It’s all too easy for a simple workshop job to become an odyssey.

We’ve all been there. From rounding a bolt to starting a task that’s deceptively complex, bike maintenance can quickly become frustrating.

So, to ease your maintenance woes, we’ve put together a list of 15 common home maintenance mistakes so you can avoid any unneeded trips to the bike shop.

1. Reaching for the limit screws first when adjusting gears

There are many variables to check when adjusting or indexing gears. While it might be tempting to reach for the limit screws, this isn’t the best place to start.

The limit screws prevent the rear derailleur from shifting the chain into the spokes or into the driveside chainstay. Provided they have been set up correctly and the derailleur hanger is not bent, in theory they will not need adjusting.

If your gears aren’t shifting optimally, checking the cable tension should be your first port of call. It’s also worth checking the condition of the cables for any fraying, or kinks or tears to the outers.

2. Not looking after your chain properly

The chain is one of the most critical components on your bike, so it’s worth looking after.

If you get into the habit of cleaning your chain regularly, your drivetrain will run smoothly and you’ll decrease the rate of chain wear.

It’s best to use a specific chain degreaser and chain lubricant for optimal results when looking after your chain.

3. Incorrect chain length or orientation

Sticking with chains, it’s important to install them correctly.

If the chain has been cut too short, you will struggle to shift into the largest cassette cog. The chain will likely snap and it can even rip the rear derailleur off as the chain puts too much strain on it.

If the chain is too long, it will sag or droop when using the smaller cassette cogs. This will make shifting less precise and the chain will contact the driveside chainstay.

When replacing a bicycle chain, it’s worth making sure the chain is installed in the correct orientation.

Some chains are designed to only be installed in one direction and it’s worth paying particular attention to the quick link, too. Again, the wrong orientation can lead to poor shifting and an increased risk of the chain snapping.

4. Quick-release skewers loose and in the wrong orientation

It’s common for the quick-release skewers to be installed too loose, too tight or in the wrong orientation.

A quick-release skewer shouldn’t require a Herculean effort to close – it should require enough tension that the lever leaves a slight imprint in the palm of your hand.

Quick-release skewers should also be oriented correctly.

The skewer handle should always be on the non-driveside of the bike (the only exception being a handful of disc brake frames with levered thru-axles that install from the driveside).

The handle should be positioned slightly past the fork blade in the direction of the drivetrain. On the rear, it should bisect the non-driveside chainstay and seatstay.

If the skewer is pointing forward or downward on the front, or towards the floor or back of the bike on the rear, you run the risk of it opening accidentally if you hit an obstacle or if another rider’s wheel gets caught in the skewer.

And never position the skewer against the fork or frame because it will make opening it again in the future a very difficult task.

5. Riding with a poorly adjusted headset

If your bike’s headset is too lose, it can lead to a variety of problems.

If you can feel play or knocking when you apply the front brake and rock the fork back and forth, your headset is loose.

At best, this translates to poor steering, but at worst the knocking headset can cause severe damage to your fork steerer tube, particularly if it is carbon.

Carbon fibre cannot withstand abrasion and, over time, a loose headset bearing can start to wear away at the material, potentially causing catastrophic failure.

6. Under- or over-inflating tyres

Riding with under- or over-inflated tyres is another common error. Too high and you’ll feel every vibration on the road or trail; too low and you’ll run the risk of punctures, compromised handling and a sluggish ride.

If you’re unsure on what pressure to inflate your tyres to, there will be a suggested range printed on the sidewall.

It’s a good idea to invest in one of the best bike pumps, because they will feature a gauge for precise inflation. It’s worth checking the tyre pressure before every ride. If you’re not sure what tyre pressure you should run, you could take a look at a tyre pressure calculator (we like Silca’s).

7. Torquing your bolts wrong

Modern bicycles are subject to tight tolerances and the bolts that secure the various components need to be fastened correctly.

If a bolt is too loose or too tight, you run the risk of failure.

It is best to use a torque wrench whenever you adjust a bolt, particularly if the component or the surface it is clamping onto is carbon fibre. Carbon fibre, in particular, doesn’t like to be over-clamped and will fracture if over-tightened.

Many manufacturers list a recommended torque next to the bolt – do not exceed this.

It’s also worth ensuring any and all fasteners are sufficiently prepared with grease, threadlock or anti-seize, as per the manufacturer’s instructions.

8. Removing pedals with the outer chainring exposed

When you fit, remove or change bike pedals, it’s a good idea to have the chain in the biggest chainring.

Having the chain cover the sharp teeth of the chainring can help avoid any painful, knuckle-skinning experiences.

9. Not greasing pedal threads or over-tightening them

Sticking with pedals, make sure you apply some anti-seize to the pedal threads prior to installation.

If you don’t grease them, you’ll likely find it impossible to remove them in the future because they can seize in place.

It’s also critical to not over-tighten pedals, because the act of pedalling effectively tightens them.

10. Neglecting your seatpost

A seized seatpost can spell all manner of trouble. It’s an easy component to forget about, given you rarely need to adjust it once you’ve correctly set your saddle height.

In the worst-case scenario, you’ll need to enlist the specialist services of a seatpost removal company (yes, these actually exist).

It’s best to remove the seatpost twice a year and give it a clean. If the seatpost and frame are metal, make sure you apply some anti-seize during installation. If any of the components are carbon fibre, you’ll need to use carbon fibre grip instead.

11. Resting a bike on its driveside

If the bike is leaned on the driveside, there’s an increased likelihood of the derailleur hanger bending.

The derailleur hanger is a sacrificial part in between the frame’s dropout and rear derailleur and is designed to bend or break to save your frame.

If a derailleur hanger is bent, it can lead to poor and inaccurate shifting, with the chain potentially derailing into the spokes or driveside chainstay.

12. Not replacing bar tape

Regularly replacing your handlebar tape may not seem like an important maintenance job, but if you ride frequently or you’re into indoor cycling, it’s wise to do this once or twice a year.

If your handlebar is metal, the salt in your sweat can lead to oxidisation. In extreme cases, it’s not unheard of to witness handlebars failing due to corrosion.

By removing your old bar tape, you can periodically inspect your handlebar, and you’ll also avoid the thoroughly unpleasant task of unravelling crusty old tape.

13. Riding without bar end plugs

Whether you have a drop handlebar or a flat mountain bike handlebar, we really can’t recommend riding with bar end plugs enough. These are a safety feature and not simply cosmetic.

If you were to fall off when cycling, an unplugged handlebar end will effectively act as a cookie cutter into your sternum, or worse.

If your bar end plug falls out regularly, you could try applying some double-sided tape on its inside. Alternatively, you can upgrade to one that clamps in place with an expanding bung.

14. Not servicing suspension

Suspension requires regular servicing to perform in tip-top condition.

The components that make up the fork or shock are always moving when you ride, and the oils and seals should be kept fresh and clean.

Servicing suspension stops any grit and grime that’s made its way into your shock or fork from causing any damage.

Suspension manufacturers include recommended specific service intervals, so it’s well worth keeping a note of when you should next give your suspension some TLC.

Tuning your suspension can also help you eke that extra bit of performance from your fork and shock.

15. Using poor-quality tools

The age-old adage “Buy cheap, buy twice” couldn’t be more true in the world of bicycle tools.

A worn or poor-quality tool could lead to rounding a bolt, marring an interface, even breaking a component or the tool itself.

Higher-quality tools will be manufactured to tighter tolerances, ensuring a snug and precise fit for the relevant job at hand.

Editor’s note: this article was first published in February 2023 and updated in June 2025.

Shokz has launched two new wireless open-ear headphones, the OpenFit 2 and OpenFit 2+, both utilising the brand’s bone conduction technology.

The headphones are powered by the brand’s DualBoost technology, which it says is an industry first.

Combined with an updated OpenBass 2.0 algorithm, Shokz say this helps deliver a more vibrant and powerful sound.

Dolby Audio surround has been added to the OpenFit 2+, reportedly enhancing immersion in surround sound listening.

The Shokz OpenFit 2 is priced at £169.99 and is available in beige and black colourways, while the more feature-rich OpenFit 2+ is priced at £179.99 and comes in grey and black.

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More on cycling headphones

• Best headphones for cycling in 2025
• Cycling with headphones is safe – and 5 more lessons from 2 years of testing

Open-ear surround sound

Shokz says the OpenFit 2 is made from an ultra-lightweight, high-strength material covered in a soft silicone finish.

The earhook has been updated with a flexible nickel-titanium alloy that moulds to the contours more accurately.

The design retains a similar form factor to the previous generation, which we praised when testing the original OpenFit headphones, offering a secure fit when cycling.

Shokz says the headphones weigh 9.4g for each earbud.

A case is used to store the headphones when not in use, and like with many wireless headphones, it keeps them charged too.

Shokz says the new DualBoost technology utilises two individual speakers in each earbud.

An extra-large low-frequency driver is used for deep, resonant bass, while an independent high-frequency driver is used for crisp mids and highs.

Alongside this, the brand has updated its low-frequency enhancement algorithm with the OpenBass 2.0, which is said to offer more dynamic low-frequency vibrations directly to your ear.

