so when you shop through them, Zwift Insider earns an affiliate commission. Thanks in advance for your support!

The second race of Zwift Racing League 2026/27 Round 1 happens on Tuesday, September 29, and we’re in Innsbruck for a scratch race on the popular Innsbruckring.

Let’s dig into the course layout, powerups, bike decisions, and strategic options for teams.

Looking at the Route

Each lap of Innsbruckring is 8.8 km, and A/B teams will race 4 laps (35.4km, 309m elevation) while C/D will race 3 laps (26.6km, 232m elevation).

Innsbruckring is popular for races and has featured twice in ZRL: as a points race in 2022/23 and as a scratch race in 2023/24. While the exaggerated route profile below looks lumpy, it’s quite flat and uneventful for most of the lap. Especially in a scratch race, where only your finish position matters, the Leg Snapper climb will be the key selection point on each lap:

The Leg Snapper KOM begins when you cross the short bridge and the road tilts sharply upward 5km into your first lap. At 430 meters long with a steady average gradient of 6.9%, this climb will force a selection each and every lap! Be prepared for an all-out 50 to 75-second effort to stay in touch.

Keep hammering over the top of the Leg Snapper to get back up to speed on the descent immediately following. You can even use the aero powerup you got at the banner if you’d like, then recover a bit on the descent and even through the sprint (where you’ll get a feather powerup) if you’re in the front pack, as riders won’t be pushing hard since this is a scratch race.

The pack will be strung out, and gaps will have formed thanks to the Leg Snapper. This is where riders face a decision. If you’re in the front group, do you keep pushing to hold the gap? If you’re in a chase group, do you try to bridge up? Typically in multi-lap scratch races on Innsbruckring a group of riders is dropped over the Leg Snapper, then rejoins the front pack a few minutes later after the front pack eases. This is especially true on the first lap, and becomes less true as the race drags on through subsequent laps.

On the last lap, you commonly see the front pack keeping the pressure on after the Leg Snapper, so dropped riders stay dropped all the way to the finish.

Speaking of the finish: this finish always feels like a drawn-out sprint. Riders often try to go long, but are unable to hold it. Patience is crucial here, and you’ll want to maximize the use of your powerup. Holding an aero will be crucial for the finish!

Read more about the Innsbruckring route >

PowerUp Notes

Specific powerups are assigned to each arch: a 250 XP bonus at the start/finish arch, the aero boost at the Leg Snapper KOM arch, and a feather at the sprint arch.

Aero Boost (helmet): makes you more aerodynamic (reduces your CdA by 25%) for 15 seconds. Use at higher speeds (flats and descents), especially when no draft is available (although it is still useful when drafting). This is the powerup you want to be holding going into the finish.

Lightweight (feather): reduces your weight by 10% for 30 seconds.
Use on climbs, when weight matters the most. This is a handy powerup for the Leg Snapper, and it’s long enough to last for the majority of the climb. The downside is, you’ll have to forgo the 250 XP bonus at the start/finish if you want to hold onto it for the Leg Snapper!

Bike Recommendations

Bike recommendations for this race are simple, thanks to how Zwift has set up the current crop of in-game road bikes. You’ll want to pick one of the top “aero all-arounders”, the best of which are:

• Specialized S-Works Tarmac SL9 or SL8
• Cannondale Supersix EVO Lab 71 (Team Edition is even faster)

Wheel choice feels a bit trickier here, because it seems like we need to choose between the most aero wheels (disc wheelsets) or better climbing wheels (to help you survive the Leg Snapper). Lucky for you – I tested it! Here are the Leg Snapper times for three of the top contenders, using the Specialized S-Works Tarmac SL9 frame at 6 W/kg (450W):

• Shimano DURA-ACE C99/Disc: 56.50 seconds
• Princeton CarbonWorks Wake 6560: 56.25 seconds
• SwissSide HADRON Ultimate 650: 56.23 seconds

My take is: go with the disc wheelset. (And the DT Swiss 85/Disc or Swiss Side 850/Disc will also work just fine, as they perform essentially the same as the Shimano disc.) You’ll lose a quarter-second on the Leg Snapper, but you’ll be faster on the flats and in that final sprint.

Halo upgraders: your Tron bike is also a good option on this course. It’s as fast up the Leg Snapper and around the course overall as the fastest road bike combos.

Of course, your frame’s upgrade status should impact your decision.

Related: All About Zwift’s New “Bike Upgrades” Functionality >

For more info on bike and wheelset performance in Zwift, check out:

• Speed Tests: Tron Bike vs Top Performers for head-to-head comparisons of various frame and wheel combos.
• Fastest Bike Frames and Wheels at Each Zwift Level: Determine the fastest setup available to you.
• Bike Frame Charts: For precise performance data on all road frames.
• Wheel Charts: For precise performance data on all wheelsets.

