Forbidden has unveiled the Puritan and the Heathen, two titanium-framed hardtails with different purposes.
The mountain bikes are the first from the brand not to feature the iconic idler and high-pivot layout, as well as its first bikes made from metal rather than carbon.
While the Heathen fits the trail hardtail category, the Puritan is harder to box, with Forbidden calling it an ATB – all-terrain bike.
The bikes are a part of a limited run, with Forbidden saying they are “designed to be ridden hard and kept for a lifetime”.
The brand’s ONERIDE proportional sizing is carried over, meaning ride feel, handling characteristics and weight distribution should remain consistent across all frame sizes.
The Puritan is a flat-bar hardtail, similar to Scott’s Scale Gravel. Forbidden
Forbidden says the Puritan is built for long hauls and takes 700c wheels with clearance for 50mm tyres – not dissimilar to modern gravel bikes.
While you can run it with a drop bar, the brand says it is purpose-built to run a flat bar and a 60mm stem.
Running a drop bar is said to stretch out the rider triangle, which the brand is unapologetic about.
The bike is designed with bikepacking in mind. Forbidden
It has accessory mounts on the top tube and down tube for bikepacking duties, and room for two 750ml+ bottles for long days in the saddle.
There’s external cable routing, making maintenance easy, and a 73mm threaded bottom bracket, which should help with longevity compared to press-fit options.
Fans of simplicity will respect the external cable routing. Forbidden
The Puritan comes in fours sizes, ranging from S1 to S4, and is priced at £3,299 / $4,199 / €3,999 / CAD$4,599 for the frame kit.
This includes a 50mm RockShox Rudy XL fork and Cane Creek headset.
Super-slack hardtail
The Heathen looks super-slack. Forbidden
The Heathen is an aggressive hardtail designed around a 130mm fork, which has a slack 64-degree head angle.
Forbidden says it has designed it to be cherished or neglected, alluding to its durability and strong looks.
Like the Puritan, it comes in four sizes, with the smaller S1 and S2 featuring an MX-wheel setup, while the S3 and S4 are full-29in.
The bike looks dialled for long days on downcountry trails. Forbidden
The brand acknowledges that the slack head angle might raise eyebrows for a short-travel bike, saying, “It’s deliberate”.
“A shorter fork keeps the geometry consistent under compression. Meaning the Heathen remains composed when it matters most,” Forbidden explains.
The bike also features external cable routing and a 73mm threaded bottom bracket, but is limited to one 750ml+ bottle.
The Heathen frame kit is cheaper because you have to source your own fork. Forbidden
There are accessory mounts under the top tube for keeping tools and essentials.
The Heathen is priced at £2,599 / $3,399 / €3,199 / CAD$3,599.
It’s been nearly four years since Rose updated the Xlite, and this unreleased road bike looks like the next iteration of the brand’s aero offering.
While not yet confirmed by Rose, the bike can be seen on Unibet Rose Rockets’ Instagram page, with the team racing it this year.
The new bike shares some similarities with the current model, while we can’t help but see a bit of the Specialized Venge in the seatstays.
Unibet Rose Rockets has one of the more interesting colourways in the peloton. Unibet Rose Rockets
Notable changes to the bike appear to be an elongated fork, different aeroforming around the rear seatstays and exposed hardware for the rear axle.
The previous version of the Xlite saw the hardware covered up, possibly for aero gains, but it appears Rose has dropped this idea, at least on the rear of the bike, with the fork remaining covered.
Vittoria is the tyre sponsor. Unibet Rose Rockets
Tyre clearance on the fork appears to be the same as the previous model, with the bike pictured with 30mm Vittoria Corsa tyres. However, the profile of the fork has grown, potentially reducing drag.
Selle Italia’s SLR 3D Carbon saddle is used by the team. Unibet Rose Rockets
Unibet Rose Rockets’ bike features a SRAM Red AXS groupset, Vision Metron wheels and a Selle Italia SLR 3D Carbon saddle.
We’re not sure when to expect an official announcement about the bike, but with Rose finally back in the UK, it could be an interesting option for those looking for their next aero road bike.
This partnership appears to have saved Rose from having to develop a time-trial bike. Unibet Rose Rockets
In an Instagram post, the team has also announced it is riding a Rose-branded Ridley Dean Fast Disc, which it says has been licensed through a technical partnership with Rose Bikes for 2026.
It goes on to say: “This collaboration ensures the team’s riders are equipped with the fastest possible TT setup, built on a long-standing relationship and shared commitment to top-level performance.”
Atherton Bikes has finally released its first eMTB, combining the DJI Avinox motor everyone is talking about with its S.170 enduro bike – and the price is competitive.
The S.170E uses the 120Nm, 1,000W DJI Avinox motor and a ‘full size’ battery, although the precise capacity is as-yet unspecified.
Like the non-assisted S.170, the Atherton S.170E uses the same DW4 suspension and geometry, along with its mixed wheel-size setup and aluminum frame construction.
What we know about the new electric-assisted Atherton
The DJI Avinox motor is combined with a DW4 suspension system and aluminium frame. Atherton Bikes
This is the first electric mountain bike created by Atherton Bikes, and details are scarce, but we expect the frame will be similar to the non-assisted S.170 enduro bike.
The S.170, in turn, is based around the more expensive and boutique carbon and titanium-lugged AM.170, so expect similar geometry. The only numbers confirmed so far are a 64° head angle and 77° seat angle.
The highest-spec version includes Fox Factory suspension and a SRAM X0 Eagle drivetrain. Atherton Bikes
There are three build specifications available.
For £6,999, you get ‘Build 3’, with RockShox Select suspension – a Zeb fork and Vivid air shock, with SRAM Eagle 90 mechanical transmission.
