At the end of 2024, I was invited to join Zwift in Mallorca in April of 2025.  My first reaction was incredulity: Could Zwifters ride outside in a group without crashing? After my husband told me he would divorce me if I didn’t go, I reluctantly agreed to sign up. I knew at least that I would meet people whom I respected and counted as friends in the organizers’ community. And if need be, I would give everyone a very wide gap.

To make the trip from California worth it, I also went before the start of ZCL to ride with my COALITION teammates on a different part of the island. Riding with the women that I had known for years was fun, and when I transferred to ZCL, I thought it couldn’t get better than that.

Turns out it could. The beauty of such a large group of bikers getting together to ride without their families in tow was as unexpected as it was awesome. Each day I chose whether I wanted to ride slow, medium, or fast and whether I wanted to go for a short ride, a medium ride, or a long ride. Those crazier-than-normal bikers got to choose a long, fast ride with an after-party thrown in. Each day I got to talk to another rider from a different part of the world who also loved Zwift. The group leaders were amazing, had different backgrounds and expertise, and made the rides enjoyable for all. And everyone got just what they wanted, whether that was a soul-crushing, hours-long climb or a sampling of pastries bookended with a flat, short ride. And after the rides? No one had anything else to do, so everyone hung out.

I saw so much potential in that gathering, which was big enough to support everyone’s perfect day.  While in a small group setting, everyone has to sacrifice a little bit so everyone can get mostly what they wanted from the training camp. But in a bigger group, everyone got just what they wanted from the rides. As an extremely mediocre rider who values cookies and cocktails over a bump in FTP, I may have been an outlier in many of the groups. But I found former chef Karla to be similarly impassioned and the head of TBR (James) to be as curious about the island as me.

Even though I self-describe myself as mediocre, I also saw the potential for these days to teach me something about riding in groups. At home, I use my personal draft van, which is my husband, but I rarely follow a stranger’s wheel. I’ve always thought myself to be too old and too bad a biker to react to an unexpected brake or blind descent, but in that one week I learned that I was stronger than I thought. And I want more of it! I want to be in that position again, and this time, I want to bring some of my friends with me—friends that I am willing to brave Fox Hill three times for, for instance.

Benefits of Attending a Cycling Training Camp

Cycling camps can be awesome for so many reasons, both the stuff you can measure and the good vibes you can’t.

Increased Fitness and Endurance

Putting in sustained effort over multiple days typically results in a significant boost to cardiovascular fitness and muscular endurance. Getting intense, focused training is a massive plus. When you dedicate several days just to cycling, you can really dial in structured, high-volume workouts—something that’s tough to manage with all the usual daily commitments. Plus, pushing hard for multiple days usually gives your cardio and musclular endurance a serious upgrade.

Cycling camps are also perfect for honing your skills. You get the chance to practice things like riding in a group, descending, cornering, and pacelining in a supportive setting. And finally, you get vital exposure to different terrain, letting you take on challenging routes (think long climbs, technical descents, and varied roads) that you might not have back home.

Socializing and Community

Camps are fantastic for meeting people and making friends. You bring together like-minded cyclists from all walks of life, and that really builds a strong community feel. Going through the shared “suffering” and triumph on the road creates truly unforgettable memories. You also get insider tips and encouragement by talking directly with group leaders, former pros, or coaches who can give you personalized advice.

Making It Easy (Practical & Logistical)

Cycling camps take the headache out of everything. The organizers typically sort out all the meals, routes, support cars, and places to stay, so all you have to do is pedal. This is backed up by supported rides, which usually include a mechanic, sag wagons, and medical help. That takes a massive weight off your shoulders regarding potential mechanicals or emergencies. Finally, camps are usually set up in places with perfect cycling weather, which means reliable conditions for consistent, quality training.

Cycling camps are honestly a win-win-win situation, delivering major benefits: you get physically fitter and more skilled, you feel awesome thanks to the shared effort and achievements, and you make amazing social connections both during the rides and afterward. For the indoor crew, especially the Zwift folks, taking those technical smarts and building real-life community at camp creates stronger relationships out of the real bonds forged in game. When this motivated and organized group transitions from the screen to the open road, they’re perfectly positioned to bring a huge wave of new energy and camaraderie to the wider cycling community.

What About You?

Have you ever done an IRL training camp with Zwift friends? Share below!

Life Time has banned the use of drop handlebars on mountain bikes at the Leadville Trail 100 and Little Sugar races. 

The Leadville Trail 100 is a 100-mile MTB race on some of Colorado’s highest roads and trails. 

Pairing mountain bikes with the drops has become an increasingly popular option at the race. The control of a mountain bike and the speed of a drop-bar setup are ideal for the race’s combination of technical sections and high-speed gravel roads, which make up the majority of the course. 

The proof of how successful this combination of equipment can be is in the results. Cory Wallace and Dylan Johnson finished in the top 20 with the setup in 2022 and 2023, respectively. 

Keegan Swenson won the last two editions on drop-bar mountain bikes. In 2024, Swenson used a hardtail mountain bike with drop bars. In 2025, he took his setup one step further racing a full-suspension Santa Cruz Blur with drops.

• Read more: Pinarello adds a drop handlebar to its XC hardtail to create ‘monster’ gravel bike
  

Violations will result in disqualification

But Life Time, which also organises Unbound, says competitors can no longer use these ‘Frankenbike’ builds at its two premiere mountain bike races. 

“For rider safety and course compatibility, drop-style handlebars (road or gravel bars with drops) are no longer permitted for the Life Time Leadville Trail 100 MTB and Life Time Little Sugar MTB. All competitors must use flat or riser-style handlebars at these events,” Life Time’s updated rules read. 

Life Time says the rule will be enforced during pre-race inspections and on the courses, and violations will result in disqualification.  

Despite banning drop bars from the Leadville Trail 100 and Little Sugar, Life Time’s new rules state riders can use the handlebars for its other MTB race, the Chequamegon MTB Festival. 

Life Time hasn’t provided an explanation for the exception. 

The popularity of drop-bar mountain bikes has spread from racers adapting their bikes to brands releasing models that tap into the trend. Trek released the full-suspension CheckOUT gravel bike in 2025 and Pinarello unveiled the new Grevil MX just last week.

Team EF Education-Oatly has debuted a new Cannondale Supersix Evo race bike on stage 1 of the Women’s Tour Down Under.

We’re on the ground at the Australian WorldTour curtain-raiser, and first spotted the new bike on top of team cars heading to the start of stage 1, and a little later when the EF Education-EasyPost men’s riders rolled out for a pre-race training ride.

The teams have remained tight-lipped over the new bike, but here’s what we can tell about it so far now we’ve gotten a glimpse with our own eyes.