More Route Recons

Lots of recon events are scheduled on upcoming ZRL routes, led by various teams. See upcoming ZRL recons for this race at zwift.com/events/tag/zrlrecon.

Additionally, riders in the Zwift community do a great job every week creating recon videos that preview the courses and offer tips to help you perform your best on the day. I’ll add them below as I find them!

J Dirom

John Rice

TacticalWatts

Strategic Options

How will these races unfold, and what strategies will riders employ in the second race of round 1? Here’s what I predict:

• Hold On To Your Aeros: Riders wanting to contend in the final sprint will 100% want to hold onto the aero powerup they receive the last time up the Leg Snapper.
• Close the Gap: In typical Zwift races, the pack breaks up over the Leg Snapper + Sprint, but chase groups will often rejoin the front group in the “uneventful” 6.8km that follows. I predict this will happen on laps 1, 2, and 3, with few riders rejoining the front each lap. But on that final lap, I bet the front riders will push to stay away!
• Four Hard Kilometers: Lighter riders and anyone who lacks sprint power may want to attack on the final Leg Snapper to drop the pure sprinters, then try to stay away to the finish. Teams may strategically execute attacks, with one rider going off the front while the rest sit in. The ensuing chase will make the final 4km of the race difficult for everyone.
• Survive and Sprint: This is what most riders will be doing. The goal is to do minimal work to stay in touch with the front pack over the Leg Snapper (“sagging the climb” helps), then be in contention on the final sprint.

Your Thoughts

Any insights or questions about this race? Share below!

Voting is under way for the 2026 MBUK and Cycling Plus Rider of the Year awards, giving you the chance to have your say on who deserves to take home this year’s honours.

After the nominations were whittled down by a panel of experts, the final shortlists have been revealed, with readers now responsible for deciding the winners of the Rider of the Year and Newcomer of the Year categories.

For the mountain bikers, MBUK has shortlisted eight riders in each category this year, down from 10 previously.

The recipient of the Lifetime Achievement award will be chosen by our panel.

You can check out the nominees and cast your vote on the MBUK Rider of the Year 2026 voting page.

• Vote for MBUK Rider of the Year 2026

If drop bars are more your thing, Cycling Plus is also looking for your votes to crown its Rider of the Year and Newcomer of the Year.

The Lifetime Achievement winner will be selected by our panel.

Head over to the Cycling Plus Rider of the Year 2026 voting page to see who has made the shortlist and cast your vote.

• Vote for Cycling Plus Rider of the Year 2026

Voting for both awards closes on 14 October, so you’ve got only a few weeks to have your say.

The winners will be revealed at an exclusive awards event on 26 November, before appearing in the January issues of MBUK and Cycling Plus and on BikeRadar.

So, whether your Rider of the Year has been smashing World Cup tracks, tearing up the road or doing something altogether different on two wheels, now’s the time to cast your vote.

A big thanks, once again, to Lezyne for their continued support for the awards.

Rapha has hinted at staff cuts in a statement that says proposed changes to the company involve an “organisational restructure” and “formal consultation process with affected team members”. 

Early on Wednesday, Rapha CEO Fran Millar announced her resignation, warning of organisational changes “to reduce cost and drive efficiency”.

In the afternoon, Rapha released a statement announcing several business updates as part of its “ongoing transformation programme”.

Rapha wrote in the statement: “While there are encouraging green shoots, we believe significant changes are essential to establish a stronger, more sustainable path forward.

“This involves a proposed organisational restructure and a formal consultation process with affected team members will now take place. We believe these proposed changes are necessary but recognise the personal impact on affected colleagues, and we do not take these decisions lightly.” 

Rapha said that, with Millar’s vision and strategy for the cycling clothing brand in place, the former CEO suggested to the board that she step down “to allow new leadership to guide the next phase” of the business.

Millar joined Rapha in 2024 having previously been the CEO of Belstaff from 2020, where she was involved in turning the company around from a loss of £20 million in 2019 to breaking even in 2024.

Millar faced a similar task at Rapha, which had long reported financial losses. Last year, Rapha reported a net loss of £15.6m for the period ending January 2025.

Ahead of its full accounts being published later this month, Rapha revealed in its statement today a trading loss of £5.6m for the financial year ending January 2026. This is the ninth consecutive year Rapha has posted a loss, but it said it continues to execute its “financial improvement plan” for “sustainable profitability” by 2027.

“These numbers reflect deliberate decisions to invest in our brand, product quality, cycling communities and customer experiences, while reducing our reliance on discount and promotional related activities – choices that will strengthen the business over time,” Rapha said. 

Rapha added that the early signs in its current financial year suggest its new strategy is working with revenue growth in key territories. It also reported growth in its Clubhouses, despite closing five Clubhouses earlier this year. 