The Dolby Audio on the OpenFit 2+ is said to surround you with lifelike audio.

Longer battery life

Aside from the audio and algorithms, Shokz has boosted the battery life of the OpenFit 2 range, now seeing 48 hours of playback compared to 28 on the previous model.

This breaks down into 11 hours of charge in the earbuds before they need to be charged in the case – an improvement over the 7 hours of the original OpenFit.

The OpenFit 2+ can also charge wirelessly with compatible devices.

Shokz has also increased waterproofing from IP54 to IP55, but don’t expect the headphones to withstand submersion in water.

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

We’ve spotted a new full-suspension Trek gravel bike being ridden by ultra-racer Justinas Leveika at this year’s Trans Balkans Race. 

The unreleased bike uses a gravel suspension fork and a linkage-driven rear shock, and looks to have larger tyre clearances, in keeping with the emerging gravel trend. 

Leveika, the Triple Crown record holder, annihilated the competition at this year’s race, crushing the gruelling 1,350km route in 4 days, 8 hours and 39 minutes. 

• Read more: Why XC mountain bike tyres are gravel racing’s hottest pro trend

A new model?

Trek currently has two gravel bikes in its range – the Checkmate and the Checkpoint. 

The Checkmate is Trek’s first dedicated gravel race bike, taking many cues from the brand’s Madone, with clearance for 45mm tyres – relatively narrow compared to the competition. 

The Checkpoint SL is a more versatile gravel bike for adventure riding, with integrated down tube storage and a more generous 50mm tyre clearance.  

This new bike appears to be designed for even rowdier terrain, where it may still be advantageous to run a gravel bike rather than a mountain bike. 

Since the Checkmate and latest Checkpoint were only announced in August 2024, we suspect this to be a new model rather than a revamped Checkpoint. 

We contacted Trek for comment: “Trek is always in development with new products, and our professional riders are a huge part of our development process. When we have details to share with riders globally, we will be happy to share.”

Chunky tyres for rough terrain 

The bike is built with a RockShox Rudy Ultimate XPLR fork. This is available in 30 or 40mm travel options. 

The gravel suspension fork looks to be a current production model. If this is the case, the fork can accept up to a 700c x 50mm gravel bike tyre. 

Leveika is running a Continental RaceKing tyre, which is available in 29×2.0 (50mm) or 29×2.2in (56mm) options. 

We’re unsure which width he’s running from the image but, given he’s running them on Zipp 303 Firecrest wheels with a 25mm internal rim width, we suspect that even if he’s running the narrower 50mm tyre, it will likely inflate a little wider than measured. 

We therefore suspect the rear triangle must have beefed-up clearance, and we wouldn’t be surprised if the bike has a tyre clearance of 57mm upwards, to match recent releases such as the 3T Extrema Italia, Allied Able and Argon 18 Dark Matter. 

The short-stroke linkage-driven RockShox SIDLuxe shock is tucked under the top tube, near the seat tube junction. This is driven by a linkage connected to a one-piece flex-stay rear end. 

Flex stays – which rely on the flex of the chain or seat stays to allow the suspension to move throughout its travel – are a common feature on the current crop of lightweight full-suspension cross-country bikes.

A mainstream gamble? 

While we wouldn’t go as far as to use the word ‘troubled’, it’s fair to say full-suspension gravel bikes have never really taken off. 

Niner’s MCR 9 RDO (Magic Carpet Ride) is perhaps the most notable example, and while it was in the brand’s catalogue for a number of the years, Niner has since reverted back to its rigid gravel models. 

More recently, Lee Cougan launched its Innova Super Gravel with a whopping 100mm fork and clearances for 2.4in mountain bike tyres, although it’s shockless at the rear, relying on a soft-tail design. 

The fact that Trek has gone for a pretty traditional shock layout is fascinating, and is certainly a bold move from the brand. 

Even Specialized – as mainstream a manufacturer as Trek – has its Diverge STR, which also utilises front and rear suspension without a shock unit. 

Either way, once we have more details from Trek when the bike is ready for production, we’ll be sure to share them. 

While Mahle might not be on the tip of ebikers’ tongues when it comes to considering which motor they’d like in their next bike, the introduction of the new M40 motor may change things.

That’s thanks to some impressive performance stats – 105Nm of torque, 850W maximum power and a weight of 2.5kg.

Mahle isn’t the best-known brand in the electric mountain bike motor space. The brand is better known in the assisted road bike market, thanks to a range of hub-drive motors mounted in bikes from the likes of Merida, Bianchi, Wilier and Ribble. However, Mahle does manufacture the motor in the Specialized Turbo Levo SL.

As with the likes of Bosch, Gates and Magura, the bike division is only a small part of a large conglomerate, with Mahle’s technology extending far into the electric automotive world. Some 68,000 people work for this huge company.

The introduction of the M40 puts Mahle’s flag in the electric mountain bike ground, and we’re excited to see which brands pick up this new motor.

Current partners are listed as “Abums, Labyrinth, Messingschlager, Sants and Titan Racing”. However, we believe more will be announced at Eurobike 2025.

The M40 is a mid-mount motor (as per the majority of eMTB motors), comes with a pair of new batteries and features some interesting technology.

Mahle M40 stats

Key when it comes to ebike motor performance are the torque and power outputs.

DJI’s Avinox motor set the market alight with its impressive 120Nm and 1,000W max outputs, with updates and new motors from competitors clamouring to reach such figures.

However, it’s worth bearing in mind potential EU legislation could limit these figures down the line, with support from Bosch.

For now, Mahle’s M40 hits some high numbers. 105Nm of torque and 850W maximum power are not to be sniffed at, placing the new motor on the powerful performance leaderboard.

It’ll kick out up to 400% of assistance – if you put in 100W, it’ll add another 400W – up to that 850W max.

Its peak performance is delivered with a cadence of 90-120rpm, however, below this speed, there’s still plenty on offer.

The motor weighs in at 2.5kg – in line with the most recent full-power motors from other brands, thanks to its lightweight magnesium casing.

The M40 is said to benefit from Mahle’s Decoupling Mounting System, which reduces the transmission of vibrations from the motor to the frame.

Cranks attach via the ETOR standard, enabling a wide range of cranks from the major manufacturers to be fitted.

Brands will have the option of the 534Wh iM5 battery, which weighs 2.5kg, or the heavier iM8, with 850Wh of capacity, aimed at those looking for an optimised range of up to 150km, or 2,500m of ascent.

Both batteries share the same form factor, so should fit in the same frames.

Keeping it rolling

There’s quite a lot more involved in making a decent eMTB motor, namely how – and how consistently – the power is delivered.

Although it’s not often mentioned, temperature control is important when it comes to ebike motors – getting them too hot by asking for consistently high power can degrade performance.

When this happens, motors can turn off, or drastically reduce their output until things cool down a little.

Mahle is keen to point out that its heat management systems should prevent this from happening.

When the temperature gets towards the limit, the maximum power is limited to 750W with the aim of lessening the chance of overheating, without drastically impacting the ride experience.

Perhaps more interesting are the internal sensors – and what they mean for current and future performance.

Inside the motor are various accelerometers, torque meters and gyroscopes.

There’s also a rear-wheel speed sensor that has a high degree of resolution. With a 27.5in wheel, the system can detect your speed every 3cm of trail – thanks to 84 readings per revolution.

In contrast, if your ebike has a magnet mounted to the wheel or rotor, that’s only reading your speed once per wheel revolution.

These sensors are able, therefore, to detect a large amount of data pertaining to what your bike is doing, and then adjust the motor’s attitude to your power input accordingly.

For example, if the system detects the rear wheel suddenly speeding up while climbing, it’s a fair assumption that the wheel is spinning and not gripping. Power can then be reduced to regain control.

On descents, if the bike is leant over, the kick of any power input can be reduced to prevent the loss of control.

Likewise, the motor’s ‘Dynamic Overrun’ alters how much the motor continues to pull the chain round once you stop pedalling, depending on the speed and whether you’re climbing or descending.

Doing this is said to improve the motor’s climbing performance.

Mahle tells us it is continuously monitoring user data to improve the software and thus performance.

For example, in time, it should be able to tell the difference between a bike that’s looping out by accident on a climb, and when someone is intentionally popping a wheelie.

Extra assistance

The walk mode is engaged by holding the ‘down’ button on the wireless on-bar controller. This spins the cranks to rotate the rear wheel.

Additionally, there’s a hill-start function. By gently pushing down on the cranks while the bike is facing uphill, the motor engages and prevents the bike from rolling backwards.

The neat on-bar Trio Remote, which features LED status displays, is supplemented by a 1.9in top-tube mounted head unit and display, which shows a multitude of data via its colour screen. A second Trio Remote can be added to the bar for additional functionality.

Data is customisable, while additional data can be found in the accompanying app.

While OEMs (bike brands to you and I) will have around 100 customisable parameters, to match the motor’s performance to their individual bikes, riders will also be able to tweak a second, narrower layer of motor performance.

Mahle has a suite of additional items in its ebike ecosystem, including neat wall-mounted chargers, mirroring those in the automotive world.