What we can see

The new bike doesn’t rip up the previous Supersix rulebook – it looks incredibly similar at a glance – but it appears to have an updated tubeset, with a deeper, more concave headtube and reprofiled fork crown. 

It would be unsurprising if the new Supersix turned out to be more aerodynamically efficient, of course, but the rear triangle also looks remodelled, sporting more curvature and a new downward kink towards the rear dropout.

The seat tube also looks to be inspired by the latest Synapse endurance bike, with a thinner, flattened profile. This might hint towards a drive to improve compliance alongside better aerodynamics. 

On the driveside, it’s possible to make out a universal derailleur hanger (UDH) dropout, which isn’t a shocking development given most new bikes include the standard. Incidentally, but perhaps linked, both teams have switched to SRAM (from Shimano) for the 2026 race season.

Riders are also using a new integrated handlebar. In previous years, the team has used Vision cockpits (along with the brand’s wheels, which remain), but the new cockpit is also visually distinct from the previous bike’s MOMO-developed SystemBar R-One handlebar which ships with current top-spec SuperSix Evos.

Also notable is a tweaked seatpost design. Before, the seatpost tapered towards the head, but now it remains a uniform depth along its length.

If Cannondale follows previous form, it will likely produce three variants of the SuperSix Evo – the Lab71 featuring its highest-grade carbon, and Hi-Mod and standard Carbon variants. Both EF Education-Oatly and EF Education-EasyPost riders are riding bikes branded ‘Lab71’.

Zwift Racing League teams headed to Yorkshire this week for a points race held on the 2019 UCI Worlds Harrogate Circuit. Over the years, this route’s sawtooth profile has struck fear into the heart of many a Zwifter, including myself. And our race was three laps long, meaning it would take us over an hour to finish.

My team (Coalition Delusion, racing in the Open Development B1 Lime Division) knew this wouldn’t be easy, and it wouldn’t be short. But you’re not a true cyclist unless you regularly run pell-mell toward the prospect of personal suffering. Let’s race!

Lap 1

73 riders left the Yorkshire start pens, quickly turning right to begin climbing Otley Road. (You’ll want to be nicely warmed up before racing in Yorkshire, as the work begins right away!) Otley Road is 1.6km long at 3.4%, a draggy climb that always seems to take longer than you’d think.

But this was a points race, and Otley Road isn’t a timed segment. With plenty of miles ahead, riders were clearly wanting to keep their powder dry. I sat in the wheels, doing the minimal work to stay in the group. I finished the climb in 3:22, averaging 3.96 W/kg.

What follows on the route is a bit of down, a bit of up, some false flat, then the lovely Pot Bank descent followed by another short climb and a descent to Oak Beck, where the Yorkshire KOM begins. Interesting things can happen on these in-between bits, but in a points race, that action is muted.

We hit the bottom of the KOM as a pack of 64, and I bumped up my power and used my feather powerup to stay near (but not on) the front if possible. New teammate Enrico was riding off the front (impressive!), so I eased even more, not wanting to give anyone a draft to chase him back (insert timely Team Jayco-AlUla reference ).

At the flatter section mid-climb I was positioned well, but when the second half began, lots of feathers popped, and I found myself sliding backward. By the time I rode beneath the KOM arch I had averaged 4.64 W/kg for 2:32 (tying my PR time), the pack was strung out, and I was in… well, I really don’t know what place I was in.

Rider Placement Bug

The rider list on my screen (see above) wasn’t showing my current place in the race, and I must say, I didn’t realize how much I looked at that HUD element until it was missing!

I had Sauce for Zwift up, which showed me in a group of 29… but that was a very strung-out group that was quickly breaking up.

(After reporting the bug via an internal Zwift channel, it appears that this happened to anyone running the latest Zwift version, v105, that released the morning of the race. The new version interacts with ZRL’s funky event config in an unexpected way.)

I figured the groups would come back together once we were through the sprint segment, and that is indeed what happened. By the time we finished the first lap, I was back in the front group of 28. With a 31-second gap to the closest chasing group of 5 riders, it seemed pretty clear that nobody behind would be bridging up.

Lap 2

The next Otley Road ascent was a bit more chill, taking 3:35 and averaging 3.57 W/kg. Nothing remarkable here, except for one Team Ukraine Mariupol guy, Klish, who attacked off the front. He would continue to do this on and off for the rest of the race, going off the front, getting caught, then doing it again. I’m not sure what the strategy was, but without a lot of TUM guys in the front group, I don’t think anyone was worried enough to chase him down in earnest.

As we neared the Pot Bank descent this time, I decided to put in a few hard pedal revs to go off the front and attempt a supertuck on the crazy steep descent. And it worked!

That gave me almost 20 seconds of no pedaling, which was quite nice.

Soon enough, we were at the start of our second Yorkshire KOM. This time, I had determined to save my feather powerup for the second half of the climb, where the road is just as steep as the start of the climb, but you’re more fatigued! Clearly others had learned the same lesson, as I saw zero feathers at the start, but a pile on the second bit:

This time up the KOM was definitely easier than the first. We were 8 seconds slower, and it took me 0.16 W/kg less, and I finished the climb in a much better position than the first time around, as well.

This is where my glycogen-depleted brain began to dream that I might be able to hang with the front pack to the finish. But those hopes were soon to come up against the hard wall of reality…

I would love to say that I was able to contest the sprint segment each lap, but since it was at the top of a climb, I was always gassed by the time I got there, and was only able to put in half-hearted attempts. I just hoped that my being in the whittled-down front pack would earn sufficient points.

We finished lap 2 with a front group of 18 riders.

Lap 3

As we climbed Otley Road for the final time, I was surveying the front group. How many riders were here from each team? I was happy to see that most teams only had 1-2 riders in the front, while my team and one other (SZR) had 3. That was a good sign.

We finished Otley Road in 4:01 this time, much slower than the previous laps. Fatigue was setting in, and everyone knew the final KOM would be a hard one!

I grabbed another cheeky supertuck on the Pot Bank descent, and soon enough, we found ourselves crossing Oak Beck and beginning the final KOM. It felt like the group was pushing hard up the first half, and I found myself sliding backward in the group. By the time we started the second half I was blowing up. It wasn’t that the pace was higher than previous laps. It was that my legs didn’t have any punch left. Even my feather powerup couldn’t save me.

I was dropped. 17 riders were up ahead, and I was all by myself, with the closest riders over a minute behind.

Doing whatever I could to keep pushing over the top and down the other side, I used my aero powerup on the descent in hopes that the pack would ease and I could catch back on. One rider had fallen off the group, and I caught and passed him on the climb to the sprint. (He would serve as a sort of “reverse carrot”, forcing me to keep my effort high to stay away to the finish.)

Alas, the pack never eased in those final kilometers. Teammate Andrew finished in 2nd, the best finish for our team (chapeau!), new teammate Enrico finished 5th, and I finished in 17th place, just over a minute behind the leaders.

