The jury might be out on whether he’s the greatest of all time, but few would argue that Tadej Pogačar isn’t one of the most captivating cyclists to watch. His long distance attacks and super-human efforts, which appear to leave his competitors wheezing, often beg the question, how on earth is he doing that?

That’s the spirit Met aims to capture with its new collection of limited-edition Tadej Pogačar helmets, released today.

Pogačar and Met, which provides helmets to his UAE Team Emirates XRG squad, have collaborated on special versions of the Manta aero helmet and the Trenta 3K Carbon.

The two helmets feature an iridescent finish, which is described as “ethereal as the rider who inspired it” and “leaning into the idea of the ultimate flow – the dream state where effort fades yet speed increases.” 

A more relatable experience might be for effort to fade and speed to drop with it, but there’s no denying the appeal of Met’s flight of fancy. After all, who doesn’t want days when “performance comes easy”? 

You’re probably better off spending your money on a coach than a helmet if you’re after improved performance, but if these World Champion-inspired lids do appeal then the Manta costs £250 / $350 / €280 and the Trenta 3K Carbon will set you back £390 / $540 / €440. 

Met launched the Trenta 3K Carbon last year after Pogacar was spotted using it at the 2025 Tour de France.

The Venta 3K Carbon has an integrated carbon wing which is said to eliminate the need for EPS foam from the internal frame, which facilitates a “continuous internal air channel”.

This contributes to Met’s claim that the Venta 3K Carbon is its most ventilated road helmet, but the brand has still optimised it in the wind tunnel for aero performance. The helmet has a MIPS liner and Virginia Tech awarded it a full five stars. 

Met launched the Manta aero helmet in 2024, and it’s said to be more aerodynamic than its predecessor thanks to a lower and “tupe-shaped” profile at the rear. Despite being an aero helmet it still features 15 vents to cool your head and keep you comfortable. The Manta also has a MIPS liner. 

Microshift has unveiled the new Advent MX drivetrain, which is said to be its most robust, high-performance mountain bike groupset to date.

Designed for trail and all-mountain riding, Advent MX pairs a wide-range 11-50t or 11-48t cassette with a redesigned rear derailleur, updated trigger shifter and what the brand calls its strongest clutch mechanism to date.

The groupset is offered with either a 10-speed or 11-speed cassette, with the brand claiming they last six times longer than Advent X.

Microshift also promises better shifting engagement that’s four times faster, and improved chain retention thanks to a horizontal parallelogram layout and beefed-up clutch.

The groupset is priced at $194.99 / €195.99 for the 10-speed variant, with the XD Driver 11-speed option $244.99 / €239.99.

We tested the drivetrain before launch, so check out Luke Marshall’s review below.

• Read more: Microshift Advent MX 11-speed review: forget the big brands, this is the workhorse drivetrain your ebike needs

Beefed-up body

Microshift says Advent MX’s design brief was simple: shifting performance doesn’t matter if your chain falls off.

To achieve this, the brand has beefed up the rear derailleur with a horizontal parallelogram that moves strictly sideways.

This is said to isolate vertical and horizontal forces, directing impacts from rough landings into the clutch mechanism rather than disturbing the derailleur body’s alignment. 

The clutch has been redesigned to be both stronger and quicker to engage, operating instantly and silently. 

IGUS bushings feature in the derailleur construction, and a replaceable derailleur cage is available on the standard MX rear derailleur, enabling riders to swap a damaged cage rather than replacing the entire derailleur

However, the MX Black version does not feature a replaceable cage.

Faster engagement

Microshift says it has removed “dead play” from the shifting mechanism, resulting in four times quicker engagement compared to Advent X.

The new trigger shifter is designed for tighter, more repeatable actuation, with 12mm of lateral adjustment at the clamp. This enables you to move the shifter inboard or outboard to fine-tune lever position without interfering with the brake controls.

A cable-redirection pulley on the derailleur provides a more direct cable path, reducing friction and shifting tension. 

According to Microshift, this lower friction enables the use of a stronger clutch without increasing lever effort at the shifter.

The result, says the brand, is a faster response even under high torque – useful when attacking steep, unplanned climbs on your eMTB.

SpeedRamp cassette

At the heart of the system are two new cassettes featuring what Microshift calls SpeedRamp technology.

Microshift claims the new cassettes last six times longer than Advent X, and in high-torque ebike durability testing, says it outlived a competitor’s top offering.

The smallest cogs are individually replaceable, which should help extend service life further.

Chromoly steel sprockets are from 11-28t, with additional hardening on the smaller cogs.

Despite the durability focus, the cassette is claimed to weigh 480g, which Microshift says is competitive among high-durability, wide-range options.

For the first time from Microshift, the cassette is offered in both HG and XD Driver body options – so it will be swappable between bikes already using SRAM or Shimano drivetrains.

10-speed and 11-speed options

Advent MX is available in both 11-speed and 10-speed configurations.

The 11-speed cassette is fully compatible with Shimano CUES cassettes, although the shifter and derailleur are Microshift-specific.

Advent MX 10 is compatible with 10-speed chains and is fully cross-compatible with Advent X and Sword 10, enabling incremental upgrades.

MX and MX Black rear derailleurs share the same cable-pull ratio as Advent X, making them direct replacements from a compatibility standpoint.

A new Zwift workout series begins on March 2, hosted by WorldTour pros Alpecin-Premier Tech. It’s a 5-week series, with a new workout featured each week to help you build speed and endurance. And you’ll unlock some fun team kit along the way!

Special events in the series feature some of the biggest names in cycling as guest riders, including Jasper Philipsen and Mathieu van der Poel (see event links below).

Workouts and Schedule

Workouts are scheduled every 2 hours daily for the duration of the series, with a make-up week in case you miss a workout.

Workout 1: March 2-8 on Tempus Fugit

This is where it all begins. Build the engine that carries you through every workout in this camp. Steady endurance efforts train your body to produce energy more efficiently, helping you ride longer, go farther, and feel stronger with every pedal stroke. Set the tone today—everything builds from here!

Length: 60 minutes

Special Guest Rider Events:
Join Jasper Philipsen on March 3 @ 2pm UTC/9am ET/6am PT >

Workout 2: March 9-March 15 on Gentil 8

Get ready for a power-focused session built around high-torque intervals and structured recovery. Each effort builds the strength you need for explosive moments, and every recovery helps you reset and go again. This is where raw power starts to show up!

Length: 52 minutes

Special Guest Rider Events:
Join Luca Vergallito on March 9 @ 6pm UTC/1pm ET/10am PT >
Join Noah Ramsay on March 16 @ 3pm UTC/10am ET/7am PT >

Workout 3: March 16-March 22 on Makuri 40

This session sharpens your ability to ride smoothly and confidently at tempo pace. You’ll practice holding a steady rhythm like the peloton, with short pushes toward FTP to prepare when the pace lifts. Calm, controlled—this is where flow meets fitness.

Length: 90 minutes

Special Guest Rider Events:
Join Kaden Groves on March 23 @ 10am UTC/5am ET/2am PT >

Workout 4: March 23-29 on Greatest London Flat

This session builds explosive power and increases anaerobic capacity. You’ll tackle short, high-intensity efforts above threshold, each followed by controlled recovery. The goal is simple: hit every interval with focus and intent. This is race-style power—sharp, repeatable, and decisive.

Length: 78 minutes

Special Guest Rider Events:
Join Mathieu van der Poel on March 30 @ 10am UTC/5am ET/2am PT >

Workout 5: March 30-April 5 on Spinfinity

This final session brings it all together. Two long tempo efforts build strong, sustainable endurance and reward the work you’ve done. Settle into a steady rhythm, stay composed, and finish the Alpecin–Premier Tech Training Camp strong!

Length: 65 minutes

Make-Up Week: April 6-12

How to Sign Up

Sign up at zwift.com/events/tag/alpecinpremiertechteamcamp >

Unlocks

Finish two workouts to unlock the Team Cap. Finish all five and unlock the Team Jersey!

Questions or comments?

Share below!

Halo’s new Mantadrive freehub offers almost instantaneous pickup.

Halo initially announced the Mantadrive last year, but the COREbike show this week was the first time we’ve seen it up-close.

It is being offered in an SS (singlespeed) version designed for dirt-jump bikes and BMX, although Halo says it is developing an option for road and gravel, too.

• Read more: Freehubs explained – standards, compatibility and how a freehub works

Near-instant engagement

Halo already had one of the toughest and fastest freehubs on the market with the Supadrive. That hub’s combination of three pawls with 12 micro teeth on each pawl creates a fast engagement that Halo claims is more reliable and tougher than standard freehub designs.

Halo has upped the game with the new Mantadrive, though. The 750 Mantadrive uses five pawls on a 150-point engagement drive ring (5×150 = 750). The combination creates a near-instant 2.4-degree angle of engagement.

