Schwalbe will release two 32in gravel tyres, the G-One RS Pro and G-One RX-Pro, in April 2027.
The company says the decision to release the tyres is driven by the growing trend towards 32in gravel bikes.
“The topic of 32-inch wheels has been the subject of intense discussion for many months, fueled by early race successes on 32-inch wheels,” Schwalbe says.
Schwalbe already had its 32in G-One RX Pro gravel tyre on display at Velofollies. Stan Portus / Our Media
Schwalbe adds that Robin Gemperle won Unbound XL, one of the toughest gravel races in the world, using prototypes of the G-One RX Pro on his 32in Scott gravel bike.
The tyres have already appeared on several 32in bikes, including the Singular Pterodactyl.
Felix Schäfermeier, head of product management at Schwalbe, says: “At first, we were sceptical about whether 32 inches would be a meaningful addition. But the more we tested, the clearer the conclusion became: riders on 32-inch wheels definitely notice a difference.”
At the Velofollies trade show in January, Schwalbe already said that it was “fully convinced” by the oversize wheelsize.
Schwalbe said at the time that it had been testing 32in tyres in its lab, and Schäfermeier now echoes the same advantages that the company outlined earlier this year.
“In terms of tyre setup, the new wheel size delivers more stable handling, better traction, and increased comfort, particularly in gravel riding,” says Schäfermeier. “This also opens up potential for other categories, without diminishing the relevance of other sizes.”
While Scott revealed a 32in gravel bike for Unbound and Canyon recently made a one-off 32in gravel bike for LeBron James, no mainstream brand is yet to release a 32in wheel bike to the mass market.
In addition to the gravel tyres, Schwalbe says it will release 32in inner tubes and 32in mountain bike tyres in April next year.
Zwift launched Gravel Mountain back in April, but quickly pulled it due to a buggy race experience. Zwifters have been wondering when it would return, and the answer is: last week! Zwift Labs events have been set up, allowing riders to test the updated map. Read on for details…
Races
Friday Night Fun Races are being held on the Red Rock Loop and Red Rock Loop Reverse routes, with six different time slots to choose from. These events have been set up by Zwift’s James Bailey, so you may encounter silly stuff like dino suits or forced bikes.
These races use the “Boost” powerup, which delivers a burst of speed. Additionally, it sounds like some of the races will be held on the arcade version of the circuit, which requires steering and includes boosts and hazard pads, similar to the arcade version of Crit City.
Some Zwifters have asked what surface is used on Gravel Mountain, since it appears to be dirt, but less dusty than the Jungle. The surface is in fact, dirt (in terms of Crr), but with the dust and camera shake reduced for an improved experience.
So which bike is fastest in Gravel Mountain? I tested three top bikes, one in each category. Here are the lap times at 4 W/kg:
Zwift says they’ve fixed the bugs reported when Gravel Mountain was released back in April. That includes avatars bouncing on screen, erratic left/right movements and acceleration, riding through rocks, and a lack of rider placings. Most notably, though, Zwift has reduced the “visual speed” from 2.5x faster than normal to 2x.
This “visual speed” (I’m not sure what else to call it, so I’m calling it that) is accomplished by scaling the GPS coordinates. This allows your actual recorded speeds to remain accurate, while changing the speed at which you pass through the on-screen environment. So you get accurate speeds, but a faster, more exciting experience.
You can see the effect of this GPS scaling by comparing the Red Rock Loop from back in March to the new, slightly slower loop. Here’s the older version – note the length, and its dimensions on the map:
Here’s the new version. Note the increased length and dimensions on the map compared to the map above.
French direct-to-consumer brand Origine is launching in the UK today and, to coincide, it’s also launching a new aero road bike, the Fraxion X.
Origine claims the Fraxion X is its most aero road bike to date, with a 15-watt drag reduction at 40km/h versus its Fraxion GTR predecessor. Origine says it has designed the bike for real-world conditions, not only to be fast in CFD simulations and the wind tunnel.
The Fraxion X is available in two carbon grades, with the higher-modulus frame having an 875g claimed weight, which Origine says represents a 5% reduction from the Fraxion GTR. It also claims significant stiffness increases at the head tube and bottom bracket.
Origine claims the Fraxion X’s deep head tube and fork contribute to a 15-watt saving over its previous-generation Fraxion GTR aero bike.
Tyre clearance is 32mm and the bike can be set up with either mechanical or electronic shifting, with the Di2 battery on Shimano electronic builds housed in the down tube, to enable the seatpost to be kept narrow and lower the bike’s centre of gravity.
The bike has Origine’s one-piece AeroFlow cockpit, which is available in no fewer than 45 width/length/rise combinations. A steering limiter and tab to protect the frame from a dropped chain lower the risk of frame damage.
There are 45 width/length/rise options for the Fraxion X’s cockpit.
Origine calls the two carbon grades available for the Fraxion X Core and Lite, offering a standard-modulus and a higher-modulus frameset, the latter stiffer and saving 150g.
There’s also an RR option that, based on the Lite frame, adds ceramic bearings, titanium hardware and lighter axles and seatpost clamp. Built up with SRAM Red AXS and DT Swiss ARC 1100 wheels, Origine claims the bike can weigh as little as 6.6kg, which it says makes it among the lightest aero road bikes available.
Fraxion X example specs, weights and prices
There are many different configuration options, including 1x with ENVE wheels.
The top-spec Lite frameset, built up with SRAM Red AXS and DT Swiss ARC 1100 55mm wheels, has a claimed 6.69kg weight and is priced at €9,980.
Other groupset choices include Shimano Dura-Ace, Ultegra, 105 Di2 and 105, while quoted SRAM specs extend to Force AXS as well as Red AXS.
A 105 Di2 spec on the Core frameset, with Origine’s own Prymahl Orion C40 wheelset has a 7.81kg claimed weight and is priced at €5,374. Switch to mechanical 105 and the price drops to €4,830.
The Fraxion X is available in sizes XS to XL.
What is Origine?
Origine is based in northern France, close to the route of Paris-Roubaix.
Based since 2012 near Valenciennes in northern France, Origine’s development centre and factory is 8km from the famed five-star Troueé d’Arenberg secteur of Paris-Roubaix. It was previously the provider of neutral service bikes to Shimano, although more recently its bikes have been superseded by the 2016 Canyon Ultimate CF SLX, which we took a look at ahead of the 2026 Tour de France.
Origine sells the full range of bike categories: road, gravel, mountain and electric, all of which are hand-assembled in Valenciennes.
Its online fitting app helps you choose the right bike size and components and select from more than 17 million configuration options and hand-painted finishes. Its bikes are delivered ready to ride, so there’s no assembly needed.
It’s been selling its bikes in France, Switzerland and Benelux for years, but alongside the UK is now expanding into Germany, Italy and Spain.
Origine backs up its bikes with a lifetime guarantee on the frame, a 30-day return window, a network of 400 service centres Europe-wide and an adjustment guarantee.
The new POC Sonal time trial helmet has an elongated design and comes in two widths to unlock as much speed as possible.
POC was the first brand to bring out an oversize time trial helmet, the Tempor, back in 2012. The Tempor changed the consensus on how these specialised helmets should perform.
Other brands have released huge helmets in recent years. But it wasn’t until EF Pro Cycling asked for a new time trial helmet for the 2026 Tour de France that POC began to work on one. Now the Swedish company has officially launched the new helmet.
“The Sonal takes a new view of rider aerodynamics by focusing on a rider’s whole body rather than the head in isolation and uniquely comes in two sizes matched to shoulder width rather than head size,” POC says.
“It features an elongated front designed to deflect air flow at the high-pressure zone that typically forms at the front of a helmet, which adds drag, instead it guides the airflow smoothly around the helmet and over the rider’s body.”
Two widths
The helmet treats the head and body as a single aerodynamic unit. POC
The Sonal comes in two shell widths to treat the head and body as a single aerodynamic unit.
Mangus Gustavsson, POC’s director of hard goods, says: “Our objective with the Sonal was to create the fastest, most aerodynamic helmet possible – and to make it work for more riders, because we know a one-size-fits-all approach doesn’t work in time trial.
“That’s what led us to develop two distinct helmet sizes based on body and shoulder width, since airflow over the whole body – not just the head – is what ultimately creates the right aerodynamic profile.”
POC says riders with shoulders narrower than 37cm in a time-trial position should opt for the narrow Sonal; riders with shoulders wider than 37cm should go with the regular size.
The helmet comes in two wdiths. POC
It adds that the shells have the same internal size for heads spanning 51-59cm, which covers most small to medium-sized helmets.
“This means riders get a shell matched to their shoulder width without needing to worry about head-size fit separately,” POC says.
So how fast is it?
The helmet provides a “significant improvement” in aerodynamics. Jered Gruber / POC
POC says aerodynamic performance always depends on the specific rider. But it claims testing shows the Sonal provided a “significant improvement” in aerodynamic performance in both widths.
“Tested against the already very fast POC TT helmets and at speeds we typically see in modern TT and track events, 60 km/h, the Sonal delivers average savings of 15 to 20 watts,” POC says.
Vision and comfort
POC says the Sonal was designed to provide a full range of forward and peripheral vision. POC
POC says another important aspect of the Sonal’s development was vision.
The helmet is designed to offer a full range of forward and peripheral vision. “This has been achieved by designing the helmet’s forehead angle to match the rider’s line of sight without requiring head movement,” POC says.
The helmet comes with a clear lens and a tinted lens for use in different light and weather conditions. These are secured by magnets so you can “swap lenses quickly and securely in seconds”.