Build 2 costs £7,999 with RockShox Ultimate suspension and SRAM GX Eagle electronic shifting, which Atherton Bikes says, intriguingly, is “integrated with the Avinox drive system”.
Build 1 costs £8,999 for a Fox Factory 38 fork and X2 shock, with SRAM X0 Eagle transmission and a carbon handlebar.
The frame and geometry are based on the existing S.170 enduro bike. Atherton Bikes
These competitive prices, in combination with a well-respected brand name and a proven suspension design, could make the first Atherton eMTB an attractive proposition.
DJI’s Avinox motor has quickly gained popularity thanks to its performance and monster power, even prompting some riders to question how much power is too much. This motor sets the benchmark for eMTB power and is one reason the new bike will be on many riders’ wishlists.
With 14 sizes on offer, it’s possible to choose precisely the reach you want based on your height and preferences. Atherton Bikes
With 14 sizes on offer, the S.170E is not custom, but it’s certainly more tailored than other bikes in this price bracket.
The S.170E will be available from April 2026 for UK and EU customers; the first 50 units will be available for a £1,000 deposit. Worldwide distribution is in the pipeline.
New Jersey governor Phil Murphy signed a controversial electric bicycle bill into law on Monday, which makes the US state the only one to require licences, registration and insurance for all ebikes.
The law places all ebikes in the same category, regardless of where they were in the three-class ebike classifications used across the USA, from those that can’t exceed 20mph to the faster e-moto bikes.
It also states that riders who are 14 or younger cannot use motorised bicycles or scooters.
What’s behind the law?
The new law takes effect amid the increased popularity of ebikes as a mode of transport in the USA and growing safety concerns.
The bill was inspired partly by the deaths of two ebike riders in separate incidents, alongside additional crashes.
Murphy signed the new ebike law just before leaving office on Tuesday, after two terms as governor of New Jersey.
“It is clear that we are in an age of increasing e-bike use that requires us to take action and update regulations that help prevent tragedies from occurring,” the Democrat said in a statement.
“Making our roads safer for all users has been a key priority for my Administration. I’d like to thank Senate President [Nicholas] Scutari for taking the initiative to improve the safe use of ebikes in New Jersey.”
New Jersey’s ebike laws hadn’t been updated since 2019. Scurati said: “We are in a new era of e-bike use that requires updated safety standards to help prevent accidents, injuries, and fatalities.
“Requiring registration and licensing will improve their safe use and having them insured will protect those injured in accidents.”
The law was passed by the state Senate by a 27-11 vote and by the state Assembly 52-10 on 12 January.
The law has been criticised by cycling advocates because it introduces barriers to micro-mobility and doesn’t solve the issues presented by higher-speed ebikes.
Debra Kagan, New Jersey Bike Walk Coalition executive director, told NJ.com: “This bill creates barriers to developing micro-mobility in the state as a safer, more equitable and more sustainable part of our transportation system.”
“It restricts low speed e-bike use while not addressing the real problem of high-speed motorized devices.
“The approach of this bill to restrict use of low-speed e-bikes will not solve the problems we face to make our streets safer,” she added.
Kagan and other cycling organisations have criticised New Jersey for not enforcing an existing 2019 law that requires registration, licence and insurance for class 3 motorised bicycles that have a maximum assisted speed of 28mph.
Patrick Cunnae, an advisor to New Jersey’s Hyper Bicycles, writing in Bicycle Retailer, described the bill as “fundamentally flawed”.
Cunnae said the impetus for the bill was the death of a 14-year-old in Union County, New Jersey, who was understood by the media and “most people” to be struck while riding an “ebike”.
“But the vehicle used here and in most other crashes of this nature was something very different: an electric moped or motorcycle (an “e-moto”) that can go well over 30 miles an hour,” wrote Cunnae.
“Low-speed Class 1 and 2 ebikes should not be swept up in a rush to address safety concerns and tragedies involving faster e-motos,” he added.
US cycling advocacy group People For Bikes said the law sets up New Jersey to become “the most unfriendly state for bicycling”.
“The final bill places unnecessary and burdensome restrictions on low-speed ebikes while leaving higher-risk vehicles like electric mopeds and motorcycles without additional regulations,” it said.
The coalition said it was “disappointed” by the bill but is encouraged by those who rallied in support of amending and improving its language.
“We are currently cooperating on draft language for a new bill to address the issues created by this legislation and redirect the focus of regulatory and safety efforts on e-motos, the high-speed electric mopeds, motorcycles, and dirt bikes being marketed to kids in New Jersey and across the country and the same devices involved in recent fatal crashes that led to this bill,” People For Bikes said.
US frame builder No. 22 has released a redesigned Non-Integrated Titanium Stem, which features the brand’s classic aesthetic that will make metal-lovers blush.
It’s still made in the brand’s Johnstown, NY, facility and is said to be lighter and stronger than the previous generation.
The stem is now available down to a 70mm length, aligning with modern off-road and gravel setups, where shorter reaches are increasingly popular.
The stem is available in a gold colourway. No. 22
Lengths extend up to 120mm in 10mm increments, giving riders plenty of fit options.
Rise choices include 0-degree or +/-6-degree, making the stem adaptable across road, gravel and adventure builds.
The mount sits inside the faceplate. No. 22
For riders looking to tidy up their cockpit, No. 22 now offers an optional custom-designed computer mount, compatible with Garmin or Wahoo units.
The mount is sold separately for a whopping $199 and attaches to the stem via a split in the faceplate.
The stem itself is priced at a premium $495, and is available in a raw, high-polish or anodised finish.
A matching headset and top cap are available for purchase separately.