On the plus side, I didn’t even need to sprint, because nobody was nearby.

My legs were happy about that.

See my ride on Strava >

Watch the Video

Results and Takeaways

It took several hours for the results to be finalized (not sure why it takes longer sometimes), but eventually we saw we’d finished 4th overall:

Our rivals from last season, Team SEA, took first. They’re sitting in 1st overall after two races, and we’re in 2nd.

But here’s the thing: we only had 5 riders. So we’re pretty happy with 4th this week, knowing that having one more rider finishing mid-pack might have won it for us overall. That’s not bad at all, on such a hilly route.

Personally, I’m both happy and disappointed in my performance. On one hand, I didn’t think I’d survive in the front as long as I did. But on the other hand, getting dropped so close to the finish really stings! I can’t help but wonder if using my feather earlier, or gutting it out just a bit more, or being able to see my rider placing might have helped me stay with the front to the finish.

The truth is, I probably just wasn’t strong enough on the day. But I reported the bug to Zwift via a Slack channel anyway, asking, “Can I use this to excuse my getting dropped like a hot rock on the last KOM? Please?” Happily, Zwift’s VP of Product Mark Cote said I could, and admitted that Zwift was clearly at fault for my loss:

So that helps lessen the sting just a bit.

We finished with our customary Discord team portrait, featuring “shadow-Captain Neil” (at bottom) who honorably did this event twice in one day:

What about you?

How did your race in Yorkshire go? Share below!

Aerobag is a wearable airbag designed for professional cyclists, which will be used by WorldTour team Picnic PostNL in training this season – and possibly even races.

The system consists of TPU tubes integrated into channels sewn into lightly modified bib shorts, and a small pouch worn on the rear of the rider’s back. This contains the brains of the system and the user-replaceable €35 CO₂ cartridge. 

When the system fires, the TPU tubes inflate and provide impact protection for your hips, pelvis, ribs, trunk, torso, collarbone and neck.

Airbags for cyclists have long been mooted as a hypothetical safety solution. But, Aerobag is one of the first serious attempts to bring impact protection into the pro peloton without fundamentally changing how riders dress, move or race.

• Read more: “Why the hell am I not wearing hockey equipment?” – pro rider calls for safety gear at Tour de France

How does Aerobag work?

Aerobag uses electronic sensors and software to detect a crash and trigger inflation.

“It’s all fired by an algorithm,” explains Quinton van Loggerenberg, Aerobag international business development manager. “There are XYZ sensors, inertia sensors, impact sensors, and there are magnetic fields to give you a fixed zero – the system is very clever”

He explains that cycling kit needs to be lightly modified to accommodate the system: “That’s only because we need to control where the tubes go so that the inflation happens in the right place”

In practice, this means adding small, elastic loops that hold the sleeved tubes in the right place.

Van Loggerenberg was keen to stress that Aerobag is sold as a standalone system rather than being permanently built into one item: “You get an airbag system, and then you can have your bib shorts and your jacket or whatever: 

While he feels the system is “small enough and light enough,” Van Loggerenberg concedes it’s “not quite cheap enough.”

“We’re trying to keep it around the sort of €750 to €800,” he said. “It’s pretty expensive. There’s a lot of technology involved.”

Van Loggerenberg said the idea for Aerobag came after a young Belgian rider.

“[When] Bjorg Lambrecht crashed and died, we decided that there had to be a better way of sending riders down the road,” he said. “You can’t send them down the road in [just] Lycra at 70km/h.”

Team Picnic PostNL to use the tech

Team Picnic PostNL has already announced it will use Aerobag, with Van Loggerenberg saying “another major WorldTour team” will soon announce it’s using the system. 

As Picnic PostNL’s clothing sponsor, Nalini is producing the initial integrated kit and is working with Aerobag on wider availability.

“Nalini has made these for Picnic PostNL and is the early adopter for us,” van Loggerenberg said. 

“Nalini has committed to working with us for the coming season for more general availability to the public,” he continues. 

Van Loggerenbergsaid Aerobag is already in contact with cycling’s governing body, the UCI, over adopting the system.

“We are already in discussion with the UCI through a number of projects, and the UCI have been broadly supportive,” he said.

He feels confident the UCI will welcome the system, citing Belgian employment law, which mandates that an employee – in this case, a sponsored rider – has a right to use safety equipment if they request it.

As for the effectiveness of the system, he concludes by saying: “The reason you can’t buy a car without an airbag is because [they] just work.” 

It’s been almost three years since the Mavic Cosmic Ultimate 45 wheelset launched, and we’ve spotted an updated version at the Velofollies tradeshow. 

The new version of Mavic’s top-of-the-line wheels appear to share much in common with their predecessors, but they have one change which brings them bang up to date. 

While the previous wheels had an internal rim width of 19mm, these unreleased Cosmics Ultimate up that figure to 23mm.

This brings them inline with many of the best road bike wheels and should mean they fit the latest – and widest – road bike tyres, while ensuring a drag-reducing interface between the rim and your rubber. 

Previously, the Cosmic Ultimates could fit tyres up to 32mm wide. We don’t know what the official maximum tyre width is on the new version of the wheels, but the likelihood is they could fit tyres up to 35mm wide. 

The wheels have also gained ceramic bearings. These bearings are a common feature on boutique wheels – the new Cosmic Ultimates cost €4,399 – thanks to their claimed lower rolling resistance and increased lifespan over metal bearings.

This is the second wheelset from Mavic to use ceramic bearings as standard following the Cosmic SLR 45s which launched in September. 

When we asked whether ceramic bearings were actually worth it back in 2021, Mavic’s Maxime Brunand explained that their purported claims make sense on paper, but often don’t translate to the real world. Because of this, he said Mavic only offered them as an upgrade. But the French company must be convinced that it’s now worth offering these bearings as standard.

Elsewhere, the new wheels seem to be unchanged from the previous versions. As their name suggests, they still have 45mm-deep rims and carbon spokes.

While the carbon spokes play a role in keeping the weight down, Mavic said it actually used them on the previous wheels to increase stiffness. 

The wheels use Mavic’s rim-to-rim (R2R) construction which threads the carbon spokes from one side of the rim to the other through the hub. 

The new Cosmic Ultimate 45 wheelset weighs a claimed 1,260g, which is just 5g more than the last set despite the wider internal rim width.

Cinelli says its new Zydeco Washboard gravel bike has enough versatility to adapt to your ride, whether you’re using it for commuting, bikepacking or a mix of on- and off-road riding. 

If that makes it sound as though the Zydeco Washboard is a bit of a catch-all bike, that’s exactly the point. Cinelli says its latest gravel bike, which launched at the Velofollies trade show in Belgium, will adapt to your ride.