Mahle M40 motor initial impressions

I only spent a little while riding the motor, which was fitted to a frame that Mahle had built specifically for the launch – expect more partner brands to be announced at Eurobike 2025.

Much like DJI’s Avinox, what is immediately obvious is how reactive the motor is to human and trail impacts.

While it’s a cliche, it has a very natural feel, with easily controllable power to the rear wheel.

At those higher, ideal cadences, the power delivery is punchy and smooth, easily powering you up steep, loose and technical climbs.

The overrun doesn’t boost you uncontrollably into sections you want to take more care in – rather, it supplements what you’re trying to achieve in a subtle manner.

At lower cadences, there’s still ample grunt to get you up steep pitches. In fact, on the steepest pitches, I used lower cadences to keep the bike as stable as possible, rather than pedalling manically at a high rate and relying on the torque to get me up.

During descents, I didn’t find the motor pushed me beyond speeds I wanted to be at – the overrun is subtle and the kick of power when I did put pedal strokes in was smooth.

The hardware seems solid. The remote controller is well-shaped and doesn’t take over the bar, while the feedback through the buttons is ample.

The screen is bright and readable in sunny conditions.

I’m excited to see which brands pick up this motor. It’s a crowded space, and it’s difficult to think of bikes that are due a refresh. However, whichever bikes come equipped with the M40 shouldn’t find their performance compromised by the motor.

In March, Zwift adjusted the performance of bike frames and wheels in the game, aligning them more closely with real-world performance differences between various bikes and wheel types. At the same time, they released the bike upgrade feature, allowing riders to put in work to make their bikes marginally faster.

Learn more about the performance changes >
Learn more about bike upgrades >

While I’ve spent a lot of time unpacking these changes on the road bike/tarmac side of things, I really hadn’t tested bikes on Zwift’s dirt surfaces until recent days. And the results surprised me! Let’s dig into how various bike types perform on Zwift dirt today.

First, a Wheel Important Note

The 1-hour time gap data below is based on the speeds of our baseline bike, which is the Zwift Carbon with 32mm Carbon wheels.

In Zwift, you can’t put the 32mm Carbon wheels on a gravel bike. Instead, you must choose between several gravel-specific wheelsets. The nice thing is, Zwift keeps it simple: all the gravel wheels currently perform the same.

When it comes to mountain bikes, there is just one wheelset you can use, named “Zwift Mountain”.

Because of how wheels work, for the data below, we paired each frame type with a specific wheelset so the comparisons would be useful:

• Gravel Bikes all used the Zwift Gravel wheels
• MTB all used the Zwift Mountain wheels
• Road bikes all used the ENVE 8.9 wheels (we tested a few top-performing wheelsets, and these turned in the fastest lap times)
• Zwift Concept Z1 (Tron bike) used the Zwift Concept wheels

Time Savings Over 1 Hour at 300W (Stage 0 vs Stage 5 Frames)

Let’s begin with a simple chart that clearly illustrates the performance delta between gravel, mountain, and road bikes on Zwift dirt. This chart illustrates the time difference between each bike and our baseline bike (Zwift Carbon with 32mm Carbon wheels) over 1 hour of riding on the Jungle Circuit at 300W (4 W/kg).

Use the toggle to switch between viewing the un-upgraded versions of each bike and the full-upgraded (stage 5) version.

Takeaways

First things first: there is a big performance gap between gravel bikes and MTB+road bikes on the dirt. This gap is bigger than it’s ever been, thanks to changes Zwift made in their March update.

In fact, the gap between gravel and road bike performance in the dirt is approximately twice what it used to be. (After Zwift made road bikes roll faster in the dirt in November 2023, road bikes were around 1 minute slower than gravel bikes across an hour of riding. Now that gap is more like 2 minutes.)

The performance gap between the fastest and slowest gravel bikes has also widened. Formerly, the difference between the fastest and slowest bikes was ~20 seconds. Now it is ~38 seconds. (This lines up with the changes Zwift made to road bikes, where they stretched out the bell curve of performance so there was a larger delta between the fastest and slowest bikes.)

Toggling between stage 0 and stage 5, we can see that fully upgrading a frame doesn’t change its performance relative to other frames of the same type (the fastest gravel bike remains the fastest gravel bike, etc.). But a few of the road bikes do overtake some mountain bikes, as the delta between MTB and road shrinks at stage 5.

Lastly, this data shows that mountain bikes are never the smart choice if you’re looking for the fastest setup in a Zwift ride. In the Jungle, mountain bikes are just barely faster than the road bikes (at stage 0 at least). But mountain bikes are significantly slower than road bikes on all other surfaces, and gravel bikes clearly outperform them on dirt. So the mountain bike has no home in Zwift currently, unless you’re looking to ride with a group and make the effort more challenging.

Time Savings Over 1 Hour at 150W (Stage 0 vs Stage 5 Frames)

This chart uses the same bikes as the first chart, but the tests were run at just 150W (2 W/kg) to see how performance deltas change at lower speeds.

Use the toggle to switch between viewing the un-upgraded versions of each bike and the full-upgraded (stage 5) version.

Takeaways

Wow! The performance deltas between each type of frame are much larger at 150W vs 300W. ~249 seconds separate the Cervelo Aspero from the S-Works Tarmac, almost twice the gap (~128 seconds) we saw at 300W.

The mountain bikes clearly outperform the road bikes at this power level as well, with the Scott Spark RC World Cup besting the S-Works Tarmac by ~83 seconds at 150W vs ~10 seconds at 300W.

If you weren’t sure about the advantage of a gravel setup on Zwift dirt, this chart makes it clear.

Overall Conclusions

The changes Zwift made to bike performance on dirt surfaces are quite substantial. And I think they’re good changes:

• Road bikes didn’t really get slower on the Jungle dirt, and that’s good – because nobody likes going slow on Zwift
• Gravel bikes got faster, making them a viable option in more scenarios. This adds a strategic bike choice element to certain Zwift races/rides.

Racers will want to consider the implications of Zwift’s updated dirt performance and polish up their mid-race bike swapping technique for courses that include significant dirt stretches.

What’s Next

Given the impressive performance of gravel bikes on dirt, I will conduct additional tests on key dirt sections to determine where using a gravel bike (or swapping mid-ride) makes sense. We’ll especially take a look at Makuri Island’s Temple KOM, which is a mostly dirt climb that forces key selections in races on that map.

I’ll also test how gravel bikes now perform on the gravel surface type, which currently only exists on the Sgurr Summit North in Scotland.

Stay tuned for results…

Your Thoughts

Do you have comments or questions about how Zwift bikes perform on dirt? Share below!

Condor’s Italia RC Disc sees cables and hoses sprout from the handlebar before disappearing into the frame. 

But the new Italia RC Ltd, a limited-edition version of the aluminium race bike, features fully integrated cable routing.

The Italia RC Ltd comes in a striking lilac paintjob and features a new seatstay design. 

• Condor Italia RC Disc review: a shining example of how good aluminium race bikes can be
• Condor’s most popular bike is now available in stainless steel

“Clean and uncluttered”

While integrated cable routing can be divisive, Condor says it gives the Italia RC Ltd a “clean and uncluttered aesthetic” and contributes to “improved aerodynamics by reducing drag”. 

The aluminium road bike is available with a two-piece bar and stem combination from Deda, ENVE, Condor or Pro. It will also be available with a colour-matched one-piece carbon handlebar. 

Condor has increased the size of the head tube on the Italia RC Ltd to accommodate the internal routing. 

“This ensures that brake hoses run smoothly without kinking or bending, an issue we’ve often observed on bicycles serviced in our store workshop,” it says.

But Condor also says the new 1.5in head tube provides front-end stiffness that “translates into razor-sharp steering precision”. 

Semi-dropped seatstays 

Another difference between the fully integrated Italia RC Ltd and the standard version is the seatstays.

These are “semi-dropped” rather than meeting the down tube at the same point as the top tube. 

“Unlike fully dropped designs, our seat stays are positioned to retain some of the bicycle’s traditional, elegant lines, ensuring a familiar and pleasing aesthetic,” Condor says.

“Yet, this subtle drop isn’t just for looks. By lowering the attachment point on the seat tube, we achieve enhanced vertical compliance, allowing the seat post and seat tube to flex more effectively.” 

Condor has also “custom-forged” the seatstays by flattening the tubes to create a wider horizontal profile. It says this increases lateral stiffness compared to a round tube of the same weight. 

Custom-drawn aluminium

It’s not just the seatstays that are custom, but all of the Italia RC Ltd’s tubing. 

The bike uses 7000 series aluminium for its strength-to-weight ratio, which Condor says allows for “thinner and lighter, yet stiff and durable frame construction”. 

Condor hand-welds the tubes and assembles each frame one at a time, rather than on a production line. Condor says this enables its builders “to use less material at each join and dedicate greater attention to detail, ultimately enhancing the ride’s overall quality”.

“At Condor, we’ve always believed that aluminium never quite got the recognition it deserved at cycling’s highest level,” the London-based brand says. “When crafted correctly by skilled artisans using a precise selection of aluminium alloys, it delivers a ride that’s both smooth and incredibly lively.” 

