While the bright sunny evenings of late have our minds far away from the perils of winter, now is often the best time to prepare for the clocks going back.

That’s because bike lights are often reduced at this time of year and at their most expensive in autumn time, when the shorter nights and time change bring them into demand almost overnight.

With that in mind, we’ve scoured the web for the best deals on our award-winning bike lights for those who want to be ahead of the game this year.

All of the lights in this list have impressed our team of expert testers, so we’re sure you’ll love them too.

Knog Blinder Pro 1300 – £99.99 £65.95 (save 34%)

The Knog Blinder Pro 1300 is our best overall front light, winning praise for its small profile and quality feel.

It pumps out 1,300 lumens with a powerful central beam and good peripheral illumination, making it excellent for nighttime navigation.

With over £34 savings at Biketart, the Blinder Pro 1300 is currently in bargain territory, though this is likely to change as the nights close in.

• Buy the Knog Blinder Pro 1300 from Biketart now

Magicshine Ray 2600B Smart Remote – £146.25 £117 (save 20%)

The Magicshine Ray 2600B Smart Remote is our best performance front light, impressing with its long runtime and bright beam.

With 2,600 lumens, the light is bright enough to tackle mountain bike trails when the dark sets in, while the 1hr 15min runtime should mean you get a decent ride in.

It currently has 20 per cent off at BikeInn.

• Buy the Magicshine Ray 2600B Smart Remote from BikeInn now

Lezyne Strip Drive Pro 400+ – £55 £39.99 (save 27%)

Our best overall rear light is the Lezyne Strip Drive Pro 400+, thanks to its easy usability and power.

It has seven modes with a flashing output of 400 lumens, which helps keep you seen from much further down the road.

At £39.99, the Strip Drive Pro 400+ represents great value, and we’d advise using it all year if you’re riding on the roads.

• Buy the Lezyne Strip Drive Pro 400+ from Halfords now

Exposure Blaze Mk3 Reakt + Peloton – £130 £110 (save 16%)

The Exposure Blaze Mk3 Reakt + Peloton is our best performance rear light, with a premium construction and focused beam impressing us in testing.

There are plenty of standard modes, and this model includes the Reakt mode, which combines a brake and ambient light sensor to keep you seen and save battery.

Exposure’s lights are quality items, and seeing them discounted isn’t too common.

• Buy the Exposure Blaze Mk3 Reakt + Peloton from Tweeks now

Sigma Buster RL 150 – £25.70 £17.99 (save 30%)

The Buster RL 150 is our best cheap rear light, and it packs in some impressive features.

It pumps out 150 lumens and has an accelerometer that can sense when you’re braking and increase the brightness for increased visibility.

We found the light lives up to its four-hour claimed runtime, and were impressed by its original value.

It’s currently on sale for £17.99 and would be a great addition to your seatpost.

• Buy the Sigma Buster RL 150 from Bike Inn now

More bike lights

• Best bike lights 
• Best mountain bike lights 
• Best budget bike lights

Britain’s Matthew Richardson has broken his own 200m flying start record 24 hours after setting it.

As part of British Cycling’s world record assault at the Konya Velodrome, Turkey, Richardson set a new world record yesterday of 8.941 seconds becoming the first athlete to go under 9 seconds. 

Convinced he had more in the tank, the track cyclist took another attempt today and set a new world record of 8.857 seconds.

Richardson said: “I knew there was more time on the table after yesterday’s ‘out of sprint lane’ ride, so I knew if I came in with good execution and rode as close to the black as possible I’d go quicker and that’s what happened.  

“I knew there was more in the tank yesterday, so I was obviously really stoked about yesterday but I was hungry for more.”

He added that the record is now “out of my control”.

Richardson briefly broke the 200m flying start record at last year’s Paris Olympic Games before Dutchman Harrie Lavreyesen broke it minutes later with a time of 9.088 seconds.

The Brit felt confident before his record attempts. He appeared to break Lavreyesen’s record earlier this year at the Nations Cup at Konya Velodrome, but the UCI did not ratify the effort because Richardson drifted below the track’s blue line. 

Richardson used a custom Hope HB.T track bike for his world records. He worked with British Cycling’s lead project engineer Oliver Caddy to optimise the bike, which included a custom 3D-printed titanium handlebar and a fork produced by Hope. 

Richardson was one of three British cyclists that travelled to Turkey to undertake world record attempts. 

Yesterday saw Will Bjergfelt set a new C5 Hour Record of 51.471km. The 46-year-old beat Andrea Tarlao’s 2014 world record by over 3km and became the first para-cyclist to break the 50km barrier. 

Speaking after his Hour Record ride, Bjergfelt said: ““[I feel] amazing, this is something I’ve worked for, for a long time. When we talked about world records at the start of the year it’s something I was very passionate about right from the get-go.”

Charlie Tanfield also attempted a Hour Record attempt yesterday, but with a distance of 53.967km he fell short of Filippo Ganna’s 2022 record of 56.791km.

You may like

• Britain’s Will Bjergfelt sets new Hour Record and becomes first para-cyclist to break 50km 
• The fastest bike in the world? Matthew Richardson’s Hope HB.T for his 200m world record attempt 

The UCI has disqualified five teams from the Tour de Romandie Féminin after their refusal to use GPS trackers which it has labelled “deplorable”.

The technology is being trialled at the race ahead of all riders being required to use GPS trackers at the 2025 UCI Road World Championships in Kigali, Rwanda. The trial required one rider per team to carry a GPS tracking device.

“The decision of these teams to oppose the specific rules for the event is surprising, and undermines the cycling family’s efforts to ensure the safety of all riders in road cycling by developing this new technology,” the UCI, cycling’s governing body, said in a statement. 

“It is deplorable to witness the refusal of certain teams to move forward together to protect the safety of riders, and the UCI condemns their non-cooperation,” the UCI said. 

The measure is part of the UCI’s SafeR initiative, which aims to enhance rider safety in professional road cycling, and follows the death of 18-year-old Muriel Ferrer following a crash in a junior race last year. 

The teams that refused to use the tracking devices and were therefore disqualified are: 

• Canyon//Sram zondacrypto
• EF Education – Oatly
• Lidl –Trek
• Team Picnic PostNL
• Team Visma – Lease a Bike

A statement published by EF Education – Oatly said: “We are shocked and disappointed by the UCI’s decision to disqualify several teams, including ours, from the Tour de Romandie Féminin.

“Earlier this week, all affected teams sent formal letters to the UCI expressing support for rider safety but raising serious concerns about the unilateral imposition of a GPS tracking device to just one of the riders per team.”

The team said that they made clear to the UCI that they would “not select a rider ourselves, nor install, remove or maintain the device.” 

“The UCI or its partner was free to select a rider and install the device at their own liability if they believe they are in their right to do so,” they added. 

They added that the UCI chose to impose this measure “without clear consent”, and that it is unclear why the UCI did not want to nominate riders to trial the GPS trackers.

“[T]he UCI commissaires were unable to demonstrate on the basis of which precise UCI rule teams are obligated to discriminate one rider against other riders in terms of obligations (except for officially referring to an email of the teams’s union) but have nevertheless decided to carry on and disqualify the teams with their riders,” the statement continued. 

“This action disregards the rights of teams and riders, applies the measure in a discriminatory manner, and contradicts the UCI’s own stated commitment to dialogue with stakeholders.” 

A total of 29 riders have been disqualified with only 63 riders finishing today’s stage 1 of the Tour de Romandie Féminin. 

Today, Garmin announced that Zwift virtual shifting is now available on the Tacx NEO 2T and 3M trainers. (Oddly, it has also been released today for the NEO 2, but that wasn’t included in any of the press releases.)

Below, we dive into updating your trainer so it can shift virtually, as well as various options for enabling virtual shifting on your Zwift setup.

Updating Your NEO’s Firmware

To enable virtual shifting on your NEO 2, 2T, or 3M, you’ll need to update your trainer’s firmware. This is done via the free Tacx Training app (available in the Apple Store and Play Store) on your mobile phone, and only takes a couple of minutes.

Zwift Ride Compatibility

Thanks to today’s firmware update, the Tacx NEO 2T is now compatible with the popular Zwift Ride smart frame ($799US). To be clear, that means Tacx NEO 2T owners can purchase the Zwift Ride frame today and immediately install and use it. (The frame ships with a Zwift Cog, which you will probably want to install on your NEO 2T. Technically, you could use an existing cassette, but that might require swapping out the Zwift Ride’s chain as well, since it’s a wide, heavy-duty, single-speed style chain.)

Note: The Zwift Ride does need the front foot to be a bit longer so the narrow chainstays don’t rub on the NEO 2T (as Shane Miller mentions in his video below), but the standalone Zwift Ride frame ships with longer, extra feet for just this purpose.

The NEO 2 and 3M are not compatible with Zwift Ride:

• The NEO 2’s axle is not compatible with the Zwift Ride
• The NEO 3M’s bulkier body doesn’t allow the Ride’s frame to mount properly

The Garmin/Tacx Virtual Shifting Experience

After reading and watching today’s posts from respected hardware reviewers like DC Rainmaker and Shane Miller (see video below), it’s clear that experienced users are impressed with how Zwift virtual shifting functions on the NEO 2T and 3M trainers they tested. There seems to be general agreement that the high power capabilities of these trainers, paired with their ability to adjust resistance very quickly, produces a very realistic shifting simulation.