Halo tells us the new system differs from traditional freehubs in that the leaf-sprung ‘pawls’ have a different profile and feature seven machined ‘teeth’. Halo claims those, in combination with the 150-tooth ring, make missed engagements a thing of the past.

That said, if you’re not a fan of noisy freehubs, it’d be best to avoid the Mantadrive – its sound has been described as akin to a jet engine.

The engagement angle is one of the shortest we’ve seen on any hub system, only outdone by Industry Nine’s Hydra 2 with its 870 points of engagement and Onyx’s Vesper with its instant-engagement sprag clutch system.

According to Halo, the Mantadrive also has higher durability, especially in high-torque situations.

The toughness is further enhanced by using a tough Cro-mo axle and freehub.

Halo claims the almost-instant engagement is perfect for testing mountain bike applications and dirt jumpers thanks to the near-immediate reaction to pedal inputs that’s ideal for navigating obstacles and quick accelerations.

The rear hub comes in Boost, 12x142mm and M10x135mm versions, making it compatible with plenty of older frame standards. More options are on the way, including 148/150/157mm widths. There will be mountain bike versions with Boost in XD and HG, and microspline.

Halo says it will also offer lightened road and gravel versions.

The Mantadrive hubset is priced at £299.99 for this limited-edition purple pair, and from £190 to £220 for the rear hub only, depending on specification.

The new Specialized Levo R uses the same, powerful and punchy motor as the Levo 4, but has 130mm of travel, 29in wheels front and rear, a lighter frame and a less burly parts package.

This is a trail bike through and through, designed to be agile and fun whether you’re riding up or downhill.

But get the new ‘Rally’ onto the trail, and it’s far more capable than you might expect. So much so, in fact, I wonder whether it’s going to tread on the toes of the existing Levo.

Although, on paper, it may appear there’s a decent enough difference between the two bikes, there’s a good chunk of common ground, too.

Take the two top-end S-Works bikes, for example. There’s only a couple of kilos separating them when it comes to weight, with the Levo R tipping the scales at a claimed 21.16kg.

The Levo R is also incredibly capable and rides like a bike with more than 130mm of travel. It’s lively and fun, as promised, but get it pointed down something tricky and it’ll more than handle it.

The existing Levo still rides like a bigger bike should, but the differences might not be as drastic as you’d expect.

So, with the Levo R being as good as it is, has Specialized shot itself in the foot here, or is there still room for the Levo, too?

• Read more: Specialized S-Works Turbo Levo 4 review – one of the best eMTBs I’ve tested, but it’s outrageously expensive

Lower weight, less travel, but still very capable

When Specialized presented the new Levo R, it was keen to show us where on the riding spectrum it sits.

The current Levo – a bike that uses mixed wheels, some tough tyres and a chunky 160mm-travel fork – is referred to as “capable, versatile and rugged” with a bias towards descending. The Levo R is said to be “fast, agile, low and light”, and is intended to be more of an all-rounder when it comes to going up, along and down.

The new bike uses 29in wheels at the front and rear, with 20mm less rear-wheel travel than the standard Levo, at 130mm. This is paired with a 140mm fork, although Specialized says you can run up to a 150mm fork if you’re looking to boost capability a little more, closing the gap between the two eMTBs further.

Although the bikes look similar, the Levo R has a whole new frame.

In all, Specialized says it has saved 530g against the previous bike, shaving weight wherever possible, including the use of a carbon shock extension.

This new chassis is built around 29in wheels and designed to be used with a 140mm fork. Despite this and the fact that it’s meant to be a different offering from the Levo, Specialized says it’ll take up to a 150mm fork if you’re looking to boost comfort or broaden the margin for error.

Like the Levo, there’s plenty of opportunity to alter the Levo R’s geometry. The head angle can be adjusted via the angled headset cups, giving three options, with the middle position measuring a claimed 65 degrees.

A flip chip down at the Horst-link pivot enables to you to lengthen the chainstays by 6mm, with 447mm being the longer of the two options. This’ll also tweak the bottom-bracket height by 5mm and in the lowest setting, sit it up at 339mm off the floor.

At 77 degrees, the seat tube angle should provide a decently efficient seated position for lapping up the trail miles.

In short, then, with the travel on offer, the ability to run a bigger fork if you wish and a host of geometry adjustment, the Levo R should be able to handle a lot.

Big power and range

While the travel figures and geometry stats may differ slightly from the Levo R to the Levo, one thing that remains the same is what the motor is capable of pumping out.

After Specialized’s recent update, the S-Works 3.1 motor on the top-end model delivers a staggering 111Nm of torque and 850 watts of peak power. If you opt for any of the cheaper models, those numbers are reduced to 105Nm of torque and 810 watts of power.

We’re still not talking Avinox figures here, but the Specialized motor is certainly one of the gutsiest out there. It’s quiet, too, thanks to the lengths the team went to. The driveside housing has been decoupled from the motor mechanism to lessen vibrations, along with applying various surface coatings and treatments to the components within it in a bid to make it run as smoothly as possible.

Powering the motor is, as standard, an 840Wh battery. There is also the option to buy a lighter 600Wh battery or boost range by adding a 280Wh range extender.

Within the side-loading battery compartment, Specialized has crammed in some of its SWAT storage, complete with a bag to stow your essentials.

For the most part, motor modes remain the same as we’ve seen on the Levo, although Specialized has added the Micro and Dynamic Micro Tune modes.

In these settings, you’re able to adjust assistance in 10 per cent increments. Now, though, there’s a new 0/0 (in Micro Tune) or 0/100 (Dynamic Tune) on offer, for those looking for more of a workout or to eke out as many miles as possible from one charge.

As with the Levo, there’s an integrated top-tube display with all the ride data you could possibly need, and plenty of tuning options.

Tuning can also be done via the Specialized app, where you can apply the Turbo System Lock for better security and keep tabs on your bike via Apple Find My.

When it comes to topping up the battery, Specialized offers its 12A Smart Charger (sold separately), which’ll get you up to 80 per cent in less than an hour. The standard 5A charger can manage 80 per cent in a claimed 90 minutes.

Capable suspension

It might not be able to match the Levo when it comes to rear-wheel travel, but the 130mm the Levo R has on tap manages to feel deeper and more plentiful on the trail.

The trail-smoothing sensation is likely elevated by the use of the larger 29in rear wheel (compared to the 27.5in featured on the Levo), which rolls over smaller chatter more easily.

And let’s not forget the supple, incredibly smooth Fox shock with Genie technology. The dual-stage air spring enables you to tune the first 70 per cent and final 30 per cent separately from one another, and delivers a more linear, coil-like feel earlier in the stroke, helping keep the rear wheel tracking the trail more effectively compared to a standard air shock.

The 130mm of travel is dictated by the four-bar, Horst-link suspension system. A very nice touch from Specialized is the lifetime-replacement bearing policy (for the original owner), which should help breath new life into well-used rigs without costing riders a fortune.

The conundrum

I get what Specialized is trying to do with the Levo R. It’s designed to offer a more lively trail-bike feel for those looking to clock some big miles and have fun while they’re doing it.

But perhaps it has made the bike too capable, too powerful and too close to the standard Levo in doing so.

Yes, it’s lighter, but it’s not a million miles off the Levo’s weight and doesn’t crack that sub-20kg mark. It’s still heavier than the Amflow PL, arguably the best eMTB in this category.

It also has all the power and torque of the bigger bike, and even though the spec is more trail-focused, it’ll still take a right belting down some serious tracks if you want it to.

OK, the Levo is burlier, chunkier and likely a safer bet if you’re looking to hammer bike-park laps or ride enduro-style downhill trails, but you’ll be surprised by what the Levo R can take.

That’s why I feel the Levo R might be the better option for most riders. That’s not to say the Levo isn’t a good bike – I’ve really enjoyed my time aboard it. But as an all-rounder, the Levo R offers a little more versatility and is still very capable, making the Levo a little less appealing in my eyes.

Range overview

While only the S-Works model gets the S-Works motor, the two cheaper bikes share the 3.1 motor, which delivers 101Nm of torque and 810 watts of peak power.

The S-Works bike also gets the integrated carbon bar and stem, which you won’t see on any other bikes in the line-up.