Condor claims the Italia RC Ltd frame weighs 1,500g, painted in a size 55cm with fixings and bolts. The carbon fork adds 350g. 

Elsewhere, the Italia RC Ltd has a T47 bottom bracket. Condor uses threaded bottom brackets on all its bikes for ease of maintenance and says the T47 aids power transfer.

Tyre clearance remains the same as the standard Italia RC at 32mm. 

How much does the Condor Italia RC Ltd cost? 

At £1,499, the Italia RC Ltd frameset costs £100 more than the standard Italia RC. 

Condor has provided a range of example builds. Pricing starts from £3,762 for an Italia RC Ltd with Shimano 105 Di2 and rises to £7,861 with Campagnolo Super Record Wireless 13-speed. 

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Netflix’s Tour de France: Unchained will return for its final season on 2 July.

The third and final season of the documentary will take you behind the scenes of the 2024 Tour de France, where Tadej Pogaçar won six stages on his way to overall victory. It will also show the stories of other riders, teams and moments from the race.  

A trailer released on Wednesday focuses on UAE Team-Emirates XRG and Tadej Pogaçar, with teammate Mikkel Bjerg saying: “Everything the light touches is Tadej’s kingdom.”

It also picks out a frustrated Red Bull-Bora-Hangrohe with a quote that reflects the drama of Tour de France: Unchained season one: “The Tour is a fucking circus, and we are the clowns.” 

• Read more: Does Netflix’s Tour de France: Unchained prioritise spectacle over the true workings of the race?

The series will also show Mark Cavendish’s final Tour de France, where he snatched a record-breaking 35th stage win, beating Eddy Merckx’s tally of 34. 

Tour de France: Unchained follows a familiar sports-documentary format popularised on Netflix with shows such as F1: Drive to Survive. 

The first series was announced in March 2022, when Netflix partnered with A.S.O., organiser of the Tour de France, to create a documentary series based on the 2022 race.

It was produced as a joint venture between Box to Box, the makers of F1: Drive to Survive, and Quadbox.

Many hoped that the show would do for cycling as F1: Drive to Survive has done for Formula 1, with global analytics company Neilsen stating 2.7 million 26 to 35-year-olds became interested in F1 every month in the year beginning March 2020. 

But Netflix France decided not to renew Tour de France: Unchained for a fourth season. 

According to Le Parisien, viewing figures had been weaker than hoped. Despite decent numbers abroad, this did not help the platform achieve its goal of growing its subscriber base in France. 

“After three seasons, we are naturally coming to an end of this cycle. We’re very proud of the work we’ve done and of the public response to the documentary series, which has allowed us to offer a fresh take on this legendary competition,” Netflix told Cycling Weekly in February. 

Shimano Q’Auto is a new automatic-shifting system powered by a dynamo incorporated into a new rear hub that integrates with the brand’s Cues derailleurs.

Crucially, compared to existing Shimano Di2 drivetrains, the system does away with a central battery, running from a self-charging Li-ion capacitor that can store power for over a year. 

As well as powering the system, the hub can control gear shifts automatically, using “over 6,500” pre-set algorithms in response to your pedalling input, speed and gradient.

The system is accompanied by a wireless shifting switch, which offers the ability to override gear selections. In turn, the Q’Auto system learns these choices, effectively customising the drivetrain to your riding.

Shimano says Q’Auto is designed for “urban, trekking and gravel” bikes, but that the system is also compatible with the brand’s complete range of Di2 shifters. 

This opens the enticing possibility that Q’Auto could be rolled out to other disciplines in the future.

Machine-learning gears

Q’Auto’s centrepiece is undoubtedly the FH-U6060 rear freehub. This pairs speed, cadence and gradient sensors with an internally housed dynamo. 

The dynamo removes the need for a separate battery to be housed in the frame to power the Shimano Cues RD-U8050 rear derailleur. Instead, the small onboard lithium-ion capacitor is connected directly to the derailleur. 

Shimano claims this can hold charge for up to a year, removing the need to manually recharge the derailleur.

A dedicated wireless shift switch (SW-EN605-R), which is powered by two CR1632 coin batteries, can also be used to control the system. This enables you to override the default automatic gear selection to a preferred gear.

You can also use the switch to toggle between manual and automatic shifting modes, and can customise its functions through Shimano’s E-TUBE Project app.

Shimano claims the brains of the system, which are housed inside the hub, learn from these manual inputs, producing an automatic drivetrain better matched to your riding style.

Shimano Q’Auto compatibility

While intended primarily for trekking, urban and electric bikes, the use of a standard 142x12mm thru axle and standard HG freehub body offers the tantalising prospect of combining the system with Shimano’s more performance-oriented road electronic groupsets.

There’s no word on the possibility of swapping to a Microspline freehub body for use with the brand’s other electronic gravel or MTB drivetrains.

That said, Shimano says the hub and rear derailleur are compatible with the brand’s pre-existing wireless Di2 switches and shifters – a further indication that we could see the system rolled out to 105, Ultegra and Dura-Ace Di2 levels on the road, GRX Di2 on gravel, or XTR Di2 for MTB in the future.

It’s worth remembering that the brand’s road groupsets are all currently 2x, and Shimano hasn’t confirmed yet whether the system could be adapted to accommodate a front derailleur.

At launch, the system is designed with long and short cage versions of the Cues RD-U8050 rear derailleur, which are compatible with the brand’s LinkGlide cassettes (used commonly on ebikes and some non-assisted bikes).

The 11-speed 11-50t and 11-45t cassettes, plus the 10-speed 11-48t cassette, require the use of the RD-U8050-SGS long cage derailleur, while the 10-speed 11-43t cassette uses the RD-U8050-GS short cage version.

As a result, the system is set to be seen on new urban and entry-level gravel bikes, while it will also be possible to upgrade an existing bike with the drivetrain. 

Prices for the new system, as well as expected price ranges for fully built bikes, are still to be confirmed.

Haven’t we seen this before?

Shimano’s self-powered Q’Auto system might feel like a bold leap forward, but the idea has been brewing for more than a decade. 

Back in 2011, Shimano filed a patent (EP2535257 A1) outlining a remarkably similar concept: a miniature dynamo integrated into a rear derailleur pulley that could charge or directly power a Di2 drivetrain.

Although the original design never made it to production, it clearly laid the groundwork for what we’re seeing today. 

That patent described not only the dynamo-equipped pulley, but an entire ecosystem where derailleurs, computers and accessories could be powered from a shared energy source. At the time, it was a tantalising vision of a self-sufficient electronic bike.

Fast-forward to 2025 and Q’Auto realises much of that ambition – albeit in a more practical form.

The core principle, however, remains the same: eliminate reliance on a central battery, reduce rider maintenance and open the door to smarter, more integrated bike tech.

It has taken seven years, but Shimano has finally launched the long-awaited, wireless version of its top-flight XTR groupset, M9200.

It’ll come as no surprise that the drivetrain is wireless – cables no longer pull the derailleur across the cassette, instead Shimano’s own wireless protocol connects the shifter and derailleur, while a battery and motor push and pull the unit’s parallelogram over the cassette.

Shimano says market demands and performance benefits drove the removal of the gear cable.

It has taken time to get to this point, although the brand points to its other Di2 drivetrains that are prevalent in the eMTB market, as well as its durable Di2 LinkGlide 11-speed drivetrain releases over the past few years as proof that its engineers have been far from idle.

• Read more: Shimano XTR Di2 M9200 review

Lessons have been learnt from these drivetrains, while they’ve also taken up development resources.

In addition to the new gears, which come in a duo of flavours for XC and trail or enduro riders, there are new brakes and wheels, too. 

The lighter-weight XC brakes are on the surface almost identical to the previous XC brakes, but the new trail or enduro brakes have completely revised levers and calipers. 

Both contain a new mineral oil, said to boost performance across a range of temperatures, killing off the wandering bite point issue that has dogged Shimano brakes in recent years.

Carbon rims, as well as a quick pick-up rear hub, feature on the new wheelsets. Again, XC, trail and enduro riders are catered for.

Both pairs of rims are wide, with the enduro version just a little wider and sporting a broad rim wall to ward off punctures.

It is worth noting that there are no updates to either chains or rotors.

Fortunately, there are options for backward compatibility in the groupset – cranksets and chainrings, chains and cassettes of old will still work with the new groupset.

• Shimano M9200 groupset price (exc pedals, wheels): £2,234.88 / $2,561.97
• Shimano M9220 groupset price (exc pedals, wheels): £2,284.88 / $2,258.98

Shimano XTR M9200 Di2 drivetrain real-life weights 

• Shimano XTR M9250 Di2 SGS 12-speed rear derailleur: 416g (including battery)
• Shimano BT-DN320 battery: 23g 
• Shimano XTR SW-M9250-R Di2 shift switch: 100g (with I-SPEC EV mount) 
• Shimano XTR CS-M9200 10-51t 12-speed cassette: 367g 
• Shimano XTR CN-M9100 126-link chain with Quick-Link: 268g 
• Shimano XTR FC-M9220 170mm crankset: 522g 
• Shimano XTR SM-CRM96 32t chainring: 64g 
• Total: 1,737g

Shimano XTR M9200 derailleurs

• RD-M9250 (SGS and GS): £549 / $620
• RD-M9260 (eMTB SGS, 11 and 12-speed): £549 / $620
• BT-DN320 battery: £39.99 / $52
• EC-DN100 charger: £29.99 / $44

The heart of any drivetrain has to be the derailleur.