The stem is hand-welded in the brand’s New York facility. No. 22
Looking for an orange jersey? Lap segments on Zwift are full circuits that, like sprints and KQOMs, include in-game leaderboards, leader’s jerseys, and HoloReplay functionality.
Below you’ll find a master list of every Lap segment on Zwift. Click a segment for details including routes using that segment, Veloviewer profiles, ZwiftPower leaderboards, and more.
A word about accuracy: as much as possible, we’ve used Zwift’s in-game numbers for segment length, gradient, etc. Occasionally, in-game data is incorrect; however, we will post accurate numbers whenever possible. (Strava data may differ slightly from what is shown in game as well.)
Episode 63 proudly embraces unpredictability with a guest who may or may not have wandered into the recording booth by accident — and honestly, that’s how the best podcasts happen. What starts as a chat devolves (evolves?) into some of the most delightful detours:
“Dear KBH”: A Q&A game where advice gets real … and questionable — but in the most entertaining way possible.
Least Favorite People Draft: The gang takes turns unfairly ranking people who totally deserve it (and some who definitely don’t).
Fantasy Draft — Best Day of Zwift Ever: Pick your dream Zwift day like it’s fantasy football — complete with picks, pawns, and plenty of exaggerated wattage bragging.
KBH Storytime: A tangent that has nothing to do with bike racing — which, let’s be honest, is somehow also exactly what bike racers want.
Expect laughs, randomness, and maybe a story that leads you to question everything you thought you knew about indoor bike racing.
About the Podcast
Nowhere Fast is a member of the Wide Angle Podium network. To support this podcast and help pay for Kevin’s gold-plated ankle weights, head to wideanglepodium.com and contribute to our advanced virtual racing research.
To keep up to date on all our real coverage of fake bike racing, subscribe via Apple Podcasts or Spotify.
Skarper’s unique click-on/click-off ebike system has made it easier and cheaper to convert multiple non-assisted bikes to ebikes – and now the company is developing a mountain bike version with Red Bull.
Since the company was founded in 2021, a mountain bike version of the motor system that drives the rear wheel via a special disc rotor/planetary gearbox has been in the plans.
I was highly impressed by the existing road and gravel Skarper kit when I reviewed it, and what I spotted at the MK-7 launch event hints at where this platform could go next.
The prototype is compact, and Skarper promises the final version will be smaller still. Warren Rossiter / OurMedia
The road and gravel Skarper kit is restrained – capped to meet UK/EU pedal-assist regulations and ensure it’s legal to use on the road.
However, Red Bull Advanced Technologies wanted to see what else the platform could do.
The MTB project posed an engineering challenge: how much power can you push through the system? How robust can you make it? And how do you handle the chaos of mountain bike riding?
Sources close to the project described the prototype as “a beast” – and, having seen it in person, I’m inclined to agree.
The challenges around a Skarper drive system for mountain bikes are many. For one, there’s the higher torque required for off-road riding, while keeping the unit compact. That’s not to mention the myriad back-end designs across mountain bikes, from hardtails to multi-linkage suspension.
From the earliest incarnations of the mountain bike project, Skarper has worked in tandem with Red Bull Advanced Technologies.
The aim is to create a design that’s compatible with as many different bikes as possible. Skarper set out to construct a motor and gearbox capable of producing the required power and torque, while remaining compact enough to be unobtrusive on the trails, yet stable enough to handle the rigours of off-road riding.
Early prototype breaks cover
The mule bike has a lot of control and monitoring systems. It also looks as though the mountain bike version will get on-bar controls. Warren Rossiter / OurMedia
What we see here is an early mule prototype produced with Red Bull. It follows the same design choices as the road-going Skarper, with a self-contained motor and gearbox driving a disc rotor with built-in planetary gearing.
Skarper and Red Bull are remaining tight-lipped about the exact details of the unit. However, the main unit has an innovative two-speed gearbox that works in conjunction with the system’s brain, including an inclinometer.
Like the road-going Skarper, the mountain bike version drives the bike through a special disc rotor. Warren Rossiter / OurMedia
One of the quirks of this early prototype is the ability for it to regulate power on an incline in tandem with your pedalling. Or, as early test rides have shown, give your bike the ability to hold a wheely indefinitely, motocross-style. However, I doubt that will make it into the final production model.
What this prototype reveals is something important about the underlying technology: the capability of the DiskDrive platform can match current mid-drive and hub systems, with the Red Bull engineers confident it can surpass current eMTB rivals.
Skarper also told me this prototype is much larger than the final unit will be; this is a model to provide proof of concept. The next stage will be around optimising the technology and making the unit as compact as possible without compromising on power.
The monitoring systems on the top tube are for evaluation purposes, although I spotted what appear to be on-bar controls rather than the app control used on the road-going Skarper.
I asked Skarper for comment and it said: “Skarper represents the arrival of the ‘Third Drive System’ – a patented technology platform that offers a modular, high-performance alternative to traditional ebike integration. The fact that six leading British bike brands have already committed to the platform for their 2026 bike line-ups is significant validation of our engineering and the click-on category we are building.
“Our current focus remains on delivering the best possible experience for road and gravel cyclists, ensuring that power never comes at the cost of ride feel. While Skarper does not comment on unannounced products or future roadmaps at this time, we are always interested in exploring opportunities with the right partners to bring future products to our platform.”
The prototype drive unit is fitted to a Cannondale Habit. Warren Rossiter / OurMedia
It’s still early days on the project, which is a huge challenge for Skarper and Red Bull Advanced Technologies. However, if they get it right, having a mountain bike that’s only electric when you want it to be could be a game-changer.
It could help establish Skarper as not a single-product outfit but an electric motor platform provider and an established third way: mid drive (Bosch/Shimano/TQ/Avinox), hub drive (Mahle) and disc drive (Skarper).