The helmet fit can be adjusted at the rear via a Boa dial. POC The POC Sonal has an elongated body. POC
Despite its size, the helmet is also said to be comfortable to wear for extended periods. This is thanks to its weight (440g and 490g for the small and regular widths, respectively), light padding, Boa adjustment and its balance on your head while in a TT position.
The Sonal will be available from POC’s website in October, with full availability next spring. It costs £550 / $660 / €600 / AU$1,000.
Trek has teased a 32in XC prototype on social media, with the new bike appearing to feature an unreleased 32in RockShox SID Flight Attendant fork.
The brand says the new bike will be ridden by Trek Factory Racing for the first time at this weekend’s penultimate UCI World Cup in Soldier Hollow, Utah, with Evie Richards seen riding it in an Instagram post.
A new 32in cross-country bike had been expected from the brand, with Trek suggesting at the start of the season that its current 29in prototype raced by the team this year “may never hit store shelves”.
A variation of the bike was also spotted in the background in Trek’s 50th-anniversary documentary.
Alongside the bike is a new 32in RockShox SID fork with what appear to be extended dropouts to fit the new wheel size.
While we’ve seen Fox’s RAD 32in prototype fork already in action on Andreas Seewald’s World Cup winning KTM Scarp Evo 4 32 prototype, it’s the first time we’ve seen anything 32in from rival RockShox.
Big wheels
The bike looks very similar to the 29in prototype we’ve seen Trek Factory Racing on this year. trekbikes / Instagram
The new bike has a similar suspension layout to the prototype the team has been racing, sharing the a top-mounted rear-shock design with flexstays in the rear triangle.
This shape of frame is very common in cross-country, because packaging the rear suspension high in the frame leaves space for two water bottles in the front triangle – perfect for marathon races where feed stops can be few and far between.
Smaller riders have raised concerns that the larger wheel size might not be suited to smaller frame sizes. trekbikes / Instagram
Having Evie Richards ride the bike in the video, and race it this weekend, suggests Trek has worked out one of the more difficult issues with the 32in wheel size.
Worries have spread that the new wheel size will put smaller riders at a disadvantage, but at 164cm, Richards appears to be countering that argument.
While we don’t have a full list of frame sizes, it appears Trek may have solved the issue of making small frames with 32in wheels.
Berd logos appear on the wheels. trekbikes / Instagram
The wheels of the bike look to be laced together with PolyLight braided Dyneema polyethylene spokes, which we saw on Berd’s 32in Hawk32 Gold wheelset in Taiwan earlier this year.
It appears to be a different rim profile from those wheels, so we expect these to be Trek or Bontrager’s own prototype.
The tyres look to be Pirelli prototypes.
RockShox SID Ultimate Flight Attendant 32in
Little is shown of the new SID Ultimate, but there are some takeaways. trekbikes / Instagram
Out of all the brands, RockShox has seemed the most secretive with its ambitions for 32in, with this being the first fork we’ve seen from the brand with the new wheel size.
From the teaser, the new SID appears to inherent some of the design cues from the new ZEB and Lyrik forks, with a plastic portion featuring on the arch that likely covers mounts for a mudguard.
It also features Flight Attendant, which we assume will have been optimised for the new 32in wheel size.
32in tipping point
32in looks big when compared to 29in. Nick Clark / Our Media
It has felt as though 32in wheels have been coming for a little while now, but the addition of Trek and RockShox to the bandwagon feels like another layer of credibility has been given to the wheel size.
It seems certain now that the future of XC racing is bound in 32in rubber, but the proof will be found between the tapes during the transition period.
BREAKING (Sept 22, 2026 @ 8am PT): Today’s races have been misconfigured, and TT bikes are being allowed, without penalty, into the events (see FB post from WTRL). You absolutely will want to use a TT frame for your races! I’ve revised bike recommendations below…
FOLLOWUP (Sept 22, 2026 @ 1:45pm PT): All remaining events for today have been set with TT bikes disabled, per the original plan.
The first race of Zwift Racing League 2025/26 is Tuesday, September 22, and it’s a race format we’ve never seen, on a route ZRL has never used!
That’s right: what makes this week most interesting is that it’s the first-ever Race of Truth, which is essentially a points race without drafting. This opens up lots of questions, which I’ll try to answer below. So let’s dig into the course, look at bike selection, talk strategy, and more!
Looking at the Route: Montmartre Mixer
All riders will race one lap of Paris’ Montmartre Mixer, for a total race length of 27.6km with 198m of elevation gain.
Broadly speaking, this is a rolling route full of slight descents and ascents, with back-to-back ascents of the Montmartre KOM featuring as the centerpiece:
Let’s look at how the route unfolds from a Race of Truth perspective:
Lead-In to Lap banner @2.4 km: Collect your 250 XP bonus as you ride through the lap arch to finish the lead-in, then up the power as you head into the slight climb to the Lutece Sprint. You will collect a 250 XP bonus at the arch.
Lutece Sprint @3.6km (150 meters, 3.5%): This is the first points segment of the race, and it comes after a bit of slack climbing, so you can bet riders will push hard before the segment even begins, to get into position for FAL points. You will pick up an aero powerup through the arch.
Monceau Sprint @5.1km (300 meters, -0.1%): Use your aero powerup to maximize segment points on the fast, slightly downhill sprint.Pick up a feather powerup at the arch, which can be used on the kicker section of the tiny loop you’ll ride not long after the sprint, or hold onto it to reduce your sprint time on the upcoming Église Sprint, if you’re contesting that sprint.
Église Sprint @8.6km (250 meters, 0%): Use your feather powerup if you want to maximize segment points. You will pick up an aero powerup through the sprint arch, which you’ll want to save for the Monceau Sprint, you need points segment. Before that, though, you’ve got some light climbing to do on your way up to the Arc de Triomphe. Up those watts to put time into your competitors!
Monceau Sprint @12.9km (300 meters, -0.1%): Use your aero powerup to maximize (well, minimize) your sprint time, and pick up a feather powerup through this arch. You’ll definitely want to hold onto that powerup for what’s coming next!
Montmartre KOM @15.1km (1.2km, 4.2%): The first of two times up this climb will see you with your freshest legs, so you might consider hitting it extra hard to maximize segment points. Even if you don’t go all in, you’ll want to push over threshold here, because applying the most power when you’re going the slowest is the way to turn in your fastest TT time. Pick up an anvil powerup at the arch, then use it on the descent. You might even want to sprint into a supertuck! Make sure you carry good speed into the start of the next KOM.
Montmartre KOM @18.3km (1.2km, 4.2%): Second verse, same as the first! Again, you’ll want to increase your power on this climb, regardless of what position you’re in. But if you’re chasing FAL or FTS points, you may want to kick it up even more. Pick up an anvil powerup, and use it again on the descent, perhaps with a cheeky supertuck. Keep your speed high into the final sprint.
Tchou Tchou Sprint @22.1km (150 meters, -0.2%): Keep hammering to keep your speed high on this slightly downhill short sprint. Pick up an aero powerup at the arch, which you’ll want to use downhill when you’re moving fastest and air resistance is highest. Remember, there is no finishing sprint for you to win… you’re just trying to turn in the fastest time!
The course ends at the lap banner you rode through at the end of the lead-in, and if everything goes as planned, you should get another 250 XP bonus at the lap banner, as long as you aren’t holding onto a powerup when you cross it.
Diving a bit deeper, the Montmartre KOM can be visualized as a 2-part climb. Click the 2D button below to see this clearly, and read the Montmartre KOM detail page for a more precise breakdown of the climb.
Yes, powerups are being given out, even if you’re on a TT frame! You’ll want to use each powerup you receive before arriving at the next arch, since you can only hold one powerup at a time. Here are functional details for each powerup used in this race.
Aero Boost (helmet): makes you more aerodynamic (reduces your CdA by 25%) for 15 seconds. Use at higher speeds (flats and descents). Everyone will be using this on the sprint segments, so you probably don’t stand a chance of a good result without it!
Anvil: makes you heavier for up to 15 seconds, so you can descend faster. The amount of weight added is based on a percentage of your body weight, and that percentage increases as riders get lighter. It won’t hurt you, as it only adds weight when the road is at a -1.5% decline or greater. Use this on the Montmartre descent for an extra speed boost as you recover a bit from the KOM effort.
Lightweight (feather): reduces your weight by 10% for 30 seconds. Use on climbs, when weight matters the most. The first two feathers you receive should be used on short climbs you encounter before the next arch, but the third and final feather should be held and used on the Montmartre KOM.
Bike Frame + Wheel Choice
WTRL originally said TT frames would be disallowed in this race, but the events were misconfigured, allowing TT frames. Official word from WTRL (see their Facebook post) is that TT frames are now allowed.
So grab your most aero TT frame and disc wheelset. Because using a road frame is basically like giving yourself a ~60-second time penalty!
Also, a reminder that upgrading your frame makes a big difference, particularly with TT frames! The ~47 seconds of time savings across an hour for a fully upgraded TT frame translates to ~11 watts. Read all about the performance improvements from upgrades here.
More Route Recons
Many ZRL recon rides are planned each week. 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. See those below…
Nathan Krake
Note: Nathan does a great job of outlining the various ZRL rule changes in this video, as well as discussing the new Race of Truth format. He also released a video entirely focused on this race, which I’ve included below:
var chart = new google.visualization.PieChart(document.getElementById(‘piechart_3d’));
chart.draw(data, options);
}
Chart shows the maximum points a team of 5 could earn in a race with 60 participants. To learn how ZRL points races work, see this post.