“The Zydeco Washboard is a modern, multipurpose gravel platform designed for riders who want one bike that does it all,” Cinelli claims. 

• Read more: Best gravel bikes in 2026 – top-rated carbon, aluminium, titanium and steel gravel bikes reviewed

Two models, one frame

The gravel bike is available in two models, the Sport and Allday. Both models share the same aluminium frame, which is dotted in mounting points for racks, mudguards and more, so you can adapt either Zydeco Washboard to your riding needs. 

Cinelli wanted the Zydeco Washboard to have a modern aesthetic, which means the bike gets a cockpit with semi-integrated cable routing, a flared handlebar and a tapered top tube. 

The bike also has a modern look thanks to the slightly dropped seatstays, which Cinelli says introduces some extra flex and comfort, even if this is limited due to the frame material. 

One feature that makes it modern in another way is the Universal Derailleur Hanger, which means you’d be able to fit a new SRAM groupset, even if the Sport and Allday models at Velofollies both had Shimano Cues groupsets. 

The Washboard frame also has a yoke design at the chainstay, where the tubing is welded to a thinner section of metal that runs between the crankset and tyre. Cinelli opted for this design to keep tyre clearance generous at 45mm.  

As you might expect from an entry-level and practical gravel bike, the geometry is relatively upright for comfort. But if you slam the stem for a racy feel, you still ride the bike “very fast”, according to a Cinelli spokesperson at Velofollies. 

Where the Sport and Allday differ is their fork and finishing kit. The Sport has a carbon fork, while the Allday sticks to aluminium. 

The Sport also has a higher-spec Cues 1x drivetrain and hydraulic disc brakes, whereas the Allday has a 2x Cues drivetrain and cable-actuated brakes. 

Cinelli says both bikes are affordable, with the Sport costing €2,300 and the Allday €1,500. 

Cinelli’s gravel bikes get their ‘Zydeco’ name from the up-tempo music genre that originated in Louisiana. The music is often played with a washboard. Cinelli chose to name its latest bike after the percussion instrument because of the music, but also because gravel trails can feel like a washboard under your wheels. 

More from Velofollies 

• Van Rysel reveals FTP2 Concept Bike that will double your power and reach speeds over 100kph
• New Schwalbe Pro One Allroad combines road-tyre speed with gravel toughness for “extreme conditions of Paris–Roubaix”
• Pinarello adds a drop handlebar to its XC hardtail to create ‘monster’ gravel bike
• New Nukeproof Tracker is a bargain range of ‘kick-ass’ hardtails 

Rapha has released its first designs for USA Cycling, with the new kit collection spanning road, track, mountain and BMX.

The brand will be the kit provider for the USA’s cycling athletes from 2026 through to the end of 2029, which will see it supply the home nation at the 2028 Los Angeles Olympics.

Rapha says the kit “evokes the lightness and grace of a rider in full flight” and “mirrors the explosive energy of a new generation of American talent”.

The collection is said to draw inspiration from the 1984 Games, which the brand calls a watershed moment for American cycling – the home nation took nine medals in Los Angeles.

Recognisable elements from the Stars and Stripes are blended with a sense of movement.

Rapha says a lightspeed pattern is at the centre of the designs, adding to a long tradition of using patterns to express motion and speed in sportswear.

Aesthetics are matched with functional performance, with the pattern said to be a response to a specific request from USA Cycling athletes for a lighter-coloured kit suited to hot conditions. 

Stars and Stripes detail features on the sleeves of the Rapha USA Cycling jerseys, with the left arm showcasing a navy Rapha armband and script logo.

Five unique ‘story labels’ are part of the collection, celebrating the full range of USA Cycling disciplines.

Fran Millar, Rapha CEO, says: “This kit represents over a decade of world-class competition and innovation. We’ve left no stone unturned so that when USA Cycling athletes show up for their country, they can stand on the start line with total confidence.”

Schwalbe has unveiled the new Pro One Allroad tyre, which is said to combine road-race performance with the toughness of gravel tyres for the extreme conditions of races such as Paris–Roubaix.

Launched at the Velofollies trade show, Schwalbe says it began developing a tyre that excels in wet and rough road bike races a decade ago, with the S-One road tyre that was raced by Martin Elmiger at the 2015 Paris–Roubaix.

Elmiger finished the race in fifth, having suffered no punctures – and with a tubeless setup, which was unusual for road bikes at the time. 

Pro One Allroad details

The new Pro One Allroad is said to use the same tread as the S-One, which is suited to all-road riding. But the rest of the tyre has come on some way since the model raced by Elmiger. 

The road bike tyre uses Schwalbe’s Race Pro construction. This has three carcass layers at the sidewall to minimise the risk of flats, while the V-Guard puncture belt adds further protection under the tread. By optimising the carcass construction, Schwalbe says it could also reduce rolling resistance.

The Pro One Allroad has Schwalbe’s Addix Race compound. This is used across the brand’s Pro Race tyres, but it has been fine-tuned for the Allroad tyre to help it deliver “noticeably better puncture protection, precise wet grip, and the race performance that ambitious riders expect”. 

Elsewhere, the road bike tyre is manufactured with fair trade rubber and uses recycled carbon black from Schwalbe’s recycling facilities. This is part of Schwalbe’s steps towards “greater circularity” and better use of resources. 

The Schwalbe Pro One Allroad is compatible with hookless rims and is available in three sizes: 30mm, 35mm and 40mm. 

Schwalbe’s product manager for drop-bar bikes, Oscar Fronhoff, says this range of widths means, “Even a gravel bike can be converted to a race bike”. 

Schwalbe is yet to confirm pricing. 

New gravel tyres

Schwalbe has also announced its new G-One gravel tyres, the RS, R and RX. These tyres use the same tread patterns as the Pro version, but with Schwalbe’s Race carcass as opposed to Race Pro. 

They also have the brand’s RaceGuard puncture protection rather than the top-spec V-Guard belt, and use the Addix Green compound. 

While the Addix Race and Addix Green compounds are both said to aid Schwalbe’s sustainability goals, it says the Green version is “even more resource efficient”. 

The G-One gravel tyres cost €49.90, around €35 less than its Pro gravel tyres. 

More from Velofollies

• Van Rysel reveals FTP2 Concept Bike that will double your power and reach speeds over 100kph
• Pinarello adds a drop handlebar to its XC hardtail to create ‘monster’ gravel bike
• New Nukeproof Tracker is a bargain range of ‘kick-ass’ hardtails 

Our top pick this weekend is everyone’s favorite sort of charity ride, where every kilometer you ride unlocks a donation for a good cause. Let’s max it out, Zwifters! See all our picks below…

Bauhaus Ride of Hope

Tour de Zwift, Stage 2

Vatternrundan Group Ride Series #2

FasCat’s Sweet Spot Saturdays, #4 of 7

WOW – High Speed Ride on TT bikes with draft

How We Make Our Picks

We choose each weekend’s Notable Events based on a variety of factors including:

• Is the event unique/innovative in some way?
• Are celebrities (pro riders, etc) attending/leading?
• Are signup counts already high, meaning the event is extra-popular?
• Does the ride include desirable unlocks or prizes?
• Does the event appeal to ladies on Zwift? (We like to support this under-represented group!)
• Is it for a good cause?
• Is it just plain crazy (extra long races, world record attempts, etc)?
• Is it a long-running, popular weekly event with a dedicated leader who deserves a shout out?