Specialized Levo R Comp

• Frame: FACT 11m carbon, 130mm travel
• Fork: Fox 36 SL Performance, 140mm travel
• Shock: Fox Float Performance Genie
• Motor: Specialized 3.1 (101Nm / 810W)
• Battery: Specialized Turbo X2 840Wh
• Drivetrain: SRAM S-1000 derailleur, GX Eagle Transmission cassette and chain, SRAM Eagle 70 crankset
• Brakes: SRAM Motive Bronze
• Wheels: Specialized
• Price: £TBC / $9,200 / €7,999
• Weight: 22.34kg (S3, without pedals)

Specialized Levo R Expert

• Frame: FACT 11m carbon, 130mm travel
• Fork: Fox 36 SL Performance Elite, 140mm travel
• Shock: Fox Float Performance Elite Genie
• Motor: Specialized 3.1 (101Nm / 810W)
• Battery: Specialized Turbo X2 840Wh
• Drivetrain: SRAM GX Eagle AXS Transmission
• Brakes: SRAM Motive Bronze
• Wheels: Roval Traverse SL II
• Price: £8,499 / $10,800 / €9,999
• Weight: 21.76kg (S3, without pedals)

Specialized Levo R S-Works

• Frame: FACT 11m carbon, 130mm travel
• Fork: Fox 36 SL Factory, 140mm travel
• Shock: Fox Float Factory Genie
• Motor: Specialized 3.1 (105Nm / 850W)
• Battery: Specialized Turbo X2 840Wh
• Drivetrain: SRAM XX Eagle AXS Transmission
• Brakes: SRAM Motive Ultimate
• Wheels: Roval Traverse SL II
• Price: £12,499 / $15,650 / €13,999
• Weight: 21.16kg (S3, without pedals)

Zwift version 1.108 begins its phased rollout today. This is a minor update, but there are a few new Climb Portals included that we’ll get to ride in the coming months, plus changes to Coffee Stops which regular users will want to know about. See details below…

New Climb Portals

Although not mentioned in the release notes, today’s update includes three new climbs for the Climb Portal. These are the first climbs added to the library since April 2025!

All three are short Belgian climbs known for their inclusion in iconic sprint classics. My guess is we’ll see these on the Climb Portal calendar for April 2026:

In case you’re wondering: yes, these are very short climbs! Look how close together the 10 arches are on the Paterberg:

The Paterberg is now the shortest climb in the library, with the Koppenberg 2nd-shortest and Mur de Huy 4th.

Coffee Stop Fixes/Changes

Today’s release, as well as the previous update, contains several changes and fixes for Zwift’s Coffee Stop feature, effectively making it “Coffee Stop v2”. Here’s the full list of what has changed…

Bug Fixes

• Game v1.107: Fixed issues where Coffee Stop was permanently greyed out throughout the activity, but was supposed to be available. (This happened when users jumped from a workout to an event through the ‘join event’ pop-up.)
• Game v1.108: Fixed issues where towing abruptly stopped, and shouldn’t have:
  • When triggered before the final 5km of a distance-based event, or the final 15 minutes of a time-based event. Where towing used to abruptly stop when you hit 5km or 15 minutes to go, it will now continue through the end of the Coffee Stop timer.
  • When finishing the cooldown portion of an event, the activity automatically transitions into a free ride. If you triggered your Coffee Stop during the cooldown, towing used to suddenly stop right when the cooldown ended and the free ride began. It will now continue through the end of the Coffee Stop timer.
  • Your momentum and selected route will now continue after an intersection if your “tow truck” turns onto a different route.

What’s New

• Earlier Availability: The 3-minute Coffee Stop is now available starting at the 5-minute mark, instead of 30 minutes into the ride. It will be available at the 5-minute mark even if you use the 30-second Coffee Stop in those first 5 minutes. (Hurray!)
• Hover Tooltips: If the Coffee Stop icon is greyed out/disabled, hovering over it will now display the reason.
• Activity Reset Logic: Coffee Stop timers and availability are now correctly reset whenever switching between different activity types where Coffee Stops are allowed (i.e. non-competitive group rides, and rides that don’t involve a structured workout), or returning to the Home Screen.

Note: These behaviors remain unchanged:

• Coffee Stop is disabled in all competitive events and structured workouts.
• Full 3-minute Coffee Stops regenerate 30 minutes after the previous one ended.
• You need at least one other Zwifter nearby headed in the same direction.

Revised Strava Activity Descriptions

Zwift says, “We’ve simplified how Zwift activities appear on Strava by shortening activity titles and moving the route and world into the description. This change applies only to events, workouts, and RoboPacer rides.”

Here are shots of a Robopacer ride before and after this change. Nice change!

Computrainer Connection Fix

Racermate earned legend status years ago in the indoor cycling community due to their bombproof CompuTrainers. And even though Racermate closed up shop in 2017 (after 40 years making trainers!), there are still a number of Zwifters rolling CompuTrainers.

Unfortunately, back in January, Windows released a driver update for Win10 users that broke Zwift’s connection to CompuTrainer devices. (Or was it a Zwift update that caused the issue? Read the 120+ comment thread and decide.) Whatever the cause, today’s update includes a fix. Zwift says, “Windows: Improved an issue that could cause CompuTrainer devices to not appear in the Pairing screen after a recent Windows Update driver update.”

Release Notes

Zwift supplied the following additional release notes:

• Fixed an issue that could cause the Goal Met notification banner to incorrectly appear in-game.
• Fixed an issue that could cause the level-up visual effect to display the wrong level.
• Fixed an issue that could cause level-up notifications to not appear in the Zwifters Nearby list when riding in Climb Portal.
• Fixed an issue that could cause Apple Watch to appear as “UNKNOWN DEVICE” in the Pairing Screen.
• Fixed an issue that could cause workout arches to render incorrectly in the Watopia volcano.
• Fixed an issue that could cause minor visual discrepancies between the Race Score shown in the Zwift post-ride progress report vs. Zwift Companion. This only affected the display of Race Score – the underlying values were unaffected.

Discuss this update in Zwift’s forum > (link coming soon)

Questions or Comments?

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

SRAM has unveiled a series of changes to its Maven brakes, relaunching the Bronze, Silver and top-tier models.

Although the lever feel has changed, SRAM says the top-end power remains the same.

With the lever feel of the mightily punchy Mavens being somewhat divisive, SRAM set about making some changes to the SwingLink cam mechanism and lever blade. The result is a brake that’s lighter to pull but still offers outstanding stopping power.

If you own the Mavens already, these new parts can be purchased as an aftermarket upgrade.

• Read more: SRAM says its new drivetrain is tougher, quieter and will make DH racers faster

Lighter lever feel

Braking style, lever setup and feel are all very individual, subjective things.

That’s why different riders will like different brakes for different reasons.

When SRAM launched the Maven brakes in 2024, I was a big fan of the power they possessed and how it was delivered.

Not everyone was, though. While some criticised them for being too powerful, there were more who were unhappy with the initial lever feel, wanting it to be lighter.

This might not have been such an issue if the Maven line-up didn’t include the Base model. The more basic lever didn’t feature the SwingLink cam mechanism and, as a result, felt lighter to pull.

The Maven Base model won over rider after rider and SRAM was quick to take note. It knew it needed to update the Maven line-up and adjust how the pricier, more adjustable levers felt in a bid to please the masses and the result is the updates announced today.

I caught up with Ben Crowe, Maven product manager, to find out how these changes came about.

Out with the old

“The current gen has that distinct heavy breakaway. As with anything, people who liked that just got on and rode it,” says Crowe.

While the original Mavens had their fans, that initial lever feel created more than its fair share of critics.

Crowe continues: “There were people who wanted a lighter-action lever. That was probably one of the number one things; getting rid of that cam-over feel and making that just a bit smoother and in line with Base.”

Despite lacking all the bells and whistles of its three pricier counterparts, the Base model’s lever feel was lighter and something many riders were gravitating towards.

“We had our SwingLink Mavens and Base Mavens in market, which had very different lever feels, so we got to take learnings from both and make improvements to the SwingLink versions,” says Crowe.

He and the product team got to work, using feedback about the original brake.

The result? “We made changes to the SwingLink mechanism, but almost everything else in the system is the same – same level of power, same air management system, same gland and volumes.”

Same power, different feel

So, what did SRAM do to change the polarising lever feel of the Maven Ultimate, Silver and Bronze brakes?

“We did manipulate the hydraulic ratio slightly. But it’s the change in the SwingLink that is going to manipulate your mechanical advantage through the pull of the stroke, and then the slight change in the hydraulic rate is how we addressed the feel,” says Crowe.

Take a closer look and you’ll see the older brake features a red cam, compared to the gold SwingLink cam on the new model.

This change means there’s a higher initial leverage rate, delivering a lighter feel at the revised lever blade. SRAM has then designed the leverage rate to be more linear on the new brake compared to its predecessor, although this still builds progressively, with the aim of delivering more power as you get deeper into the stroke.

Smoothing out the leverage rate helps to create a more predictable brake overall, with a ramp at the end where power tops out.

The previous brake delivered a lot of power in the middle of the stroke with less ramp-up at the end and required more force to get the lever moving initially.

With an increased mechanical rate, SRAM needed to balance out the hydraulic rate in order to keep the power the same.

This was done by reducing all four pistons to the same 18mm diameter, compared to the previous iteration, which featured two 19.5mm-diameter pistons, alongside two 18mm pistons.

The end result, according to Crowe, is “the lever feel off the top is much more similar to Maven Base”.