Skarper’s original DiskDrive impressed us; we can’t wait to see how the mountain bike version shapes up. Russell Burton / Our Media
Could Britain’s Skarper soon be a challenger to more established electric bike motor providers such as Bosch, Shimano, TQ and Mahle, as DJI has done with the Avinox?
The fourth race of Zwift Racing League 2025/26 Round 3 happens Tuesday, January 27, and it’s a TTT on France’s Roule Ma Poule route. With a sizeable climb bookending the race, this route presents particular pacing predicaments for team time trialists!
Let’s dig into crucial segments, bike choice tips, and more…
Looking at the Route
We last raced Roule Ma Poule as a ZRL TTT back in September of 2023, but even if you didn’t race it back then, these roads are probably familiar to you.
The route totals 26.1km including the lead-in, and all categories will race the same distance. It is largely flat, apart from the climb up the backside of the Petit KOM, which will be done twice (once on the lead-in and once at the end of the race).
Here’s the route profile of Roule Ma Poule:
This profile doesn’t tell the whole story, though, because it doesn’t include the lead-in! The lead-in is almost entirely uphill, and in fact, we made a Strava segment for it:
The lead-in is 3.11km long, averaging 3.4%. It takes you from the start pens up the backside of the Petit KOM (or the foot of Ventoux, if you want to think of it that way) and dumps you off at the Petit KOM banner, which is the official start and finish line for Roule Ma Poule.
After finishing the climb for the first time, you get a bit of recovery on the Petit KOM descent before settling into your TTTrain for the flat portion of the event. Yes, you’ve got the Aqueduc KOM (0.42 km, 0.9%) to tackle, but it’s more of a sprint than a climb, with only a ~200-meter length of uphill road.
Following 17.4 flat kilometers, you will pass the start pens and arrive at the foot of the final climb. This is where teams may wisely choose to drop slower climbers as the four fastest go all-out for the line. But don’t drop your riders too soon – this is a very draftable climb, so it may make sense for them to do one last “suicide pull” before falling off.
Bike choice here is simple: go aero. (Looking at our TT performance charts, a climbing frame like the Felt IA 2.0 will save you less than 1 second on the climb vs the top aero frames, while a more aero frame like the CADEX Tri will save you ~3 seconds on the flats of this race.)
The best setup by far is the CADEX Tri frame paired with the DT Swiss Disc wheels, but you’ll need to be at level 40+ to access this sweet rig:
Many recon rides are planned each week on the upcoming ZRL route. If you’re unfamiliar with this course, jump into an event and familiarize yourself with the route! Find a list of upcoming ZRL recon rides at zwift.com/events/tag/zrlrecon.
Additionally, riders in the Zwift community do a great job every week creating recon videos that preview the courses and offer tips to help you perform your best on the day. Here are the recons I’ve found (comment if you find another!):
Most ZRL TTTs are on flatter routes than this week’s, allowing teams with big pure-power riders keep speeds high straight onto the podium. While it’s still vital to ride efficiently on all the fast flat roads in this race, properly pacing the climb, especially on the lead-in, is of utmost importance. You want to push as hard as you can while still retaining all of your team members over the top!
On a course like this week’s, consider having all team members set their Trainer Difficulty to the same value so you’re all feeling the gradient changes similarly. (When one rider has it set to 100% and another 25%, the first rider may ramp up power much more than the second when a climb hits, which can make a mess of your team formation.)
Your goal in a ZRL TTT is to get four riders across the line in the shortest time possible. That means every team’s pace plan will differ based on each rider’s abilities. I highly recommend having an experienced DS on Discord directing your team, especially if your team contains some inexperienced TTT riders.
Lastly, if you want to go further down the TTT rabbit hole and plan your race more precisely, check out Dave Edmond’s popular Zwift TTT Calculator tool.
When Italian cyclist Moreno Argentin won the 1986 Road World Championship in Colorado Springs, he was riding a steel bike with toe clips and no helmet.
It’s a sight that feels a million miles away from today’s racing, but one thing Argentin had that feels a lot more contemporary was his Rudy Project Super Performance glasses.
Rudy Project was founded in 1985 and the Super Performance cycling glasses were its first wraparound model.
Fast-forward 40 years, and the Italian company says Argentin’s victory was its “true launch”, which it is now honouring with a hyper limited-edition model, the Performance 40.
The glasses have a 3D-printed titanium frame. Rudy Project
Limited to only 100 pieces, the Performance 40 cycling glasses share a similar shape to the original Super Performance model.
But the new glasses have a modern twist. Rudy Project has 3D printed the Performance 40’s frame from titanium, labelling it a “technological jewel” and saying the frame’s hollow internal structure “delivers exceptional lightness”.
Sitting in the titanium frame is a toric lens that replicates the curvature of the Super Performance. The lens is also etched with the Rudy Project logo, founder Rudy Barbazza’s signature and the individual number of each piece.
Moreno Argentin (left) wearing the Rudy Project Super Performance glasses next to Stephen Roche. Rudy Project
With a claimed weight of 36g and an adjustable nose piece, the Performance 40 might have the appeal of the best cycling glasses, but at €950 this is certainly a collector’s piece.
“The past inspires, the future innovates: these sunglasses celebrate an iconic model that defined an era, carrying forward its soul and design while using cutting-edge materials and technologies,” says Simone Barbazza, marketing and sustainability director at Rudy Project.
“It’s a tribute to our past and to the people – my father above all – who paved the way for us. Performance 40 is our way of looking ahead while honouring the journey behind us. It represents the long story of a brand with its eyes set firmly on the future.”
Canyon announced to staff this morning that it will make up to 320 redundancies from its 1,600-strong workforce at its Koblenz and Amsterdam sites.
