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
Bonus XP Popular Endurance Challenge Jersey Unlock
This is the second weekend of Zwift’s popular monthly Fondo Series, and we’re already seeing lots of riders signing up for these long “fun races.”
On the heels of last week‘s 24-hour charity ride, BMTR is holding their annual Breast Cancer Awareness 500km event! There are four events set up which you can choose from if you aren’t able to ride the full 500km, or join all four and stick around afterward to finish the full 500km.
In all four events, the yellow beacon will ride at a C category pace, averaging 2.4-2.8 w/kg. However, BMTR encourages riders to form groups that work for your pace.
This event benefits Metavivor, whose mission to offer hope for those with metastatic breast cancer. Donate here >
This interesting women-only event is a chase race… with a twist! This is truly a team chase race designed to encourage all riders in each category to work together to the end, because the final time for each rider is taken from the 4th rider in your category who crosses the line. (So your solo breakaway off the front isn’t going to help… you’ve got to work together!)
The race is on Scotland’s The Muckle Yin (23.7km, 282m) and groups are based on Zwift Racing Score.
The popular HERD Winter Racing Series kicks off this weekend! This is a 20-week series of weekend mass-start races. The series has a mix of flat, rolling, short climb, and even some long climb courses, so there’s something for everyone. It also visits all Zwift worlds.
A GC on ZwiftPower tracks series results, with your best 16 finishes counting (so you can miss a race or four if needed). This week’s race is on France’s Gentil 8 (25.8km, 258m).
This popular group ride from Morning Glory Cycling Club returns this weekend after a summer break. The club describes this as “not an easy ride, but a friendly don’t get dropped type of ride.” A Discord channel for voice chat is available, which always helps pass the time on longer group rides.
Pacing notes: warm up ~2.0 for 7 minutes. The rest of the ride will be at around 2.3-2.5w/kg, and the hills will be max at 3.2w/kg. There’s also a finishing sprint!
This week’s event is held on Watopia’s Big Foot Hills (69.9km, 714m).
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.
A trip to the Silverstone wind tunnel is becoming an essential for any bike with aero pretentions.
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
Much of the aero gain is claimed to come from the down tube shape, and the 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
The Filante ID2 follows the Wilier Verticale with its 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 says the seatstays are angled in slightly for better airflow.
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
Royal blue is one of five colour options.
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
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.)
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.)
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.
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 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”.
In a statement sent to retailers, SRAM said the tariffs will harm customer choice. Scott Windsor / Our Media
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
Guardian Bikes supports the tariffs.
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?
Independent retailers have also voiced concern over the impact of the tariffs. Allan McKenzie / SWPix.com
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.”
Zwift is a virtual cycling playground with nearly infinite possibilities. What new things could the platform support, if Zwift invested the resources to make it happen?
That’s what I’m exploring in this series of articles. Each post focuses on a particularly compelling idea for a new Zwift feature or event type that doesn’t yet exist. I dig into how it could work, why Zwifters might love it, and what Zwift may need to change in the game to make it happen.
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:
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.
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.”
Commuting by bike is estimated to save £1,262 versus using a car. Scott Windsor / Our Media
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
The Cycle to Work Scheme is used by around 200,000 employees a year. urbancow
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.
Kona’s new aluminium version of the Libre gravel race bike has the same geometry as the pricier carbon incarnation. Kona
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.
The Libre G2 has plenty of mount points for racks, guards, bags and bottles. Kona
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.
The aluminium Libre G2 comes in a single version built around 2x 9-speed Shimano CUES. Kona
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
Kona supplies its own 16-degree flare Gravel bar. Kona
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!
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.
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.
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.
An increased number of Tour de France visits to a municipality correlated with a lower far-right share of the votes.
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.
The far-right share of the vote is greater outside urban areas of France.
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.“
The lawsuit centred on Strava’s segment functionality. Strava
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.
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.
How Zwift Changed My Life: 236 to 180 lbs Transformation
In this video by John at Casual Creations, he discusses how Zwift has changed the course of his life.
My First Zwift Race Was Pure Pain
Liam Shaw is on a mission to move up the racing score categories on Zwift. Hear from him as he talks through his experience as a category E Zwift racer.
How to Prepare for Your First Zwift Ride!
New to Zwift? Chad Rides shares a step-by-step guide to getting you going.
Home Training Setup Tour – What It Takes to Train Like a Pro Triathlete
Looking to upgrade your home training setup? Professional triathlete Megan Mcdonald shares tips and tricks for enhancing your indoor setup.