Pleasing the masses

But how did SRAM settle on the final lever feel? And when did it decide that the existing offering wasn’t quite right?

Crowe explains: “We rely heavily on feedback from riders that trickles up through our in-market reps, our OEM customers and just markets. We try to listen the best we can and when something feels like there’s a momentum swell, you can feel that it’s not just one or two people saying something.”

Of course, it’s not as simple as making the decision to alter an entire product line because it’s a costly process. Crowe and his team will investigate the scope and costs of such a project before ploughing resource into it. In this case, it made sense to make some changes.

But how big a change should they aim to make? Replicate the feel of the Base or try something more extreme?

“We found that a light lever action is good, but if it’s too light, you start to lose some of the feedback,” says Crowe.

It was the feedback that I really liked (along with the power) on the first Maven brake. I find if the lever feels too light, my braking isn’t as accurate and I tend to pull harder than I need to.

Getting that feel perfect can’t be easy, though. What does the process look like for a brand such as SRAM?

“To the subjectivity part. Some people like that [a light lever feel] and want it as light as possible, and sometimes if it’s too light, you feel like you’re losing that precision and feedback of how hard you’re pulling,” says Crowe.

With the help of the machine shop in SRAM’s Colorado Springs facility, the brake team was able to whip up a number of different SwingLink samples, each delivering a slightly different brake feel.

Crowe gives some insights into the testing process: “Because it was so subjective, we have some hard requirements on reach range, and what your max deadband is in the worst-case scenario. For the subjective side of where that curve starts to climb at the end of the stroke, we get a group of six to eight of us together and go and do week-long test trips.”

While riding, Crowe explains SRAM’s riders avoid talking to one another, keeping feedback private to avoid influencing other members of the team.

They then collate their feedback in the hope they can make a call on the final direction they’ll be heading in.

“The one we went to production with was the almost uncontested preferred option,” says Crowe.

On the trail, it’s fair to say the revised SwingLink and lever make a difference – and the feel, especially that initial pull, is lighter. I’ll have a full review coming soon, so keep an eye out for that.

And there’s more…

Not only did SRAM update the SwingLink, but the latest generation of Maven brakes also features new lever blades.

While the Ultimate brakes get a lighter-weight carbon blade, possibly the most interesting update is the Silver’s lever, which is a forged then CNC-machined number and is the choice of World Cup phenomenon Amaury Pierron.

The Bronze brakes use a forged alloy lever blade.

What’s more, SRAM is offering a retro-fittable ‘tuning kit’, which includes the new SwingLink (gold) and revised lever blade. That means if you have Mavens (Ultimate, Silver or Bronze) and want a lighter lever feel, you should be able to achieve it. And, in theory, by changing the SwingLink and lever but keeping the same caliper and pistons (including the two 19.5mm pots), you could increase power slightly more.

SRAM also says it has improved overall consistency with the new brakes and made setup easier.

Range overview

SRAM Maven Ultimate

• Adjustments: Contact adjust / reach adjust
• Lever blade: Carbon
• Caliper hardware: Titanium
• Weight: 363g
• Price: £290 / $299 / €325 (per end, without rotor)

SRAM Maven Silver

• Adjustments: Contact adjust / reach adjust
• Lever blade: Aluminium, forged and CNC-machined
• Caliper hardware: Black stainless steel
• Weight: 379g
• Price: £260 / $265 / €290

SRAM Maven Bronze

• Adjustments: Reach adjust
• Lever blade: Aluminium, forged
• Caliper hardware: Stainless steel
• Weight: 381g
• Price: OEM only

SRAM Maven tuning kit (includes two levers and two light action SwingLink assemblies)

• Price: £105 / $109 / €120 (carbon lever kit), £85 / $89 / €95 (CNC forged alu lever kit), £65 / $69 / €75 (alu lever kit)

As I rolled into the steep, off-camber trail, littered with roots and rocks, I could clearly see the line I needed to hold. Just a few inches off and I’d be into the trees and cartwheeling down the side of a Welsh mountain.

Letting off the brakes, I managed to slide the bike into position and committed.

And then the revelation. As the speed picked up, I couldn’t quite comprehend how well my front wheel was tracking the ground. There was grip and control like I’d never felt. I could hold the line and ride it faster than ever before.

As my front wheel fluttered over the chunky root spread, I knew the fork I’d invested in was well worth the money.

This was back in 1999. I’d worked for hours on end in a supermarket, saving up to buy the latest RockShox Boxxer 151 and it was already changing how I was riding my bike.

Now, 27 years on, RockShox has unveiled the latest, updated Boxxer. It’s better than ever, dripping in cool tech and I was at the launch in New Zealand to see whether it could match the revelatory experience I had with the original fork.

A brief history lesson

RockShox unveiled the first Boxxer downhill fork way back in 1996. Back then, it was a prototype and only a handful of top racers had access to the tech. It had 32mm stanchions, 150mm of travel and posts for rim-brake calipers.

Then, in 1998, RockShox released the Boxxer to the masses, who could make the most of the open bath damping and mounts for disc brakes, which were slowly gathering momentum.

In the early 2000s, coil springs were replaced with a single-sided air spring and the first Motion Control damper.

Slowly, travel figures crept up to 200mm, different stanchion treatments were applied to reduce friction and damping adjustment, and tunability started to increase.

As I’m sure you can remember, it wasn’t all about damper development. Once into the 2010s, the mountain bike industry decided to up wheel size from 26in to 27.5in, then 29in hoops. As a result, the Boxxer had to change, too.

Before long, the stanchions were beefed up to 38mm and the Boxxer housed the latest DebonAir+ air spring and Charger 3 RC2 damper.

When it comes to success, the Boxxer must be one of, if not the most successful mountain bike forks of all time. It helped the likes of Steve Peat, Nico Vouilloz, Rachel Atherton, Sabrina Jonnier and Sam Hill (to name a few) win multiple World Cup races, overalls and World Championships between them.

The revelation

I was one of the early customers. Although I’d missed out on the early 1998 fork, I managed to secure the 1999 151.

This replaced the RST Hi-5 I’d been running up until that point. The lack of control it offered, along with the elastomers that drastically altered in performance depending on the temperature, meant it was rubbish.

While I knew it couldn’t turn me into Steve Peat or Nico Vouilloz overnight, the 151 felt incredible. On my first ride on a Welsh mountainside, I couldn’t believe how well it kept my front wheel tracking the ground.

Root spreads were swallowed, I was finding grip where I never knew it existed and my confidence was sky high as a result. Swapping to this new fork transformed my bike and how I could ride it.

Spring in its step

That was close to 30 years ago, though, and a lot has changed. The 2027 fork I’m just back from riding in New Zealand’s Queenstown Bike Park is a far cry from the coil-sprung, skinny-legged Boxxer I started out on.

Let’s start with the new, position-sensitive LinearXL air spring (stiffness varies depending on how far the fork is compressed) and the sticky-out bit at the bottom of the lowers, dubbed the AirAnnex.

The LinearXL AirAnnex creates additional volume on the spring side of the lower legs (which looks a lot like a brake reservoir). This helps produce a more linear spring curve, reducing harsh ramp-up that can result from the air inside the lower legs compressing.

Because there’s less volume on the air-spring side (due to the difference in air-spring cartridge versus damper design), the lowers only needed the extra space on one side to achieve this.  

A more linear, less progressive spring curve helps produce more comfort and control deeper in the stroke.

To achieve this, RockShox moved to a twin-tube design, with the resulting changes (decrease in piston diameter, etc) requiring higher spring pressures as a result.

On top of this lot, breather holes placed strategically on the upper tubes (stanchions) further reduce pressure build by balancing pressures in the lower legs as the fork moves through its travel, boosting the overall effect and, according to RockShox, improving sensitivity and reducing any kind of harshness.

RockShox says it has created a very predictable, supportive and controlled new air spring that’s extremely supple.

Slick and slippery

Some of that suppleness and sensitivity can be attributed to divots dotted around the stanchions.

These dimples are found below the wiper seals. As the fork cycles through its travel, lower-leg lubrication oil can get trapped in these shallow pits before being transported to the bushings (and foam rings), ensuring things stay as slippery and friction-free as possible. This, in turn, helps create a consistent and very predictable feel, as well as upping the service interval to 50 hours.

Inverted forks don’t struggle with this issue because gravity helps keep the oil where it needs to be for maximum lubrication, so the RockShox ‘ButterWagonTech’, as the team refer to these divots, could be a real step forward for improved sensitivity over a longer period of time.

To help further, RockShox has switched to a new Maxima 15wt lower-leg oil and helped develop new SG920 grease, in a bid to rid the Boxxer of as much friction as possible.

It also worked with SKF to develop new wiper seals, which are said to ‘grab’ less on the stanchions as the fork switches between compression and rebound.

Damping duties

With less friction in the fork, RockShox had to reconfigure the Charger 3.2 damper, adding more damping force to help compensate for the lack of stiction.