Garmin’s addition of a slight “click” haptic in the trainer itself on each shift is just icing on the cake, adding to the realism of the experience. Well done, Garmin!

Virtual Shifter Options (Play/Click/Ride)

To use Zwift’s virtual shifting, you don’t just need a compatible trainer – you also need compatible shifters. Furthermore, your trainer and shifters must be paired to Zwift via Bluetooth (not ANT+) for virtual shifting to work.

While Zwift (unfortunately) doesn’t sell the simple Click shifter as a standalone item, there are three virtual shifter options currently in stock at the Zwift shop:

• Zwift Play controllers: regularly $80, on sale for $50
• Zwift Click (with Cog): regularly $80, on sale for $60
• Zwift Ride smart frame: $800

	Ride	Play	Click
Virtual Shifting
Steering + Braking
Powerup Trigger
Ride On Bomb button
Game Navigation buttons
Drop bar compatible
Flat bar compatible
TT bar compatible
Sequential Shifting
SRAM-Style Shifting
Shimano-Style Shifting
Cog Included
Power Source	USB Rechargeable	USB Rechargeable	Coin cell (CR2032)
Battery Life	~20 hours	~20 hours	>100 hours
BLE Connections*	1	2	1
Price	$1300 (frame + trainer) or $800 (frame only)	$50US	$60US

As of today, Zwifters can use code ELITEZCOG2024 for a €20/$20 discount on the Cog & Click Upgrade pack, which is already on sale for $60.

To Cog, or Not To Cog?

You don’t need the Zwift Cog installed on your trainer for virtual shifting to work – if you’re using your own bike frame, then your current cassette will work just fine, and in fact will probably be quieter/smoother than the Zwift Cog.

That said, some riders may prefer to use the Cog so it’s easier to swap between different bikes on the trainer. Click here to purchase the Cog+Click upgrade pack (use code ELITEZCOG2024 for 20% off).

Related: All About Zwift Cog: Versions, Installation, and More

A tip for NEO 2 owners: be aware that, according to Garmin, NEO 2 users will need to remove the freehub body from the Cog before installing it on their NEO’s existing freehub. You’ll need a chain whip/lockring tool to do so. Here’s an affordable set of these two tools on Amazon.

Purchasing a Zwift-Ready Tacx NEO

Garmin is now selling both the NEO 2T and 3M in Zwift Ready versions with the version 2 Zwift Cog pre-installed and the Zwift Click shifter included.

Shop Tacx NEO 2T on Garmin.com >
Shop Tacx NEO 3M on Garmin.com >

Additional New Feature: 10Hz Race Mode

Today’s firmware update also enables race mode as a feature, so your power data is sent to Zwift at 10Hz instead of the NEO’s standard 4Hz (most trainer models send data at 1Hz). This feature can be toggled via the Tacx Training app.

Learn More

Here’s a great video covering today’s firmware upgrade from our friend Shane “GPLama” Miller:

And a thorough-as-always writeup from DC Rainmaker…

Questions or Comments

Have you tried virtual training on your NEO 2, 2T, or 3M? Share your experience below! Got questions about virtual shifting? Post those as well, and I’ll do my best to answer them…

Shimano’s new range of wireless mountain bike drivetrains is now complete, with the release of the new Deore M6200 groupset bringing wireless shifting to the affordable workhorse drivetrain.

The new Deore range features much of the same tech seen on XTR Di2 M9200 and XT Di2 M8200 groupsets – the latter also launching today – with a few cost-saving differences.

The drivetrain comprises the rear derailleur, shifter and new rear brakes. As far as we can ascertain, the crankset has been carried over from the outgoing Deore M6100 groupset.

This is the first time an electronic drivetrain has been brought down to the brand’s third-tier mountain bike components. Shimano made a similar move in 2022 with 105 Di2. Less clear is what the launch means for mechanical Deore.

The launch comes only two weeks after the long-awaited launch of the fully wireless XTR Di2. 

Here’s everything we know so far about Shimano’s most affordable wireless Di2 drivetrain to date.

Shimano Deore Di2 derailleur – key details

The new Deore derailleur features much of the same tech seen on Shimano’s more expensive XT and XTR options.

It mounts to your frame via a derailleur hanger (unlike SRAM’s Eagle AXS Transmission) and, just like its XT and XTR stablemates, it features low and high adjustments and a b-tension screw. 

The derailleur adopts the streamlined Shadow ES profile, as seen on XTR. It’s designed to dodge roots, rocks and trail debris, while its integrated skid plate and lack of harsh edges should shrug off impacts when they do happen. 

Bigger knocks are dealt with by the automatic impact-recovery function, which enables the derailleur to move rather than snap, before resetting into its original position without any input from the rider. 

Shimano’s Shadow ES clutch forgoes an on/off switch – a controversial move that divided opinion with the arrival of XTR – but is claimed to deliver more chain tension on the trail. 

The derailleur is set to cost £374.99, plus £39.99 for the battery and £29.99 for the charger.

Shimano Deore Di2 derailleur options

Shimano is offering two versions of its Deore derailleur – one for mountain bikes and one for electric mountain bikes, with the former utilising an onboard battery and the latter drawing power from the eMTB’s main battery.

Both eMTB and ‘standard’ versions come with a long cage, making them suitable for Shimano’s 10-51t cassettes. As well as the standard 12-speed, there’s also an 11-speed version of the eMTB derailleur.

In an update to Shimano’s current Di2 eMTB-specific derailleurs, both Free Shift and Auto Shift will be available on the 12-speed setup. These features were previously reserved for 11-speed drivetrains.

Free Shift enables gears to be changed while you’re not pedalling, by independently rotating the chainring via the Shimano EP8 motor, while Auto Shift uses speed and torque sensors to shift gears automatically, without rider inputs at the shifter, to keep the pedal cadence within an optimal range.

All Deore derailleurs use a steel cage construction, which is more affordable than the alloy and carbon cages used on XT and XTR. 

There’s no word on compatibility with Shimano’s Q’Auto hub system.

Shimano Deore shifter

Shimano’s new wireless shifter closely mimics the ergonomics and feel of its ‘traditional’ cable shifters, using a familiar layout for its shift buttons, which offer a similar ‘click’ when changing gears. 

The sleek new shifter sits closely under the bar and is available in two mounting options. The I-SPEC EV option mounts directly to compatible brake levers, and there’s also a standard clamp band option. 

The shift buttons and paddles themselves are fully adjustable and also offer multiple shift modes, including hold-down multi-shift and click-through double shift.

A programmable third button adds customisation potential, with Shimano hinting at compatibility with Garmin bike computers and other third-party brands.

Whether or not there is much difference between the Deore shifter and the more premium XT and XTR shifters remains to be seen, but we’d hazard a guess that, like the rest of the drivetrain, the action and tech will be very similar, with the only differences to be found in some of the construction materials. 

The shifter is set to cost £124.99.

Shimano Deore brakes – no details at present

Also included in the announcement is news of new Deore brakes, promising a “refined power application with consistent performance and modulation in a wider temperature range”.

Details remain scarce, and no images were supplied with the press release, so whether or not the new Deore stoppers have been treated to a complete overhaul or just an internal spruce-up (like the XT and XTR two-pot brakes) remains to be seen.

What does this mean for mechanical Deore?

What does this mean for the future of Shimano’s budget-friendly mechanical Deore groupset – a stalwart of the entry-level mountain bike market?

When Shimano released 105 Di2, a mechanical option was notably absent from the range. However, a mechanical groupset followed some months later.

It would be reasonable to expect similar from Deore, although the arrival of Cues – an all-encompassing budget-focused groupset that’s increasingly seen on entry-level mountain bikes – complicates matters.

Could mechanical Cues be the death of Deore, or will a mechanical groupset follow later?

We put this question to the brand, which supplied a generic response: “Mechanical groupsets still occupy an important position within the Shimano mountain bike line-up, as we are constantly in development of new products. However we do not comment on products and whether they are in development or not.”

Shimano has updated its Deore XT Di2 drivetrain for the first time since 2016, adopting much of the tech seen on its flagship XTR groupset released earlier this month.

The Deore XT Di2 M8200 range features a new derailleur, shifter, cassette and crankset, as well as updated brakes and a new alloy wheelset. Also hot off the press is the more affordable Deore Di2 M6200 groupset, which completes Shimano’s trio of wireless mountain bike drivetrains. 

Shimano’s XT offering has been a firm favourite among keen mountain bikers since its debut in the early 1980s, delivering much the same performance as the flagship XTR range at a more attainable price point.

The M8200 iteration is no different; it features the same technology as XTR Di2, with a few cost-saving differences. Here’s everything you need to know about the new Deore XT range. 

Shimano XT derailleur – key details

The heart of Shimano’s new wireless tech lies in its derailleurs. Just like its XTR stablemate (and unlike its direct competitor, SRAM’s Eagle AXS Transmission), the new XT derailleur connects to the frame traditionally, via a derailleur hanger.

It also features low and high adjustments and a B-tension screw to set the distance between the top jockey wheel and the cassette. 

This marks a big difference compared to SRAM’s latest wireless drivetrains, which mount directly to the frame and can thereby forgo derailleur hangers and adjustment screws.