The new XTR derailleur connects to the frame traditionally, via a derailleur hanger, and features low and high adjustments and a b-tension screw to set the distance between the top jockey wheel and the cassette.

The unit is designed to be as low-profile as possible, with skid plates and forms designed to slide past impacts, rather than hang up on them. This ‘Shadow ES’ form is intended to minimise the number of impacts the derailleur encounters.

Should an impact occur, the Automatic Impact Recovery mechanism brings the derailleur back to its required position, without the rider being required to shift up or down to reset the system.

The main knuckle, from which the cage hangs, is built around a dual spring, rather than the spring and clutch of old. This means there’s no adjustability there, nor a clutch on-off switch to make wheel removal easier.

Shimano claims this system gives more consistent tension on the cage, so chain retention is better, it’s less likely to suffer from chain slap and should encourage improved chain wrap on the cassette teeth.

Shimano XTR derailleur details

The battery has a capacity that’s said to give a range of 340km. This is reportedly 40% more than competitors, thanks to a mechanically more efficient system, and a communication protocol with the shifter that needs fewer messages to be relaid back and forth.

Lights indicate the battery level on the derailleur.

The carbon cage features 13t jockey wheels. They’re solid, which the Shimano engineers explained reduces their flex.

This, in turn, means better shifting performance, which also improves efficiency, according to Shimano.

While larger jockey wheels are increasingly popular, because they’re mechanically more efficient, Shimano wasn’t able to measure any notable improvements in efficiency, and so believes the stiffer jockey wheels offer the best performance.

Shimano XTR derailleur options

Shimano is offering two families – one for mountain bikes and one for electric mountain bikes, with the former utilising an onboard battery, while the latter is built to draw power from the eMTB’s main battery.

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

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

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

Free Shift enables gears to be changed while you’re not pedalling, by independently rotating the chainring, via the Shimano EP8 motor. This enables you to pre-select a gear for an upcoming trail feature.

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

Shimano XTR shifter

• SW-M9250R: £184.99 / $205

Since Shimano released its Di2 drivetrains, its shifters have always mimicked ‘traditional’ cable shifters, with shift buttons in similar positions and offering a similar ‘click’ feel.

This is no different with the latest-generation shifter.

However, it is now a sleeker design, with a body that sits closely under the bar and now features a pair of four-way adjustable shift buttons.

The paddles are mounted on a ball joint, so their angle can be fully adjusted, and the larger and smaller paddles can be swapped front to back, too.

There’s the option for a single or push-through double click – a screw on the base of the shifter body enables or prevents this second click, depending on your preference.

As you’d now expect, the shifter can provide multi-shifts. Hold down the shift paddle and the derailleur will shift multiple sprockets at a time, with an in-app definition of how many shifts are provided.

A third button is provided on the shifter.

A long hold will enable you to trim the derailleur while riding and a short press can be used to control a variety of options.

These include those from third-party brands – Garmin and Magicshine are the two that stood out to us.

While Shimano says the function of that button is up to third parties, and wouldn’t comment on what that might be, road cyclists have been able to control their data screens on Garmin computers for years, and we would imagine a light-power toggle function might be offered by Magicshine.

Shimano XTR cassettes

• CS-M9200-12; $465 / £399.99

The Japanese drivetrain giant is releasing the groupset with two cassette options.

There’s Shimano’s long-standing 10-51t ratio cassette and a new 9-45t option.

They both get a new coating that’s said to reduce wear.

The 9-45t option is 70g lighter in weight. While this might offer up advantages for XC riders, we feel this, in conjunction with the short-cage rear derailleur, could be a good option for enduro riders looking to boost ground clearance – it does so by 23mm.

This 9-45t cassette still fits on Shimano’s Microspline freehub body, but requires a new tool in order to fit it, because the existing lockring has a diameter that is too large to work.

Shimano acknowledges that the 9t sprocket is less efficient in terms of drivetrain efficiency, but it’s good to see this option for all riders, in our opinion.

Shifting performance should be similar to existing cassettes, thanks to the use of Hyperglide+ tooth profiling found on current-generation cassettes.

The existing LinkGlide cassette will be used for 11-speed builds.

Shimano XTR cranks

• FC-M9220 (trail and enduro): £379.98 / $415 (inc ring)
• FC-M9200 (XC): £379.98 / $415 (inc ring)
• FC-M9220 (trail and enduro): £249.99 / $280 (exc ring)
• FC-M9200 (XC): £249.99 / $280 (exc ring)
• SM-CRM96 chainring: £129.99 / $135

The jewels in the crown, in our eyes, are the new crank and chainring options.

Shimano has stuck with its tried-and-tested HollowTech II alloy construction.

Although it’s identical in appearance, there will be a thicker, more durable trail and enduro option, and a lighter-weight XC crank, with the XC crank offering a slightly narrower Q-factor.

The cranks will be available in a broad range of lengths, from 160mm to 175mm.

The trail and enduro crank will have a Q-factor of 176mm, while the XC crank will be 168mm, both built around a 55mm chainline.

Sadly, there’s no power meter option with XTR, so if you need to know how many watts you’re pushing, you’ll need to rely on third-party hardware.

The chainrings have a new look, too.

The closed portion of the rings’ splines is there to offer increased impact protection at the 3 and 9 o’clock crank position that is more likely to experience chaining impacts.

28-36t options will be offered, in two-tooth increments.

Shimano XTR brakes

• BR-M9220 (trail and enduro): £229.99 / $295
• BR-M9200 (XC): £249.99 / $260

As we’ve seen in previous iterations of Shimano’s groupsets, there will be two versions of the XTR brakes – trail and XC.

Shimano acknowledges the issues it has faced with wandering bite points and says it has fixed the problems with this generation.

The main issue, it says, was the mineral fluids, and so there’s a new type in use here.

Shimano XTR XC brakes

The XC brakes look nigh-on identical to the previous-generation XC brakes, with a svelte lever and a two-piston caliper.

Inside, though, new seals are designed to work with Shimano’s new low-viscosity mineral fluid, which is said to be much more stable at a range of temperatures.

Sadly, the new mineral oil is not backward-compatible, nor can you use your current bottle of mineral fluid to top up the brakes, because this would damage the new seals.

A magnesium master cylinder and carbon lever blade help keep weight low.

Shimano XTR trail and enduro brakes

The lever end of the trail brakes is much more obviously new, with a completely revised architecture.

The hose exits the lever body much closer to the bar, enabling cleaner-looking through-headset routed hosing.

The lever holds a larger reservoir of fluid, adding consistency, and the fluid is now pulled through the system, rather than pushed, by the master piston.

Shimano has subtly changed the brake lever blade to improve ergonomics.

The pivot has been moved closer to the bar to give a more natural-feeling lever travel through its stroke, while the lever is tilted 5 degrees upwards from the pivot, to better match your finger’s position over it when in use.

At the caliper end, the brake pad has grown in size, offering increased surface contact with the rotor.

The pads still feature their wings, to help dissipate heat, but the additional size is also said to reduce pad rattle. 

This is further aided by an ovalised hole for the retaining pin to go through.

Shimano XTR wheels

• WH-M9220 (trail and enduro): £1,249.98 / $1,550
• WH-M9200 (XC): £1,699.98 / $2,170

Two sets of wheels will be offered – an XC pair and a set for enduro and trail riding. Both will feature carbon rims.

The enduro and trail wheels feature a hookless rim with a 30mm internal width, and a broad rim wall to ward off punctures. It’s held onto the hubs by 28 spokes – relatively few for a wheel of this type.

The hub has been built to reduce drag, while there’s a 3.5-degree engagement angle.

The XC wheels have a marginally narrower rim, at 29.6mm internally, and are built with 24 titanium spokes onto a low-drag, high-engagement hub.

Hubs will also be available to purchase.

Shimano XTR finishing touches

Shimano is also offering new pedals. Most noteworthy are the trail pedals, with an improved platform to offer more support to your shoes.

The XC-focused pedals will have two axle options – one offering a 3mm narrower stance.

An upgrade kit, consisting of a derailleur, shifter, and associated chargers and battery, will also be offered.

• PD-M9200 (XC pedals): £159.99 / $TBC
• PD-M9220 (trail and enduro pedals): £179.99 / $TBC
• SW-M9250 (upgrade pack): £799.99 / $TBC

Zwift has announced a series of Pride events for June, including colorful Pride Ons, new unlocks, and a series of races! Why all the special events? The Pride On FAQ says, “When we say we’re on a mission to make more people more active more often—we mean it! We want to work towards making Watopia, and all of Zwift, more inclusive.”