The updated speed-sensitive damper (which regulates oil flow and damping force depending on the shaft speed) is designed to be incredibly easy to set up – a trait many appreciate with RockShox suspension units.

Adjustments include rebound damping, along with low- and high-speed compression, which are claimed to be fully independent of one another.

The updated rebound and compression tunes are said to still feel similar at the extreme ends (fully open or fully closed), with each click in between offering a tangible difference in feel.

On top of that, you’ll still find ButterCups at the end of the spring and damping shafts. These little golden assemblies are designed to help eliminate high-frequency vibrations and reduce rider fatigue.

Vivid imagination

It’s not all about the fork, though, with RockShox also unveiling the new Vivid Coil rear shock.

According to the brand, it has tidied up the oil paths in the reservoir, reduced friction and IFP pressures (which lowers the breakaway force and ups sensitivity) and updated the damper extensively, claiming to have made the low- and high-speed compression adjusters more usable, without any harshness when you need to wind them on.

As with the Boxxer, it has also numbered the adjuster dials to help riders keep tabs on their settings more easily.

Bringing back memories

So, did riding the new Boxxer conjure up the same feeling I had back in 1999 when I first tried the fork?

I spent three days lapping Coronet Peak and the Queenstown Bike Park to get a feel for for the new Boxxer.

While I don’t think my experience of the new fork could be as transformative as my first time on a Boxxer – remember, I’d switched from a fork with elastomers and springs over to the coil-sprung Boxxer 151, which was a massive leap – I was still extremely impressed.

It’s sensitive and smooth, but my biggest takeaway was how well it could handle big impacts late in its travel.

Riding the rough, fast trails of Queenstown Bike Park, I couldn’t believe what I could get away with when stoving the new Boxxer into the ugliest, steepest sections of track.

There were times when I felt as if my arms were going to crumple and leave my chest slammed on the bar, yet the fork soaked up the hardest hits, supporting my weight without feeling harsh and recovering in an instant, to keep my front wheel tracking the trail.

This was seriously impressive stuff.

The adjustments were noticeable and dialling it in didn’t take long, as promised.

Because my time with the new fork was limited to only a few days, I’ll leave a full review until I’ve spent more time on it, so stay tuned.

Range overview

The forks and shocks below are available for aftermarket purchase. RockShox will also have various Select+ and base models on complete bikes, so keep an eye on bike brand websites for specs.

Boxxer Ultimate

• Damper: Charger 3.2 RC2 with ButterCups
• Spring: DebonAir+ Linear XL with ButterCups
• Travel: 180, 190 and 200mm
• Wheel size: 27.5in or 29in
• Offset: 44mm (27.5in), 48mm (27.5in), 48mm (29in), 52mm (29in)
• Price: £1,945 / $1,999 / €2,180

Boxxer Select

• Damper: Charger 3.2 RC
• Spring: DebonAir+ LinearXL
• Travel: 180, 190 and 200mm
• Wheel size: 27.5in or 29in
• Offset: 44mm (27.5in), 48mm (27.5in), 48mm (29in), 52mm (29in)
• Price: £1,460 / $1,499 / €1,635

Vivid Coil Ultimate

• Damper: RC2T with ABO (adjustable bottom out)
• Price: £690 / $709 / €775

Vivid Coil Ultimate DH

• Damper: RC2 with ABO
• Price: £700 / $719 / €785

Mondraker has introduced its new Summum DH bike, available only in aluminium construction and mullet (mixed wheel size) configuration. All models will have reach adjustment via interchangeable headset cups, angle adjustment using a flip chip on the shock mount and adjustable chainstay length.

The top-spec build will include SRAM’s new wireless electronic seven-speed DH groupset, XX DH AXS Transmission, also released today.

The Mondraker Summum has a strong lineage, with the first prototype including Mondraker’s Zero Suspension System appearing in 2009 when Fabien Barel rode a prototype Summum to win the Maribor DH World Cup.

Zero Suspension System

The Summum still uses Mondraker’s proprietary virtual-pivot style suspension system, seen on all of Mondraker’s full-suspension bikes. The Zero Suspension System connects front and rear triangles with two short, co-rotating links.

Although team riders were seen using a Summum with an idler wheel in 2024, the new Summum retains a more traditional low-pivot suspension setup delivering 200mm of rear-wheel travel.

The shock’s angle is more horizontal, showing that the way it’s actuated has been refined compared to the previous-generation bike.

The suspension is adjustable via a flip chip in the shock mount. Mondraker says the adjustment is primarily for geometry changes, but that it also changes leverage ratio at the beginning of the travel and increases progression by 1.5 per cent. Mondraker suggests this can be used to adapt the bike to different rider preferences, terrain and shocks.

Geometry

There are three sizes on offer: medium, large and extra large, with 450mm, 480mm and 510mm reach respectively.

Mondraker has built a range of adjustment into the Summum for different riders’ bodies and riding styles.

Swapping the removable headset cups on the Summum changes the reach by +/- 5mm.

The flip chip alters the bottom bracket height by +/- 5mm and the head tube and seat tube angles by +/- 0.35 degrees.

Removable dropout inserts on the Summum can shorten or lengthen the chainstay by +/- 5mm to fine tune how the bike rides.

These adjustments add up to 27 possible geometry configurations. All Summums (including the frame-only option) include the dropout kit and reach adjustment headset cups as standard, so no extra purchase is needed to access the full range of geometry customisation.

Lineage

The Summum is the only bike ever to score a clean sweep at a downhill World Championship, with a 1, 2, 3 for Danny Hart, Laurie Greenland and Flo Payet at Val Di Sole in 2016.

In 2017, Markus Stöckl took a standard Mondraker Summum to 167.6Km/h down a Chilean mountain, making it the fastest production mountain bike in the world.

This latest version of the Summum has been refined by the Mondraker DH team, including two-time Hardline and World Cup winner Rónán Dunne.

During the 2025 season, the prototype had bolt-on stiffening plates in the rear triangle. These enabled the stiffness to be tuned for optimum traction and Mondraker to decide on the balance of stiffness and compliance in the final production frame.

2026 Mondraker Summum build options

There are two bike builds and a frame-only option to choose from:

The Summum RR is the top-spec bike with a RockShox Boxxer Ultimate 29in fork, RockShox Vivid Coil Ultimate shock, DT Swiss EX1700 Classic wheels, SRAM Maven Ultimate brakes and the new electronic SRAM XX DH AXS T-Type seven-speed drivetrain.

The Summum R is the more budget-conscious of the two builds, featuring a Fox 40 Performance fork and Fox DHX2 Performance shock, e*thirteen Grappler Flux wheels, SRAM Maven Base brakes and SRAM GX DH seven-speed drivetrain. The Summum R is available in a Fog Grey / Superblack / Solar Flare colourway.

Pricing and availability

Mondraker says bikes and frames will be available “in a few weeks”.

• Summum RR: £7,999 | $9,499 | €8,499
• Summum R: £4,999 | $6,499 | €5,999
• Summum RR frameset: £2,799 | $3,699 | €2,999

SRAM’s new XX DH AXS Transmission is aimed squarely at downhill racers and riders, and is claimed to offer time savings over traditional, cabled gearing.

With the ability to shift under load, SRAM claims riders can accelerate faster over the first 15 metres of track, saving a claimed 1/20th of a second (0.05 secs), which could make a massive difference to race results.

SRAM says that’s because there’s no need to lift off the power while punching through wireless gears.

On top of that, the DH-specific, direct-mount derailleur is said to be SRAM’s toughest yet, and its quietest, too.

SRAM has also made a new alloy crankset in a move away from carbon for DH-specific use.

So, how is SRAM saving racers time? And what does it feel like on the trail? I flew to New Zealand for the launch of XX DH AXS Transmission to find out.

• Read more: SRAM’s powerful Maven brakes have been given a key update after rider feedback

Start-gate gains

SRAM says the new XX DH AXS Transmission drivetrain enables you to shift under load.

This means racers don’t need to ease off as they hammer the shifter pod as the wireless derailleur transitions from cog to cog when they sprint from the start hut.

As a result, SRAM says riders were able to cover the first 15 metres of track 0.05 seconds faster using the new gear system compared to the traditional cable-operated X01 DH drivetrain it replaces (assuming the power output is the same).

SRAM claims when racers hit that 15-metre mark, they’re travelling 2.7kph faster.

SRAM’s Transmission drivetrains are known for the ability to shift under heavy load, which is why they work so well on eMTBs, which can be brutally unforgiving when it comes to gear changes.

Thanks to the X-Sync tooth profile used across the seven cogs, shift ramps and the shift lanes these create across the seven-speed cassette (10-24t), when you hit the shifter pod to change gear, the chain will only move from one cog to the next when it’s safe to do so.