Drawing on the design introduced with the XTR M9250 rear derailleur, the Deore XT derailleur features a streamlined build that’s designed to avoid obstacles in the trail.

Its integrated skid plate and lack of harsh edges should help it glance off any obstacles it does encounter, rather than getting hung up on them.

In the event of a substantial knock, the derailleur can move out of the way before returning to its normal position, thanks to Shimano’s Automatic Impact Recovery mechanism. 

The derailleur is set to cost £429.99, plus £39.99 for the battery and £29.99 for the charger.

Shimano XT derailleur options

Just like its XTR range, Shimano is offering two families of Deore XT – one for mountain bikes and one for electric mountain bikes. The mountain bike version has its own onboard battery, while the eMTB incarnation is powered by the bike’s main battery.

Each family will have two options – long and mid cages for the standard derailleur, and 11- and 12-speed versions for eMTBs.

The long SGS derailleur is built for the new 10-51t cassette. The mid SG derailleur is built for the new 9-45t cassette.

In an update to the current Di2 MTB and eMTB-specific derailleurs, both Free Shift and Auto Shift will be available on the 12-speed setup. These features were previously reserved for 11-speed Linkglide drivetrains.

The presence of Free Shift means you can change gears without pedalling, by independently rotating the chainring via the Shimano EP8 motor. This enables you to pre-select a gear for an upcoming trail feature. 

Auto Shift uses speed and torque sensors to shift gears automatically, without rider inputs at the shifter, to keep the pedal cadence within an optimal range.

All Deore XT derailleurs use an alloy cage construction, which is less expensive than the carbon cage used on XTR. 

Shimano XT shifter

Shimano’s latest wireless shifter has been designed to replicate the feel and layout of its mechanical counterparts. The button positioning will feel instantly familiar to existing users, and Shimano says the tactile response remains reassuringly similar, with a defined click for each shift. 

Tucked neatly beneath the handlebar, the shifter is offered in two mounting formats. Riders can choose between a bar clamp mount or the I-SPEC EV system, which integrates directly with compatible Shimano brake levers. 

Riders can tweak both the shift paddles and button positions to suit their preferences. The system supports multiple shift modes too, such as multi-shift via a press-and-hold function or a two-step click-through shift. 

There’s also a third, programmable button that expands functionality. Shimano suggests this could enable integration with devices such as Garmin head units or other third-party accessories.

Shimano Deore XT cassette and crankset

Completing the revamped XT drivetrain is a new cassette and crankset. The M8200 12-speed cassette uses the tried-and-tested Hyperglide+ tooth profiling found on current-generation cassettes and features a 10-51t range. 

There’s also a new 9-45t option, aimed at riders looking to shave some weight, or increase ground clearance by running the shorter mid-cage derailleur. 

Both cassettes feature a hybrid steel/alloy construction, with the largest two cogs made from aluminium and the smallest 10 cogs forged from steel.

The new XT crankset is offered in one configuration, claimed to suit trail, enduro and cross-country riders alike. The cranks feature a 176mm Q-factor with a 55mm chain line, and are available in 160, 165, 170 and 175mm lengths. 

The cranks use Shimano’s Hollowtech II construction and are compatible with 28-36T direct-mount chainrings.

Shimano XT brakes

Just like the new XTR groupset, there will be two versions of the new XT brakes, aimed at trail and XC riders, respectively.

Both new brakes are claimed to address the issue of wandering bite points, which Shimano claims was due to the inconsistent nature of its mineral oil brake fluid.

As with the XTR brakes, the new XT stoppers use a new type of mineral oil that’s claimed to be less viscous and should therefore flow consistently through the system in a wider temperature range.

The new XT brake lever sits closer to the handlebar and uses a larger fluid reservoir, with the brake fluid now being pulled through the system, rather than pushed, by the master piston.

Shimano has also subtly changed the brake lever ergonomics. 

The lever blade pivot has been moved closer to the bar, which is claimed to give a more natural-feeling pull, while the lever is tilted 5 degrees upwards from the pivot, to better match your finger’s position when in use. 

Shimano hasn’t released much information on the new XT calipers; however, if the new XTR calipers are anything to go by, we can assume the cross-country stoppers haven’t changed a whole lot, apart from getting updated seals designed to work with Shimano’s new low-viscosity mineral fluid.

The trail/enduro calipers look to have had more of an overhaul, with a larger brake pad to increase surface contact with the rotor.

Shimano XT wheels

• Price: £219.99 (front), £279.99 (rear)

Completing the XT overhaul is a new alloy wheelset, available in 27.5 and 29in sizes. 

Designed for both XC and trail/enduro riding, it features a 30mm-wide rim (internal diameter), laced to Shimano’s Microspline hub by 28 stainless steel J-bend spokes.

The hub features a 3.5-degree engagement angle and uses Centerlock rotor mounts. 

Tom Pidcock recorded speeds of up to 95kph descending down the Rossfeld Panorama mountain pass on the Austria-Germany border.

In a new video shared by Red Bull, which sponsors the double Olympic mountain bike champion, Pidcock is followed on the 6km road by Matthias Walker, a Dakar Rally champion, who films from a motorbike.

Pidcock adopts the supertuck position with his body onto the top tube of his bike to gain an aero advantage. In 2021, the UCI banned the position in races, but it can still be used outside of competition.

But the 25-year-old Brit still pushed on the pedals during his ride. Riding out of the saddle, he produced over 800 watts. 

More on Tom Pidock

• Tom Pidcock is winning again: we analyse his 2025 tech setup
• Tom Pidcock shows off his new Scott Addict RC

At the end of the descent, Walkner claps the Pidcock’s descent before towing the Q.365 rider back up the mountain road. 

Pidcock is famous for his descending ability. During his Tour de France debut in 2022, when he won a stage on Alpe D’Huez, Pidcock descended down the Col du Galibier and Col de la Croix de Fer , hitting over 100kph.

In 2023, Pidcock also appeared in a video by Safa Brian, descending Tuna Canyon in Los Angeles. The viral video has now clocked up over 2.7 million views. 

First introduced in May 2019, the Bologna Time Trial Lap course is short but brutal. It’s split into:

• 6.0 km of flat terrain through the historic streets
• 2.0 km climb averaging 9.7%, up to the Sanctuary of San Luca

This makes it close to a 50/50 split of flat and climbing for many Zwifters.

Why Retest?

Since its debut, Bologna TT has been well-studied. But with recent Zwift bike upgrades, earlier conclusions are up for debate. A discussion on the Kaboom Discord prompted this investigation after discrepancies appeared in the ZwifterBikes.web.app.

One Kaboom rider, Eric Brown, found that the app showed a 40-second advantage for the road bikes over TT bikes, which seemed suspicious. Oddly the same rider stats resulted in a different outcome on ZwifterBikes.web.app for myself, with the best TT bike being 10 seconds faster than the best road bike. I’d already established that the TT bike with disk wheels was the fastest setup for my A cat team in previous years’ testing, with a bike swap being a marginal gain with high risk. But I had to know – had the bike upgrade changes shaken things up? This required a test in Zwift to verify.

Organizing the Test

For those that don’t know, Bologna is an event-only world, making testing a little more tricky for those who live in the Eastern states of Australia like myself. It seems that every time I check zwifthacks.com/app/events for events on this course, they are on at “stupid O’clock” in the early morning hours. Luckily, Zwift has a “feature” that accommodates us: I could sign up for an event and then leave my avatar sitting on the side of the road whilst I go to bed and dream about riding away from Pogacar on the queen stage of the 2025 TDF (or the draft gauge being displayed natively in Zwift) and Zwift will automatically place the rider in the event.

I grabbed my morning coffee and greeted my Zwift avatar over a bowl of cold milk and Weetbix drizzled with honey. Hitting the “leave event” icon, I then logged into Zwift on my phone to trigger my original signed-in account in Bologna to be signed out and in a pseudo “offline” mode to ensure I didn’t contaminate my Zwift stats like XP, drops, bike upgrades etc.

WARNING: Despite the notice bar at the top stating stats won’t be counted, your fitness signature is still affected in this mode, so be careful with power durations if you don’t want to impact category rankings.

Test Setup

5 scenarios were tested using different rider profiles:

• 75 kg @ 173 cm @ 350 watts and then a split power 330w on flat, 370w on climb
• 50 kg @ 165 cm @ 5 W/kg and 3 W/kg- 90 kg @ 173 cm @ 250 watts (2.8 W/kg)

Bikes Used

• Road: Level 4 S-Works Tarmac SL8 + Enve SES 7.8 wheels
• TT: Level 5 Cadex + Enve SES 7.8 (Zipp 858/Super9 tested as well in first round in video). Zwift’s Ghost feature was used to compare previous runs and give a good visual guide.

Watch the Video

Results Snapshot

“The slower you go, the more time you spend climbing. That makes the road bike more advantageous.” – from the video

Interpretation

• At high power outputs, the TT bike wins thanks to its flat-section dominance.
• At low power outputs, the road bike can outperform due to increasing the ratio of time spent on the climb compared to the flat.
• The differences are small (~9 seconds), and pacing is still a very important factor. As Shane Miller says, “Go hardest when you’re going slowest.”