Fastest Pen in Zwift Unlocked – Can I Hang On? | Stage 2 | Electric Break (Makuri Islands)
Watch as Manuel Essl tackles one of the fastest heats of Stage 2 of Zwift Unlocked. Can he hold on until the finish?
Got a Great Zwift Video?
Share the link below and we may feature it in an upcoming post!
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:
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.
Once the weather turns wet, cycling in the rain can quickly become cold and uncomfortable if you’re not well-prepared.
But there’s a lot you can do to get yourself and your bike ready for wet-weather riding, and to make it more pleasant and safe once you do strike out in the rain.
From choosing the right clothing to fitting mudguards and avoiding riding through puddles, here are 15 tips to make wet-weather cycling more comfortable – and maybe even enjoyable.
1. Invest in the right clothing
A quality rain jacket is your first line of defence on wet rides. Reuben Bakker-Dyos / Our Media
It’s made tricky by your work rate as you ride, which can result in uncomfortable ‘boil in the bag’ riding in some options, as you build up a sweat, which condenses on the inside of your kit.
It’s particularly a problem for top-half clothing, so it’s worth investing in a cycling rain jacket.
Although the best waterproof jackets made from fabrics such as Gore-Tex and eVent are expensive, they use the most advanced fabrics and have the highest breathability ratings. Less advanced, less expensive options exist that can work almost as well though.
To ensure that water stays out, look for garments that have taped seams.
A jacket that will keep off the rain doesn’t have to cost a fortune – this one is only £40. Scott Windsor / Our Media
A technical baselayer will stay warm even if you get wet. Avoid cotton, which gets cold when wet.
If it’s warm and wet, layering is less of an issue. You may be more comfortable just wearing a jersey and getting wet, rather than getting sweaty in a rain jacket.
Wet-weather jerseys, of which the Castelli Gabba was the archetype, provide less water resistance than rain jackets but are more comfortable if you’re riding hard.
Bottom-half clothing may include waterproof overtrousers, although many cyclists prefer water-resistant bib tights. Although they’ll keep the rain off less well, bib tights are more comfortable to ride in.
For really foul weather, a waterproof onesie may be the business, particularly if you’re mountain biking.
2. Get some overshoes
Overshoes will keep your feet dry for longer. Kaden Gardener / Our Media
Waterproof overshoes will help keep your feet dry for longer when cycling in the rain.
Even when wet does get in, overshoes should help keep your feet warmer. They’ll hold the warm water next to your feet and provide a windproof outlet layer. Plastic bags over your socks will help keep your feet drier for longer as a last resort.
Overshoes tend to wear out quite quickly, so if you want a more robust footwear solution, consider investing in a pair of winter cycling shoes or boots. These will have a fully enclosed sole unit and a waterproof upper, so the only way for your feet to get wet is for water to trickle down through the ankle cuff.
3. Wear gloves
Gloves will help you grip the handlebar and prevent your hands from going numb if it’s cold. Kaden Gardener / Our Media
It’s a good idea to wear full-finger gloves in the rain.
Gloves will help you grip a wet handlebar and stop your hands from getting numb if it’s cold and wet.
As with other clothing, modern winter cycling gloves employ a range of technical fabrics.
They usually have a palm with silicone grippers for a sturdier grip on the handlebars, a breathable waterproof upper surface and well-placed insulation to keep your hands warm without impacting your grip.
4. Put on your glasses
Glasses will protect your eyes from spray. Steve Behr / Our Media
Rain spraying on your face is uncomfortable and may reduce your vision. Spray from the road can wash grit into your eyes as well. So, wearing a pair of cycling glasses can help protect your eyes.
Many of the best cycling glasses enable you to select a clear lens, either as an optional extra or as part of a multi-lens set. Photochromic glasses are also handy when riding in wet conditions because they will adapt to the light level.
Most cycling glasses have a hydrophobic coating on the outside of the lens to help repel water and keep them clear.
5. Wear a cap
Cycling caps will help keep rain off your face. Felix Smith / Our Media
You’ll stay more comfortable in the rain if you wear a cycling cap. Most have a peak, which will help keep water out of your eyes.
A standard cotton cap will do the job, although it will soak up water, get wet and may feel cold and clammy. There are more sophisticated options that will be more comfortable though, made either from thin fleece-type material or a breathable waterproof fabric.