How will these races unfold? What strategies will teams employ? Here’s what I predict:
Steady, Targeted Efforts: This is what most riders will do… or at least try to do. Like any iTT, keeping your power steady results in the fastest times. Riders will drop their power a bit on descents, and increase it as the gradients get steeper. Riders who believe they stand a chance at FAL and/or FTS will also put in extra hard efforts on the segments that suit them best. I’ve seen teams talking about “assigning roles” to riders for this race, and that’s really what this is. Strong climbers go for segment points on Montmartre, while strong sprinters target a specific sprint or three. Meanwhile, those who are just good at steady TT efforts keep it steady and chase high finish points.
FTS and Chill: I don’t think anyone will fully embrace this strategy, but it’s interesting, so I wanted to mention it here. Normally, in points races, it doesn’t make sense to ride “easy” then go for FTS, because you’ll lose the pack draft and be unable to set a fast segment time. But this is a draftless race, which means a rider could simply spin along at zone 2, then put in all-out efforts on the points segments to earn max FTS points.
Bagging That Sand: Lastly, sadly, there will be some riders in the B-C-D categories who watch their average power numbers closely to make sure they don’t exceed the category’s limits and get forced into a higher category. We see you, sandbaggers. And we say, “Shame, shame, shame…”
Steering: It’s no small thing that this is the first ZRL race where steering is allowed! Steering to shorten corners can trim valuable seconds off your overall time, which is all that matters in an iTT. So riders will be steering in this event, perhaps more than any other!
Canyon has launched the third generation of its Grail gravel race bike, increasing tyre clearance from 42mm to 57mm, which enables the use of 2.25in tyres.
The new Grail’s aerodynamics have been reworked for the larger tyres and typical 35km/h gravel racing speeds.
There are three frame grades: CFR, CF SLX and CF, with the top-spec CFR AXS bike having a 7.9kg claimed weight and £7,600 / $8,999 / €8,000 price tag.
The new Grail is aero optimised for 35km/h ride speeds.
Canyon points out that Ted King’s winning time for the men’s 2018 Unbound 200 (then called Dirty Kanza) was 10 hours 44 minutes. In 2026, Mads Würtz Schmidt won the race in 9 hours 14 minutes, despite the mud.
Canyon says there’s less of a disconnect in gravel between the requirements of the pros and what amateurs need than on the road. It says the design of the new Grail was heavily influenced by gravel pro Rosa Klöser, who made clearance above 50mm a stipulation when she discussed joining Canyon’s roster.
That in turn required a 1x-only design, as well as a solid driveside chainstay to provide sufficient clearance, a first for Canyon. The frame has a PF86 bottom bracket, which it says it chose for tyre clearance and stiffness, as well as minimal issues with the standard on its previous bikes.
Canyon reckons there are issues with bonding BSA threads into a carbon frame that mean it’s not a remedy for all bottom bracket ills, despite its increasing adoption.
Race-pace aerodynamics
Tyre clearance increases to 57mm front and rear.
Canyon says it has tuned the Grail’s aerodynamics to a gravel-race pace of 35km/h, using its pedalling mannequin to simulate riding across yaw angles of up to +/- 20 degrees. It used the GST wind tunnel to test the new Grail against the now-superseded Factor Ostro Gravel, Cervélo Aspero-5 and Rose Backroad FF, with the Grail coming out fastest when all were set up with the same 50mm-deep wheels and 45mm tyres.
Against the generation 2 Grail with 40mm tyres, the new Grail was up to 5 watts faster. It was still faster when it was fitted with 55mm tyres.
As with its predecessor, Canyon will sell the generation 3 Grail in three carbon grades: CFR, CF SLX and CF. It quotes a raw size-M frame weight of 989g for the CFR, 1,095g for the CF SLX and 1,128g for the CF, which it says is heavier than the second-generation bike, although the extra tyre clearance and aero profiles make it faster in reality.
All specs come fitted with 45mm Schwalbe G-One tyres, although Canyon states this is a baseline, enabling riders to go wider should they wish. The CFR and CF SLX include in-frame storage, while the CF SLX and CF can accommodate Canyon’s Defend mudguards.
New Pace cockpit variant
The Control drops add a flare to the Pace cockpit.
Canyon says that since the gen 2 Grail’s geometry was well received, it has only made small changes to the new bike, adding 10mm to the wheelbase to allow the wider clearance, but keeping the handling dynamics the same. Mid-sized frames have a 71.5-degree head tube angle and 69mm trail. It says that, paired with the wider tyres, this enables its sponsored athletes to push harder through technical sections.
It has, however, lowered the stack by 15mm, while keeping the frame reach the same and fitting shorter stems. There’s no suspension fork option, because Canyon claims it’s not needed with the wider tyres.
The CFR and CF SLX frames are fitted with Canyon’s Pace variable-width, adjustable-height cockpit. There’s a new drop shape though, called Control Drops, offering 17 degrees flare and 370mm, 395mm and 420mm widths at the drops.
The Control drops join the Classic, Race and Compact drop shapes compatible with the Pace cockpit, together enabling riders to choose a different drop shape, which will adjust the effective reach by 10mm. The Gear Groove continues, enabling the addition of bar extensions, lights or a computer.
Canyon has ported over its VCLS Aero seatpost to the new Grail, as used on the new Endurace CFR, which it claims increases compliance by 25% over a rigid post. For hardcore racers, the Race cockpit from the Endurace CFR is also compatible with the Grail.
New lightweight packs
Canyon says the new Cyclite frame bag weighs around 100g, which is 200g less than the gen 2 bike’s bag.
Canyon has looked to keep the race-ready bike’s weight low by partnering with Cyclite to design low-weight luggage for the new Grail.
While it claimed the gen 2 Grail’s luggage made it more aero, its objective with the new packs was to avoid any aero penalty. It also wanted fast removal and attachment, so ground crews can swap out a pack quickly at a feed station, to refresh riders’ nutrition.
The new Midloader frame bag is claimed to weigh around 100g, as against 300g for the gen 2 bike’s bag. It’s secured with a push-to-release mechanism, rather than the Fidlock system used previously and comes with internal organisers.
There’s a different pack size to match each frame size and a matching top tube bag for extras or to carry lighter loads.
New carbon gravel wheels
Canyon has also introduced carbon gravel wheels to match the new bike. The Canyon GR 50 CF wheels have a 1,675g a pair claimed weight and a 27mm internal/38.5mm external width hookless rim.
They sit on DT Swiss 350 hubs, with Aerocomp II spokes and are delivered with an HG11 freehub fitted and an XDR freehub and valves in the box. They can also be set up Micro Spline.
The new wheels come ready-fitted to the CF 7 AXS and CF SLX 7 Di2 specs and can also be bought aftermarket for €999. If you’ve bought a Canyon gravel bike with alloy wheels in the last three years, Canyon will offer you 10% off the price of its new wheels.
New pressure calculator app
Canyon points out that as tyre pressures decrease, the effect of a similar variation in pressure increases, so correct tyre pressure becomes more critical. It says a 20% tyre sag is optimal for a gravel tyre, although that’s difficult for a rider to assess.
It says many riders are still over-inflating their tyres, so it has worked with Pirelli to develop a customisable pressure calculator to help them set the right pressure and optimise bike performance.
New Canyon Grail specs and prices
The top-spec bike is equipped with SRAM Red XPLR AXS and DT Swiss GRC 1100 wheels.
Canyon will sell the Grail in seven sizes, from 2XS to 2XL, which it says will fit riders from 158cm to 204cm in height. There are six specs available, as outlined below. As well as stock colours, EMEA buyers can use MyCanyon to opt for one of four additional colourways. They can also choose different wheels, including Zipp 303 XPLR SW and Scope Artech 4G wheelsets.
There’s the option to choose a different cockpit model and dimensions, and a different saddle, crank length and chainring size, including aero options.
Canyon says MyCanyon customisation will come to other geographies in future.
Grail CFR AXS
Groupset: SRAM Red XPLR AXS w/ dual-sided power meter
Wheelset: DT Swiss GRC 1100 50mm
Tyres: Schwalbe G-One RS Pro 45mm
Cockpit: Canyon Pace bar with Control drops
Saddle: Fizik Vento Argo X1
Claimed weight: 7.9kg
Price: £7,600 / $8,999 / €8,000
Grail CFR Di2
Groupset: Shimano GRX RX825 Di2 w/ 4iiii single-sided power meter
Wheelset: DT Swiss GRC 1100 50mm
Tyres: Schwalbe G-One RS Pro 45mm
Cockpit: Canyon Pace bar with Control drops
Saddle: Fizik Vento Argo X1
Claimed weight: 8.4kg
Price: £6,200 / $7,999 / €6,500
Grail CF SLX 8 AXS
Groupset: SRAM Force XPLR AXS w/ single-sided power meter
Shimano has launched its new road pedal and cleat system, SPD-SLR. The system offers lower weight, lower pedal/cleat stack height, easier engagement and added lateral adjustability relative to the long-running SPD-SL system.
The new pedals will be available at Dura-Ace and Ultegra spec levels, and there are new red, blue and yellow cleats with similar degrees of float to the current ones, although the new cleats aren’t compatible with SPD-SL pedals.
There are new shoes at the S-Phyre RC9 and RC8 spec levels, designed to complement the new pedals and cleats. Shimano states SPD-SLR pedals are compatible with its current SPD-SL road cycling shoe range, although it says its new shoes will help realise the full performance benefits of the new system.