Daily Schedule

Here is the schedule of Pride On events during the month of June:

• Mondays: Pride On Rides
• Tuesdays: Pride On Rides
• Wednesdays: Rainbow Races
• Thursdays: Throwback Thursday Rides & Runs
• Fridays: Pride On Rides
• Saturdays: LGBTQ Zwifters Club Rides and Runs
• Sundays: LGBTQ Zwifters Club Rides and Runs

See the Pride On events schedule at zwift.com/events/tag/prideon

Social Rides and Runs

Zwift hosts Pride On events throughout the year, but they will be especially prominent on the calendar during the month of June, with Pride On Rides and Runs scheduled throughout the week.

Most rides are open-paced and 45 minutes long, while runs are open-paced and 30 minutes long. Events will rotate between several different routes throughout the month.

Note that Thursday and weekend events are a bit different than the other days – see below for details…

Throwback Thursdays

The Thursday Pride On Rides and Runs are “Throwback Thursday” rides which will unlock past Pride On kits:

• Week 1 (June 5): 2021 Ride kit, 2019 Run kit
• Week 2 (June 12): 2022 Ride kit, 2020 Run kit
• Week 3 (June 19): 2023 Ride kit, 2021 Run kit
• Week 4 (June 26): 2024 Ride kit, 2022 Run kit

Weekend LGBTQ Zwifters Club Rides

The weekend Pride On rides are hosted by the LGBTQ Zwifters Club, with experienced leaders pacing the 60-minute events at 1.6-1.8 W/kg.

Rainbow Races

This year, for the first time, Zwift is hosting special crit-style Pride Month races each Wednesday. Dubbed “Rainbow Races”, they happen in five time slots each week:

• Wednesday 12:30am UTC/Tuesday 8:30pm ET Tuesday/5:30pm PT
• Wednesday 6:30am UTC/2:30am ET/ Tuesday 11:30pm PT
• Wednesday 10:45am UTC/6:45am ET/3:45am PT
• Wednesday 1:30pm UTC/9:30am ET/6:30am PT
• Wednesday 6:50pm UTC/2:50pm ET/11:50am PT

Races will be held on the following routes:

• Week 1 (June 4): Downtown Dolphin (19.7km, 170m)
• Week 2 (June 11): Neokyo Crit Course (20.2km, 99m)
• Week 1 (June 18): Downtown Dolphin (19.7km, 170m)
• Week 2 (June 25): Neokyo Crit Course (20.2km, 99m)

Kit and Wheel Unlocks

Every Pride On event unlocks something – a kit, the new 2025 Pride On Wheels, or both. To be precise:

• Pride On Rides and Weekend LGBTQ Zwifters Club unlock the LGBTQ Zwifters club kit and Pride On Wheels
• Throwback Thursday rides unlock a different kit each week and Pride On Wheels
• Rainbow Races unlock only the Pride On Wheels

Wondering how the new Pride On Wheels perform? They’re not particularly fast, although they look fun. They turn in the same test performance as the 2025 Big Spin prize wheels (named the Zwift Groovy Time Trial wheels). See their performance details on our wheel charts page.

Campagnolo has announced the release of Super Record 13, the world’s first 2x 13-speed wireless electronic road bike groupset.

Although the groupset takes its name from the number of sprockets available on its cassettes, Campagnolo says Super Record 13 is about “more than one extra sprocket”.

As the leaks suggested, Campagnolo’s iconic ‘thumb shifter’ makes its return with Super Record 13, but the Italian brand says almost every part of the new groupset has been updated or refined, with the aim of creating a new “benchmark” for the cycling industry.

At 2,435g, Super Record 13 is claimed to be the lightest electronic road bike groupset with disc brakes, undercutting SRAM Red AXS by roughly 60g.

Shifting is also said to be faster, smoother and quieter than before, with the broadest range of stock gearing options of any road bike groupset and overhauled ergonomics.

Super Record 13 marks a “new chapter” for Campagnolo and a “redefinition” of its brand identity.

It is, the brand says, the first stage of a “complete line of products designed to cover the various market segments”, including 1x and 2x 13-speed groupsets for road, time trial and gravel bikes.

Bucking trends, the price of a complete Super Record 13 groupset is – at £3,900 / $4,750 / €4,300 – cheaper than Campagolo’s previous flagship groupset, Super Record Wireless (£4,499 / €5,200).

• Read more: I tested new Campagnolo Super Record 13, and Shimano and SRAM should be worried – here’s why 

Not just 2x 13-speed for road

After a number of years when it seemed as if Campagnolo’s influence on cycling was waning, the historic Italian brand has come out swinging with an announcement that puts it decisively on the front foot.

Although the launch primarily encompasses a 2x 13-speed wireless electronic grouspet for road bikes, Campagnolo says there’s plenty more to come from this new Super Record product family, starting from September 2025, including:

• 1x 13-speed road groupset, with a clutch-equipped rear derailleur
• 1x 13-speed time trial groupset, with a clutch-equipped rear derailleur and aero bar-end shifters
• 2x 13-speed endurance road / gravel groupset, with a clutch-equipped rear derailleur
• 1x 13-speed ‘Super Record X’ gravel groupset with a gravel-specific, clutch-equipped rear derailleur and a 48t cassette

In total, Campagnolo says the complete Super Record 13 platform will cover five applications (the four above plus 2x 13-speed for road) with three separate rear derailleurs and other dedicated components.

The only thing missing, then, is something more accessible – to compete with the likes of Shimano Ultegra Di2 and SRAM Force AXS, for example.

After all, despite the drop in price compared to Super Record Wireless, Super Record 13’s price tag means it will – like Shimano Dura-Ace Di2 and SRAM Red AXS – remain out of reach for many riders.

Recent reports have suggested the Italian brand may be set to retire its iconic Record groupsets, but perhaps we could see a Chorus 13 wireless groupset at some point instead.

When asked about this, Campagnolo’s group head of product and marketing, Federico Gardin, didn’t reveal any specific plans for cheaper groupsets, but stressed the brand is aware it needs to offer products hitting a range of price points, and is listening to market feedback.

Ultimately, Gardin says Campagnolo knows “it’s important to have a product you can find in shops”, and it has been working hard with bike brands to ensure this and any future groupsets make their way onto bikes in shops at competitive prices.

Faster shifting with more options

As well as aesthetic overhauls to both derailleurs, Campagnolo claims significant improvements to shifting performance.

Super Record 13 is claimed to offer “the fastest shifting on the market”, for example, while being 25 per cent more compact.

Shifting from the top to the bottom of the cassette, for example, is claimed to take only 1.9 seconds, compared to 3.6 seconds with 12-speed Super Record Wireless.

Going the other way (from bottom to top) is claimed to be similarly swift, at only 2.1 seconds on Super Record 13, compared to 3.3 seconds with 12-speed Super Record Wireless.

Campagnolo says this improvement comes as a result of the tighter spacing and updated sprocket tooth profiles.

Larger, 14t pulley wheels with updated tooth profiles are also said to reduce drivetrain friction while improving shifting accuracy and chain retention.

Both the chain and cassette are treated to a new ‘black chrome’ finish, which is claimed to reduce drivetrain noise and improve durability.

The rear derailleur is compatible with UDH frames via a direct mount hanger, as well as traditional frames via a standard derailleur hanger.

There are seven chainring combinations, from 45/29 to 55/39t, and four cassette options, from 10-29 to 11-36t. Campagnolo says “all chainring and cassette combinations are possible”, and that the same front derailleur can be used with all chainring combinations.

The carbon cranks are largely unchanged versus the previous-generation cranksets, although Campagnolo notes the retaining clip has been moved to the non-driveside bottom bracket cup (from the driveside) to simplify installation.

There are four crank-length options, from 165 to 175mm. Campagnolo says it is aware of the current pro trend for short cranks and that it’s open to introducing more options if it considers there is sufficient demand.

Campagnolo doesn’t claim any specific improvements to front shifting speed, but it says the front derailleur has been “completely redesigned”, shedding 10g, with a new carbon outer cage and “new engineering” that “guarantees” smoother shifts while shifting under power.

The shape of the front derailleur has been redesigned to improve rear tyre clearance, and it also gets a new, simplified battery with a single LED light to indicate battery life and “system status”.

The claimed battery life is the same as before (750km of range per charge, front and rear) and it can be charged on or off the bike with a magnetic charging cable.

Campagnolo says the new battery is backwards-compatible with 12-speed Super Record Wireless and Super Record Wireless S front derailleurs running the latest firmware.

Return of the thumb shifter

It’s fair to say that ditching its iconic thumb shifter (with the launch of Super Record Wireless) was a fairly divisive move for Campagnolo.

It showed the brand was willing to explore alternative ergonomics for the electronic age, but also came as a disappointment to many existing fans – many of whom felt Campagnolo was abandoning one of its key differentiators compared to Shimano Di2 or SRAM AXS.

With Super Record 13, though, Campagnolo is bringing the thumb shifter back in a redesigned form to make it easier to reach from the drops.

This, plus the addition of a third, customisable ‘Smart Button’ on each shifter (located on the inside, just above the pivot point of the brake lever), offers a more traditional Campagnolo feel, while also giving riders more options to customise how they use the shifters.