6. Fit mudguards to your bike
There’s a mudguard solution to fit almost all bikes. Jack Luke / Our Media
The number one item that will make riding in the rain more comfortable is a set of mudguards.
Full-cover mudguards are the ideal solution, keeping road spray off most of you and your bike.
Many modern road bikes and gravel bikes have the bolt bosses necessary to fit mudguards, but clip-on mudguards are a reasonable alternative.
There are specific mountain bike mudguards and gravel bike mudguards, which tend to provide less coverage than full-length fenders but will still do a good job of protecting you from rain and mud.
7. Use lights
If it’s raining, you should use lights, even in the daytime. Trek
Wet weather can reduce your visibility to other road users, not just because of cloud cover and lower ambient light, but also because visibility out of vehicle windows may be impaired by the rain.
It’s important to use bike lights, even during the day, to increase your road presence. Use a flashing mode at the front and rear if you don’t need your front light to see by, because this should increase other road users’ awareness.
Rearview radar lights can be particularly good during wet weather because they will notify you of traffic approaching from behind.
8. Check your tyres and tyre pressures
Reduced tyre pressure will create a bigger contact patch with the road for more grip. Russell Burton / Immediate Media
Unlike car tyres, cycle tyres are not prone to aquaplaning because of their narrower widths, so it’s not necessary to have a tread on your tyre when riding on tarmac.
You will need a tread for grip if you’re riding on loose, muddy surfaces in the wet though.
It’s a good idea to reduce your tyre pressure a little when riding wet roads because this will increase the size of the contact patch and the grip on offer.
Make sure your tyres aren’t worn down, because the extra debris on the road when it rains means you’re more likely to get a puncture.
9. Use the right chain lube
In the rain, wet lube will stay on your chain longer than dry lube. Simon von Bromley / Immediate Media
Use the right chain lube to avoid your drivetrain becoming exposed.
Your chain will be jet-washed by wheel spray as you ride in wet conditions. This can rapidly remove a dry lube.
A suitable wet lube will stay on your chain and protect it better if you are riding in the rain.
The downside is wet lubes tend to attract dirt, so you may need to clean your chain more often than if using a dry lube.
10. Keep your bike clean
Cleaning your bike will keep it running better and for longer. Simon von Bromley / Our Media
Just like your chain, your whole bike will work more effectively if it’s kept clean, so give it a good wash when you’re back from a wet or muddy ride.
Bearings don’t like wet weather, so dry them and spray them with a water-displacing product such as WD40. The main areas to pay attention to are hubs, headsets and bottom brackets.
Any steel or chromed parts on your bike are also prone to rusting, so dry them off.
11. Keep your clothing clean as well
Durable water-repellent coatings should mean rain beads off your jacket. Paige O’Sullivan / Immediate Media
As well as your bike, it’s important to keep your clothing clean for it to be effective in the rain.
The breathable membrane in fabrics such as Gore-Tex needs to be kept free of oils, which you produce as you sweat, as well as picking up from the road, for it to be effective.
The surface of rainwear is typically treated with a durable water-repellent (DWR) product to repel water.
You should wash rain gear using specialist products to preserve the DWR coating and periodically reproof your waterproof cycling gear to keep it feeling as good as new.
12. Avoid riding through puddles
Avoid puddles, small and large. Russell Burton / Immediate Media
It goes without saying that you’ll stay drier if you try to avoid riding through standing water. Don’t be intimidated into riding right at the side of the road.
As a cyclist, under the Highway Code you have the right to use the whole of your lane, so if there’s a large puddle ahead, signal and move towards the centre of the lane to avoid it as much as possible.
It’s not just water in puddles that’s a danger. Often, they’ll accumulate mud and grit, so you risk skidding or a puncture.
A puddle may hide a pothole with an abrupt edge. Hit this and you may get a pinch flat, damage your wheels or even be thrown from your bike.
13. Steer clear of ironware
Manhole covers are a mean obstacle in the wet. iStock / Getty Images
It’s important to avoid ironware on the road.
Tyre grip on metal surfaces is significantly lower than on tarmac. Manhole covers are the main obstacle, but drains too can be slippery. Cattle grids are another obstacle to be taken carefully when wet.
If you do have to ride over a metal road feature, control your speed beforehand and don’t try to brake or turn as you pass over it to lower your risk of skidding.