Shimano says maximum gains come from its new pedals, cleats and shoes working as a system.
There’s also a new grey cleat, which is claimed to be compatible with most non-Shimano SPD-SL shoes and offers the same float as the yellow cleat, although without the reduced stack height of the other new cleats.
Shimano says the new SPD-SLR system lowers the stack height for the pedals plus cleats by 2.3mm. It also enables easier clipping in with a wider catch area for the cleat and a reduced engagement angle of 10.5o versus 15.5o for SPD-SL. The lower stack height is claimed to increase foot stability, and improve power transfer and control of the bike.
Shimano’s new SPD-SLR cleats have a different shape from its previous cleats and greater lateral adjustment.
Along with the redesigned pedals, the new cleats have a different shape. They’re lighter because they fix to the base of the shoes without the washers that were needed with SPD-SL. Shimano claims the weight of the cleat plus hardware has been reduced from 71g to 55g. It has added extra markings to help you align the cleats more easily.
The 6o of float for the yellow cleats, 2o for the blue cleats and zero for the red cleats is the same as for the SPD-SL cleats. The new cleats offer greater side-to-side adjustability though, so it’s easier to alter your stance width. They can also be used with cleat spacers.
The new Dura-Ace and Ultegra pedals are superficially similar to their predecessors, but Shimano says they offer a lower engagement angle and easier catchment.
As with the SPD-SL system pedals, the new Dura-Ace PD-R9300 pedals have their inner bearing positioned to the side of the pedal’s top surface, while the Ultegra PD-R8200 pedals have it placed under the pedal platform.
This slightly raises the stack height above the pedal axis for Ultegra, to 13.3mm, and reduces pedal stiffness by 11%, Shimano claims. Dura-Ace’s fancier bearings are also claimed to reduce rotational resistance for the new Dura-Ace pedals by 53% relative to the new Ultegra pedals.
Both pedals are made of injection-moulded carbon composite and include steel contact surfaces to reduce pedal wear, as with Shimano’s older SPD-SL pedals. The new Dura-Ace pedals weigh a claimed 227g a set and the Ultegra pedals 1g more.
Old SPD-SL Dura-Ace and Ultegra pedals were available in two spindle lengths, and the same 4mm-longer option will be available with the new pedals.
Along with the new pedals and cleats, Shimano has launched updated shoes. It says the new SH-RC901 S-Phyre shoes are lighter than their predecessors and provide greater cleat adjustability. They have a new Dynalast 2.0 fit that’s claimed to reduce foot fatigue.
In addition, there’s a carbon fibre heel cup for increased foot stability and a new upper design, closed by two Boa Li2 dials, that is claimed to wrap more closely round the foot, increase stability, and improve fit and pedalling efficiency. There’s increased ventilation too.
The RC8 shoes have also had an update.
Similar features are carried over into the lower-priced SH-RC810 shoes, which also include two Boa Li2 dials and share the new Dynalast 2.0 fit. Shimano points to the hollow-channel carbon sole, which aids ventilation and helps drain water from the shoes in the rain.
What are the low-stack-height alternatives?
It’s not only Shimano that has persisted with a similar pedal design for years, but recently two new pedal systems have stirred up what has been one of the least progressive aspects of bike design. Here are three low-stack alternatives.
Wahoo Speedplay
Wahoo Speedplay’s stack height can be as low as 8mm with the right shoes. Ashley Quinlan / Our Media
Among established brands, Wahoo Speedplay offers the lowest stack height of 8.5mm for a shoe with four bolt drillings, but three-bolt shoes require an adapter plate between the shoe and the Speedplay cleat, increasing the stack height to 11mm.
Shimano hasn’t provided a stack height for SPD-SLR, but based on the 14.6mm stack height for old Dura-Ace pedals, the claimed 2.3mm reduction would bring this down to 12.3mm – still higher than Speedplay, even with an adapter plate.
Ekoi PW8
Ekoi’s pedals are very light because there are no moving parts, but require a shoe with a compatible sole. Warren Rossiter / OurMedia
Ekoi’s PW8 pedal system has a much larger shoe contact area than competitors and the pedals weigh only 105g each, because they have no moving parts, just a replaceable tongue at the rear that engages with the shoe’s cleat.
The system requires a specific Ekoi shoe though, which incorporates the anchor points for the pedals. The cleats come in front and rear parts that bolt to these, resulting in an 8mm stack height.
When Warren tested the system, he was won over by the stability of the large platform and ease of clipping in and out. He was less enamoured of the Ekoi PW8 C12 shoes, though – or at least their elevated price. They’re comfortable and fit well, although their weight isn’t market-leading at their price.
There are cheaper alternatives available from Ekoi now though and, as is typical of the brand, all PW8-compatible shoes are heavily discounted on its site.
Q36.5/SRM
Q36.5 claims its system increases pedalling efficiency, but it costs £1,000. Q36.5
Q36.5 collaborated with German power meter maker SRM to develop the X-Power Direct pedal system (without a power meter) that it says lowers stack height by over 6mm relative to mainstream systems. It doesn’t state an actual stack-height value, but this probably betters Shimano’s new SPD-SLR.
As with Ekoi’s system, the X-Power Direct pedals only work with specific shoes, in this case Q36.5’s Unique Pro 4.0 model.
The system is even more expensive than Ekoi’s, with a £500 price tag for the SRM pedals and the same again for the shoes.
Why lower stack height?
A lower stack height works in opposition to the need to raise the saddle when using shorter cranks. SRAM
Q36.5 performed an analysis of the effect of stack height and claims three principal advantages.
First, the foot is closer to the centre of pedal rotation, which it claims increases the effective area of force transmission. As with Shimano, it claims this increases foot stability and improves power transfer. It also claims a lower stack height reduces shear forces through the shoe’s sole.
Second, the rider’s centre of gravity is lower, which enables them to get more aero. This is only going to be by a few millimetres though.
Third, Q36.5 suggests, with the trend for shorter cranks, the rider’s saddle needs to be raised, which in turn raises their centre of gravity. This is counteracted by the lower stack height.
It concludes that the further the rider’s foot is from the centre of force generation, the more shear forces occur, resulting in a greater loss of power. The optimum, it states, would be a pedal system with zero stack or even a -5mm stack.
These changes are tiny though and we’re not convinced they make a significant difference for most riders. Moreover, we’ve been told by a major pedal brand that its studies don’t confirm that small reductions in stack height result in a material increase in pedalling efficiency.
The next few months are shaping up to be pretty busy with new roads, features, and epic events. In this week’s top video, learn all about Zwift’s upcoming updates.
Also included in this week’s post: videos about the Zwift Ride V2, FTP tests, riding 100 kilometers, and Zwift settings.
Zwift’s Next Big Updates: What’s Coming This Season?
Adam from Road to A breaks down all of the features coming to Zwift over the next few months (read the full press release here).
New Zwift Ride V2 Is Here! What’s Changed?
Last week, Zwift unveiled version 2 of their popular Zwift Ride smart frame. Hear from Desfit as he shares details on the new version and covers his initial impressions after trying the Zwift Ride V2.
Zwift 20-Minute FTP Test — How Much Have I Improved?
After over a year of training, TCycles puts his fitness to the test with an FTP test. Watch as he tackles the 20-minute FTP test and compares his results to past FTP tests.
Zwift 100km Volcano Challenge | Everything You Need To Know!
Jessica Strange talks about Zwift’s 100km Volcano Circuit challenge ahead of her 25-lap Volcano Circuit group ride.
World Bicycle Relief has delivered one million Buffalo Bikes to help people reach education, work and healthcare. Andrew Samways says the latest models, launched this week, mark an “important step” for the organisation.
WBR brought three people from its field teams in Zimbabwe, Kenya and Zambia into its main team. This meant the design decisions behind the new bikes could be better informed by the people who are using them.
“I’m not the customer of this bike. It’s not for me,” says Samways, WBR’s vice president of product development. “I wanted to facilitate the conversation between the people that use it and the people that make it.”
By moving the design responsibility “downstream”, Samways says it’s not the WBR team in Germany designing the bikes. Instead, “It’s really a process of collaboration with those people we’ve raised up through the organisation”.
The result of this process is the new Buffalo One and Buffalo Pro bikes. These share similarities with the Buffalo Utility S2, launched in 2024, but have several updates that mean they should last longer, carry more and be easier to maintain.
Observations in the field
The Buffalo Pro and Buffalo One (pictured) are available in two sizes. World Bicycle Relief
The changes made to the new Buffalo Bikes are largely informed by observing how people use WBR’s designs.
“The benefit of having our local team members is that they speak local languages and they can talk with riders more directly. We build up this picture through observation, inquiry, trying things out and seeing how people respond to them,” Samways says.
An example of this process can be seen in how WBR decided to make the latest bikes in standard and large sizes, which was spurred by two observations made in Kenya.
The first was seeing a taller man using his Buffalo Bike. “He was perfectly happy with it, but you could see that he wasn’t totally comfortable on the bike,” says Samways. His high seat also limited carrying space on the rear of the bike.
The second was a conversation with a woman who asked if WBR sold kids’ bikes because she was looking for one for her grandson.
“We realised that a kid’s bike may not be the answer, but if a child can ride our bike more comfortably then it’ll be a much more valuable thing,” Samways says. “That caused us to look at the smaller size of the bike, change the geometry and improve the strength of the seatpost so we can get the seat lower.”
This means that instead of having a child’s bike, you can now have a Buffalo Bike that you can “grow up with rather than out of”.