While TT bikes still hold an edge for strong riders, the Bologna TT course becomes road bike-friendly for less powerful riders. I would estimate that 3.2 W/kg is probably the tipping point where the TT bike starts to see an advantage for most rider sizes. Whilst I did get largely different finish times compared to zwifterbikes.web.app, the predicted time difference between the bikes were within a few seconds. Therefore, I feel that the bike recommendations may well be accurate enough to trust. They seem to line up well with the equipment tests published on Zwift Insider and my previous testing.

Recommendations

• High wattage (3.2 W/kg and above) -> Stick with your TT rig.
• Low power riders -> Consider a lightweight road setup, especially if you spend a long time on the hill.
• Willing to risk it for a biscuit? Try a bike swap: start on a TT bike for the flat and switch to a roadbike after the right hand turn starting the climb. There is potential to gain a large number of seconds for those in the lower categories who are well versed in fast bike swaps.

Your Thoughts

What’s your go-to Bologna TT race rig? Share your thoughts below!

Pearson, a London-based brand with a claim to being one of the world’s oldest bike makers (founded in 1860), is aiming to shake up the direct-to-consumer bike-sales model with a new service.

With all bikes built to order and the brand’s ‘white glove’ delivery method, Pearson looks to be offering something distinct from the competition.

We’ve all become familiar with the standard direct-to-consumer model pioneered by Canyon and Ribble. This model enables us to buy premium bikes at a price way below the high street, because it cuts out a layer of distribution costs by selling directly.

Direct shipping has its downsides, though. Your bike will arrive in a box, with some assembly required and knowledge needed in order to set it up correctly. You are also buying unseen.

Fitting is key

Pearson, however, wants to do things differently, with its origins as a shop that has been building and fitting bikes to customers since it was established.

The standalone bike brand says it wants every bike it sells to start with a bike fit. That can be through the network of Pearson dealers or your own fit.

Pearson will give you £200 cashback if you book a fit through The Bike Fitters mobile bike-fit service or provide your data from a previous fit.

Built to commission

Pearson then takes the fit data and builds the bike to order. That means it doesn’t offer a ‘stock’ version of its quartet of bikes.

Instead, Pearson offers a range of levels, starting at Shimano 105 and rising to Shimano Dura-Ace Di2 and SRAM Red AXS. Within those tiers, the bikes are built with contact points based on fit data and customer preference.

Pearson says that while its bikes are available at all levels, each bike, irrespective of price, comes with key components chosen for quality.

That means bottom brackets ranging from stainless Hope units to CeramicSpeed on premium models. All four bike models get CeramicSpeed SLT headsets as standard.

Wheels are provided by Pearson’s wheel partners Ere Research, with options from entry-level alloy through to carbon aero wheels with carbon spokes.

Pearson has no minimum buy-in for its built-to-order offer, saying the same service is provided for 105 bike buyers as premium Dura-Ace Di2 customers.

The range

Pearson’s quartet of bikes starts with the aero-race optimised Shift EVO.

The Shift has been in Pearson’s range for a couple of years and was developed and tested at the Silverstone Sports Engineering Hub. The new EVO has a carbon layup to reduce weight and enhance drivetrain stiffness.

It also gains a new suite of finishes and is available with SRAM AXS drivetrains for the first time.

Next in line is Pearson’s Forge, a fresh take on the fast endurance bike, with geometry based on data from more than 3,000 professional bike fits.

Pearson’s gravel bikes, the On and On Race, and On and On Adventure, share the same frame design. The Race model features a stripped-down version of the frame that omits fork mounts, mudguard eyelets and a third bottle mount under the down tube to reduce weight.

White glove delivery

Pearson is aiming to stand out from the crowd with its delivery service. You won’t receive your bike in a cardboard box; instead, once the bike is built, Pearson will hand-deliver it.

Trained staff will take care of the handover, provide any tweaks to the fit and ensure the bike is set up perfectly.

Each bike comes complete with everything you need to start riding, including a Pearson Torq wrench to make maintenance easier.

Warranty wonder

In what is says is another bike industry first, Pearson has introduced a transferrable warranty.

Pearson CEO Scott Davies says: “We found it strange that the bike industry only upheld its warranty for the original owner. That’s something that doesn’t happen in the automotive industry, so we introduced a transferrable warranty. 

“If you wanted to sell your bike a few years down the line, then providing you registered your bike when first purchased, you can then transfer the warranty to the new owner via our database.”

The UCI revealed today that the Afghanistan Women’s Road Championships will be held again this year in a show of solidarity. 

The event will take place in Les Herbiers, France, as part of the French Elite Road Championships, which run from 26-29 June. 

The Afghanistan Women’s Road Championships have not been held since 2022, when 50 refugee athletes competed in a road race in Aigle, Switzerland. The elite category was won by Fariba Hashimi, who went on to turn professional and now rides for Ceratizit Pro Cycling. 

The 22-year-old said: “After winning the Women Elite race, I had the opportunity to join a UCI Women’s Team. So it’s with great emotion that I am preparing to defend my title. I obviously hope to win, but I also hope that the event will allow other athletes to shine.”

Five athletes to compete

Two events will be held for the 2025 Championships: a 26.5km individual time trial on Thursday 26 June and a 115.5km road race on Saturday 28 June. 

Five athletes will compete alongside the French athletes participating in their National Championships. Fariba Hashimi and her sister Yulduz Hashimi, who is also a professional cyclist, will compete in both events, alongside Zahra Rezayee. Samira Ehrari and Mahnaz Mohammadi will compete in the time trial only. 

“[A] separate classification for Afghan athletes only will be established to determine the results of the 2025 Afghanistan Women’s Road Championships,” the UCI said. 

“Seeing the best Afghan female cyclists again competing in their National Championships will undoubtedly be an emotional occasion and a source of pride, three years after the last edition of the event,” said UCI president David Lappartient. 

“I hope that this unique formula of a major National Federation hosting athletes from other countries – where it is not possible to hold such an event – as part of its own National Championships, will inspire others,” he added. 

President of the Fédération Française de Cyclisme, Michel Callot, said: “We consider it our duty to show solidarity by responding to the request from our International Federation and opening our National Championships to those who are no longer able to practise their sport freely in their own country.”

Leaving Afghanistan

As reported by the BBC, Fariba Hashimi left Afghanistan with her sister Yulduz after the Taliban’s return to power in August 2021. 

The sisters contacted Alessandra Cappellotto, who won a world road title in 1997 and now uses cycling to help women around the world.

Cappellotto helped Fariba and Yulduz – alongside three of their team mates – get a seat on a flight leaving Kabul, organised by the Italian government. 

Several evacuation operations were also carried out by the UCI and its partner, enabling 165 Afghan citizens to leave the country. 

An investigation by the now-defunct Cycling Tips revealed accusations that Afghanistan Cycling Federation president Fazli Ahmad Fazli manipulated the lists used to evacuate athletes and citizens in favour of his friends and family. 

The UCI Ethics Commission suspended Fazli from all cycling-related activities for 15 months in July 2024, after allegations of verbal and physical abuse. 

The UCI Ethics Commission said at the time: “it was found that the President of the Afghanistan Cycling Federation had, on several occasions, sent messages to members of the Afghan cycling community which were deemed to be in breach of Articles 5, 6.4 and 2.1 of Annex 1 of the UCI Code of Ethics due to their abusive and/or threatening nature, and the fact that he therefore abused his position.” 

The SISU Tour is SISU’s largest annual race event, and it’s returning in July for its fourth edition. This 7-stage race series runs alongside the three weeks of the Men’s Tour de France, covering 2,375 meters of total elevation across 175km of Zwift France.

Individual and Team Classifications

Three prestigious classifications are up for grabs:

• Mountain Goat: Conquer the climbs and prove your prowess on all KQOM segments to wear the coveted polka dots. The winner will be determined by the cumulative fastest time (FTS) across all mountain segments.
• Sprinter Classification: Got a need for speed? Dominate the flat roads and be the first across the line on all sprint segments to claim the green jersey, based on the cumulative FTS.
• General Classification: The ultimate prize. The rider with the lowest cumulative time across all seven stages will be crowned the overall champion of the SISU Tour.

Race for individual glory or team up to take on the Team GC, where the fastest three riders from each team, in each grade, will have their times combined for each stage. Full results and standings will be available at sisu.racing/tour.

Stage Schedule and Routes

Each stage is available in 15 different timeslots, so you can find a race that works with your schedule.

• Stage 1: Saturday, July 5
  • Route: Bon Voyage
  • 1 Lap, 28km 132m 
• Stage 2: Tuesday, July 8
  • Route: Croissant (iTT)
  • 1 Lap, 9km 49m
• Stage 3: Saturday, July 12
  • Route: Knights of the Roundabout
  • 1 Lap, 51km 336m
• Stage 4: Tuesday, July 15
  • Route: Hell of the North
  • 1 Lap, 13km 480m 
• Stage 5: Saturday, July 19
  • Route: Ven-10
  • 1 Lap, 10km 780m 
• Stage 6: Tuesday, July 22
  • Route: Petite Douleur
  • 2 Laps, 28km 388m 
• Stage 7: Saturday, July 27
  • Route: Champs-Elysees
  • 5 Laps, 36km 210m 

Sign up at zwift.com/events/tag/sisutour

Other Information

• Events are categorized using Zwift’s Racing Score with separate results for Men and Women.
• Riders who upgrade their category during the first six stages will be reclassified in their higher grade.
• All events are mass start, with all riders visible on the course.
• For the Team GC, riders must have their team listed on their ZwiftPower profile before Stage 1.
• Bike upgrades are enabled – choose your fastest machine!
• TT bikes are mandatory for the iTT (Stage 2), and the draft will be disabled. The three individual sprint segments of the iTT Stage are not in play for the Sprinter Classification.
• ZPower riders and those without heart rate data will be excluded from the results.
• A rider’s best time will count if they race the same stage in multiple time zones.
• A ZwiftPower profile is required to be included in the GC (learn how to sign up).