14. Brake carefully
Braking distances will be longer in the wet than the dry. Wayne Reid / Our Media
Use your brakes judiciously in the rain. Stopping distances increase in wet conditions, so anticipate when you’ll need to brake and start braking earlier than you would in the dry.
This is particularly true of rim brake bikes, but it applies to bikes with disc brakes too.
In the wet, rim brakes have to cut through the film of water on your wheel rim before they start to bite, which can lead to a worrying delay before any braking happens. Disc brakes are better in this respect, but not immune to the problem.
Once your brakes start to work, they can lock up your wheel. Since adhesion between your tyre and the road surface is less in the wet, this can cause a skid.
Be particularly careful when cornering. Try to get all your braking done before you begin to turn, enabling your bike to freewheel through the corner.
When you get home, check your brakes for wear, because riding in the rain can increase the rate at which brake pads wear down. Also check wheel rims on rim brake bikes, because they can wear quickly in wet conditions.
15. Protect items you’re carrying
Choose a waterproof cycling bag to keep your belongings safe. Russell Burton / Immediate Media
If you’re carrying any items with you, whether on a commute or a leisure ride, they need to be kept dry too.
Many bike bags and cycling backpacks are made with waterproof materials, and include taped seams and a roll top to keep out water. Nevertheless, you may want to pack anything sensitive in a dry bag or sleeve inside.
Some saddle packs are not as well protected though and their contents may get wet. Multi-tools can rust, so if they’ve been on a wet ride, take them out of a saddle bag and dry them out.
Finally, don’t sit around in wet clothing. Get changed into something dry as soon as you can and sit back, pleased at having conquered the rain.
The 2017 Giro d’Italia winner Tom Dumoulin has just completed his first marathon with a time that will be the envy of many seasoned runners.
Two years ago, the 34-year-old ran Amsterdam’s Mizuno Half Marathon with an impressive time of 1:10:04. This Sunday, he completed the Amsterdam Marathon in 2:29:21.
“I wanted to run under two and a half hours, and I succeeded. But it was painful and difficult,” Dumoulin told Het Laaste Nieuws.
“Of course, I started way too fast. I was running so well that I thought, ‘I’ll see’. I don’t do that on the bike. I know what I can do and how to pace myself. With running, I secretly know that too, but I just enjoy it,” he added.
Dumoulin’s time meant he was the 116th fastest runner at the marathon out of 23,000 participants.
He ran in a group with Ethiopian Aynalem Desta, who won the women’s race in a time of 2:17:38, but halfway through, he said he felt everything “tense up”, fearing he might have to pull out. He stopped twice with cramps.
“After stopping three times because of cramps and thinking I could not finish anymore, I managed to hold on to a pace just fast enough to still finish in a sub-2.30 time,” Dumoulin wrote in an Instagram post.
In terms of training, the former professional cyclist said he did what he could and balanced training enough with avoiding injury.
After completing the 26.2-mile course, he told Het Laaste Nieuws: “I trained up to 34 kilometers at an easy pace. Then I really came crashing down. Today I finished the first half in 1 hour and 9 minutes and the second half in 1 hour and 20 minutes. My decline is enormous. You can tell I’m not getting the kilometres in.”
Dumoulin isn’t the only cyclist to take up running. Lance Armstrong has completed many marathons. He ran the 2006 New York Marathon in 2:59:36 and bettered his time by 13 minutes the following year.
Whyte Bikes has announced it has been bought from Cairngorm Capital by Causeway Capital, an Irish private equity firm.
The deal sees 100 per cent ownership of Whyte Bikes transferred to Causeway Capital, with the brand saying the “move is a major step forwards for the future and international growth of Whyte”.
Whyte’s existing management team will remain in place, with Nikki Hawyes continuing to lead the company as CEO.
Whyte makes a wide variety of bikes, including an electric line-up. Russell Burton / Our Media
Whyte and Causeway Capital believe the partnership will strengthen the company’s ability to drive ongoing innovation, service Whyte’s dealer base and help it collaborate with key suppliers and partners. Further, with Causeway’s support, Whyte plans to ramp up efforts to extend its reach beyond the brand’s current strong foothold in the UK, with plans to expand further in continental Europe and worldwide.
Hawyes said: “This new partnership is an exciting step forward, building on our 25-year history of producing high-quality bikes. We will enhance our product offerings, expand our global footprint, and invest in our brand. This will allow us to create even better experiences for our partners and riders worldwide. I want to thank the team at Cairngorm Capital – their partnership and support have been invaluable in driving our transformation and bringing us to where we are today.”