Samways says when WBR gave the tall man a new, larger size, he was immediately happier with it and eventually didn’t want to give it back.
“If someone doesn’t want to give something back, then we know we’ve got something worth pursuing,” he says.
Discs and a threadless headset
The new bikes both feature front disc brakes, and the Pro model also has a rear disc brake. World Bicycle Relief
Another feature on the Buffalo One and Pro is the disc brakes.
Previous Buffalo Bikes have used hub brakes, but after trialling disc brakes, test riders didn’t want to give them up. So now both models have mechanical front disc brakes, and the Pro has dual disc brakes.
On the one hand, disc brakes provide the stopping power to deal with the new 100kg carrying capacity of the Buffalo One and Pro bikes. But, like hub brakes, they help with durability and reliability, because they don’t wear down the rim and you can still use them if you break a spoke.
The bikes use threadless headsets. World Bicycle Relief
The new bikes have also moved to threadless headsets. These require fewer tools to fix than their threaded equivalents, which is advantageous for people who might not have a full workshop at their disposal. But Samways explains there’s another motivator behind the change.
“We obviously start with the user experience of what’s happening in the field, but you’re looking at your supply chain and the stability of supply of different things and where the industry is moving,” he says.
Two chains or a singlespeed
The Buffalo Pro has two chains and two gears. World Bicycle Relief
Previously, Buffalo bikes were singlespeed. But when WBR introduced the Utility S2 in 2024, it featured two chains.
This novel system, developed with SRAM, provided riders with an extra gear, while keeping the bike free of cables and derailleurs, which add complexity and can ultimately break. The other advantage of having two chains is if one breaks, you can still pedal the bike. To shift between the gears, you simply backpedal half a turn.
An updated version of the drivetrain is used on the new Buffalo Pro. Meanwhile, the Buffalo One sticks to a singlespeed drivetrain.
“A single speed is still the most affordable version of the bike, and so that’s what we offer both of these levels,” Samways says.
For anyone wishing to donate a Buffalo Bicycle, the current cost of a One is £138 and the Pro costs roughly £15 more. This price represents the actual costs associated with manufacturing, shipping, assembly and distribution, while the overall cost of a bike in a shop can vary depending on the country.
The Buffalo platform can be upgraded from the singlespeed to the two-speed drivetrain, meaning people can get onto a bike and then unlock the advantages of an extra gear later on.
Return on investment
Households with a bicycle reported a 43% increase in income compared to those without, according to WBR research in Zambia. World Bicycle Relief
“The people that come into our stores to buy the bikes aren’t looking to buy the cheapest bike. It has to be affordable and we shave pennies wherever we can, we find efficiencies wherever we can. But the Buffalo is the one that won’t let you down,” Samways says.
Following research in Zambia, WBR says bicycles deliver a 14.7-to-1 return on investment, placing them among the most impactful development interventions. It also found households with bicycles reported 43% higher incomes than those without, and individuals with bicycles were 36% more likely to access healthcare.
These statistics show the wider impact of bicycles, but Samways highlights a specific example of how the two-chain drivetrain helped one man who delivered bread. He says the functionality of the drivetrain and its reliability meant he doubled his business because he could go faster and further.
“As engineers and designers working on these things, that’s exactly what you want to hear.”
Last week’s This Season on Zwift included the always-exciting announcement of a Zwift map expansion. Even more exciting, it’s the expansion of everyone’s favorite map, Watopia! Let’s dive into the scant details we know as we look forward to its October launch.
The Big Picture
Here’s how the ~18 km of new roads (in red) fit into the existing Watopia map:
As you can see above, the new roads connect the Jarvis circuit to the Jungle, offering what Zwift calls a “flat bypass option around the Epic KOM”.
A Flat(ter) Western Bypass
Based on Strava data, the elevation of the new road at the Jarvis juncture is ~3 meters, while the elevation on the other end at the Jungle is ~31 meters. So we know there is at least a bit of climbing to be done on these new roads, but it’s much less than the ~100 meters of elevation gained when you ride up the base of the Epic KOM Reverse from the Marina and turn to the Jungle.
Another way of looking at it: Zwift’s southern coast expansion in October 2023 added ~19 km of flatter road around the Epic KOM to the southeast. This upcoming expansion adds a bypass to the northwest.
Teaser Visuals
Zwift says this expansion is an archipelago island chain inspired by Catalina Island and California’s West Coast, which makes sense. Zwift is based in Long Beach, CA, after all, and various biomes in Watopia are based on California themes, including the redwoods of Titans Grove, the beachfront in downtown Watopia, and the desert of Fuego Flats with its California Super Bloom.
I’ve only been able to get two teaser images from Zwift, which I’ve included below:
The first image is quite nondescript and could be in Makuri Islands apart from the tiny floatplane pictured. The second image faces Alpe du Zwift, and shows a whale jumping (sure to be a dramatic animation!) and a lap banner for one of the new crit courses.
More Details
The new map includes two “crit-style circuits” with “mini paddocks” attached, “made specifically for racing” according to Zwift. We don’t know exactly how the crit circuits will be laid out, but you can see my best guess below in white:
There’s also a lightning-bolt-shaped circuit which has been referenced as “Power Island” internally at Zwift. This will include some power segments (introduced in the recent New York expansion) which will feature in an upcoming event series (see below). Also, it sounds like Zwift may be expanding the power segment idea to include the ability to set power targets for specific segments. Interesting!
This expansion will add 20 new routes to Watopia. That may seem like a lot (Watopia already has 127 routes!), but with all the roads in Watopia, adding fresh roads creates a huge number of interesting potential routes. I don’t think we’ll find the new routes as repetitive as those released with the recent Paris expansion.
We don’t have details on these routes yet, but one I’m personally hoping for is a slightly longer, flatter version of “The Big Ring” that will be even friendlier for long group rides. (Hopefully it will go in a CCW direction, too, which should make the Jungle section feel like much less of an obstacle.)
Related Events
Two major Zwift events will take advantage of the expansion, beginning with the ever-popular Tour of Watopia (October 5-November 22) with its double XP and another ultimate challenge.
Stage 4 of the Tour kicks off on Monday, October 26, and that will be our first chance to ride these new roads. Tour of Watopia is a 5-stage tour, and Zwift says the Tour includes “6 new route badges to chase”, so it would seem that the three routes used for Stage 4 and the three routes used for Stage 5 will all be new.
Additionally, a new “Power Play” series kicks off in November, running from November 23 to December 27. Details are sparse, but they at least tell us the Watopia expansion will include multiple power segments. Zwift says the series “aims to give Zwifters a fresh and fun new way to get a quality workout, making use of Power Segments in New York, the Montmartre and The Grade climbs, and new Power Segments that will launch in the new Watopia Expansion.”
Your Thoughts
What do you think of Zwift’s planned Watopia expansion? Can you see any cool route ideas that use the new roads? Share your thoughts below…
Specialized has revealed the new S-Works Diverge 4, which uses the company’s highest-tier carbon fibre layup and features “breakthrough integration”.
The Diverge 4 was first released in September 2025, but the S-Works line was cut from the range, which topped out with the Pro LTD.
Specialized claimed the Pro LTD, which broke cover at Unbound 2025, had already proven itself “with great positive feedback” from its athletes. But now Specialized has brought the S-Works Diverge back, stating it takes the gravel bike’s “magic recipe” of speed, capability and confidence “to the next level”.
What’s new?
Specialized has shaved 200g from the frame weight. Specialized
The main difference between the new S-Works Diverge and the previous carbon models is the choice of carbon fibre.
Whereas the Diverge models launched last year used Specialized’s Fact 9r Carbon, the S-Works model uses its highest-tier Fact 12r Carbon.
Specialized says this shaves 200g off the frame weight compared to the 9r Carbon Diverge. A painted S-Works Diverge frame in a size 56cm weighs a claimed 950g.
The bike now has internal cable routing. Specialized The premium build features a SRAM Red XPLR groupset. Specialized
The S-Works Diverge also has Specialized’s Future Shock 3.3 stem suspension. The fully serviceable design with 20mm of travel featured on the Diverge Pro LTD, but with external cable routing.
Specialized says it has now managed to run cables internally through the stem. This “breakthrough integration” combines a smooth front end “with aero performance and a cable-free aesthetic”.
Specialized adds that the S-Works Diverge will be available in an “uncompromising” build. The bike has the same Roval Terra CLX III gravel wheels as the Pro LTD model, but switches the Shimano GRX Di2 drivetrain for SRAM Red XPLR. It has a CeramicSpeed headset and bottom bracket.
The bike has room for 50mm tyres and features down-tube storage. Specialized
Elsewhere, the new S-Works Diverge shares the same features as the carbon Diverge models released a year ago.
Suitable for gravel racing or bikepacking, the bike has clearance for 50mm gravel tyres with more than 7mm clearance. It will also fit 2.2in tyres with 4mm, which Specialized says it expects many riders to choose for rougher terrain.
The bike also has the SWAT 4.0 down-tube storage compartment. This has a larger door with a simplified and more robust design compared to the previous 3.0 version.
Specialized updated the Diverge’s geometry last year to “help provide a more stable and confidence inspiring ride on off-road terrain”. The head tube was slackened by half a degree to increase the bike’s trail and wheelbase. Specialized also dropped the bottom bracket to offset the increased tyre clearance and lengthened the chainstays to balance the bike’s handling.
Vittoria has added a new 700x42c size to its RideArmor range to bring greater versatility to its “most durable and puncture-resistant road tyre”.