Canyon said: “After years of rapid growth, the company is now responding to a fundamentally changed market environment and is strategically adapting its organisational and cost structures to ensure long-term innovation and competitiveness.”
The statement cites the “consolidation” of the cycling industry, along with US tariffs, geopolitical tensions, and subdued economic forecasts, as the reason behind the job losses.
The statement adds: ”Following years of strong growth, particularly during the COVID-19 boom between 2020 and 2023, the company now aims to reduce complexity and simplify processes.”
Canyon was hit by a massive recall in late 2024. Canyon
In the statement, Roman Arnold, founder and newly re-appointed executive chairman of Canyon, said: “We are now laying the foundation to regain our operational power and strengthen our position at the top of the bicycle industry.
“Canyon is a close-knit community, united by a passion for cycling. It is therefore particularly painful that we have to part ways with valued colleagues. That makes it all the more important to me to navigate this process as responsibly as possible.”
Canyon says the “realignment is linked to sharpening Canyon’s DNA”, and that the brand will focus on “strategic growth areas”, including e-bikes.
Financial Times reported earlier this month that Arnold claimed he could raise annual revenue to €1bn, adding that the company had lost its direction due to changes in culture.
Speaking to the FT, Arnold said: “Here and there, internal silos have . . . developed, and we’ve become a bit bureaucratic.”
The fresh round of redundancies follows lay-offs in the US in April 2025. Bicycle Retailer reported at the time that the job losses were part of “an ongoing process” that wasn’t tied to changing tariff policy.
This one launches into 2026 ambitions with all the discipline of a rider who thinks “rest day” means “snack day.” The hosts lay out their official — yet unofficial — #podgoals for the year. Think more creative segments, more storytelling, and maybe even achieving things like “organizing the garage” or “perfecting bike hair on out-of-oven sweat.” Here’s a peek at the prime distractions they tackled:
Zach’s Latest Zwift Trick: Less efficiency, more spectacle — because if you’re not confusing other riders, are you really racing?
Mike’s Record Attempt Fiasco: An impressively unimpressive “world record” story that somehow spirals into deeper discussions about why records should definitely involve snacks.
Kevin’s McFlurry Math: A deep, scientific, completely unscientific dive into how many McFlurries equal the effort of a typical Zwift race. (Hint: still better than doing a cool-down ride.)
This episode also features a soft launch of the Minute of Power exhibition, the spiritual heir to every idea that’s ever sounded brilliant over pizza.
About the Podcast
Nowhere Fast is a member of the Wide Angle Podium network. To support this podcast and help pay for Kevin’s gold-plated ankle weights, head to wideanglepodium.com and contribute to our advanced virtual racing research.
To keep up to date on all our real coverage of fake bike racing, subscribe via Apple Podcasts or Spotify.
As Zwift’s most iconic climb, Alpe du Zwift serves as a virtual recreation of the real-life Alpe d’Huez. In this week’s top video, one Zwifter rides the real-life climb to determine how realistic the Zwift version really is.
Also featured: videos about the Rapha 500, syncing Philips Hue lighting to indoor cycling stats, Zwift’s “FTP Builder” plan, and thoughts on the Zwift Ride after 10,000 kilometers.
Alpe du Zwift vs Real Life – How Accurate Is It?
Tom Bowers Cycling gives viewers a side-by-side of the virtual and real Alpe du Zwift climbs.
Attempting The Rapha Festive 500 on Zwift
Can Jessica Strange finish the Rapha 500? Watch as she documents her journey on this cycling challenge.
New Smart Trainer Integration with Philips Hue (Just $3)!
The 2026 Tour Down Under got under way today with a short, sharp prologue, with lots of time trial-specific setup tweaks on show.
With an agreement in place that teams can’t use TT bikes for this race, riders have been forced to make changes to their normal road bike setups for maximum speed on the 3.6km thrash.
I was at the race start in Adelaide with access to the bikes. Here’s what I was able to glean about the tech decisions the teams have made.
Changes driven by necessity
The 2026 Tour Down Under prologue revealed an array of setups – some through necessity. Ashley Quinlan / Our Media
The absence of time-trial specific bikes isn’t as surprising as it might first seem – it was a decision made by the race organisers and teams, in collaboration with the UCI, due to the unique location of the Australian race.
Alongside a reduced carbon footprint, part of the reason stems from haulage costs. Should the teams have been obliged (on performance grounds) to bring their time trial bikes, one team insider suggested the total additional weight would have amounted to around 200-300kg – which would result in thousands of pounds of extra air-freight fees.
Ultimately, for a 3.6km time trial, this was deemed an avoidable cost.
You could argue this improves technical competitiveness. With bigger-budget teams such as UAE Team Emirates-XRG, Visma-Lease a Bike and Ineos Grenadiers in a stronger financial position than smaller teams competing at the same level, it was suggested to BikeRadar that the ‘poorer’ teams might have had to make hard decisions about whether to bring the equipment at all.
All teams receive financial support to arrive at the race, according to our source, but this doesn’t cover the entirety of the bill. Effectively, teams are required to fund the shortfall, and this means they bring enough specialist equipment for their key riders, while others make do with the standard equipment they’d usually race with.
With that covered off, let’s dive into the main changes the teams have made.
Wheel swaps
Road bikes were effectively ‘converted’ into time trial bikes. Ashley Quinlan / Our Media
An open goal, given the prologue is officially designated a time trial, has been to fit deeper front wheels than the road-race mandated 65mm, and disc rear wheels.
Some Groupama-FDJ United riders had use of the Miche Kleos RD SPX3 tri-spoke front wheel, while Jayco-AlUla riders used a Cadex Aero 4-Spoke Tubeless Disc Brake wheelset. All other teams stuck with wheels with a regular laced-spoke design.