Matt Scaife, partner at Causeway Capital, said: “Whyte is a category-leading British brand built on design, engineering and innovation. Wellness and outdoor recreation show strong long-term growth. The performance mountain bike market is accelerating, driven by technology innovation and increasing participation amongst younger riders. We are delighted to use the first investment from Causeway Capital Partners II LP to back Nikki and the Whyte team.”
The UCI has published the list of women’s and men’s professional road teams that have submitted the essential registration documents for the 2026 season.
Candidates had until 15 October to submit their registration files, and the UCI is now assessing the applications.
While many team names remain the same as the 2025 season, the UCI’s list reveals Tom Pidcock’s team will start using Pinarello bicycles.
Now called Pinarello-Q36.5 Pro Cycling Team, it was rumoured that Pidcock’s squad would be switching to Pinarello from Scott.
Since joining the team, Pidcock has ridden Scott bikes on the road but stuck to Pinarello for off-road racing, most recently riding a Pinarello Dogma GR at the Gravel World Championships.
However, Pinarello’s owner is Ivan Glasenberg, a mining billionaire who also has a controlling interest in the squad’s other sponsor Q36.5, the Italian cycling clothing company. So, Pinarello now sponsoring the team can be seen as Glasenberg aligning his interests.
Pinarello will now equip two teams with its bikes. Simon von Bromley / Our Media
Ineos Grenadiers confirmed last week that it will continue its partnership with Pinarello for another three years, following speculation earlier in the season that it may be forced to find a new supplier.
This also raises the question of whether Scott will provide another team with bikes. Scott hasn’t yet responded to our request for comment.
The list of team names will also attract attention, after Israel–Premier Tech revealed it would change the team’s name. Factor and Premier Tech threatened to withdraw their sponsorship of the squad, following continued protests at the Vuelta a España.
The UCI’s list reveals that Israel–Premier Tech is listed as Cycling Academy, but a spokesperson for the team told BikeRadar this won’t be the name. Instead, it is a placeholder for the UCI registration prior to announcing a new name.
The UCI, cycling’s international governing body, says the applications are broken down into:
16 women’s teams for registration as UCI Women’s WorldTeams
20 men’s teams for registration as UCI WorldTeams
6 women’s teams for registration as UCI Women’s ProTeams
14 men’s teams for registration as UCI ProTeams
Not all teams submitted the essential documents by the deadline last week, but the UCI has included them in the above count. “However, they still have the possibility to rectify their situation before the end of the registration process, which would enable them to be registered for the 2026 season,” the UCI said.
The final list of teams registered for the upcoming season will be published on 10 December.
MAAP has launched its latest jersey, the Pro Aero, which it claims will save you between 6 and 8 watts, equivalent to as much as 60 seconds over 100km, thanks to its aero features.
The new jersey has been developed alongside the Jayco AlUla men’s and Liv AlUla Jayco women’s WorldTour pro teams, which are kitted out by MAAP.
Between them, the two teams have scored four victories during the 2025 season, including Ben O’Connor’s summit win on the Col de la Loze on Stage 18 of the Tour de France.
The aero ribs are woven into the sleeves, so MAAP says they won’t degrade over time.
MAAP uses a proprietary thin aero fabric, which it calls Aatero Flyte, which includes woven ribs in the sleeves that it claims reduce airflow turbulence.
MAAP says its new fabric was the culmination of testing of 16 prototypes and is only 20 microns thick, with a weight of 100g/m2.
The bad news is MAAP says the aero gains are only achieved at riding speeds of over 40km/h. The good news is it states the aero features are woven into the fabric, and so are permanent and won’t wear out or degrade over time.
The low-cut collar is designed for comfort.
Other features designed to make you faster include raw hems to the sleeves with internal silicone grippers, hydrophobic fibres to increase evaporative cooling, an ergonomic collar and bonded rear pockets.
MAAP says the new jersey, made in Italy, has a lower environmental impact too, thanks to an elastomer made without solvents that reduces chemical use during production, and is more durable and more easily recycled.
You can purchase the MAAP Pro Aero jersey from MAAP’s site, its Lab stores and retailers of its clothing, priced at £210 / $265 / €220 / AU$345. It’s available in MAAP’s usual men’s S to XXL and women’s XXS to XL sizing, and in the purple and green colours shown.
zFondo Series on Medio Fondo
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LEVEL Racing – Ladies Chase Race – Muckle Yin