Questions or Comments?

Join the conversation on the SISU Racing Discord and connect with fellow riders in the SISU Racing Club in the Companion App.

For more information, FAQs, and full results, visit sisu.racing/tour. Any questions can be sent to the Tour Director at hello@sisu.racing.

Post below!

Ribble has announced a completely new range of gravel bikes, with the new Ultra-Grit featuring tech borrowed from the Ultra Race.

The revamped range includes aluminium, titanium, alloy and carbon electric and non-assisted gravel bikes.

There is no steel option in the range, a surprise from Ribble – a brand with a long history of producing great-value steel bikes.

However, Ribble’s head of product, Jamie Burrow, told BikeRadar a new steel model will be coming later in the year.

Ribble Ultra-Grit

The Ultra-Grit has been developed with input from Ribble’s pro-gravel Outliers team, alongside material and aero-design lessons learned from the development of the Ultra Race.

The new frameset is made from a combination of T1000 and M46 fibres, like the lightweight Ultra Race. Here, the materials are combined with an asymmetric seat tube and seatstays designed to provide flex.

With a claimed weight of 900g, it’s one of the lighter gravel framesets we’ve seen.

The frame’s aero-optimisation comes from the aerofoil tube shapes, and a fully integrated cockpit and full internal routing.

Tyre clearances are generous, measuring 53mm at the fork and 50mm at the rear.

Ribble hasn’t stripped back the features to get the Ultra-Grit down to a racing weight either, with triple bottle mounts, down tube storage (in collaboration with fellow British brand Restrap bags), top tube mounts and mudguard eyelets.

The frame uses a BSA threaded bottom bracket and a UDH-compatible rear dropout. It can be built with either 1x or 2x drivetrains, although only 2x is available at launch.

Gravel-racing geometry

Ribble’s approach to geometry on the Ultra-Grit is very much race-oriented and informed by the brand’s pro riders. The bike has a steep 74-degree seat angle and a 71.5-degree head angle. With a low stack and long reach, it looks very much the gravel racer’s option on paper.

The Ultra-Grit has already been posting the fastest times in both the men’s and women’s categories at this year’s Dirty Reiver and gained a podium in the UCI Gravel World Series, too.

The Ultra-Grit is available in both a standard model and the Team edition.

Build options start with SRAM Apex AXS for £2,599 with DT Swiss G1800 wheels. Next comes a Rival XPLR AXS model with DT Swiss G1800 wheels at £3,099, with SRAM Force AXS XPLR and Vision SC45 i23 wheels costing £4,399. The range is topped by a SRAM Red XPLR AXS model with Zipp 303 XPLR wheels at £7,499.

Ribble AllGrit range

The AllGrit is Ribble’s new all-round gravel bike. The range starts with the AllGrit AL, then steps up to the AllGrit Ti with 3D-printed junctions. The range is completed by two electric gravel bikes – in aluminium and carbon.

The AllGrit AL is made from 7005-series aluminium, hydroformed and smooth-welded throughout. It shares a D-shaped carbon seatpost with the AllGrit Ti and features full internal routing and a full-carbon fork.

The down tube uses the same bottle-shielding profile as the Ultra-Grit and Ultra Race, and employs a UDH rear dropout and threaded T47 bottom bracket.

The frame features triple bottle bosses, rack mounts, full-length mudguard mounts, and mounts on the top of the top tube.

AllGrit geometry

The geometry is similar to the Ultra-Grit but with a few subtle changes to the stack, reach and wheelbase. It shares the same large 53/50mm tyre clearances.

The AllGrit AL comes in two standard models: a SRAM Apex XPLR 1×12-speed mechanical bike with DT Swiss G1800 wheels for £1,699 and a SRAM Apex AXS bike with the same wheels for £1,999.

Ribble’s range-topping AllGrit is a new titanium model that uses the same 3D-printed tech as found on the AllRoad Ti.

The new AllGrit Ti-X shares the same geometry as the AL and has the same generous 53mm front and 50mm rear tyre clearances.

The sculpted titanium tubing is aero optimised and the frame comes with provision for three bottle cages, top tube mounts, a rear rack and mudguards. The fork has triple anything mounts.

The frame is compatible with 1x and 2x drivetrains, and has a threaded T47 bottom bracket and UDH dropouts.

The AllGrit Ti-X has three models: SRAM Apex AXS at £3,499, SRAM Rival AXS XPLR at £3,999, and the range-topping Force AXS XPLR model at £5,298.

AllGrit E electric gravel bikes

Ribble has launched two electric-gravel models, both using Mahle’s ebike motors. The AllGrit E AL shares the same hydroformed 7005 alloy tubing as the AllGrit AL, complete with smooth-welded junctions. Only the down tube has been reshaped to accommodate the internal Mahle 250Wh battery.

The rear-hub motor is Mahle’s X30 drive, with 45Nm torque and a controller built into the top tube. Like the standard AllGrit, the alloy electric model has generous 53mm and 50mm tyre clearances.

The AL E gets two options: a SRAM Apex XPLR 1×12 mechanical bike at £2,899 and a SRAM Apex AXS bike at £3,199.

The range-topping electric gravel option is the AllGrit E Carbon-X, with a carbon frame made from the same high-grade T1000 and M46 fibres as the Ultra-Grit.

The rear end of the Carbon-X shares the same aero design as the Team bikes. The motor is Mahle’s minimal lightweight X20 system, with a powerful 55Nm of torque and a 350Wh battery secured in the down tube.

It has the same large tyre clearances, fork luggage mounts, rear rack and anything fork mounts as the non-electric AllGrit models.

Prices start at £3,999 for the SRAM Apex AXS model, rising to £4,499 for the SRAM Rival AXS XPLR and £5,299 for the new SRAM Force AXS XPLR drivetrain.

Upgrades on everything

The new gravel range will also showcase Ribble’s expansion of its online Bike Builder service, with many options to upgrade across every model.

The biggest of these is undoubtedly the ability to upgrade any of the gravel bikes to a RockShox Rudy Ultimate 30mm-travel fork (the new models are geometry-corrected for a gravel suspension fork) for £300. That’s a good deal for a fork that retails at £779.

You can upgrade the wheels with a selection of options from Hope, Vision and Zipp. Ribble will also offer three handlebar options: integrated aero gravel, aero road and gravel riser.

There are six saddle options and a whole suite of accessories designed specifically for the bikes, including a range of bags from Restrap.

Cervélo’s new Áspero 5 is a radical departure from the Áspero template that debuted in 2019. While last year’s update was more of an evolution, the 2025 overhaul sees the premium Áspero 5 model join the R5, S5 and P5 as an aerodynamically optimised pure-bred racer.

The new Áspero 5 has already had an outing under the rainbow jersey of 2024 UCI gravel world champion Marianne Vos and will feature in this year’s UCI Gravel World Series.

With two premium SRAM XPLR-equipped bikes available at launch, plus a frame kit, and another model joining the ranks later this month, the Áspero 5 range is concise and somewhat premium. The Force XPLR bike is priced at £8,000 / $8,700 / €8,299 / CA$11,500 / AU$12,900.

The RED XPLR version is £10,000 / $12,500 / €11,499 / CA$16,950 / AU$18,00 and the frame kit (frame, fork, headset, HB16 bar, ST31 stem, SP27 seatpost) is £5,000 / $5,500 / €5,499 / CA$7,500 / AU$7,900.

The SRAM builds both use a mixture of AXS components, with SRAM Red AXS shifters, SRAM Eagle XX SL rear derailleur, SRAM Red 1x aero crankset and a power meter.

The gearing combines a large 48-tooth chainring and 10-52t 12-speed cassette on the premium Red AXS model. The Force AXS model gets the same gearing, but the Red components are replaced by new Force parts and an X0 derailleur and cassette.

All models use Reserve’s turbulent aero wheelsets with a 40mm-deep front rim and 44mm-deep rear.

• Read more: Cervélo Áspero 5 review: a rapid gravel racer that I wouldn’t take out in the mud

Aero is everything

The new bike was designed to be the fastest gravel bike on the market.

The Áspero 5’s aero-optimised design sees full integration at the front end, while not resorting to a one-piece bar and stem. Instead, it uses a combination of the ST31 stem and a new carbon gravel bar called the HB16, which takes its inspiration from the AB04 bar seen on the 2015 S5.

The bar’s deep wing-shaped top section includes an aerofoil section in front of the stem clamp that mimics a one-piece design, yet has the adjustability and choice of a standard two-piece setup.

Cervélo claims this detail alone results in a 6-watt drag reduction over the previous Áspero and Áspero 5.

Out has gone the twin-tip adjustable fork dropout, with the new fork having a deeper bladed shape and the crown of the fork locking into the head tube in a much smoother transition.