The first RideArmor tyre launched in 2024 and was billed as Vittoria’s toughest road bike tyre. It was available in seven sizes, from 700x26c to 700x38c, but this latest launch expands the range to eight widths.
The RideArmor was originally billed as suiting training and commuting. Vittoria now says the tyre is for everything from “the daily commute to a multi-day bikepacking adventure or a ride combining asphalt and light gravel”.
Responding to an evolution
The new tyre size is designed to meet the evolving needs of road and gravel cyclists. Vittoria
These bikes now have increased tyre clearance and more compliant geometries and there is “the growing popularity of mixed-surface rides”.
“The new size responds to this evolution, with increased air volume to better absorb vibrations and provide greater grip, stability and confidence over long distances, while also delivering aerodynamic benefits on bikes designed around wider tyres,” Vittoria says.
Tough construction
The RideArmor is Vittoria’s toughest road bike tyre. Vittoria
The RideArmor’s tough construction comes from its ArmorSkin sidewall layer, which protects the walls “from cuts and abrasions even on the roughest surfaces”.
It also has a Kevlar bead-to-bead protection belt to protect against punctures from road debris.
Meanwhile, the tyre uses Vittoria’s Graphene + Silica compound for high mileage and durability, while “providing dependable grip across a wide range of surfaces and weather conditions”.
The 100 TPI casing is said to complete a construction that’s intended to be reliable.
The RideArmor has a slick tread. Vittoria
Vittoria says the slick tread “ensures low rolling resistance and excellent efficiency”. No data has been provided to back up those claims.
Like all RideArmor tyres, you can set up the 42mm width tubeless or with an inner tube. It is also suitable for use on an electric bike. The 42mm version weighs 480g.
Not Vittoria’s first 42mm road tyre
Vittoria released a 42mm Corsa Pro Control in April. Vittoria
Vittoria’s chief marketing and innovation officer, Vanessa ten Hoff, says the company follows trends but only chooses “to act when they deliver real, measurable benefits”.
Now the wider RideArmor provides riders with a 42mm option from Vittoria that is less focused on performance.
“While Corsa PRO Control is Vittoria’s performance-oriented option for riders seeking racing-level performance on demanding surfaces, RideArmor is the choice for those who prioritise durability, puncture protection and everyday reliability,” Vittoria says.
Vittoria has added a new 700x42c size to its RideArmor range to bring greater versatility to its “most durable and puncture-resistant road tyre”.
The first RideArmor tyre launched in 2024 and was billed as Vittoria’s toughest road bike tyre. It was available in seven sizes, from 700x26c to 700x38c, but this latest launch expands the range to eight widths.
The RideArmor was originally billed as suiting training and commuting. Vittoria now says the tyre is for everything from “the daily commute to a multi-day bikepacking adventure or a ride combining asphalt and light gravel”.
Responding to an evolution
The new tyre size is designed to meet the evolving needs of road and gravel cyclists. Vittoria
These bikes now have increased tyre clearance and more compliant geometries and there is “the growing popularity of mixed-surface rides”.
“The new size responds to this evolution, with increased air volume to better absorb vibrations and provide greater grip, stability and confidence over long distances, while also delivering aerodynamic benefits on bikes designed around wider tyres,” Vittoria says.
Tough construction
The RideArmor is Vittoria’s toughest road bike tyre. Vittoria
The RideArmor’s tough construction comes from its ArmorSkin sidewall layer, which protects the walls “from cuts and abrasions even on the roughest surfaces”.
It also has a Kevlar bead-to-bead protection belt to protect against punctures from road debris.
Meanwhile, the tyre uses Vittoria’s Graphene + Silica compound for high mileage and durability, while “providing dependable grip across a wide range of surfaces and weather conditions”.
The 100 TPI casing is said to complete a construction that’s intended to be reliable.
The RideArmor has a slick tread. Vittoria
Vittoria says the slick tread “ensures low rolling resistance and excellent efficiency”. No data has been provided to back up those claims.
Like all RideArmor tyres, you can set up the 42mm width tubeless or with an inner tube. It is also suitable for use on an electric bike. The 42mm version weighs 480g.
Not Vittoria’s first 42mm road tyre
Vittoria released a 42mm Corsa Pro Control in April. Vittoria
Vittoria’s chief marketing and innovation officer, Vanessa ten Hoff, says the company follows trends but only chooses “to act when they deliver real, measurable benefits”.
Now the wider RideArmor provides riders with a 42mm option from Vittoria that is less focused on performance.
“While Corsa PRO Control is Vittoria’s performance-oriented option for riders seeking racing-level performance on demanding surfaces, RideArmor is the choice for those who prioritise durability, puncture protection and everyday reliability,” Vittoria says.
Our latest episode focuses on “This Season on Zwift“, this week’s announcement from Zwift about what they have planned for the next few months. We’re joined by Ryan Condon, who offers his totally unprepared reactions to each TSOZ topic before we dive in for a deeper take:
Companion App Refresh, New Bikes, and (maybe) Purchaseable Paint Schemes
We also dive into a recent GCN video that revealed aggregated stats pulled from analyzing millions of power data points from Zwifters’ last 12 months of personal bests. Is the data even useful? What else could Zwift do with it? There are many possibilities in a world of big training data…
And that’s a wrap. Thanks for listening! Leave a review if the show is landing for you, and share us with your cycling friends. Word of mouth is how independent podcasts grow.
Listen On:
Meet the Team
Dave Towle: The voice of American cycling, having called some of the biggest races in the country for decades. Find him @davetowleannouncer.
Shane Miller (GPLama): Based in Australia, Shane is one of the most followed and trusted cycling tech reviewers in the world. Find him at @gplama.
Eric Schlange: Founder of Zwift Insider, the internet’s most comprehensive and reliable resource for Zwift routes, updates, and platform intelligence. Find him @zwiftinsider.
Share Your Thoughts!
This is just an early episode of what we hope is a long-running and useful community Zwift podcast. Share your thoughts below. We’re listening!
Our latest episode focuses on “This Season on Zwift“, this week’s announcement from Zwift about what they have planned for the next few months. We’re joined by Ryan Condon, who offers his totally unprepared reactions to each TSOZ topic before we dive in for a deeper take:
Companion App Refresh, New Bikes, and (maybe) Purchaseable Paint Schemes
We also dive into a recent GCN video that revealed aggregated stats pulled from analyzing millions of power data points from Zwifters’ last 12 months of personal bests. Is the data even useful? What else could Zwift do with it? There are many possibilities in a world of big training data…
And that’s a wrap. Thanks for listening! Leave a review if the show is landing for you, and share us with your cycling friends. Word of mouth is how independent podcasts grow.
Listen On:
Meet the Team
Dave Towle: The voice of American cycling, having called some of the biggest races in the country for decades. Find him @davetowleannouncer.
Shane Miller (GPLama): Based in Australia, Shane is one of the most followed and trusted cycling tech reviewers in the world. Find him at @gplama.
Eric Schlange: Founder of Zwift Insider, the internet’s most comprehensive and reliable resource for Zwift routes, updates, and platform intelligence. Find him @zwiftinsider.
Share Your Thoughts!
This is just an early episode of what we hope is a long-running and useful community Zwift podcast. Share your thoughts below. We’re listening!
The best gravel bikes under £2,000 / $2,000 are a great way to sample the delights of gravel riding.
At this price point, gravel bikes start to get very good, with quality frames and components on many of the latest bikes.
As well as venturing off-road, buying a gravel bike can be a smart decision if you want a versatile all-weather machine that can take mudguards or a pannier rack, for winter riding or cycling to work.
With this in mind, gravel bikes have largely replaced cyclocross bikes as the go-to for year-round practicality.
They open up a new realm of riding, with wide gravel tyres and disc brakes enabling them to ride on unpaved surfaces, whether that’s smooth singletrack, fire roads or just your local towpath.
We’ve tested more than 200 gravel bikes here at BikeRadar. The bikes in this buyer’s guide, costing between £,1,000 and £2,000, have all been ridden and reviewed by our test team, who have ridden gravel bikes since their inception in the early 2010s.
This best list was written by our staff writer, Nick Clark, who has brought together expertise from across the team while adding his personal experience in the saddle.
Editor’s note: this list was updated on 14 September 2026 with our latest high-scoring reviews, including the Trek Checkpoint ALR 5 Gen 3, Whyte Verro, Boardman ADV 8.9 and Focus Atlas 6.7. We have also removed bikes no longer available for purchase.
Best gravel bikes under £2,000 / $2,000
Trek Checkpoint ALR 5 Gen 3
SQUIRREL_TEXT_14036284
The Trek Checkpoint ALR 5 Gen 3 combines a lightweight aluminium frame with 50mm tyre clearance and plenty of mounts for versatile gravel riding. Scott Windsor / Our Media
Pros: Modern frame design; agile handling; great ride quality
Cons: Tyres won’t suit all conditions
The Trek Checkpoint ALR 5 Gen 3 is a thoroughly modern gravel bike that offers excellent performance without a huge price tag.
Our tester found the aluminium frame and carbon fork deliver a responsive but comfortable ride, while the geometry gives it a useful balance of road manners and off-road capability.
The 50mm tyre clearance and plentiful mounting points also make it well suited to bikepacking and commuting.
At 10.56kg, it feels quick on the road and climbs well, while the SRAM Apex XPLR drivetrain shifts reliably. The main limitation is the stock Bontrager Girona Pro tyres, which struggle in mud.