That’s because the cassette profiling, combined with the clever firmware cassette mapping tech found in the derailleur, means the shift ramps and derailleur’s shift sequence need to sync perfectly before the chain will move, helping to keep it in continuous contact with the cassette, enabling you to shift gears without letting off the gas.

This controlling of shift speeds is what caused some to criticise the original Transmission, saying it was slow to change gear compared to the first-generation AXS Eagle gearing. However, a recent firmware update has helped to rectify this.

According to SRAM, when using its previous DH-specific drivetrain, riders would need to ease off the power momentarily for each shift to ensure the chain moved safely onto the next sprocket. Now, this shouldn’t be an issue, and riders can keep the power down while smashing through the gears.

Clearance counts

I’ll admit, I was a little sceptical about the shift to a wireless rear derailleur. That’s not only because of the weight implications, but also because of their size.

If you’ve seen an Eagle AXS Transmission derailleur, you’ll know it’s considerably chunkier than cable-operated equivalents, and even bulkier than the Eagle AXS unit it replaced.

Having destroyed and replaced countless derailleurs in downhill racing, it’s an issue I’m well aware of.

Thankfully, the new XX DH Transmission derailleur sits more inboard than those that mount to derailleur hangers. That’s down partly to the direct-mount interface (it employs SRAM’s Full-Mount system, so doesn’t use a traditional hanger) of this new bit of kit, bolting it straight onto the frame. SRAM says that makes it incredibly robust, although I didn’t see any of the staff standing on it during the launch, as they did when Transmission first launched.

If you end up belting your derailleur into a rock, it’s good to know the outer-parallelogram link, thread-on cage assembly and skid plates are all replaceable.

With clearance in mind, SRAM has designed XX DH Transmission around 148mm axle spacing rather than 150mm or 157mm. It will work with these, you’ll just need to be mindful when it comes to the bottom bracket and cranks – something many bike brands are embracing for DH.

The move to wider rear axles was in order to help create stiffer rear wheels, so shifting to a narrower back end may sound counterintuitive.

To balance things out, SRAM developed a new ‘XD SLIM Driver’ body.

This is shorter than the standard XD Driver and, according to SRAM, enables hubs with wider flanges to be used, creating a symmetrical spoke bracing angle (not dished), which should be strong but also quicker for mechanics to build up – a concern for World Cup teams.

Alloy only

There’s no longer a carbon crankset option for DH, with all XX DH Transmission crank arms made from alloy only.

These purpose-built, DH-specific cranks are said to be SRAM’s most robust crankset yet, and feature machined surfaces on any potentially high-wear area (whether that’s on the face, where they’re likely to be rubbed by shoes, or at the ends where they’ll potentially be bouncing off rocks and roots). This should help keep them looking fresher for longer.

SRAM is offering sizes ranging from 150-165mm, jumping up in 5mm increments.

Bolted to the new cranks is an updated alloy chainring, which has also been beefed up to handle the rigours of modern DH.

This has been designed to work with the Ochain (the suspension-kickback taming chainring-mounted device, recently acquired by SRAM) and is eMTB-compatible, too. Sizes range from 32-36t.

Sound of silence

Like the existing Transmission derailleurs, the new XX DH unit uses the same Type 4 roller bearing clutch damper to help keep chain slap to a minimum.

SRAM says that due to the shorter cage found here, and therefore the lower leverage, the DH derailleur’s clutch feels stiffer to move.

The result is a very quiet ride, which I can attest to.

During three days of pummelling down Queenstown’s roughest DH runs, my test bike was freakishly quiet throughout.

When questioned about how the clutch impacts suspension performance, SRAM told me the impact is minimal.

In fact, according to its testing, SRAM says the lack of noise and vibration from the drivetrain had the biggest impact when it came to rider experience over any suspension performance concerns.

Weight concerns?

Bolting on a wireless derailleur, complete with a 50g battery, adds weight to back end of the bike, exactly where you don’t want it. You’re adding to the unsprung mass of the bike, which can in turn negatively impact suspension performance.

According to SRAM, although heavier than a standard derailleur, when you pair the new wireless unit with the new XX DH Transmission cassette and look at the system as a whole (cassette, XD SLIM Driver and XD SLIM cassette) the overall weight difference is around 100g.

What’s it like to ride?

My three days aboard a bike equipped with the new XX DH Transmission drivetrain was by no means a full test of the kit, but did highlight a couple of points.

First, as promised, you can indeed shift under load. Those shifts felt responsive enough while putting the power down and getting up to speed, and never felt harsh or made any of those potential chain-breaking sounds we all fear.

Whether it helped me save time when starting out is hard to say. But I could keep my effort constant as I hit the shifter.

Second, it’s incredibly quiet. Even over washboard braking bumps that had my eyes rattling around my head, the Canyon Sender I was on didn’t make a noise. There was no chain slap, no skipped gears and I experienced nothing but accurate shifting throughout.

I’ll keep riding the bike now I’m home and get a full review done in the not too distant future, so keep an eye out for that.

SRAM XX DH Transmission pricing

• Derailluer: £660 / $700 / €765
• Cassette: £485 / $500 / €545
• Crankset: £440 / $450 / €490
• Chainring: £100 / $120 / €112
• Chain: £135 / $155 / €150
• Shifter: £215 / $220 / €240

Last week, the Zagreb Cycling Federation took an important step into the world of virtual cycling by launching Zagreb League 1, the first organized virtual cycling league of its kind in Croatia. Organizers tell me the idea behind the league is simple: to promote virtual cycling as an accessible and enjoyable form of training and racing – especially during the colder, rainy winter months when outdoor riding is limited.

The debut race delivered an impressive turnout, with 129 riders on the start line, including around 40 riders from Croatia. Feedback after the first race was overwhelmingly positive, and with five races still to come, the hope is that even more riders will join this week!

What makes it special?

There’s a lot about the Zagreb League’s setup that makes it stand out from the crowd:

• Age-Based Results: Race categories are divided into five age-based groups, allowing riders to participate even if they do not yet have an established FTP on Zwift. This makes the league especially welcoming for new Zwifters.
• Gender-Based Results: While race signups are age-based, the final race results on ZwiftPower and all bonus point allocations are additionally split by gender. This means that women and men each have their own full set of five age-category rankings, ensuring fair competition and equal recognition across the league.
• Alternating Scratch + Points Progressive Races: The league includes 3 Scratch races and 3 Points races, with courses becoming progressively hillier as the series unfolds (see routes below).
• Best of 5: Although the first race has already taken place, the overall league standings are calculated from the best five results out of six, so it’s not too late to join.
• Neutralized Bikes: Equipment is fully neutralized, so beginners aren’t disadvantaged.
• Steering and Braking Disabled: So no riders have a steering advantage over others.
• Mass Starts: Races feature mass starts, and results do not affect the Zwift Racing Score, allowing riders to participate without pressure and focus on enjoyment rather than rankings alone.

Schedule and Routes

Zagreb League 1 consists of six races, held weekly on Thursdays at 18:20 UTC/13:20 ET/10:20 PT, running until the end of March.

• February 26: Coast to Coast (26.8km, 163m) – Points Race
  • Powerups: Draft/Aero/Ghost
• March 5: Turf N Surf (24.7km, 196m) – Scratch Race
  • Powerups: Feather/Draft/Steamroller
• March 12: The Muckle Yin (23.7km, 281m) – Points Race
  • Powerups: Feather/Draft/Steamroller
• March 19: London Uprising (20.9km, 356m) – Scratch Race
  • Powerups: Feather/Burrito/Anvil
• March 26: Royal Pump Room 8 (27.7km, 390m) – Points Race
  • Powerups: Feather/Burrito/Anvil

Sign up at zwift.com/events/tag/zbsvirtucup/ >

Registration + More Info

Register for upcoming races at zwift.com/events/tag/zbsvirtucup.

More information on Zagreb League 1 can be found in the Google race doc.

Join the Zwift club, named “ZBS Virtual” to see future events.

See race results on ZwiftPower at zwiftpower.com/league.php?id=3197

Questions or Comments?

Share below!

Nobody wants to find out their bike has been stolen. It can be a devastating experience, which prompts a string of frustrating steps, such as reporting the theft to the police and speaking to your insurance provider. It also raises the question, how am I going to get around? 

That’s where Brompton has decided to step in. It is offering any Londoners who have had their bicycle stolen free bike hire while they seek a replacement. 

Brompton has decided to offer complimentary cycle hire following London Cycling Campaign’s report into bicycle theft, which was published last week. LCC estimates 40,000 bicycles are stolen annually in the capital city and that only 2 per cent of these bikes are recovered. 

• Read more: Four steps to follow if your bike is stolen

Julian Scriven, managing director of Brompton Bike Hire, says: “It is saddening to hear the scale of bike thefts in the Capital, especially since the popularity of travelling via two wheels has increased dramatically in recent years.” 