Rapha highlighted its partnership with USA Cycling as part of its “clear strategic roadmap” for the future.

The grandsons of Walmart founder Sam Walton, Steuart and Tom Walton, bought a majority share in Rapha in 2017. 

In Rapha’s statement today, Steuart Walton said: “My brother and I have been majority owners of Rapha for nine years. We love the brand, the product, and what Rapha stands for, and we are deeply grateful to the people who have made the company so special.

“Our belief in Rapha has not changed. We remain committed to the power of cycling to make the world a better place and to Rapha’s unique role in advancing that idea. We are confident in the long-term future of the brand and committed to helping Rapha achieve its ambitions.” 

DT Swiss has released two new rear hub kits based around its existing Degrees of Freedom technology, and revamped its 1700 rim series.

The new hub kits are the DEG DF Race, which incorporates an increased level of float (up to 40 degrees) in the rear hub’s engagement, and the Ratchet DF, which is compatible with cheaper Ratchet and Ratchet LN hubs. These kits are designed to reduce pedal kickback, which can hinder rear-suspension movement.

The new 1700 rims span three models aimed at different disciplines – all are now asymmetric, and feature a more pronounced bead seat and rim horn than previous versions.

DEG DF Race kit

DT Swiss’ DEG DF (Degrees of Freedom) kit (released a year ago) converts the ratchet system used in existing DEG freehubs to include an amount of free movement, with the aim of reducing pedal kickback.

DEG hubs are DT Swiss’ hardcore offering, with a larger ratchet surface area and 90 points of engagement using a system of ratchet rings instead of pawls.

The existing DEG DF kit offers users the option of either 0, 10 or 20 degrees of free movement via internal adjustment. That means you can adjust how much slack is in the system until the freehub engages once you’re pressing on the pedals.

DT Swiss says the DEG DF Race kit is an upgrade pack, which can be added to hubs already running the existing DEG DF kit.

The new kit includes only the threaded rings (no ratchet rings or springs) and offers riders options to select increased free play with the freehub, with settings for either 0, 10, 30 or 40 degrees of movement instead.

Ratchet DF kit

DT Swiss Ratchet and Ratchet LN hubs now have their own Degrees of Freedom kit. These hubs are less expensive than the DEG hubs, so this new kit opens up the pedal-kickback reduction capabilities of the DF to a new audience.

The Ratchet DF kit offers 14 degrees of float within the freehub – less than the 20 degrees of the DEG DF kit and 40 degrees of the DEG DF Race, which fit the more expensive DT Swiss DEG hubs.

The Ratchet DF kit includes threaded rings, springs and ratchet rings (everything needed for the conversion), and is backwards-compatible with existing Ratchet and Ratchet LN hubs.

New 1700 rim series

DT Swiss has updated the rims in its 1700 range, so they are all now asymmetrical. DT Swiss says this enables them to be built into a stronger wheel thanks to more even spoke tension. DT Swiss says the 1700 series rims still use “premium aluminium alloy” and a welded rim joint.

All the new 1700 series rims have an “anti tyre-rim damage design”, where a wider rim horn helps reduce the risk of tyre damage in an impact.

During big hits, DT Swiss says this promotes “controlled denting behaviour”, which it says helps prevent tubeless air leaks. This has historically been a consideration for the brand – helping riders complete race runs with air in their tyres, even if the rim is damaged.

The final update is a change to the tyre contact surface, which now features a more pronounced hump that DT Swiss says enhances tubeless sealing, improves lateral support for the tyre and reduces the amount of pressure loss if the tyre burps.

The XR 421, XM 431 and EX 441 are all based around this new tech. DT Swiss categorises rim lines by discipline: XR for cross-country, XM for trail riding, and EX for downhill and enduro.

If you’ve signed into Zwift in recent days, you’ve probably noticed the prominent Party Crashers banner:

What is this event, and how should you approach it? Dive in and find out…

Party Crashers Basics

While Party Crashers events are essentially chase races, they are technically classified as group rides on Zwift’s calendar.

When you sign up, you choose which group you want to be in:

• Category D: You’re here for the party. Keep it casual and social in whatever costume Zwift has placed you in for the week. But also, try to stay away from the Party Crashers!
• Category E: Party Crashers. You’ll start 5 minutes behind category D, and your goal is to catch them before the ride ends.

Party Crashers Strategy

Many of the D “partier” groups are led by community riders who hold to a stated pace and keep the party going. If you’re joining for the party, stay with the beacon and help pull on the front if you’re able. This shared workload will help your group stay away from the crashers as long as possible.

Party Crashers: you’ll want to stick together as well, working together by rotating pulls on the front to keep your speed high so you can reel in the partiers.