In the end, we want to call attention to events that are extra-special and therefore extra-appealing to Zwifters. If you think your event qualifies, comment below with a link/details and we may just include it in an upcoming post!

Fresh from the announcement that Skarper’s ebike conversion kit is now available on Sonder’s gravel bike range, the British brand has announced five further partnerships, including one with Ribble.

Ribble will offer the Skarper kit online, either as a standalone product or ordered alongside any standard Ribble bike.

Skarper’s kits enable you to turn a non-assisted bike into an electric bike using a patented design to drive your bike’s rear wheel. The rotor stays on your bike, but the main unit clicks on and off in seconds, meaning it can be switched between bikes.

Ribble’s CEO, Sean Hastings, says: “We love the idea of Ribble riders being able to use their acoustic bike but have the flexibility of occasional electric assistance, without it being a permanent thing.

“The Skarper system complements our award-winning range of lightweight integrated ebikes, with the potential to bring a new lease of life to an existing bike and the benefit of being shareable across several bikes.”

Six brands on board, with the promise of more to come

As well as Sonder and Ribble, British-made titanium and steel specialist Enigma has teamed up with Skarper.

Scottish rugged frame and bike builder Shand is even incorporating the chainstay mount as a braze-on on its frames, replacing the standard band-on mount. 

Fellow Scottish brand Tiger is offering the Skarper kit on its range of affordable aluminium bikes, including the value-packed junior mountain bike range and the forthcoming Gravel model. 

One of Skarper’s founders, Andrew Wallis, has his own bike brand: Black Series, and will also be offering Skarper options across all models, including the world’s lightest production road bike.

Wallis says Skarper is in discussion with more bike brands, and there will be a continued focus for Skarper to make further inroads into the OEM (original equipment) market.

Skarper has also joined forces with ZyroFisher, one of the UK’s largest cycle distributors, expanding the potential network of bike shops to more than 3,000 across the UK and Europe.

Rim-brake option is coming

If you like the idea of Skarper’s ‘click-on, take off’ system but don’t have a disc-brake bike, Skarper has the answer coming soon.

A new rear hub designed for rim-brake wheels is in production, too. This enables the fitment of the Skarper disc (without disc braking surface) containing the Red Bull engineered planetary gearing. That makes the Skarper compatible with rim-brake bikes.

I like the idea of having a Skarper in conjunction with my disc-brake bike and getting a second setup (wheel and disc drive) to fit to one of my classic rim-brake road bikes, because a single Skarper unit can be used across multiple bikes.

If you’ve paid attention to professional gravel racing in recent years, you’re probably aware that pro riders have taken to running drop handlebars on XC mountain bikes.

Now, Pinarello has fully embraced the trend, launching its new Grevil MX gravel bike at the Velofollies trade show in Belgium.

While this is an addition to the brand’s Grevil gravel range, Pinarello has gone one step further than combining gravel and cross-country tech. It says it has drawn from its road portfolio for this ‘monster’ gravel bike. 

“The Grevil MX combines the aerodynamic efficiency of a road bike with the stability and control of an MTB, enabling it to excel on steep climbs, rugged trails, technical descents and long endurance routes without compromising responsiveness or stiffness on hardpack ground,” Pinarello says in its press release for the new bike.

The bike’s geometry takes the 67.75˚ head angle and 101mm trail of the Pinarello Dogma XC, but adds the Most Talon Ultra Light cockpit found on Pinarello’s top road bikes. This handlebar setup provides a “lower, more compact and faster position” than running a flat mountain bike bar.  

The frame uses Toray’s ‘best-in-class’ carbon fibre and has a threaded bottom bracket. The BB area features the double-triangle design found on the Pinarello Dogma XC for added stiffness.

The rear triangle uses Pinarello’s asymmetrical design. The left-hand side is reinforced to counterbalance the forces produced on the driveside of the bike. 

“This architecture creates more balanced energy transfer and improved traction and acceleration on loose or variable surfaces,” Pinarello says. 

“The chainstays and seatstays have both been specifically shaped and reinforced to withstand the high torsional forces typical of aggressive gravel riding, steep off-road climbs and explosive accelerations.” 

The bike can fit 50mm tyres for traction and comfort, and comfort is further aided by the 10mm suspension fork. 

Elsewhere, the bike has a SRAM XX SL Eagle drivetrain with a 38-tooth aero chainring and a 10/52 cassette. Pinarello says these gear ratios provide better climbing ability than the gears you typically find on gravel bikes, while also improving on descents compared to mountain bikes.

A Pinarello spokesperson at Velofollies told BikeRadar that the Grevil MX can fit a rigid fork and that it has only made 50 of the bikes worldwide. Yet, future developments of the Grevil MX are already in the works. 

More from Velofollies

• Van Rysel reveals FTP2 Concept Bike that will double your power and reach speeds over 100kph
• New Nukeproof Tracker is a bargain range of ‘kick-ass’ hardtails 

Nukeproof has unveiled the new Tracker range of ‘kick-ass’ hardtail mountain bikes at an affordable price point.

Launched at the Velofollies trade show today, there are four bikes in the Tracker range, costing from £539 / €599 to £999 / €1,099. 

Nukeproof says the Tracker name is inspired by the origins of off-road riding, when riders would modify ‘regular’ bikes with chunkier tyres and ‘cowhorn’ handlebars in a bid to improve performance and increase the fun they were having. 

But the Tracker range is far removed from those bikes of the 60s and 70s. The hardtail frames use 6061-T6 aluminium, feature tapered head tubes and have clearance for 2.4in mountain bike tyres.

Elsewhere, they’re fitted with Nukeproof’s own saddles, but also Shimano disc brakes and drivetrains, and tubeless-ready rims. The frames can fit a dropper post and feature suspension forks with 100mm of travel, or 80mm on the extra-small frames.

Said to be “ideal first mountain bikes”, the Trackers also have practical details such as a removable seatstay bridge to fit mudguards. They also have rack mounts and a hidden kickstand mount. Nukeproof says this means the Trackers can “double up as everyday transportation”. 

The bikes were developed in-house by the Nukeproof team, which was led by product manager Tom Bugler.