Pros: Steel-framed with lively handling; great value for money
Cons: Brakes set up soft
The Orro Terra S GRX600 is a lesson in how to build a steel bike with slim tubing bringing plenty of life and zip to the ride. Its lively handling is matched with a smooth and steady feel, making it at home on double-track gravel roads and singletrack trails.
Orro has matched the impressive frame with a compelling spec list for the price tag. The bike comes with a Shimano GRX600 1x drivetrain, Fulcrum wheels, Continental tyres and a Deda cockpit.
With its mounting points, this bike would be equally suited to commuting, winter road riding and bikepacking, as well as gravel riding.
It’s a shame it isn’t set up tubeless and the brakes were a little soft in testing, but this doesn’t detract too much from a practical yet fun ride.
The Boardman ADV 8.9 combines a versatile aluminium frameset, 50mm tyre clearance and a quality GRX groupset at an appealing price. Scott Windsor / Our Media
Pros: Amazing value; great frameset; confident handling
Cons: 2x GRX can be noisy; front derailleur requires regular adjustments
The Boardman ADV 8.9 is a hugely capable gravel bike that offers excellent value at £1,200.
Its well-finished 6061 aluminium frame has sensible geometry, 50mm tyre clearance and plenty of mounts for bikepacking, commuting or longer adventures.
The compact riding position and stable handling make it comfortable on the road, while the bike feels surprisingly agile and confident when the trails get rough.
Shimano GRX 2×10 provides a useful spread of gears, and the tubeless-ready wheels and Goodyear tyres are impressive at this price.
The main issue is the front derailleur, which can suffer from chain rub and needs regular adjustment.
The Cannondale Topstone Alloy 2 is suited to road and light off-road riding. Russell Burton / Our Media
£1,800 / $1,925 / €2,199 / AU$3,199 as tested by Katherine Moore
Pros: Bang up to date with mounting points and plenty of tyre clearance
Cons: Tyres are narrow
The Cannondale Topstone Alloy 2 is an aluminium version of the Cannondale Topstone Carbon, bringing many of the same features to a more affordable price point.
The Topstone’s geometry is fairly conservative for a gravel bike, but this isn’t too surprising considering it’s intended to cover road to light off-road riding.
When riding, the Topstone performed immediately on the road. Its build is suited to fast riding and it feels a lot like an endurance road bike.
A flared handlebar helps navigate rougher terrains, but lumps and bumps are exaggerated by the lightweight 37mm Vittoria Terreno Dry tyres. If you want to make this bike more suitable for riding off-road, it can fit up to 700x45mm gravel tyres.
Elsewhere, the bike has a 2x drivetrain with a 10-speed cassette. This feels like a compromise, with 11-speed and now 12-speed being commonplace.
Pros: Handles tough terrain well; comfortable ride without being dull
Cons: 2x drivetrain can be noisy; front derailleur requires regular adjustments; heavy
The Focus Atlas 6.7 is a versatile gravel bike with the handling to tackle surprisingly rough terrain.
Its stable front end, wide 45mm tyres and broad handlebar give it impressive confidence on technical trails, while the comfortable ride makes it well suited to longer adventures.
The aluminium frame is packed with practical features, including rack, mudguard and multiple luggage mounts.
Shimano GRX 2×10 provides reliable shifting and the brakes are excellent, although the front derailleur needs regular adjustment.
At 11.42kg, it’s not a lightweight, and the 11-34 cassette leaves it lacking a really low gear for steep climbs.
Pros: Great-looking; competitive price; bundles of fun
Cons: A few downgraded parts; ponderous on the road; not tubeless-ready
The Genesis Fugio 30 embodies what’s so great about gravel riding, proving to be bundles of fun and capable of covering big miles.
Previous Fugios had steel frames, but this version is alloy, saving 500g over its predecessor.
The Fugio 30 may not be the fastest on roads, but its relaxed geometry and clearance for 57mm tyres make it ideal for exploring and riding terrain and trails beyond your comfort zone.
The price has been kept low with the odd downgraded component, which is the only thing holding this bike back from a higher score.
The Marin Gestalt X10 is a gravel bike inspired by mountain bikes.
Its geometry isn’t massively different from a hardtail mountain bike, with a long wheelbase and slack head tube. So it might come as little surprise that the Gestalt isn’t so quick on paved surfaces. But when it comes to pure off-road riding and technical trails, it’s excellent.
Our tester said the Marin is one of the most comfortable budget gravel bikes he’s tested, with the front end minimising vibrations and taking hits in its stride.
The Microshift drivetrain offers great shifting and ample range for off-road riding.
The TRP mechanical disc brakes have enough power, but are less progressive than pricier hydraulic brakes.
The CGR 725 Steel from Ribble is defined by its charming Reynolds 725 steel chassis, which is compatible with 700c and 650b wheels, and tyres up to 47mm.
It’s a classy looking, comfortable bike to ride with heaps of practicality. It’s about as versatile as bikes get thanks to rack mounts, mudguard fittings and bosses galore.
The bike we tested didn’t stray far from Ribble’s off-the-peg configuration and featured Shimano’s Tiagra groupset, Tektro mechanical disc brakes and Mavic Aksium Disc Clincher wheels.
Riders looking for a different spec can toy with Ribble’s BikeBuilder service, which allows individual component upgrades, from groupsets and wheels right the way through to different handlebars. Similarly, those who seek a more individual look can opt for Ribble’s custom colour option.
The Whyte Verro combines progressive gravel geometry with 50mm tyres, a dropper post and a wide-range SRAM Apex Eagle drivetrain for serious off-road riding. Scott Windsor / Ourmedia
We put sub-£2,000 gravel bikes through their paces on a variety of terrain. Scott Windsor / Ourmedia
We test sub-£2,000 gravel bikes in the same places we test all gravel bikes over a range of surfaces, from paved roads to light singletrack trails and, of course, in their natural environment on gravel roads.
Our team of testers have been involved in the world of gravel bikes since their inception. Our senior technical editor, Warren Rossiter, first tested a thoroughbred gravel bike at the beginning of the 2010s and since then he reckons he’s reviewed close to 200 gravel bikes.
We use long test cycles to ascertain how the bikes live up to real-world riding and go out in wide-ranging conditions to see how they perform in the wet and dry.
Ultimately, our gravel bike reviews are based on the following criteria:
Handling characteristics – how does the bike handle and does it inspire confidence on descents?
Specification – does the bike feature decent components that will live up to the rigours of gravel riding?
Performance against brand claims – does the bike perform well for the intended use?
Value vs competition – is the bike a good deal compared to others in the market?
Why you can trust BikeRadar
BikeRadar has been an authority on bikes and cycling tech since its inception in 2007, delivering the world’s best riding advice.
We have experts testing all types of bikes, parts, clothing and accessories, from road, mountain and gravel bikes to commuting, bikepacking and electric bikes.
Our reviews are always editorially independent – with no exceptions. Our reviewers comprehensively test all products in the real world, always reflecting on performance, value and the wider market when delivering their verdicts and review ratings.
We have more than 15,000 product reviews available at your fingertips, as well as expert buying, maintenance, training, skills, health and fitness advice.
Our annual Bike of the Year test is an industry benchmark and the BikeRadar team consists of some of the most experienced riders and testers in the business.
The best gravel bikes under £2,000 / $2,000 are a great way to sample the delights of gravel riding.
At this price point, gravel bikes start to get very good, with quality frames and components on many of the latest bikes.
As well as venturing off-road, buying a gravel bike can be a smart decision if you want a versatile all-weather machine that can take mudguards or a pannier rack, for winter riding or cycling to work.
With this in mind, gravel bikes have largely replaced cyclocross bikes as the go-to for year-round practicality.
They open up a new realm of riding, with wide gravel tyres and disc brakes enabling them to ride on unpaved surfaces, whether that’s smooth singletrack, fire roads or just your local towpath.
We’ve tested more than 200 gravel bikes here at BikeRadar. The bikes in this buyer’s guide, costing between £,1,000 and £2,000, have all been ridden and reviewed by our test team, who have ridden gravel bikes since their inception in the early 2010s.
This best list was written by our staff writer, Nick Clark, who has brought together expertise from across the team while adding his personal experience in the saddle.
Editor’s note: this list was updated on 14 September 2026 with our latest high-scoring reviews, including the Trek Checkpoint ALR 5 Gen 3, Whyte Verro, Boardman ADV 8.9 and Focus Atlas 6.7. We have also removed bikes no longer available for purchase.
Best gravel bikes under £2,000 / $2,000
Trek Checkpoint ALR 5 Gen 3
SQUIRREL_TEXT_14036284
The Trek Checkpoint ALR 5 Gen 3 combines a lightweight aluminium frame with 50mm tyre clearance and plenty of mounts for versatile gravel riding. Scott Windsor / Our Media
Pros: Modern frame design; agile handling; great ride quality
Cons: Tyres won’t suit all conditions
The Trek Checkpoint ALR 5 Gen 3 is a thoroughly modern gravel bike that offers excellent performance without a huge price tag.
Our tester found the aluminium frame and carbon fork deliver a responsive but comfortable ride, while the geometry gives it a useful balance of road manners and off-road capability.
The 50mm tyre clearance and plentiful mounting points also make it well suited to bikepacking and commuting.
At 10.56kg, it feels quick on the road and climbs well, while the SRAM Apex XPLR drivetrain shifts reliably. The main limitation is the stock Bontrager Girona Pro tyres, which struggle in mud.