Not all the riders are using the fastest wheelsets available, though, a decision driven mainly by the additional costs associated with shipping over the extra equipment for riders who won’t be targeting a strong individual performance in the prologue.
1x dominates
Single chainrings were commonplace, but not exclusive. Ashley Quinlan / Our Media
Team mechanics have been hard at work switching over the bikes of the main contenders for the prologue, and overall victory, to a single-chainring setup up front.
The benefits of 1x drivetrains include improved aerodynamic performance, plus a small weight saving when the front derailleur and second (inner) chainring are removed.
There’s also less chance of slipping a chain or accidentally calling for a shift should fingers stray over the front derailleur shifter, which remains fitted to all the bikes.
The largest chainring I spotted? 60 teeth.
Mixed tyre choices
Some riders had a mix of tyres on their bikes… Ashley Quinlan / Our Media
Teams were running a mix of tyres for the race.
Alpecin-Premier Tech, for example, chose to run odd tyres for the prologue (a Pirelli P Zero Race TT mounted to the Shimano rear disc wheel, and a P Zero Race TLR RS to the front wheel), for practical reasons.
Given the prologue finished late in the evening, and the bikes needed to be ready for the journey to the start of stage 1 by 8am the following day, it was deemed too much of a drain on resource to make wholesale changes to the tyre setup in between (bearing in mind the limit of kit each team has brought with it).
…sometimes due to a lack of options. Ashley Quinlan / Our Media
There were also variations in size – defending Tour Down Under champion Jhonatan Narváez, of UAE Team Emirates, was running 25mm Continental Grand Prix 5000 TT TR tyres on his combination of ENVE SES 6.7 front wheel and ENVE SES Disc rear wheel.
Meanwhile, Enzo Paleni of Groupama-FDJ United was running a 25mm Grand Prix 5000 TT TR on his Miche rear disc wheel, and a 28mm Grand Prix 5000 S TR on his Miche Kleos RD SPX3 front wheel.
Team mechanics revealed the choice of a 25mm rear tyre was down to concerns over passing the UCI’s credit card width rule governing tyre-frame spacing when running a 28mm tyre.
Off-sponsor selections
These Zipp wheels were sourced from old stock at Lotto-Intermarché – the brand sponsored the team (as it was then) a couple of years previously. Ashley Quinlan / Our Media
Some teams were running non-sponsor-correct components.
At Lotto-Intermarché, some riders were using a Zipp Super 9 Disc wheel (a common sight among SRAM-sponsored teams), given wheel sponsor Oquo has yet to release one.
But the most common non-sponsor choice was single chainrings.
Single chainrings were the single most common non-sponsor correct component. Ashley Quinlan / Our Media
UAE Team Emirates-XRG had taped over the CarbonTi branding on its 1x chainrings (it has used these without covering them up previously), while Alpecin-Premier Tech and Ineos Grenadiers were using unbranded Miche RD R92 chainrings.
Jayco-AlUla was another team to opt for third-party chainrings, fitting an SR-TMP DM from Dutch chainring specialist The Mechanic Parts.
Rider-position tweaks
Rider positions also changed to improve speed for the short prologue.
Most riders opted to run an identical position to their normal race setup – again, some team mechanics confirmed this was partly because of the desire to reduce setup time between the short prologue and the following morning’s stage one.
However, some riders, including XDS-Astana’s Marco Schrettl, made small tweaks to their saddle position for the race, pushing it as far forward as the rails allowed in order to pitch him further forward over the bottom bracket.
This more closely imitates a rider’s time trial position on a TT bike, and opens the hip angle for improved power transfer.
In our Tech Q&A series, we tackle cycling queries – big or small, complex or simple – with insights from the BikeRadar team and trusted industry experts. Next up, a reader wants to know how they can clean and lubricate their drivetrain without contaminating their rotor.
Is there a practical way to clean and lubricate the drivetrain on my disc-brake equipped bike without having to remove the back wheel, to avoid contaminating the rear rotor?
A reader, via email
Absolutely, but it requires you to take care.
Simon von Bromley points out that one solution is to simply wax your chain rather than using off-the-shelf lubes, because this cuts out the need for cleaning and re-lubing. But that’s not the question we’ve been asked.
While there are items on the market for this problem, there are also workarounds. Tom Marvin / Our Media
Digital editor Jack Luke explains there are covers you can buy for brake rotors (from Muc-Off, for example) or, if you want to save some cash, you can tie a plastic bag over the disc – or use a piece of cardboard to shield it.
However, these aren’t strictly necessary. Instead, you simply need to take care not to overspray any aerosols on the rotor.
Chain cleaning devices can help prevent contamination. Scott Windsor / Our Media
When applying degreaser, either use a brush or spray it downwards so it doesn’t find its way into the brake caliper or onto the disc.
Foaming chain degreasers keep things together and prevent them from migrating onto your disc. Scott Windsor / Our Media
Using a foaming chain cleaner (for example, Fenwicks) will also reduce the risk of contamination, because the foam settles directly onto the chain and cassette.
Zwift’s physics model includes varied rolling resistance of virtual wheels across different surfaces, so racers should think strategically when choosing frames and wheels for unpaved or mixed-surface routes like Road to Ruins and Two Village Loop.
Here’s a complete rundown of all the rolling resistance numbers and resulting wattage effects for Zwift wheelsets.
(Note: we update this page as new wheelsets are released and surface rolling resistances are changed. See the changelog at the bottom for a running list of changes.)
Zwift’s Road Surfaces
Zwift worlds use several different road surfaces. Here’s the complete list from fastest to slowest:
Grass (found only on Repack Ridge, as far as we know)
Zwift has built the game so each wheelset can have its own Crr (rolling resistance) value for each road surface type. So a set of road wheels may roll quite fast on pavement, but not be optimal on dirt. Just like you’d expect outside.