“The brief was brief: make a kick-ass range of affordable bikes that gives riders a great experience and introduces them to the Nukeproof brand,” says Bugler. 

“This is a new price segment for us, but these bikes respect the heritage and quality that Nukeproof was built on, whilst opening the brand up to a new audience.”

Engineer Dale McMullen adds: “The frame design was inspired by our Scout hardcore hardtail, which has become a cult classic. We used similar geo with a relaxed head angle, tapered head tube optimised around the Tracker’s 100mm fork and a similar kink in the bottom of the seat tube for the increased tyre clearance.” 

When Wiggle closed its doors in 2024, it was assumed that its house brands such as Nukeproof were destined to close, too.

However, Belgian Cycling Factory, which owns Ridley among other brands, bought Nukeproof in 2025. 

In November, Nukeproof announced the release of its second-generation Reactor. The launch of the Reactor was limited, with only one carbon and one aluminium model, and it appeared to signal a cautious return from Nukeproof.

However, the new Tracker signals a more committed return for the once-troubled brand. 

• You may like: 6 reasons why your next bike should be a hardtail

Nukeproof Tracker specifications 

Nukeproof Tracker Sport 

• Fork: Suntour XCE 28
• Drivetrain: Shimano Essa 1x 8-speed
• Wheels: Formula 6-bolt GR hubs on tubeless-ready rims
• Tyres: Kenda Booster 2.4in
• Brakes: Shimano MT200 hydraulic
• Price: £539 / €599

Nukeproof Tracker Race 

• Fork: Suntour XCM 32 Lockout
• Drivetrain: Shimano Cues 1x 9-speed
• Wheels: Formula 6-bolt GR hubs on tubeless-ready rims
• Tyres: Kenda Booster 2.4in
• Brakes: Shimano MT200 hydraulic
• Price: £629 / €699

Nukeproof Tracker Comp

• Fork: RockShox Judy Coil 
• Drivetrain: Shimano Cues 1x 10-speed
• Wheels: Formula 6-bolt GR hubs on tubeless-ready rims
• Tyres: Maxxis Rekon 2.4in EXO TR
• Brakes: Shimano MT200 hydraulic
• Price: £849 / €949

Nukeproof Tracker Pro 

• Fork: RockShox Judy Air 
• Drivetrain: Shimano Cues 1x 11-speed
• Wheels: Formula 6-bolt GR hubs on tubeless-ready rims
• Tyres: Maxxis Rekon 2.4in EXO TR
• Brakes: Shimano MT200 hydraulic
• Price: £999 / €1,099

O2C’s new footwear range brings a unique outsole design combined with ultra-lightweight uppers and a complete anatomic design based on the foot’s natural movement when pedalling.

Steven Nemeth, founder/designer at O2C shoes, has a long history in technical cycling footwear. His journey started nearly two decades ago when he created Bont’s unique bathtub shoe design.

Since then, his shoe designs have been worn for 36% of all Olympic track cycling medals over the last five Games. They’ve also seen victories in the Olympic time trial, UCI BMX World Championships, Tour de France, Giro d’Italia, La Vuelta, Paris-Roubaix, and in both mountain bike and BMX World Cups.

Now, Nemeth has branched out on his own with a new shoe brand, O2C, releasing a range of new low-profile, lightweight, yet fully anatomically correct performance shoes.

• Read more: Best cycling shoes 2026 – 18 top-rated road cycling shoes for every budget

Designed around your feet, not based on tradition

Nemeth’s softly spoken Australian lilt masks a designer who’s always looking to improve, learn and be bold. In his opinion, much of cycling shoe design is hampered by tradition, with shoes designed and made the way they always have been, rather than using the latest biometric learnings.

“I’ve always looked to create shoes that mirror the way your foot moves,” he says. “If that means approaching the construction differently, changing the ‘norm’ and completely reshaping the shoe, then so be it.”

O2C’s 10 key elements of a cycling shoe

1. Heel cup

“The heel anchors every pedal stroke, yet many shoes allow the rear of your foot to move under load,” Nemeth says. “We’ve designed a heel cup that securely cradles the calcaneus [the large heel bone]. This is done to reduce lateral movement and keep your foot aligned. In turn, that improves power transfer and minimises heel lift.”

The added benefits are that this should reduce friction and improve long-ride comfort.

2. Toe-box shaping

Nemeth’s original Bont shoes were known for their broad, blunt toe-box design. They looked worlds away from the classic tapered-toe shaped shoes we were used to. The new O2C toe box falls somewhere in between. It does, however, look more like the natural shape of a foot.

Nemeth explains: “The toe-box shape follows the natural metatarsal parabola.”

The metatarsal parabola is the natural curved arrangement of your metatarsal bones (the jointed series of long bones in your foot from your toes back).

“We did this so your foot has more natural toe splay and reduces compression,” he says.

The goal here is to spread the load, prevent nerve irritation (numbness) and reduce the chances of hot spots.

3. Low stack height

Low stack height has been talked about a lot recently, with new pedal/shoe systems from Q36.5 and Ekoi/PW8. So it’s no surprise that any new shoe will make this the focus of the outsole design.

4. Last construction

“Still today, lots of cycling shoes prioritise aesthetics over anatomy,” says Nemeth. “That compromises both the fit and your foot alignment.

“Our last is completely new and based on a true anatomical shape, based around natural foot biometrics. We aim to balance out pressure distribution, keep your foot aligned correctly and keep the foot secure without compression.”

5. Carbon soles

All of the O2C shoes, from the base model RC1 through to the flagship RK1, use full carbon fibre soles.

Nemeth believes such a key element of any cycling shoe shouldn’t be compromised with lesser materials.

“The outsoles throughout O2C’s shoes, with what we’ve launched today and what’s coming, will always have full carbon soles,” he says.

“For the ARC design of our outsole, we couldn’t achieve what we need from an outsole without carbon. The soles all use precision-layered Toray carbon fibres to provide the exceptional stiffness combined with a low stack height of just 3.2mm.

“By using load-specific fibre orientation, we can control rigidity and torsional stability whilst keeping our 3D anatomical shoe shape.”

One of the key elements in the outsole is the change in fibre orientation and construction forward of the super-stiff cleat plate.

Nemeth has introduced a small element of flex here. That’s not only to enhance the comfort of the toe box, but also to make walking in the shoes easier.

Nemeth’s years of experience informed him that super-stiff, rigid outsoles, when walked in over time, can create a stress point in the outsole, which in extreme cases has led to failure cracks in the sole. That’s something he wanted to prevent in the new designs.

Unlike many manufacturers, who use one carbon outsole across multiple sizes, O2C made the decision to make individual moulds for each size, in standard and wide fits.

Nemeth says: “The priority is to get the fit as exact as possible. It’s obviously much more expensive to produce moulds for every size, but I didn’t want to compromise all of the work we’ve done over the years developing the O2C range by saving a few dollars in manufacturing.”