Pros: Steel-framed with lively handling; great value for money
Cons: Brakes set up soft
The Orro Terra S GRX600 is a lesson in how to build a steel bike with slim tubing bringing plenty of life and zip to the ride. Its lively handling is matched with a smooth and steady feel, making it at home on double-track gravel roads and singletrack trails.
Orro has matched the impressive frame with a compelling spec list for the price tag. The bike comes with a Shimano GRX600 1x drivetrain, Fulcrum wheels, Continental tyres and a Deda cockpit.
With its mounting points, this bike would be equally suited to commuting, winter road riding and bikepacking, as well as gravel riding.
It’s a shame it isn’t set up tubeless and the brakes were a little soft in testing, but this doesn’t detract too much from a practical yet fun ride.
The Boardman ADV 8.9 combines a versatile aluminium frameset, 50mm tyre clearance and a quality GRX groupset at an appealing price. Scott Windsor / Our Media
Pros: Amazing value; great frameset; confident handling
Cons: 2x GRX can be noisy; front derailleur requires regular adjustments
The Boardman ADV 8.9 is a hugely capable gravel bike that offers excellent value at £1,200.
Its well-finished 6061 aluminium frame has sensible geometry, 50mm tyre clearance and plenty of mounts for bikepacking, commuting or longer adventures.
The compact riding position and stable handling make it comfortable on the road, while the bike feels surprisingly agile and confident when the trails get rough.
Shimano GRX 2×10 provides a useful spread of gears, and the tubeless-ready wheels and Goodyear tyres are impressive at this price.
The main issue is the front derailleur, which can suffer from chain rub and needs regular adjustment.
The Cannondale Topstone Alloy 2 is suited to road and light off-road riding. Russell Burton / Our Media
£1,800 / $1,925 / €2,199 / AU$3,199 as tested by Katherine Moore
Pros: Bang up to date with mounting points and plenty of tyre clearance
Cons: Tyres are narrow
The Cannondale Topstone Alloy 2 is an aluminium version of the Cannondale Topstone Carbon, bringing many of the same features to a more affordable price point.
The Topstone’s geometry is fairly conservative for a gravel bike, but this isn’t too surprising considering it’s intended to cover road to light off-road riding.
When riding, the Topstone performed immediately on the road. Its build is suited to fast riding and it feels a lot like an endurance road bike.
A flared handlebar helps navigate rougher terrains, but lumps and bumps are exaggerated by the lightweight 37mm Vittoria Terreno Dry tyres. If you want to make this bike more suitable for riding off-road, it can fit up to 700x45mm gravel tyres.
Elsewhere, the bike has a 2x drivetrain with a 10-speed cassette. This feels like a compromise, with 11-speed and now 12-speed being commonplace.
Pros: Handles tough terrain well; comfortable ride without being dull
Cons: 2x drivetrain can be noisy; front derailleur requires regular adjustments; heavy
The Focus Atlas 6.7 is a versatile gravel bike with the handling to tackle surprisingly rough terrain.
Its stable front end, wide 45mm tyres and broad handlebar give it impressive confidence on technical trails, while the comfortable ride makes it well suited to longer adventures.
The aluminium frame is packed with practical features, including rack, mudguard and multiple luggage mounts.
Shimano GRX 2×10 provides reliable shifting and the brakes are excellent, although the front derailleur needs regular adjustment.
At 11.42kg, it’s not a lightweight, and the 11-34 cassette leaves it lacking a really low gear for steep climbs.
Pros: Great-looking; competitive price; bundles of fun
Cons: A few downgraded parts; ponderous on the road; not tubeless-ready
The Genesis Fugio 30 embodies what’s so great about gravel riding, proving to be bundles of fun and capable of covering big miles.
Previous Fugios had steel frames, but this version is alloy, saving 500g over its predecessor.
The Fugio 30 may not be the fastest on roads, but its relaxed geometry and clearance for 57mm tyres make it ideal for exploring and riding terrain and trails beyond your comfort zone.
The price has been kept low with the odd downgraded component, which is the only thing holding this bike back from a higher score.
The Marin Gestalt X10 is a gravel bike inspired by mountain bikes.
Its geometry isn’t massively different from a hardtail mountain bike, with a long wheelbase and slack head tube. So it might come as little surprise that the Gestalt isn’t so quick on paved surfaces. But when it comes to pure off-road riding and technical trails, it’s excellent.
Our tester said the Marin is one of the most comfortable budget gravel bikes he’s tested, with the front end minimising vibrations and taking hits in its stride.
The Microshift drivetrain offers great shifting and ample range for off-road riding.
The TRP mechanical disc brakes have enough power, but are less progressive than pricier hydraulic brakes.
The CGR 725 Steel from Ribble is defined by its charming Reynolds 725 steel chassis, which is compatible with 700c and 650b wheels, and tyres up to 47mm.
It’s a classy looking, comfortable bike to ride with heaps of practicality. It’s about as versatile as bikes get thanks to rack mounts, mudguard fittings and bosses galore.
The bike we tested didn’t stray far from Ribble’s off-the-peg configuration and featured Shimano’s Tiagra groupset, Tektro mechanical disc brakes and Mavic Aksium Disc Clincher wheels.
Riders looking for a different spec can toy with Ribble’s BikeBuilder service, which allows individual component upgrades, from groupsets and wheels right the way through to different handlebars. Similarly, those who seek a more individual look can opt for Ribble’s custom colour option.
The Whyte Verro combines progressive gravel geometry with 50mm tyres, a dropper post and a wide-range SRAM Apex Eagle drivetrain for serious off-road riding. Scott Windsor / Ourmedia
We put sub-£2,000 gravel bikes through their paces on a variety of terrain. Scott Windsor / Ourmedia
We test sub-£2,000 gravel bikes in the same places we test all gravel bikes over a range of surfaces, from paved roads to light singletrack trails and, of course, in their natural environment on gravel roads.
Our team of testers have been involved in the world of gravel bikes since their inception. Our senior technical editor, Warren Rossiter, first tested a thoroughbred gravel bike at the beginning of the 2010s and since then he reckons he’s reviewed close to 200 gravel bikes.
We use long test cycles to ascertain how the bikes live up to real-world riding and go out in wide-ranging conditions to see how they perform in the wet and dry.
Ultimately, our gravel bike reviews are based on the following criteria:
Handling characteristics – how does the bike handle and does it inspire confidence on descents?
Specification – does the bike feature decent components that will live up to the rigours of gravel riding?
Performance against brand claims – does the bike perform well for the intended use?
Value vs competition – is the bike a good deal compared to others in the market?
Why you can trust BikeRadar
BikeRadar has been an authority on bikes and cycling tech since its inception in 2007, delivering the world’s best riding advice.
We have experts testing all types of bikes, parts, clothing and accessories, from road, mountain and gravel bikes to commuting, bikepacking and electric bikes.
Our reviews are always editorially independent – with no exceptions. Our reviewers comprehensively test all products in the real world, always reflecting on performance, value and the wider market when delivering their verdicts and review ratings.
We have more than 15,000 product reviews available at your fingertips, as well as expert buying, maintenance, training, skills, health and fitness advice.
Our annual Bike of the Year test is an industry benchmark and the BikeRadar team consists of some of the most experienced riders and testers in the business.
Continental has announced it will be adding a 32mm tyre to its mid-spec, all-rounder, tube-type Grand Prix range, with the new width joining existing 28mm and 30mm options.
The Grand Prix tyre includes Conti’s BlackChili rubber compound and a three-ply casing that the brand says has low rolling resistance while offering good puncture protection and grip.
The tubeless-ready Grand Prix TR tyre already has a 32mm width, in addition to 25mm, 28mm and 30mm tyres, so the new-width Grand Prix tyre brings an additional wider option for riders who prefer to ride with inner tubes.
The Aero 111 front tyre range has also expanded to 32mm from its previous 26mm and 29mm options.
Continental has been progressively adding wider tyres across its ranges. The premium Grand Prix 5000 S TR tyre has been available in a 32mm width for some time. Conti added a 35mm-wide Grand Prix 5000 S TR tyre last March, just ahead of this year’s Paris-Roubaix, and we have a first-ride review of the wider tyre.
The GP 5000 TT TR has got in on the act too, with a 30mm-wide tyre added to the range at the same time, topping the 25mm and 28mm tyres offered previously.
Continental’s four-season GP 5000 AS TR is also available in a range of widths: 25mm, 28mm, 32mm and 35mm.
Last month, Conti announced a 32mm version of its Aero 111 front tyre with its characteristic 48 vortex generator slots in the otherwise slick tread.
According to Hannah Ferle, road product manager for Continental: “We are always striving to develop tyres to meet riders’ needs and ensure they are all catered for, which is why we are introducing the Grand Prix in a 32mm as part of our expansion of the portfolio in 2026.
“We recognise the shift in consumer preferences and will continue to expand our product offering this year.”
Pirelli has a 40mm-width option for its P Zero Race TLR. Scott Windsor / Our Media
This suggests Continental will be introducing more wide tyre options in the future, perhaps adding a 35mm width to the tubeless and tube-type Grand Prix ranges to sit alongside the 35mm Grand Prix 5000 S TR tyre.
Continental has been a little more conservative in introducing wider tyres than some other brands. Pirelli now includes a 40mm width for its P Zero Race TLR, while Goodyear launched the 40mm Vector R XPLR last year, while René Herse‘s slick tyres rise to 55mm wide.
The new Continental Grand Prix 32mm tube-type tyre has a €45.95 recommended price, the same as other widths of the tyre.