“We’re delighted to be able to help Londoners get back into the saddle and reduce the worries of finding an immediate bike replacement by providing complimentary access to a bike from one of our many hire stations across the city,” Scriven adds. 

Londoners can email brompton@wearetheromans.com to receive a code that will provide them with complimentary bike hire for two weeks from the folding bicycle company’s Brompton Bike Hire locations via the Brompton app. 

To find your closest bike hire station, you can look at Brompton’s interactive map. 

LCC’s survey of 1,924 London cyclists also found that 79 per cent of those reporting the loss of a bike said the Metropolitan Police had taken no action and 68 per cent considered the police response inadequate. 

The campaign group has launched a petition that accompanies its report, which calls on the deputy mayor for policing and crime to implement its recommendations to reduce bike theft in London. 

The recommendations include that the mayor reinstates the cycling theft task force; that the Met Police tracks bicycle theft properly; and that the government makes bike marking and logging with a bike register mandatory, as it is in France.  

In January, we reported that the British Transport Police had reversed its decision not to investigate thefts of bicycles that had been left outside train stations for more than two hours. 

There was a call from the Liberal Democrats last year to implement “bike bait” operations to catch bicycle thieves. 

Brompton’s latest accounts reveal losses of £2m and a drop in sales. CEO Will Butler-Adams said this was driven by challenges in the industry and “wider global economic uncertainty” but the company “remains optimistic”.

The Tour de France has weathered its share of interruptions over the years, from rider strikes and roadblocks by climate activists to the regular farmers’ protests. There have been tangible climate issues too, from stages raced in 40ºC temperatures to the 2019 Tour, where stages 19 and 20 were shortened due to mudslides.

But new research shows the likelihood of extreme heat in France in July, when the race takes place, is increasing steadily.

Published in Scientific Reports, the study, led by the French National Research Institute for Sustainable Development, looked at 50 editions of the race stretching back to 1974. 

• Read more: Weathering the storm – how professional cycling is grappling with the climate crisis 

Heat-stress risk increasing

The study examined temperature and wet bulb temperature records (which assess other factors including humidity and solar radiation) to assess the level of risk of heat stress over this time, finding it had increased steadily. 

The largest number of extreme-heat events were found to have occurred in the last 10 years. But the research concluded that the Tour has, so far, avoided the conditions of maximum health risk, in some cases by only a few days.

According to the study’s lead author, Ivana Cvijanovic: “In our analysis, we observe that the city of Paris, for example, has crossed the high-risk threshold for heat on five occasions in July, four of them since 2014. Other cities have experienced many days of extreme heat in July, but thankfully not on the date of a Tour de France stage.”

Cvijanovic says the Tour has been lucky so far, but predicts it’s only a matter of time before the race runs into a day or more of extreme heat. 

Southern-French hotspots

Hotspots – literally – often on the Tour’s route include Toulouse, Pau and Bordeaux in the south west, as well as Nîmes and Perpignan in the south east. The study found high mountain stages present a low to moderate heat stress risk, though, despite the valleys on their approach sometimes being very hot.

The researchers point out that mornings are less prone to extreme heat than afternoons and that start times and routes might in future need to be altered to reduce risks, not only to cyclists but to spectators and event staff.

The UCI has had a heat protocol in place since 2023, which has been invoked in other races. But the researchers point out there’s little research on the effect of heat stress on elite athletes and no universal standard applied across different sports.

It’s not only the Tour de France that is at risk of extreme heat. It’s even more of an issue for the Vuelta a España, where temperatures in southern and central Spain in August frequently reach 40ºC and riders have been hospitalised due to heat exhaustion.

The queen stage of this year’s men’s Tour Down Under was shortened due to the 40ºC heat and fire risk in South Australia in January.

There have been calls, meanwhile, for the Vuelta to swap its place in the calendar with the Giro d’Italia, where snow and freezing rain in Italy in May are often more of a problem than heat.

Teravail, best known for its adventure and MTB tyres, has branched out into components with a new full-carbon clunker bar, the Moonstone, among its new range on display at the COREbike show.

As part of USA bike group QBP, home to Salsa, Whisky Parts Co and Surly among others, Teravail has until now specialised in tyres for gravel, adventure riding and mountain biking.

However, all your favourite Salsa bars and components from across the QBP portfolio will now come under the Teravail banner, with tweaked designs, and new graphics, names and finishes. There are some rather funky new bars, too.

Updated and refined

The move sees classic Salsa bar designs updated and refined under the Teravail name.

Everything in the new Teravail range will be available in both alloy and carbon, with more components due to arrive soon.

Teravail is also planning to release a wider range of mountain bike parts this year, with the first unveiling rumoured to be set for spring’s Sea Otter Classic show in California.

The first and most distinctive release from the new range is a full-carbon clunker bar replete with cross-member because, well, why not?

If you want to to get the classic clunker look on your mountain bike or adventure bike without the weight penalty, the new Moonstone bar may be just what you’re looking for.

The 826mm-wide bar has a 16-degree backsweep and huge 85mm rise. No pricing has been set yet.

The other new addition to the Teravail range that caught my eye at COREbike was the Feldspar carbon gravel bar, previously available in a short run from Whisky and oddly named the Spano.

The refined and reimagined Feldspar is available in a range of widths, from 40 to 48cm in 2cm increments, and comes with a 12-degree flare at the hoods that widens to 20 degrees at the drops. It’ll be fitted as standard to the Salsa Flyway and Salsa Journeyer gravel/all-road bikes.

The semi-flattened top section isn’t intended for aero; it has been designed to offer more comfort when you’re holding the flats.

Designed to be paired with the new bars is a new tape range available in some eye-catching finishes – a woodgrain-style topographic print and myriad colours. The tape is available in 2.5mm and 3.5mm thicknesses and without a glue-back. This should make for easier wrapping, adjustment and removal for cleaning.

Tomorrow, ZWB Cycling is holding the second edition of their fresh Zwift race concept: the ZWB Omnium!

While the omnium concept isn’t entirely new to Zwift, it’s an uncommon competition format due to the heavy lifting organizers have to do in planning races and compiling results. The good folks at ZWB Cycling have certainly put in the effort, choosing thoughtful routes, setting up a sensible rules structure, and creating a website to share details and results.

What Makes It Special

Each week features a set of four unique back-to-back races combining into one intense omnium competition. Riders earn points based on their performance in each race, and the combined points total determines overall ranking. Plan on 90 minutes of combined speed, endurance, and strategy!

The 4 races are in the following formats:

• Prologue: A short, individual TT. The race of truth!
• Sprint Quali: No hiding! Fastest sprint wins.
• Spicy Scratch: A climbing battle where the first across the line wins.
• Crit Royale: Combines segment points and finish points for the final battle!

These are mass start races, although riders sign up based on Zwift Racing Score groupings. Riders are separated into ZwiftRacing.app vELO Score leagues (which roughly map to ZRS groupings) for the final results.

Schedule and Routes

Races happen every Tuesday through April 2026, starting at 19:45 CET/18:45 UTC/13:35 ET/10:45 PT. See upcoming events >

Courses change each week, with details and writeups available at zwbomnium.netlify.app. This week’s routes are Scotland-themed:

• Prologue: Loch Loop (6km)
• Sprint Quali: Glasgow Crit Circuit (2 Laps, 6km)
• Spicy Scratch: City and the Sgurr (14.5km, custom finish)
• Crit Royale: Glasgow Reverse (5 laps, 15km)

Sign up at zwift.com/events/tag/zwbomnium >

Results, Rules, + More

You must be registered on ZwiftPower.com to be included in the final results.

Complete race rules available at zwbomnium.netlify.app/rules.

Final results and season GC standings can be found at zwbomnium.netlify.app/results.

Questions or Comments?

Share below!

Prologo’s new Pressure Map system attaches to your bike saddle and produces a wealth of fit data.

The brand’s existing saddle-fit system, MyOwn, uses a pressure pad mounted into a stool. It does a great job of mapping pressure points in a fixed position and has proven a great indicator to aid saddle choice.

Plenty of competing saddle brands have similar saddle-fit tools, too. Even custom saddle makers such as Posedla rely on fixed pressure-mapping tools.

Now Prologo has unveiled a new saddle-fit system called Pressure Map at the COREbike show that it says will attach to any bike saddle.

Pressure Map consists of a pressure pad cover, which offers 62 points of data measurement collected by the system’s ‘brain’. This clips to the underside of your saddle using the rails (much like a saddle pack). It gathers and streams the data via Bluetooth to the Pressure Map software, which records in real time.

The portable wireless system means you can ride your bike outdoors as usual and record how you sit on different terrain and surfaces.

Prologo’s brand manager, Salvatore Truglio, says: “We’ve been developing the system for more than two years in conjunction with the University of Pisa and now it’s finally ready to roll out.”

The system has already been used by two of Prologo’s major professional team partners.