6. Foot cradle and wrap construction

The shoe’s upper uses a wrap shape, with a single-sided tongue that enables the upper material to ‘wrap over’.

Nemeth claims this design more closely follows the foot’s natural contours, better supporting the midfoot and helping to anchor the heel. The result is a claimed secure and stable fit that doesn’t restrict your foot’s natural movement.

I have noticed the side profile of the O2C shoes has much less voluminous height than other models, and from my short time trying out the shoes, it appears to give a sock-like fit that’s enhanced by the knit construction on both the RS1 and RK1.

7. Midfoot stability

The O2C design doubles up on midfoot support by reinforcing the upper to stabilise the foot where collapse is most likely under load.

The O2C design, Nemeth explains, “Controls excessive pronation [when your foot naturally rolls inwards] and rotation [where your feet either splay outwards or your toes point inwards].

“By controlling these elements with a combination of the upper design and construction, combined with the outsole design, we can deliver greater stability. That means sustained power over long rides.”

8. Cleat position and adjustment

“Everybody’s pedal position is different, so we’ve given the O2C’s outsole extended fore-aft adjustment,” says Nemeth. “That means more precision to get the optimal alignment. That’s key to both comfort and power transfer, coming as a result of reduced joint strain and more support thanks to being able to get your cleat position just right.”

9. Arch-support system

The O2C’s outsole and footbeds combine to create dual-arch support for both the medial arch (the longest arch that runs along the inner foot) and the transverse arch (across the midfoot).

“By maintaining neutral alignment during the power phase, you reduce plantar strain, and reducing these repetitive stresses helps reduce the causes of plantar tears, which can be incredibly painful,” says Nemeth.

“It also means by better distributing the load, your up-pedalling efficiency helps sustain your output for longer.”

10. Sole stiffness and carbon engineering

Nemeth explains that sole stiffness in the right places is a key element of a top-performing cycling shoe.

“We only use high-grade Toray fibres, you won’t find any blends or nylon in any of our shoes at any price, ever,” he says. “By using precise layups that maximise stiffness-to-weight ratios, we’ve been able to create a very lightweight, thin, yet very durable sole.”

O2C shoe range

At launch, there are three road-shoe options from O2C, with a lightweight high-summer triathlon shoe in the wings (the RT2), and gravel and aero-road options due later in the year.

At the top of the range is the flagship AXIS RK1. This uses a knitted upper, bolstered with a reinforced midfoot, and a 3D-shaped T800 Toray carbon fibre sole.

The twin polished alloy dials are O2C’s own design, with two-way micro-adjustment and pop-out release.

O2C decided that producing its own dials, rather than opting to buy them in from Boa, was the best option to keep costs down for the end user and provide flexibility to refine the design.

My test pair of AXIS RK1s weigh in at 243.4g each for a size 45, making them some of the lightest road shoes available. They’re bested only by Specialized’s featherweight S-Works Torch Remco, at 300g a pair (£549), and Nimbl’s £480 Ultimate Glide (358g a pair). The RK1s are priced at £389.95.

Second in the range, at £359.95, and weighing just over 7g more per pair (247g each), are the AXIS RS1s. They have a larger wrapover section for increased midfoot stability. With more aggressive upper venting, the AXIS RS1 is the sprinter’s option compared to the RK1’s climbing intentions.

The base model of the three-tier road shoe line-up is the £174.95 Vector RC1. These shoes share the same core engineering as the range-topping model, but forgo the unidirectional T800 Toray carbon for a more cost-effective 3K woven Toray fibre.

The upper is made from a more traditional, yet still lightweight microfibre rather than a 3D knit.

There’s plenty of breathability on show thanks to the myriad laser-cut holes in both flanks, on the toe box and through the tongue section.

For a simpler shoe, the weight is impressively low at only 248.1g each for a size 45. These are some of the lightest sub-£200 shoes we’ve seen.

O2C road shoes pricing and key spec details

Vector RC1

• £174.95 / $229.95 / €199.95 / AU$354.95
• 248.1g (size 45)
• 3K Toray carbon sole
• Available in black or white
• Sizes 36-48 in standard and wide fit, 49 and 50 coming soon

Axis RS1

• £359.95 / $479.95 / €414.95 / AU$734.95
• 247g (size 45)
• T800 Toray carbon sole
• Available in black or white
• Sizes 36-48 in standard and wide fit, 49 and 50 coming soon

Axis RK1

• £389.95 / $519.95 / €449.95 / AU$299.95
• 243.4g (size 45)
• T800 Toray carbon sole
• Available in white only
• Sizes 36-48 in standard and wide fit, 49 and 50 coming soon

RT2

• £149.95 / $199.95 / €169.95 / AU$299.95
• Details available soon

Van Rysel has revealed one of the most eye-catching bikes of recent times, the FTP² Concept Bike, which it describes as a “rolling laboratory, unrestrained by current industrial standards”. 

Launched at the Velofollies trade show, which opens today in Kortrijk, Belgium, close to the brand’s home in Lille, France, the FTP² Concept Bike is clearly intended – on some level – as a publicity stunt. 

But, with its radical frame design, powerful electric motor and ability to propel you to speeds in excess of 100kph, Van Rysel intends the FTP² Concept Bike to confirm the brand’s “commitment to research, design and development”. 

Why has Van Rysel created the FTP² Concept Bike? 

Founded in 2018, Van Rysel is Decathlon’s performance bicycle brand. In 2023, it was revealed that Van Rysel would be co-title sponsor of Decathlon AG2R–La Mondiale. 

Since then, Van it has been on a mission to prove it’s capable of producing the best road bikes, worthy of a place at the top of the sport. 

Van Rysel’s RCR-F aero bike was launched in 2024 with bold claims around the company’s development process, and Van Rysel’s Nicolas Pierron describing it as a “UFO”. 

Now, with the FTP² Concept Bike, the extraterrestrial theme continues – it’s a “bike from another planet” – and so does the emphasis on Van Rysel’s technical capabilities.

“Confirming Van Rysel’s commitment to research, design, and innovation, FTP² is a concept bike like no other – pushing the boundaries of what’s possible, inspiring future innovation and showcasing Van Rysel’s unique in-house R&D capabilities,” the brand says. 

The project also has the bigger aim of expanding what the public and bicycle industry deem possible. 

“It is the most complex project ever carried out by the team, aiming to inspire the general public, as well as the bicycle industry, to continue pushing the boundaries to see what is possible,” Van Rysel adds. 

The FTP² Concept Bike’s frame design 

The result of that complexity and ambition is a bike that looks like no other road bike. Freed from the UCI’s constraints on bicycle design, that’s not such a surprise. 