Each Smart Button can, for example, be set to shift up or down at the front or rear derailleur, as a toggle button for the front derailleur (similar to Shimano’s ‘Front Shift Next’ function, which shifts up or down depending on which chainring you’re using), or as a control button for compatible bike computers.

All of this is done via the MyCampy app, which is available for iOS and Android smart devices.

Beyond buttons, Campagnolo has also refined the shape of the Ergopower shifters. The new shifter bodies are slightly longer and more svelte than before, with a flatter top designed to spread the weight more evenly across the palms of your hands.

The shape of the carbon brake levers has also been refined, with a repositioned pivot point to aid braking from the hoods. Campagnolo says the lever is now less likely to interfere with your fingers during braking too.

The shifters have also been designed with the pro trend for angled-in hoods in mind, up to the UCI’s limit of 10 degrees.

In terms of brakes, Campagnolo says it has updated the calipers for easier bleeding and added titanium hardware to save a few grams.

It’s also launching sintered brake pads for better durability in wet weather, although groupsets will ship with organic pads as stock.

More than an extra sprocket

Super Record 13 beats Shimano and SRAM to the punch, bringing the first 2x 13-speed wireless electronic road bike groupset to the market.

While some might question the need for yet more sprockets and ever finer gear ratios, Campagnolo says that “being able to manage your effort maximizes performance” and that “finding the right cadence makes the difference between an effective and satisfying action and a tiring and disappointing experience”.

Happily, the new groupset doesn’t necessitate a new freehub standard – meaning Super Record 13 will work with existing wheels that feature, or are compatible with, the brand’s N3W freehub.

Campagnolo says this was possible thanks to experience gained from its Ekar 1x 13-speed gravel groupsets – where, compared to 12-speed, it reduced the thickness of and distance between each sprocket, and developed a narrower 13-speed chain.

Campagnolo says that while Ekar cassettes and chains share the same spacing dimensions, the tooth profiles on Super Record 13 cassettes are different. They are cross-compatible, although Campagnolo recommends staying within the same family of components for the best performance.

Campagnolo Super Record 13 pricing, specifications and availability

Campagnolo hasn’t provided a detailed breakdown of individual component weights or prices, but here’s how it stacks up against its predecessor and the competition:

Campagnolo says Super Record 13 will also be available with the brand’s HPPM power meter included for £4,950 / $5,899 / €5,399, saving around £900 / $1,000 / €1,000 compared to buying them separately.

It’s also worth bearing in mind Shimano’s current Dura-Ace groupset launched back in 2021, and with the effects of inflation, tariffs and economic uncertainty hitting the bike industry hard in recent years, we wouldn’t be surprised to see Shimano’s next flagship groupset cost more than R9200 (when it eventually arrives).

Campagnolo says Super Record 13 is “uniquely Italian in design” and that 80 per cent of the groupset is “proudly made in Europe”.

The Italian brand said it was able to bring the cost down, compared to 12-speed Super Record Wireless, “without cutting corners” by investing in automation and through “optimising component design”.

The new shifters, for example, are said to be made from 36 individual components, compared to 74 for the previous ones.

The brand says the groupset will be available, both on and off bikes, from launch, so if you’ve been waiting for a 2x 13-speed wireless electronic road bike groupset and have a few grand burning a hole in your pocket… today’s your lucky day.

It’s been a while since we’ve announced a new integration with Zwift’s Training API… but that doesn’t mean it hasn’t been happening. In March, Final Surge announced their integration. Then last week, Wahoo SYSTM announced theirs.

As a reminder, these integrations make it super simple to see and complete workouts from third-party providers within Zwift. Specifically, Zwift’s Training API integration allows for the following:

• Workouts scheduled on the partner’s side (eg, Final Surge or Wahoo) are automatically pushed to Zwift for you to execute on a given day (you may also manually push a workout from the partner’s app to your Zwift session)
• Your completed activity is automatically pushed to the partner so it can be processed accordingly in their systems

Connecting the Training API

Learn how to connect Final Surge to Zwift >

Learn how to connect Wahoo SYSTM to Zwift >

Complete List of Training API Partners

Final Surge and Wahoo SYSTM are just the latest to be added to the growing list of Training API partners at Zwift. Here’s the current list:

Questions or Comments?

Got questions or comments about Zwift’s Training API integration? Share them below…

Condor has released a new version of its most popular bike in stainless steel. 

The Fratello first appeared in 2002 and followed Condor’s UK-made Pendio.

Meaning ‘brother’ in Italian, the Fratello was built in Italy to fulfil the demand Condor saw for the Pendio. It adhered to the “same lightweight touring and fast audax properties” and “was designed with year-round riding in mind”. 

Now, the Condor Fratello Stainless uses a Columbus XCr stainless steel tubeset made in Milan and built into a frame in Treviso.

• The best steel road bikes, as rated by the BikeRadar test team

Why stainless steel?

As with Condor’s other bike models that are available in Spirit or XCr steel, there is a significant price increase for the Fratello Stainless. The Columbus Spirit Fratello Disc frameset costs £1,199.99, whereas the new stainless steel frameset costs £3,899.99. However, Condor says many of its customers have requested the endurance road bike with its “proven geometry” in stainless steel. 

Like Columbus Spirit, Condor says the stainless steel it uses for this updated version has a springiness that helps absorb road bumps, alongside further benefits. 

“XCr is stronger than Spirit, allowing us to use very thin-walled tubing, which results in surprisingly lightweight frames for steel,” Condor says. “Stainless steel also has excellent fatigue resistance, meaning it can withstand countless cycles of stress without weakening, contributing to a very long lifespan.”

At 1,500g, the Fratello Stainless frame weighs 400g less than the previous Fratello. Paired with a carbon fork, the total frameset weight is 1,930g. 

Condor Fratello Stainless features

While it retains the Fratello Disc’s geometry, Condor has updated the frame so it now runs cables internally, lending the bike a more modern look. 

The Fratello Stainless can fit 32mm tyres with guards. This is what we expect to see from the best road bikes, even if the clearance isn’t quite as wide as the similar Fairlight Strael 4.0. 

Condor supplies all of its stainless steel models with a Chris King headset. In keeping with the style of the Fratello Disc, the Fratello Stainless has a 1 ⅛in integrated headset with a brass badge.  

The bike also has a BSA threaded bottom bracket. “BSA is a tried and tested, reliable standard, with the added benefit that bottom brackets to fit are available from just about anywhere. Fitting a BSA bottom bracket is simple, and the tool required is inexpensive,” Condor says. 

Custom options

Condor lets you customise the Fratello Stainless in several ways. 

Handpainted, Condor provides more than 50 colours for you to choose from, which can be applied in a variety of designs, including masked lines, fades and bands. 

You can leave the frame unpainted with a polished or brushed finish because stainless steel is resistant to rust and corrosion. “The amount of polished metal visible is up to the rider and comes at no additional cost,” Condor says. 

You can also request rack mounts that Condor will braze onto the frame for free.

Rapha has released the Trail Finale MTB collection, its first clothing range aimed at gravity riding. The range comprises four new pieces, including £180 trail pants.

The range also marks the first update to Rapha’s MTB range since its original launch in 2021.

Rapha says it has taken inspiration from the Italian Riviera riding destination of Finale Ligure when designing the collection, and worked with professional downhill and enduro riders along the way.

The range consists of pants, shorts, gloves and a jersey, all said to take a more lightweight and hard-wearing approach compared to other items in Rapha’s MTB lineup.

The items are available in both men’s and women’s cuts, and are available to purchase now.

Race-ready gravity kit

Rapha has always been more aligned with roadies, with the brand only starting with mountain bike clothing in 2021, 17 years after it was first established in 2004.

Since then, Rapha has built up a good reputation with its mountain biking clothing, and this latest range looks to be up to par.

Rapha Trail Finale Pants

Rapha says it has re-engined its Trail Pants, incorporating lightweight, abrasion-resistant materials for added comfort on long days in the saddle.

Cordura panels are used on the seat and knees to prevent rips and wear, while a seamless seat panel is said to prevent dirt ingress.

A buckle is now used for closure and is offset to prevent bunching around the waist when attacking the trails.

Rapha says the Gravity-style fit allows comfortable and unrestricted movement, and increases room for knee pads.

The Rapha Trail Finale Pants are priced at £180 / $230 / €205, which is on the price side compared to other mountain bike pants.

Rapha Trail Finale Windblock Jersey

The Windblock Jersey is said to be a versatile trail top designed for trails and bike parks.

 It has wind and splash-proof panels to keep you dry and warm when riding on wet trails.

This also benefits from a gravity-oriented fit, which sees greater coverage compared to other mountain bike jerseys in Rapha’s lineup.

The Trail Finale Windblock Jersey is priced at £110 / £135 / €125.

Rapha Trail Finale Shorts

The Trail Finale Shorts borrow many of the features and styling from the Pants in this range, including the Cordura panels on the seat area and seamless panel.

The waistband of the shorts has also been updated, not featuring the offset closure, and Rapha says zipped side pockets maximise storage.

Rapha’s Trail Finale Shorts are priced at £130 / $165 / €150.

Rapha Trail Finale Gloves

Rapha says the Trail Finale Gloves offer breathability and lightness while retaining good durability thanks to the Cordura fabric on the back of the hand.