When Crr increases, two things happen in game: your speed drops, and resistance increases on your smart trainer.
Zwift Wheel Categories
There are three categories of wheelsets in Zwift, in terms of Crr:
Gravel: includes the “Zwift Gravel” wheelset plus some name-brand wheels. All gravel wheels perform the same on Zwift.
Mountain: includes only the “Zwift Mountain” wheelset
Road: includes all other wheelsets (48 at the time of this posting)
Each category above has its own Crr value for each surface in Zwift, so each category of wheel performs differently across different surfaces. All wheels within a given category have the same Crr values.
Example: On pavement, Road wheels have a Crr of .004 while Gravel wheels have a Crr of .008 and Mountain wheels have a Crr of .009.This means that, on pavement, Mountain wheels will roll slower than Gravel wheels which roll slower than Road wheels.
Wheelset Crr Values
Here are the current Crr values for each wheelset category on each surface type in Zwift. I’ve included green and red text to indicate how these values shifted when Zwift modified bike performance in mid-2025.
Surface
Road Crr
Gravel Crr
MTB Crr
Brick
.0055
.008
.009
Cobbles
.0065 (+.001)
.008
.009
Dirt
.016
.009 (-.003)
.01
Grass
.025
.016
.014 (-.028)
Gravel
.012
.006 (-.003)
.014 (+.005)
Ice/Snow
.0055 (-.002)
.006 (-.012)
.014
Pavement
.004
.008
.009
Sand
.004
.008
.009
Wood
.0065
.008
.009
You can see why pavement feels tougher on a gravel bike than on a road bike. Because it is! The rolling resistance is doubled!
It’s also worth noting that the Crr value for road tires on pavement (.004) is quite low. We’re virtually rolling quality tires on fresh tarmac. Living the dream!
Wheelset Wattage
If you know the Crr value of a particular tire/wheel, you can extrapolate the wattage required to overcome the rolling resistance at a particular speed. This is commonly done outdoors, and in our tests, it seems to work with Zwift’s physics as well (nice work, Zwift programmers).
Doing this shows how much of our power goes toward overcoming rolling resistance. In turn, this tells us how many watts we can save just by moving to a wheelset with lower rolling resistance.
Here are those values, assuming a 75kg rider on a 7kg bike traveling at 40kmh (24.9mph).
Surface
Road
Gravel
MTB
Brick
49
72
80
Cobbles
58
72
80
Dirt
143
80
89
Grass
223
153
125
Gravel
107
54
125
Ice/Snow
49
54
125
Pavement
36
72
80
Sand
36
72
80
Wood
58
72
80
Now things are getting interesting. So if you’re in a race on Watopia tarmac traveling at 40kmh, and you’re on a road bike while the guy next to you is on a gravel bike, he has to put out 72-36=36 watts more than you just to overcome rolling resistance.
But if we move to the Jungle Circuit, suddenly that gravel rider has the advantage, able to keep up with you while doing 143-80=63 fewer watts!
Note: the wattage numbers in these examples don’t take into account additional differences that could occur based on varying rider weights, heights, drafting status, bike frame used, wheelset weight or aero capabilities, etc.
Fighting the Resistance
Of course, rolling resistance isn’t the only thing you’re feeling on your smart trainer, nor the only force slowing your avatar in game. In fact, it’s typically the least of the three factors that determine overall trainer resistance. Just like outdoors, we know that wind resistance and/or gravitational force are usually the biggest things slowing us down.
Changelog
Jan 13, 2026: updated Crr and Wattage table to reflect Zwift’s tweaked numbers from their sweeping March 2025 Drop Shop performance update.
Nov 9, 2023: updated dirt (and a few other) surface numbers based on Zwift’s v1.52 update. Also updated to mention that all gravel wheels now perform the same on Zwift.
Sigma’s new Reco 81 Link smart light has a built-in radar that can detect up to eight vehicles at a range of 140 meters.
The rear smart bike light, released last month, also features a brake light function that recognises when you’re decelerating and has an emergency function that lets other road users know when you’ve slammed on the anchors.
Sigma says the radar technology ensures approaching vehicles do not overlook you, with a bright warning light signalling to motorists that they are approaching a cyclist.
Sigma says all bike computers with an ANT+ radar profile are compatible with the light, with a BLE connection used to connect to the Sigma Ride App for updates and status display.
While the brand doesn’t list the lumens of the light, it says it can be seen up to 500m away.
Sigma doesn’t say how bright the light is. Sigma
There are six light modes, with varying intensity and battery life – with the High mode said to last around 15 hours and the Eco Mode up to 27 hours.
You can also use the Reco 81 Link exclusively as a radar, where battery life increases to 30 hours.
The light charges via USB-C and is IP67 certified, meaning it should stand up to wet rides.
The cycling industry seems to be grappling with new standards all the time, and the latest to cause a stir is 32in wheels.
Now tyre manufacturer Schwalbe has revealed it is “fully convinced” by the extra-large size and BikeRadar can reveal it will be releasing 32in tyres in 2027.
The tyre size has mostly been discussed in the world of mountain biking. Last year, Maxxis revealed 32in tyres at Eurobike and BMC athletes were spotted riding prototype 32in wheels. Then, in November, the UCI said the new size would be permitted in XC racing from 2026.
During a presentation at the Velofollies tradeshow last week, Schwalbe’s product manager Jakob Maßen said the company would be introducing 32in tyres “for nearly all cycling categories”.
On display at Schwalbe’s stand at Velofollies was a gravel bike from Unpaved Cycles with 32in wheels and prototype Schwalbe G-One RX Pro tyres. Stan Portus / Our Media
Schwalbe has been experimenting with 32in tyres in its lab. “The Schwalbe lab gives us the freedom to experiment and to test new ideas and innovate things without any pressure,” Maßen said.