It’s not a surprise either that it has a passing resemblance to another type of go-fast bike freed from the UCI’s rules: a triathlon bike, and specifically the Cervélo P5X.

Like the P5X, Van Rysel’s concept bike forgoes a seat tube. However, it does have a more conventional chainstay, even if the seatstays run virtually parallel. 

The FTP² Concept Bike also adds a wide “two-part fork”, which appears to have two crowns, similar to the design used on Matthew Richardson’s Hope HB.T track bike for his 200m World Record. 

Van Rysel says the handmade carbon frame and complete bike are rideable. 

“It stands as a tangible prototype, built to withstand the constraints of extreme speed on the asphalt rather than just looking good on a podium,” it says. 

‘Superhuman engine’ 

Van Rysel claims the FTP² Concept Bike will “double your FTP” and “magnify” your effort, and while the radical aero frame will likely aid that, the bike has a special motor tucked away in the down tube.

Van Rysel says the bike has a “unique” version of the Mahle M40 electric bike motor. 

“Initially designed for mountain biking, this motor is driven by specific software developed to manage this raw power on the tarmac,” Van Rysel says. 

“The system does not merely assist the rider but multiplies the input effort by four. The athlete transforms into a superhuman engine capable of reaching speeds between 45 and 100 km/h.” 

An ‘integrated ecosystem’

As opposed to just designing a bike, Van Rysel’s concept project includes a “fully integrated ecosystem”, with a special cockpit, shoes, helmet and clothing.

The cockpit of the bike is said to be inspired by Formula One cars, and “fully centralises the machine’s piloting” from a bullhorn position. The cockpit also fits a Hammerhead bike computer flush with the stem and above an integrated front light. 

Van Rysel claims the cockpit can even be used to tighten the FTP² concept shoe, which has an aeroplane wing profile to smooth airflow and “becomes the pedal” by integrating an axle into the carbon sole. 

When designing the FTP² aero helmet, Van Rysel says it didn’t start from the drawing board. Instead, the helmet uses Van Rysel’s new X Clip Concept, where an aerodynamic shell clips onto its existing RCR-R road helmet. 

“This modularity maintains the safety and comfort of a homologated, ventilated helmet while providing the air penetration performance of a record-breaking prototype,” Van Rysel says. 

The outer shell was made with Swiss Side, the aerodynamics experts Van Rysel also collaborated with for its RCR-F aero bike. 

Finally, Van Rysel also created the FTP² speed suit. Because the concept bike is capable of “motorcycle speeds”, the suit incorporates protective pads that are flexible and offer a claimed aerodynamic benefit. 

The exterior of the suit is said to be abrasion-resistant, while there is an integrated baselayer that also has pads for protection. 

Not for sale, but the tech will be

As you might have guessed, the FTP² Concept Bike won’t be for sale. But Van Rysel says the ideas developed for the project will make their way to commercial products.

“The aerodynamic integration of the battery, the fork design, and the integrated lighting signature prefigure the standards for future Van Rysel road bikes,” it says. 

Van Rysel says the tech developed across the rest of the ecosystem will also make its way to consumer products. The protective elements of the speed suit will likely make their way to Van Rysel’s cycling kit in the future, while the X-Clip helmet system “foreshadows” modular equipment and “paves the way for a new generation of versatile helmets”.

Meanwhile, it’s unlikely we’ll see Van Rysel release a cycling shoe with an integrated pedal system, but it says the work on the FTP² shoe’s airflow and textiles will influence the design of its top-spec footwear. 

In Van Rysel’s words: “What is extreme today will be the norm tomorrow.” 

Van Rysel FTP² Concept Bike specifications 

• Frame and fork: FTP² carbon
• Weight: 15kg (M)
• Electric motor: Mahle M40
• Drivetrain: SRAM Red AXS / Praxis carbon cranks
• Wheels: Swiss Side Hadron3 850
• Cockpit: FTP² Carbon with AXS, Mahle and shoe-tightening controls
• Saddle: Fizik Argo Vento 00 Adaptive

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Shimano has released its new PD-EH510 Hybrid SPD and Flat Pedal, which features an SPD mechanism on one side and a flat pedal on the other.

The Japanese brand says the pedals are designed for commuting, exploring gravel roads or venturing off-pavement for the first time.

Hybrid pedals give you the option of utilising the efficiency of being clipped in, while enabling you to ride unclipped on terrain you’re less confident on or when wearing regular shoes.

Unlike other half-and-half designs, such as Crankbrothers’ Double Shot, the flat side of the PD-EH510 features replaceable pins, which should increase the longevity of the pedals.

The pedals come in one colourway and are priced at £79.99.

• Read more: Best mountain bike pedals 2026 – 35 of our favourite flat and clipless MTB pedals

The perfect pub-bike pedal?

The design of the PD-EH510 enables you to unclip from the SPD mechanism and continue to pedal unclipped while retaining traction.

It also means you can use your bike with regular shoes without having to switch your pedals over – making it perfect for quick trips to the pub.

The pedal is made from a durable resin featuring a textured finish that’s said to help protect against rock strikes and abrasions.

There are eight replaceable pins on each flat pedal, with the platform said to measure 111x96mm, which should offer good traction and stability.

Shimano says it has used a thin pedal profile to improve ground clearance for technical terrain, and robust brushing bearings for long-lasting, low-maintenance performance.

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

Considering adding virtual shifting to your setup with the new Zwift Cog & Click v2 package? In this week’s top video, hear from one Zwifter as she tries the Zwift Cog & Click for the first time.

We’ve also included videos about the latest Wahoo KICKR CORE 2 update, an epic Zwift race, collecting Halo bikes in Zwift, and brutal FTP tests.

Got a Great Zwift Video?

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

Mondraker has released the Crafty Unlimited Gulf Edition, with a lust-worthy spec and a paintjob that pays tribute to one of the most iconic liveries in motorsport.

Despite the name, the new electric bike is a limited edition and features a hand-painted finish that takes inspiration from the Gulf Oil Porsche Kremer K8.

It’s not the first time the Spanish brand has collaborated with Gulf, with models such as the Neat and Dusty X also featuring special-edition colourways.

The bike is priced at the very top-end, at £14,499 / $15,999 / €13,999, but the spec list goes some way to justifying the price.

It becomes the only bike in the Crafty range to feature Öhlins suspension, with the RXF 38 M.3 fork featuring a silver finish that blends into the rest of the livery.

Elsewhere, the bike features DT Swiss HXC 1200 carbon wheels and Trickstuff’s Maxima brakes, signifying the premium build level of the bike.

This may be the last time we see a Mondraker wearing the Gulf paint scheme, with the brand saying the release of the bike “represents the final chapter in this partnership, embodied in our most advanced and sought-after eMTB”.

There’s only so much that can be said about this beauty, so we’ll let the pictures speak for themselves.