Instead of the twin-tip fork providing geometry adjustments, the new Áspero 5 was optimised to be run with different tyre sizes front and rear.

In the more aggressive racing position, the front runs a 40mm tyre and the rear 44mm. However, consumers will get the bike with the 42mm tyres front and rear, with the geometry slackened slightly, and the stack and reach growing by a couple of millimetres.

The rear-end frame shape takes far more inspiration from the current Cervélo S5 than it does the outgoing Áspero 5, with a truncated aerofoil tube shape and a deep curve that wraps and shields the rear wheel.

This flows into an oversized bottom bracket shell that blends into a deep-section down tube that incorporates a down tube storage compartment, as found on the P-Series triathlon bike and, more recently, the Caledonia 5.

Wind-tunnel proven

The new frame design and cockpit result in an improvement in aero efficiency by a huge 37 watts. Cervélo claims its wind-tunnel tests show the Áspero 5 is 36 watts more efficient than its nearest competitor, Ridley’s Kanzo Fast, and 46W more efficient than Trek’s latest Checkmate.

New Cervélo Áspero 5 geometry

The Áspero 5’s geometry falls as you’d expect, very much in the race-ready category: a low stack, longer reach and steep seat angle. Cervélo says the Áspero 5 geometry is based on its racing all-rounder, the Soloist, ridden by Wout Van Aert in this year’s Paris-Roubaix.

However, it has a slightly relaxed head angle and short fork offset. When using the same 42mm tyre sizes front and rear, which Cérvelo calls ‘balanced geometry’, the bike gets a little more of an endurance bent.

In the ‘mixed geometry’ incarnation, with different front and rear tyre sizes, the stack lowers, reach grows and the angles steepen for a more race-ready setup.

Balanced geometry

Mixed geometry

New Cervélo Áspero 5 frame details

The Áspero 5 comes with the same stripped-down ethos as the original Áspero, which launched with the mantra of ‘Haul ass not luggage’. That means no fork mounts, mudguard or fender provision, two bottle mounts, down tube storage, bento box mounts on the top tube – and that’s it.

The bottom bracket uses Cervélo’s threaded T47 BBright standard, and the rear dropout is SRAM’s Universal Derailleur Hanger. The aerodynamic seatpost is the SP27, the same design as found on the current Soloist.

Cervélo claims the frame kit is 66g lighter than the previous generation’s 990g frame and 496g fork.

The frame is heavier, at 1,023g, due to its inclusion of down tube storage. The weight savings come from a lighter fork (393g), bar, stem and seatpost, according to Cervélo.

The frame and fork have clearance for 45mm tyres, up from the 42mm of the previous generation. However, that looks a little conservative in light of the current trend for ever-wider tyres of 50 mm+ and even the adoption of mountain bike race tyres for events such as Unbound.

SRAM’s new Force and Rival XPLR groupsets adopt the direct-mount design of Red XPLR, while featuring the improved ergonomics seen in the 2024 Red AXS shifters.

The newly launched gravel groupsets see both Force and Rival XPLR use the full-mount design that fits directly to the UDH (Universal Derailleur Hanger) dropout.

SRAM claims the combination of full mount with the new straight-parallelogram design gives improved shifting accuracy and more resilience to impacts.

The new architecture also aids chain management in conjunction with the clutch spring tensioning and narrow-wide tooth profiling, according to SRAM. Both the Force and Rival XPLR derailleurs are fully rebuildable.

Should you trash your rear derailleur, spares are available, including the mounting assembly, outer link, cage, damper and pulley assembly, battery latch and skid plate.

The new shifters used on Force and Rival have also been inspired by Red AXS, with a new lever shape that allows for comfortable, progressive one-finger braking from both the hoods and the drops.

The same ergonomic hood and lever shape is now shared across the top three SRAM AXS tiers: Red, Force and Rival, for both road and XPLR gravel groupsets.

Force and Rival also get new hood covers, with distinct patterns for each model and moulded indicators showing the horizontal to help position the shifters on your bars in the optimal 7-degree pitch. This, SRAM claims, provides a neutral wrist position.

Both shifter designs also get reach adjustment for the brake levers.

Force AXS and Rival AXS shifters can also be combined with SRAM’s Eagle Transmission AXS components, should you prefer to run a 10-52t cassette.

Force AXS shifters

The new Force AXS shifters work across both road and gravel. They feature a hidden bonus button, as seen on Red AXS, on the inner face of the shifter.

This can be configured through the AXS app to suit your needs. You can either use it as a secondary shift button or to switch between screens on your GPS – or even to operate an AXS dropper post.

The new levers are a reprofiled carbon and the new design has led to a 70g weight saving over the previous Force AXS shifters.

Force XPLR rear derailleur

The new full-mount derailleur bears a strong resemblance to the Red XPLR unit, sharing the same skeletal design, straight-parallelogram pulley assembly and oversized jockey wheels. That means the same simple fitment and no need for adjustment screws.

Just like the Red XPLR derailleur, it’s designed to work with the 13-speed 10-46t XPLR cassette in conjunction with any SRAM Flattop chain.

Force XPLR crankset

The Force XPLR crankset now comes in more crank-arm sizes, with 160, 165, 170, 172.5 and 175mm options.

The direct-mount chainrings are available with 38 to 46 teeth, and are joined by 44, 46, 48 and 50-tooth direct-mount aero options for gravel racers.

The carbon crank arms also come with silicone end cap protection covers.

There is a spindle-based power meter option for the Force XPLR crankset, although you can use a 1x option with a spider-based power meter using the thread-mount system, as found on Red AXS.

Force XPLR cassette

The 13-speed Force cassette is based on the same design as the 13-speed Red cassette and shares the same 460% range 10-46 tooth pattern.

The gear progression of 10, 11, 12, 13, 15, 17, 19, 21, 24, 28, 32, 38 and 46 teeth keeps the gear jumps tight through the most-used range, only widening the jumps as it gets to the upper end.

Force Flattop chain

The Force chain for XPLR is the same as the new Force Flattop chain for standard Force AXS.

The new chain features the same slotted link plates as Red, but uses solid rather than hollow pins. The chain weighs in at 12g less than the previous chain, and as well as the standard chrome finish, it is also available in a special-edition purple.

Rival XPLR

Rival XPLR has undergone the biggest change and could be the smartest choice of SRAM’s gravel offerings.

It employs the same full-mount rear derailleur and shifter design, and a new crankset that drops significant weight and, more importantly, looks far more premium than Rival’s more modest level would suggest.

Rival shifters

Rival shifters are the same across road and gravel. They get the same ergonomic upgrades as Force, to the extent that all three shifters (Red, Force and Rival) now have the same hood shape and lever profiles.

Rival omits the hidden bonus button found on Red and Force for cost reasons. The new design replicates the 80% reduction in force required to activate the brake lever.

Rival also sees an upgrade to carbon fibre brake levers for the first time. That has led to a 64g reduction in weight over the old lever design.

Rival XPLR rear derailleur

Rival XPLR’s rear derailleur uses the same direct-mount UDH-compatible design as Force and Red. However, the pulley wheels on Rival are a pair of 16-tooth wheels, rather than Force and Red’s oversized bottom pulley wheel.

Rival uses a spring clutch derived from SRAM’s mountain bike offerings to deal with chain management.

Rival XPLR cassette

Rival XPLR’s cassette gets a high-polish nickel chrome plating and shares the same 460% range with its 13-speed 10-46 ratio.

Rival chain

The new Rival-level Flattop chain gets cut-outs on the outer links and a hard-chrome finish. The changes have led to a 12g reduction from the weight of the original Rival chain. The same chain is used on both 12-speed road and 13-speed XPLR groupsets.

Rival XPLR crankset

SRAM claims the new Rival crankset is the most advanced aluminium crank it has ever produced, with a new crank-arm design that optimises the stiffness-to-weight ratio.

With material only used where it’s needed, that means the cranks have hollow cut-outs in the centre of the arms.

SRAM’s latest X0 Eagle crankset has obviously inspired the design. To me, it is also very reminiscent of the original Austrian-made Roox cranks from the 1990s that still adorn one of my retro bikes.

That’s a good thing, because those cranks were impressively stiff and light. The crank arms are paired with a single direct-mount chainring, available in sizes 38 to 46 teeth with SRAM’s X-Sync wide/narrow-tooth profile.

The DUB crank spindle can accommodate bottom brackets in both road and mountain bike widths. That means 135mm, 142mm and Boost rear spacing, which gives unmatched compatibility for a gravel crankset. The new Rival XPLR crankset looks to be a great option for anyone looking to convert a mountain bike frameset for gravel.

The new crank-arm design shaves 50g from the previous Rival crankset.

Rival also gets a power meter option, using the same spindle-based design as previous Rival AXS, now integrated into the hollow crank arm. That means the same AAA lithium battery powers the meter for up to 400 hours of use.

Weight comparisons

Force XPLR with a power meter weighs a claimed 2,686g. That’s 84g lighter than the previous version with a power meter (2,770g).

• Force XPLR claimed weight: 2,648g complete
  • 10-46 cassette, DUB BSA BB, 172.5mm crankset, 44t ring, Force shifters, Force 114-link chain, 2x 160mm brake rotors, SRAM AXS battery, Force XPLR rear derailleur

Compared to Shimano’s latest 2x GRX Di2 12-speed groupset, the new Force XPLR is 244g lighter, with the power meter Force XPLR option 206g lighter than Shimano’s offering – although Shimano, of course, has a front derailleur.