“We’ve used the system with both Visma and Ineos riders, to see their pressure profiles both in the wind tunnel and out on the roads,” says Truglio. “It is proving vital in helping our pro riders make the right choice of saddle on each of their bikes. It also helps optimise rider position alongside aero and efficiency considerations.”

The system isn’t being rolled out to consumers, but will be accessible at Prologo stockists and affiliated bike fitters.

Hope has teased its forthcoming HB.912 trail bike at the COREBike show, with the launch set for late this summer.

Described as the “younger brother” of the HB.916 downhill bike, the HB.912 drops the high-pivot design and instead has a four-bar linkage to achieve 120mm of rear travel. There is a 130mm suspension fork and the bike has 29in wheels. 

In terms of geometry, the trail bike has an adjustable head angle of either 65 or 66 degrees, and a 77.5-degree seat tube angle. In a size M, the bike has 435mm chainstays and a 465mm reach. 

The bike is suited to a wider audience than the HB.916, but it is still made in the UK and will have the same raw-carbon finish as the downhill bike. 

Hope displayed a special version of the new bike at COREbike with a green finish.

A spokesperson for the brand said when the bike launches later this year, it will be available as a frameset for £3,950 or a complete bike for £7,950. 

The complete build will have RockShox suspension, a SRAM drivetrain and Hope brakes.

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The Udog Distanza remains one of my all-time favourite gravel shoes, and the brand appears to have added a new dial-closure shoe to its range – spotted on display at the COREbike show.

The new, so far unnamed, gravel shoe, has the same knit-mesh upper as the Distanza. It also features that shoe’s key detail – a super-chunky natural rubber outsole over a stiff carbon plate.

The Distanza’s rubber tread extends up over the toe, providing great protection and enhanced grip when scrambling up dirt slopes.

The new shoe also appears to use the same TWS – tension wrap system – where the external ribbons wrap underneath your foot, sandwiched between the upper and outsole.

• Read more: Udog Distanza gravel shoe review

On the lace-up Distanza, the laces thread through these ribbons, creating an even tension and crease-free wrap fit. Here, laces have been supplanted by a dial tensioning system.

The dial is Udog’s own Twist Tech model, which debuted on 2024’s Cento road shoes. With two-way micro adjustment, an ergonomic dial and a soft rubber outer grip, it’s a quality alternative to the ubiquitous Boa dial.

The pricing is set at £175 in the UK and €199 for mainland Europe, with international pricing to be confirmed.

• Read more: Best gravel bike shoes 2026 – gravel-friendly footwear for adventure riding
  

The popular Iceni Women’s Series is back, celebrating Women’s History Month with a 5-week series inspired by the legendary WorldTour Spring Classics! Presented by The Warrior Games and The Femme Cycle Collab, each race mimics the demands of an iconic race, from relentless tempo to all-out attacks, delivering a true test of strength, strategy, and resilience.

Weekly races begin on March 3rd. Here are the details…

About the Name

The Iceni tribe was ‘peacefully annexed’ by the Roman Empire at some point before 47 AD, though it was allowed some autonomy. When the king died and Boudicca I became High Queen of Iceni, the Roman Empire saw her unfit to rule and invaded the region. Iceni led a revolt against the Roman Empire and regained its independence, along with the independence of several other tribes. This led to the subsequent formation of the Comhairle, an alliance of the British tribes. Iceni had a major say in Comhairle affairs and became an important center of trade, military, and leadership.

Schedule and Route Details

Races are held on Tuesdays, and there are two time slots to choose from:

• Slot 1: 6pm UTC/1pm ET/10am PT
• Slot 2: 12am UTC/7pm ET/4pm PT

* note that daylight savings time happens in the US on March 8, so these times will shift to 1 hour later starting with the March 10th race

Challenge 1 – March 3, 2026: Strade Bianchi Donne

• Makuri Islands’ Chain Chomper (2 laps)
  • Length 29.5km
  • Elevation: 373m
• Powerups: Aero & Steamroller
• Sprint & QOM Segments (FAL):
  • Castle QOM
  • Temple QOM Reverse
  • Country Sprint Reverse

Challenge 2 – March 10, 2026: Trofeo Alfredo Binda-Comune di Cittiglio

• Watopia’s Deca Dash (Custom Finish)
  • Length 28.2km
  • Elevation: 259m
• Powerups: Feather & Aero
• Sprint & QOM Segments (FAL):
  • Jarvis Sprint Reverse
  • Jarvis QOM Reverse

Challenge 3 – March 17, 2026: Milan-San Remo Women

• New York’s Stay Puft Pursuit (1 lap)
  • Length 32km
  • Elevation: 416m
• Powerups: Feather & Draft
• Sprint & QOM Segments (FAL):
  • Brooklyn Bridge QOM
  • Manhattan Sprint 
  • New York QOM Reverse 
  • NY Sprint Reverse 
  • New York QOM

Challenge 4 – March 24, 2026: Gent-Wevelgem

• New York’s Green to Screen (1 lap)
  • Length 28.5km
  • Elevation: 207m
• Powerups: Draft & Aero
• Sprint & QOM Segments (FAL):
  • The Peristyle Sprint 
  • The Hill QOM
  • Manhattan Sprint 
  • Brooklyn Bridge QOM

Challenge 5 – March 31, 2026: Tour of Flanders

• Watopia’s Coast to Coast (1 lap)
  • Length 26.7km
  • Elevation: 164m
• Powerups: Ghost & Aero
• Sprint & QOM Segments (FAL):
  • Sasquatch Sprint 
  • Woodland Sprint 
  • Jarvis QOM
  • Jarvis Sprint

Points and Series Rankings

The overall series GC ranking is based on your points total for the series across Challenges 1-5. In the event of a tie, the rider with the highest total QOM points will be declared the winner.

Sprint and QOM segments listed for each race award points to the first 6 riders across the line:

• 1st – 10 points
• 2nd – 8 points
• 3rd – 6 points
• 4th – 4 points
• 5th – 2 points
• 6th – 1 point

Riders also receive points based on their finishing position in their category for each race. The top five score 100, 95, 90, 86, 83, and every place after that drops by 1 point.

Each time slot will have its own league on ZwiftPower. If you’re going for the overall series competition, you’ll need to finish all five races in the same timeslot.

Team Competition

For Team GC, the top three riders from each team will combine their points to determine the overall team ranking.

Sign Up

Want to race the series? Start by signing up for the race events! Numbers attract numbers, so women are encouraged to sign up early.

See all upcoming Iceni events at zwift.com/events/tag/iceni >

Key Rules

• All entrants must have a ZwiftPower account with an assigned race category.
• All categories will start together.
• A power meter or smart trainer is required. No virtual power.
• Heart rate monitors are mandatory.
• Riders exceeding 5w/kg will be reviewed by the organizers. 
• Steering and braking are disabled.

Questions or Comments?

Read the race book for details. Got questions or comments? Share below!

Fewer than 20 per cent of riders polled by the Cyclistes Professionnels Associés (CPA) were against the UCI’s proposed gearing restriction trial, claims the body’s president, Adam Hansen.

Writing for Domestique, Hansen explains that, while the proposal didn’t come from the CPA – the union that represents professional cyclists – it supports the move because it is “committed to following the collective voice of the peloton”. 

Planned to take place at the Tour of Guangxi in October, the test would have seen riders restricted to gearing limited to 10.46 metres development – roughly equivalent to a 54x11t with a 28mm tyre. 

As was widely reported at the time, this would have impacted SRAM-sponsored teams because its 12-speed road cassettes start with a 10t cog.  

However, the UCI was instructed to halt the test following a challenge by SRAM tested in the courts of the Belgian Competition Authority (BCA). 

At the time, the BCA said the trial didn’t “meet the required conditions of objectivity and transparency” and risked creating “serious and difficult to repair” harm for SRAM.

In a statement published following the original ruling, the UCI contested the BCA’s decision, questioning its authority to make a decision: “[the ruling] is issued by a Belgian authority responding to a complaint from a US company against a Swiss sports association regarding a test to be carried out on Chinese territory.”

SRAM to fund litigation against itself

As reported by Cyclingnews, the UCI will contest the BCA’s ruling using funds from the SafeR budget, following a meeting of the SafeR supervisory board. 

The CPA is one of four stakeholders that make up SafeR, along with the UCI, Association of Professional Cycling Teams (AIGCP), and the International Association of Race Organisers (AIOCC). Cyclingnews reports that all parties, except the AIGCP, voted for the proposal. 

SafeR is part-funded by contributions from teams. This latest move means SRAM-sponsored teams will, in effect, be funding litigation against their sponsor.

Hansen notes that, along with the support of riders, the CPA’s decision to support the move is “based on a vote by the national associations”, and that if the test doesn’t go ahead, “then SafeR has no purpose”. 

SRAM did not respond to requests for comment on Hansen’s claims or the latest developments in time for publication.