When/if the two groups merge near the end of the ride, all bets are off. Partiers who are feeling strong can up their power and try to hang with the Party Crashers. And some Party Crashers may choose to sit up and hang with the partiers! It’s not a race, so you can do whatever you’d like. Just have fun.

Schedule

This is a 4-week series running through October 4. Events are scheduled every 2 hours throughout the day.

• Stage 1 – Battle of the Space Invaders – September 14-18
  • Route: Neokyo All-Nighter
  • 24.3 km, 168 m
• Stage 2 – Cowboys vs Aliens – September 19-23
  • Route: The Magnificent 8
  • 28.9 km, 156 m
• Stage 3 – Dino Chase – September 24-28
  • Route: Canopies and Coastlines
  • 22.6 km, 124 m
• Stage 4 – Man vs Machine – September 29-October 4
  • Route: Island Hopper
  • 31.1 km, 257 m

Sign Up

See upcoming Party Crashers events at zwift.com/events/tag/partycrashers >

Bonus XP and Silly Costumes

Whenever you ride through an arch, you’ve got a 1/3 chance of landing the big XP bonus (250 XP). That can add up to a lot of XP during the ride, as Gerben shows in his recent video:

Each week’s rides place riders in a costume based on the theme. This week, for example, is Cowboys vs. Aliens. You can see the costumes in Gerben’s video above… space suits for the partiers, and a space kit (and maybe a cowboy hat?) for the crashers.

Improvements

I love that Zwift is trying a different sort of event. Keeping them as group rides and recruiting community leaders keeps it fun, too.

But could these events be better? Zwift Insider reader “Bob” had this suggestion:

…if Zwift would just add an on-screen tally showing the number of riders in the opposite group that you have passed/held off, it would really take those events to the next level. It’s a neat idea but hard to get too excited when you have almost no information about the opposing group.

I agree with Bob. On top of that, I would love to see a time gap displayed, so you know how close you are to the other group. This suggestion would really enhance chase races as well, which is why I mentioned it years ago in Zwift Chase Race Basics, Strategies, and More.

Come on, Zwift. Let’s take chase races/rides to the next level!

Your Thoughts

Have you ridden a Party Crashers event yet? Were you partying, or crashing? How was the experience? Share below!

Paralympic gold medal winner Lizzi Jordan MBE is campaigning for tandem bicycles sold to visually impaired individuals to be VAT-exempt. 

Jordan, who is blind, won Paralympic gold in the women’s tandem 1km time trial alongside her pilot Danni Khan. She has also won six world titles, four world champion medals and a bronze medal as part of Team England at the Commonwealth Games this summer.

Jordan, 28, lost her eyesight at the age 19 due to illness complications that led to her being in a coma and on life support for eight weeks. She eventually found herself at a British Cycling Talent ID day, where her para-cycling career began. 

Equal access to more affordable bicycles

Jordan says she wants to use her platform to ensure every blind and visually impaired person in the UK “has equal access to something as basic as more affordable bicycles”.

“This campaign presents the government with a practical, affordable, and highly visible opportunity to improve disability inclusion in the United Kingdom,” Jordan says.  

“This is a fairness issue. It is an accessibility issue. And it is an opportunity for the Government to make a meaningful change,” she adds.

British Cycling says current legislation “discriminates against visually impaired people”, failing to recognise tandems as adaptive bicycles, because they are not used exclusively by those with disabilities.

However, it adds that recognising tandems as adaptive bicycles would “improve access to exercise, travel, social inclusion and physical and mental wellbeing for visually impaired people up and down the country”. 

A 2025 analysis by the Royal National Institute of Blind People found blind and partially sighted working-age adults are about half as likely to be in paid employment as non-disabled people. 

Meanwhile, Sport England says disabled people are “almost twice as likely” to be physically inactive. 

A “transformative” social impact

Jordan says the financial impact of recognising tandems as adaptive bicycles would be “minimal”. Figures provided by Orbit Tandems LTD, England’s largest tandem bicycle supplier, suggests the impact would be roughly £26,000 per year. Yet Jordan says “the social impact would be transformative”.

“I urge the Government to please formally recognise standard tandem bicycles purchased by visually impaired individuals as adaptive bicycles with regards to the VAT exemption,” she says. 

“I would welcome a meeting with you and your team to discuss this important issue, and opportunity, in more detail.” 

Steve Darling, MP for Torbay, says: “The current rules, meaning that tandem bikes are not recognised as adaptive cycles, make little sense. 

“We need to encourage people with disabilities to stay active rather than making specialist equipment more expensive. I hope that the Chancellor sees this error and reverses it at the budget.” 

The campaign has the support of several organisations, including the Bicycle Association, British Blind Sport, ParalympicsGB and Cycling UK.