• GRX Di2 12-speed 2×12 claimed weight: 2,892g
  • 48/31 crankset, 11-36 cassette, front and rear derailleurs, 140/160mm rotors, 126-link chain, battery and wires, shifters

Rival XPLR with a power meter (2,961g) is 23g lighter than the previous groupset with a power meter (2,984g).

• Rival XPLR claimed weight: 2,923g complete
  • 10-46 cassette, DUB BSA BB, 172.5mm crankset, 40t ring, Rival shifters, Rival 114 link chain, 2x 160mm brake rotors, SRAM AXS battery, Rival XPLR rear derailleur

That makes Rival XPLR 31g heavier than GRX Di2, with the power meter option rising to 69g heavier.

Prices

SRAM’s new Force and Rival AXS 2x road groupsets bring the improved ergonomics of Red AXS along with updated component design. The second- and third-tier SRAM groups have lost significant weight in the process, too.

It’s not only the weight that has been cut, though. SRAM’s pricing looks competitive, too, with Force AXS and Rival AXS both undercutting their Shimano equivalents.

New Force AXS is £160 cheaper than Ultegra Di2, with new Rival AXS undercutting 105 Di2 by £154 in standard guise – or £9 for the power meter option.

Every component of Force and Rival AXS has seen an overhaul. Each has a new shifter design, a faster-shifting front derailleur with built-in auto trim, and a new crankset, chainring and lighter chain. There’s also a new power meter option on Force that brings the thread-mount chainring design from Red.

Improved ergonomics

The most important part of each group’s update is the inclusion of the new hood dimensions and lever shape that made Red AXS such a positive step forward for SRAM’s premier road offering.

The new, more compact hood shape combines with a curvier and subtly flared brake lever. This results in an improvement to braking feel, especially from the hoods, where Shimano had taken the lead thanks to its updated lever shape and Servowave braking – tech that first debuted on the previous-generation GRX Di2.

The hood covers are distinct between Force and Rival, but both share a set of moulded-in indicator lines that will help you set up the hoods on a bar. When the indicator marks are set horizontally, it gives the levers a 7-degree upward pitch, which is how SRAM’s designers intended the shifters to fit.

Force AXS gets the same bonus button on the inner face of the hood that can be customised through the AXS app. That brings Force in line with Shimano Ultegra Di2, which shares the same bonus button atop the hood as Dura-Ace Di2.

In a move that also mirrors Shimano, Rival AXS doesn’t get the bonus button addition, much the same as 105 Di2 doesn’t have the hood-top buttons.

Shifting smoothed

Red AXS’ other major improvement came in the speed and accuracy of the front shifts, with a new front derailleur design that brings faster shifts thanks to a combination of improved architecture and a new narrower cage.

There was also an automated-trim function that set out to eliminate chain rub and rasp at extremes of the gear range. It’s this design that has been adopted across both Rival and Force AXS.

This is combined with new direct-mount one-piece chainring designs, with highly machined tooth profiles. SRAM also claims the new Force and Rival chainrings are significantly lighter and stiffer than their predecessors.

The crank arms on Force are a new carbon design, with SRAM claiming both less weight and improved stiffness.

At the rear, the Force derailleur gets the same design updates as Red, With a new, lighter forged carbon pulley cage and oversized pulley wheels. It’s designed to work with both 1x and 2x drivetrains, and a single-cage option can be used with cassettes from 10-28 up to 10-36 teeth.

The cassette gets a new matt nickel chrome plating that SRAM claims brings quieter running and improved durability.

Even the chain has had a makeover, with a new ‘hard chrome’ plated inner link plate and cut-outs in both inner and outer plates to reduce weight over the previous Force-level chain.

Force AXS launches with a limited-edition full group that includes rear derailleur, front derailleur, shift-brake controls, chain, disc brake calipers, rotors, battery charger and special-edition Hammerhead Karoo finished with a livery to match the Force components.

SRAM has also put together an upgrade kit for existing AXS riders. It consists of the Force AXS shifters/brakes and a Hammerhead Karoo (£949/$1,099). 

Rival AXS gets the same lever and hood design as its more expensive cousins. The lever is upgraded to carbon over the alloy of the previous generation, resulting in a weight loss of 64g.

The new Rival crankset looks far more premium than the original Rival version. The new crank arms, with their machined backs and cut-out (taking inspiration from SRAM’s X0 aluminium crankset), also result in a weight drop of 50g on both the standard and spindle power meter options.

The front derailleur gets the same Yaw cage design as Red and Force, and includes the same auto-trim function, too.

Even Rival’s chain gets a makeover, with new cut-out outer links and a ‘hard chrome’ finish for a 12g reduction in weight. The rear derailleur has had more of a facelift. Being based on an update to the previous Rival design, SRAM has still managed to shed 20g thanks to upgraded material choices.

That means, in total, Force AXS 2x with a power meter weighs in at 2,776g – 183g lighter than the previous generation.

Rival AXS 2x with a power meter weighs 2,993g – 213g lighter than the original Rival AXS 2x drivetrain.

Both the new Force and Rival AXS components are compatible with all existing AXS groupsets.

Weight comparisons

SRAM Force AXS with power meter (46/35, 10-30): 2,776g

SRAM Force AXS (46/35, 10-30): 2,689g

Shimano Ultegra Di2 R8170 (52/36, 11-30): 2,716.5g

SRAM Rival AXS with spindle-based power meter (46/35, 10-30): 2,993g

SRAM Rival AXS (46/35, 10-30,160mm rotors): 2,960g

Shimano 105 Di2 (50/34, 11-34,160mm rotors): 2,992g

Component details

Force AXS shifters

The new Force AXS shifters feature the hidden bonus button on the inner face of the shifter.

This can be configured through the AXS app to suit your needs. Either use it as a secondary shift button or to switch between screens on your GPS.

The new levers are a reprofiled carbon and the new design has led to a 70g weight saving over the previous Force AXS shifters.

Force Flattop chain

The new chain features the same slotted link plates as Red, but uses solid rather than hollow pins. SRAM claims it is stronger and more durable than the previous design, thanks to new ‘hard chrome’ plated inner link plates and rollers.

It comes with a claimed 20g weight saving over the previous chain. It’s also available in a special-edition purple chain – Prince would have approved.

Force AXS front derailleur

The design is based on the 2024 Red AXS derailleur and shares the same SRAM Yaw technology, which auto trims the shifting for quiet performance even when cross-chaining.

A new, narrower cage improves both accuracy and speed, and the derailleur is designed to work across a wide range of chainring options – 46/33T, 48/35T or 50/37T.

Force AXS rear derailleur

The new rear derailleur combines the pulley cage design and oversized pulley wheels from Red AXS with a new slimmer body compared to the previous version.

The result is a 12g saving. The Force derailleur comes in a single-cage option designed to work with cassettes from 10-28 up to 10–36 teeth and is compatible with both 1x and 2x drivetrains. It features chain-management technology using a spring clutch rather than the orbital fluid damper of old.

Force AXS cranksets and power meters

The new crankset uses the same direct-mount tech as SRAM Red and is available with three standard chainring combinations: 46/33, 48/35 and 50/37 teeth.

Aside from this, there’s a spider-based power meter option with the same thread-mount interface as Red AXS (with the same chainring combinations available). There is also a 1x crankset option with both direct-mount aero-rings and a direct-mount aero-ring/power meter combination.

The aero rings come in 44, 46, 48 and 50-teeth sizes.

The 1x options are in addition to the recently announced 1x XPLR versions. All the cranksets now come in a wider range of crank-arm lengths, with 160, 165, 170, 172.5 and 175mm options.

Force XG-1270 cassette

The XDR driver-body compatible Force cassette gains a new matt nickel chrome finish. The cassette’s X-Range gearing options are 10-28, 10-30, 10-33 and 10-36. The 10-28, 10-30 and 10-33 tooth cassettes all come with at least five one-tooth jumps.

Rival AXS shifters

Rival gets the same ergonomic upgrades from RED as Force. All three shifters now have the same hood shape and lever profiles. Rival omits the hidden bonus button found on Red and Force for cost reasons, much like Shimano left its bonus buttons off 105 Di2.

Rival also sees an upgrade to carbon fibre brake levers for the first time. That has led to a 64g reduction in weight over the old shifter design.

Rival chain

The new Rival-level Flattop chain gets cut-outs on the outer links and a hard-chrome finish. The changes have led to a 12g reduction in weight over the original Rival chain.

Rival crankset

SRAM claims the new Rival crankset is the most advanced aluminium crankset it has ever produced, with a new cut-out crank arm design that optimises the stiffness-to-weight ratio. 

In a first for SRAM’s third-tier group, the crankset is paired with a one-piece direct-mount chainring design, available in 46/33t and 48/35t combinations.

The new crank-arm design shaves 50g off the previous Rival crankset.

Rival also gets a power meter option using the same spindle-based design as the previous Rival AXS, with a single AAA lithium battery for more than 400 hours of use.

Rival AXS front derailleur

Rival’s front derailleur uses the same SRAM Yaw cage movement and auto-trim as found on both Red and Force.