Testing ideas in the lab is a way for Schwalbe to see if they could become products. One example Maßen cites that started in the lab is Schwalbe’s Radial mountain bike tyres, which have carcass threads at a more obtuse angle to increase the tyre’s contact area.
Schwalbe began testing 32in tyres in the lab with the same mindset, to see if the size would make a viable product.
“We went into this with an open mind. Some of us were sceptical but with field and lab testing, we saw that there are advantages and these will also be a benefit for the consumer,” Maßen said.
Schwalbe found 32in tyres provide more grip due to a larger contact patch with the ground, increase stability, allow for higher cornering speeds and improve comfort.
“We could also prove, scientifically, an improved lower rolling resistance, especially on uneven surfaces,” added Maßen.
This led Schwalbe to commit to the new size. “We are fully convinced of this new technology, and we will be introducing new products in this size in 2027,” said Maßen.
One question that remains is whether Schwalbe will produce 32in road bike tyres.
“Road cycling is heavily restricted by the UCI and there is a rule that the diameter of the overall wheel and tyre is not supposed to exceed 700mm,” Maßen said, adding that a 700c wheel – the wheel size found on the majority of road bikes – is already at this limit when fitted with a 35mm tyre.
Maßen said Schwalbe doesn’t know whether this UCI restriction will be lifted. He added that: “We don’t know what the future holds, but we’re exploring all options.”
Alongside discussing its plans for 32in tyres, Schwalbe revealed its new Pro One Allroad road bike tyre at Velofollies. The tyre is said to ‘close the gap’ between road and gravel bike tyres for the extreme conditions of races such as Paris–Roubaix. The tyre is available in sizes up to 40mm wide.
Addressing the trend for wider road bike tyres, Maßen said: “I think this year we will see more really big options, but it really depends on the frame manufacturers – if they can offer a bike that is fast and account for these figures.”
Engineers from the University of Trento in Italy are working on a system that captures the heat energy created by braking to charge the electronics on your bike.
A paper on the technology outlines a method by which energy is captured from braking and sunlight to run electronic components, including electronic gears, dropper posts, power meters and data telemetry equipment.
F1 cars and electric vehicles can use regenerative braking to capture kinetic energy as the vehicle slows down. Such a system could, theoretically, be possible for bicycles, too.
Thermal and solar energy harnessed
The thermal recovery system uses a 3D-printed mount that holds a thermal generator above the brake pads. Giuseppe Pasquini; Maria Doglioni; Arianna Saviane; Davide Brunelli
The paper identifies that “low-power, wireless actuators” are becoming increasingly common on bike components such as dropper posts, derailleurs, and even suspension forks and shocks.
This creates a need for batteries to power the tech. The paper investigates whether “innovative energy harvesting and management solutions that do not compromise rider experience” could reduce or eliminate reliance on batteries.
It examines two sources of energy; thermal energy generated by the brakes and solar energy. PhD student Maria Doglioni, one of the paper’s authors, explains the focus was to generate enough electricity to run actuators on electrical components, not generate enough current to charge large batteries such as those used on electric bikes.
This concept for energy harvesting is quite different from the regenerative braking systems used in electric cars. “We use wasted heat from friction when we push the brakes, whereas [electric] cars use reverse-running motors as generators,” says Doglioni.
Thermal energy captures the heat generated as your brakes convert kinetic energy from slowing you and the bike into heat energy. Instead of that heat energy dissipating into the atmosphere, thermal capture could harness it and channel it into a modern bike’s electronic system.
The system described in the paper captures energy from sunlight alongside thermal energy. The solar energy is captured using photovoltaic panels, changing the sun’s radiation into electrical current, which can then be combined with the energy from the braking system and fed into electrical components.
How does it work?
An aluminium plate transfers the thermal energy generated by the brakes from the pads to the thermal generator. Giuseppe Pasquini; Maria Doglioni; Arianna Saviane; Davide Brunelli
The system uses an aluminium plate. This contacts the disc brake pads to transfer the heat energy to the thermal generator.
The thermal generator is attached to a 3D-printed mount. This bolts onto the post-mount disc brake caliper bolts and sits above the brake pads. The thermal generator transforms the heat energy into electrical energy, which can then be passed through wires to be used elsewhere on the bike.
It looks as though the system might be adaptable between different bicycle brakes without the need for spending big on bespoke calipers or unwieldy hardware.
Because it relies on thermal energy, this technology is also friction-free. This offers an advantage over dynamo setups, which introduce drag to your bike.
Elsewhere, the system utilises photovoltaic panels to capture solar energy. This is used in tandem with the thermal energy capture, to investigate whether, when combined, these two systems could create enough power to run electronic components, removing the need for batteries entirely.
The paper also states a possible use for the energy generated could be for running telemetry used on mountain bikes when descending. An example would be Mondraker’s MIND system, which collects suspension data that the rider can access via the myMondraker app.
Giuseppe Pasquini, another of the paper’s authors, explains a different approach was taken compared to the MIND system, which powers its own GPS (Global Positioning System). Instead, Pasquini says the research team used a custom app that employs a smartphone’s GPS for real-time data collection, saving harvested energy for the onboard sensors.
What does the future hold?
Data acquisition systems such as Mondraker’s MIND are among the myriad electrical components that could be powered by this technology. Mondraker
“To effectively power components like shifters and telemetry, we are advancing beyond standard technologies by implementing both lower power consumption and higher energy production,” says Pasquini.
Even in its prototype form, the product looks very minimal. It could bode well for a finished product if this pre-production version is already small and neatly packaged.