The narrower cage shape helps increase shift speed and the auto-trim is designed to cut out any chain rasp, even when cross-chaining gears. The new derailleur is compatible with 46/33T, 48/35T and 50/37T chainring combinations.

Rival AXS rear derailleur

The Rival rear derailleur is based on the same architecture as the previous Rival design, but updates to materials and construction have led to a 20g weight reduction. It’s compatible with both 1x and 2x drivetrains, and cassettes from 10-28 to 10-36 teeth.

Paceline rotor

Both Rival and Force use the latest Paceline disc brake rotors, with brake-track venting and a new aluminium carrier that sheds 20g compared to the previous generation.

Prices

Complete groupset prices are somewhat irrelevant because significant discounts can be found online. However, Force AXS with a power meter retails at £2,528 / $2,842. Standard Force AXS is £2,168 / $2,432, compared to Shimano Ultegra Di2 at £2,328.88.

Rival AXS comes in at £1,721 / $1,929 with a power meter, or £1,576 / $1,764 without, compared to Shimano’s 105 Di2 at £1,730 / $1,890.

We’ve yet to see how that will pan out in complete bike prices. In the past, Shimano’s original equipment prices have been far more competitive than SRAM’s, thanks to Shimano’s larger market share and economies of scale.

Garmin has introduced the new Edge MTB bike computer, designed with mountain-biking specific features that enable you to set up virtual timing gates on your favourite descents and pre-loaded with Trailforks mapping.

The new cycling computer features a rugged, compact design that incorporates Gorilla Glass on the screen and a rubberised bumper around the unit.

Garmin says the computer is aimed at enduro and downhill riders, with the featureset appearing to target the gravity disciplines.

The Edge MTB is priced at £339.99 / $399.99 / €399.99, including top-tube and handlebar mounts.

MTB-specific features

While many mountain bikers are content with using Garmin’s existing Edge range, the specific performance features of this new model certainly look interesting.

The ability to create virtual timing gates should give racers the ability to compare line choices on a descent and add an element of fun for those wanting to time their local trails.

Garmin has given the Edge MTB 5 Hz GPS recording, meaning it takes five location samples per second – which it says provides greater detail about the lines you take down the trail.

Most other units record at 1 Hz (one location sample per second), which is less accurate, although the Edge MTB reverts to this on climbs to prolong battery life.

Speaking of battery life, Garmin says the Edge MTB is built with long riding days in mind, with up to 14 hours of battery life in demanding use cases – or up to 26 hours in battery saver mode.

Garmin has introduced two new ride profiles for Enduro and Downhill, with the former tracking total ascent and descent for each run and for the overall ride.

The latter laps each time you finish a descent, meaning it doesn’t record the return to the top in the shuttle or on the lift.

Navigation is MTB-inspired too, with Garmin pre-loading the Edge MTB with Trailforks mapping, giving you the ability to navigate to recognised trails.

The Forksight feature is also included, giving you a heads-up on the trails ahead, with information on distance, elevation and more.

The race to level 100 began roughly 1.5 years ago, when Zwift announced the expansion of the leveling system. In this week’s featured video, watch as a long-time Zwifter reaches level 100.

Also featured in this post are videos about FTP tests, training in the heat, and winning a Zwift race.

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While scouring the exhibition centre floor at the Outdoor Trade Show in Liverpool, we spotted an unreleased Bollé Avio MIPS helmet in a rather distinctive colourway, plus some new Striver sunglasses.

The Avio, which is described as Bollé’s ultimate high-performance road helmet, is designed with venting in mind rather than aero gains.

Deep internal channels and large vents are used in conjunction with small exhaust ports. This is said to create less pressure at the rear of the helmet for extra air circulation.

This latest helmet has a ‘Coloria Matte’ colourway that features an array of vibrant colours.

Bollé says the process of applying the design (we assume a hydro dipping method) results in slight variations, meaning each helmet will be unique.

As with the regular Avio MIPS, the helmet uses Bollé’s Opti-Dock glasses retention system on the inside of the temple vents to keep your glasses secured when not in use.

It also uses the MIPS Air safety system, which is the lightest MIPS brain protection system.

Bollé claims the helmet weighs in at 250g, and while the retail price is yet to be confirmed for this special edition, the regular version retails for £275.

Also on the Bollé stand were its new Striver glasses, which feature a visor-style frame similar to many of the best cycling sunglasses.

The new sunnies use Bollé’s proprietary lenses, which are said to be made using 50 per cent recycled material.

While the release of the glasses is yet to be confirmed, we’re told pricing will be around the £100 mark.

Back in March, Zwift launched their “bike upgrades” feature, allowing Zwifters to improve the performance of their in-game bike frames in 5 stages by logging time/distance/elevation on the frame before purchasing an upgrade.

To date, bike upgrades have been enabled in most community race events (including Zwift Insider’s Tiny Races) as well as Zwift’s major races (the ZRacing series). However, upgrades are disabled in the popular Thursday TTT events, as well as the Zwift Racing League Showdown wrapping up next week.

That’s going to change soon, though. We’ve received word from WTRL (organizers of the Thursday TTTs) that upgrades will be enabled starting in July (target date: July 3). Additionally, WTRL and Zwift have confirmed that, when Zwift Racing League (ZRL) spins up its first round in September, bike upgrades will be enabled for all events.

So today, I’m publishing this post as a public service announcement: if you’re racing on Zwift but haven’t started upgrading your bike(s), it’s time to get to work.

Why Upgrade?

Simply put, riding a fully-upgraded version of a fast bike will give you a significant advantage over anyone riding a non-upgraded version of the same frame. This is especially true when it comes to time trials, where results are based purely on finishing time and there’s no hiding in the competition’s draft.

A fully upgraded TT bike will be approximately 50 seconds faster across an hour of flat riding vs the non-upgraded version, and anyone who has raced a TTT knows that’s a huge margin. If you look at that time savings through the lens of power savings, it works out to ~11 watts saved.

This time savings is so significant that I believe we’ll see team leaders choosing to exclude riders who don’t have access to a fully-upgraded TT frame once upgrades are enabled for Thursday TTTs and ZRL.

Further reading: Digging Into Zwift Bike Upgrades: Performance Improvements and Power Savings at Each Stage

A fully upgraded all-around road frame will save you approximately 30 seconds across an hour of flat racing vs the non-upgraded version. It will also save you ~37 seconds across an hour of climbing. This works out to ~6 watts saved in flat races and ~3 watts on climbs. While these savings may not be noticeable when you’re riding tempo in the pack draft, racers know that saving power during the easier parts of a race allows you to have more in the tank when it’s time to go full gas.

Lastly, we have climbing frames, which improve by ~60 seconds across an hour of climbing when they’re fully upgraded. This works out to a ~5-watt savings, which will prove helpful for many riders who struggle on longer climbs in ZRL events.

Which Bikes To Upgrade?

So, which bike frames should you be riding and upgrading? If you want to dig into the data yourself and draw your own conclusions, see our detailed road bike frame performance charts and time trial frame performance charts.

Want to keep it simple? Here are my recommendations:

• All Around Road Frame: Choose from the S-Works Tarmac SL8, Cannondale SuperSix EVO LAB71, Pinarello Dogma 2024, or Canyon Aeroad 2024. These are the four fastest all-arounder frames in Zwift (in that order), and are in a performance class all their own – see our Tron vs Top Performers chart for details.
  • You will need to put in 1600km and spend 1.9 million Drops to fully upgrade one of these bikes.
• Time Trial Frame: Choose the Cadex Tri, which is far and away the most aero TT bike available on Zwift (see TT frame performance charts).
  • You will need to log 40 hours and spend 1.9 million Drops to fully upgrade this bike.
• (Optional) Climbing Frame: While a fully-upgraded S-Works Tarmac SL8 climbs very well, you may want a fully-upgraded Specialized S-Works Aethos in your garage for any race that involves a crucial longer/steeper climb, especially if it’s a mountaintop finish (see road frame performance charts).
  • You will need to climb 15,000 meters and spend 1.9 million Drops to fully upgrade this bike.
• (Optional) Halo Bike: Once you’ve upgraded your three key frames above, why not work toward a fully-upgraded Halo Bike? They aren’t great climbers, but they sure are aero! The Specialized Project ’74, in particular, is the fastest non-TT bike on Zwift, putting around 6 seconds into the Tron on flat ground (see All About Halo Bikes).

Upgrading Strategy

While some teams/riders are using, shall we say, less than admirable methods for achieving bike upgrades, there are definitely ways to ethically maximize your efforts as you work to upgrade your frames. Before you begin each Zwift session, give a bit of thought to which bike frame you should use for the session, as you’ll accumulate upgrade progress on which frame(s) you select.

Here are three simple tips:

1. Time trial frames upgrade based on time spent, so these are best used when riding longer workouts, solo free ride efforts up big climbs, etc.
2. Sitting in with pace partners, or participating in a social ride or race? You’ll want to use your road frame, since you’ll be racking up lots of kilometers in the draft.
3. Once you’ve upgraded your TT frame, start using your climbing frame for any ride involving significant climbing, so you can make progress toward a fully upgraded Specialized S-Works Aethos.

Questions or Comments?

Where are you in your bike upgrade efforts, and what’s your overall strategy for upgrading? Share your thoughts below!