Efforts have been made to cut down the bulk of the gloves, with Rapha saying you forget you are wearing them.

The gloves are priced at £45 / $55 / €51.

Intend has released its new OnePiece inverted fork, with the upper milled from a full billet of 7075 aluminium and featuring ‘Tech-Taupe’ Nucocomp hard anodisation to avoid visual wear.

Considering the German brand’s distinct and rare designs (if you want a pair of its Trinity brakes, you’ll have to wait for a batch to drop, much like high-fashion streetwear), it appears Intend hasn’t made the OnePiece with the mass market in mind.

Priced at €3,299 (including 19% German VAT), the fork is aimed at high-end enduro and trail builds, with travel said to range from 140 to 170mm.

It’s not Intend’s first foray into the world of inverted mountain bike forks, with the brand already making an array of options spanning from lightweight downcountry to dual-crown downhill.

This happens to be the prettiest of the lot, with the OnePiece having a clean design that could leave all other inverted forks on the market looking dated.

Get it while you can

We first saw the fork teased at the Riva Bike Festival earlier this year, but it wasn’t clear if the fork would go into production.

While you will be able to buy the OnePiece fork, it looks as though it will be a rarity, so don’t expect to see many at your local trail centre.

Intend is only taking pre-orders over a limited two-week window and there’s likely to be a wait time on delivery.

Inside the fork, Intend says it uses its Optimised Closed damping cartridge and Travelizer Air Spring, and the internals are identical to those used on all of its top-tier gravity forks.

As with the rest of the brand’s components, the OnePiece is designed, engineered and tested in Freiburg, Germany, with the OnePiece assembled in-house by hand.

The fork has a claimed weight of 2,310g, although it’s not specified which travel option this is for.

We’ve seen inverted forks become more popular recently, with Fox currently testing a prototype in its RAD programme, with riders such as Richie Rude spotted riding the fork.

Dutch wheel builder Ere Research has introduced a new line of carbon race wheels called the Genus II, inspired by legendary rock guitarist Eddie Van Halen.

Their classic aero-shape rims come in three sizes, with a hooked tubeless-ready profile that’s optimised for road tyres between 26 and 36c.

They have a 2:1 spoke ratio for balance, lightweight Sapim spokes and an alternative carbon spoke option. Weights range from a feathery 1,188g for the 30mm rim and carbon spokes to 1,599g for the 65mm-deep rim with steel spokes.

They certainly look set to be solid rivals to the latest road bike wheels from all the major players.

What sets the Genus II wheels apart and piqued my interest is the rims are adorned with a laser-etched pattern that will be familiar to rock fans worldwide.

The criss-cross pattern of lines is inspired by Netherlands-born guitar hero Eddie Van Halen and his legendary Frankenstrat guitar.

It’s not only the rims that pay homage to Van Halen. Ere Research’s lightweight straight-pull hub design is called the ‘Panama’, named after Van Halen’s 1984 top 20 US Billboard chart hit.

The Genus II wheels are available in 30, 45 and 65mm depths, priced at £1,499 for carbon spokes and £1,399 for steel. I’d go so far as to say these classy carbon hoops look ideal for ‘solo’ getaways (sorry, I’ll get my coat).

As one of the community’s most popular feature requests, the splits feature unveiled in a recent update was a very welcome addition to Zwift. In this week’s top video, learn all about the new feature from Shane Miller!

We’ve also decided to feature an in-depth review of Zwift, a guide to winning Zwift races, a long-term review of the Zwift Ride, and one Zwifter’s first time trial experience.

Got a Great Zwift Video?

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

Favero has revealed its latest-generation power meter pedals, the Assioma PRO RS.

As expected, the new road pedals are built around the same watt-measuring technology as the excellent Assioma PRO MX off-road pedals (launched last year), which sees all of the electronics integrated within the spindle.

This means the new Assioma PRO RS pedals ditch the unsightly spindle pods featured on Favero’s existing Assioma Duo pedals and offer a Shimano SPD-SL-compatible power meter pedal with a ‘normal’ Q-Factor of 53mm.

We’re lucky enough to have a set in to test, so let’s run through what’s changed and my first impressions of the new Favero Assioma PRO RS pedals.

No more pods

While the Assioma Duo’s pods didn’t affect performance, it’s fair to say many felt they looked somewhat ugly.

Now, though, all of the electronics are housed within a fully sealed spindle.

As with the PRO MX pedals, Favero says this offers greater durability, better protection from water ingress and easier servicing.

At a glance, then, the Assioma PRO RS pedals now look practically identical to a standard road bike pedal system, with only a close inspection revealing any electronics. This brings them in line with offerings from Favero’s closest competitors – Garmin’s highly rated Rally RS200 pedals and Look’s Keo Blade Power pedals (which didn’t score so highly).

As with the Assioma PRO MX pedals, this means a 15mm pedal spanner is required to install the Assioma PRO RS pedals, rather than an 8mm Allen key.

The pedals are charged using the same proprietary magnetic adaptors as the PRO MX pedals, although Favero has made the heads USB-C compatible (they were previously micro-USB).

As we’d hoped, Favero has confirmed riders will be able to swap the pedal bodies between road and off-road (available separately, for €98 per set) with only basic tools.

Light weight and low stack

Aside from aesthetics, though, Favero claims the Assioma PRO RS pedals are class-leading in a number of key areas.

Favero claims they weigh 123.5g per pedal, making them the lightest pedal-based power meter for road bikes, for example.

On our scales, a dual-sided set weighed 250g – 55g lighter than the Assioma Duo pedals – and undercuts both Garmin’s and Look’s efforts (which weigh 320 and 260g, respectively) comfortably. Including cleats and hardware, that figure rises to 321g.

The Assioma PRO MX pedals also have a low stack height of only 10.5mm, offering a close connection to the pedal.

That is, again, marginally better than both Garmin and Look’s pedals (which have stack heights of 12.2mm and 10.8mm each), although SRM’s X-Power Road pedals beat the lot at 9.75mm.

For context, a standard (non-power meter) Shimano Dura-Ace PD-R9100 pedal has a stack height of 14.6mm.

As with the weight, these minor differences aren’t ones you’ll be able to feel while riding. But in a world of marginal gains, low weight and low stack are certainly nice to have.

One area where there is a tangible difference is with the Q-Factor, which is a measure of how far the centre line of each pedal is from the crank arm.

Favero’s previous Shimano SPD-SL-compatible power meter offering – the Assioma Duo Shi – had a Q-Factor of 65mm, 11mm wider than its Look Keo-compatible Assioma Duo pedals. The Assioma PRO RS pedals, however, feature a ‘standard’ 53mm Q-Factor, which is only 1mm wider than Shimano’s Dura-Ace pedals.

It’s fair to say there’s no agreed ‘best’ Q-Factor, although road bikes tend to be narrower in order to increase cornering clearance and prevent pedal strikes.

Favero Assioma PRO RS first impressions

When Favero revealed its pod-less Assioma PRO MX pedals last year, my thoughts turned instantly to what it could mean for a new-generation road power meter pedal system.

A little more than a year later, we finally have just that, and although the Assioma PRO RS pedals offer few surprises, that’s a good thing in my book.

As BikeRadar’s primary power meter tester, I’ve long been impressed by the performance, reliability and value offered by Favero’s pedals.

The set of Assioma Duo pedals I’ve been using since September 2020 has remained faultlessly reliable, both from mechanical and electronic points of view. They’ve been transferred between countless bikes and have become a benchmark against which I measure all other power meters and smart trainers.

Nevertheless, the refined form factor is a welcome upgrade and one that essentially solves the only ‘fault’ I could find with the Assioma Duo pedals.

In the hand, the composite pedal bodies feel pleasingly similar to Shimano’s own high-end SPD-SL pedals, and it’s great to see genuine Shimano cleats included rather than third-party versions.

Having made the switch from Shimano to Look Keo cleats back in 2020 in order to test the Keo-only Assioma Duo pedals, it’s a somewhat ironic turn of events that the new PRO RS pedals are only compatible with SPD-SL cleats.

Ideally, it’d be preferable if riders could just have a choice between the two – as you can with Garmin’s Rally system (which is available with Look Keo-, Shimano SPD-SL- or Shimano SPD-compatible pedal bodies).

That said, there’s little doubt – in my mind, at least – that Shimano SPD-SL is the superior system. The wider platform aside, SPD-SL cleats simply offer a larger positional adjustment range and, in my experience, are far less slippery to walk on than Look’s offering.

I’m also keen to find out just how quick and easy it is to swap the pedal bodies between road and off-road.

While Garmin’s Rally system offers this capability, it’s a fiddly task involving tiny screws and the exposing of electronics. With prices for replacement pedal bodies starting at £219.99, it’s also a relatively expensive proposition.

If the process here is as easy as Favero claims, and they measure up to Favero’s high bar of accuracy and reliability, these could be the go-to power meter pedals for multi-discipline riders.

Favero Assioma PRO RS pricing and specifications

The Assioma PRO RS pedals cost £649 / $789 / €699 for a dual-sided set or £399 / $499 / €439 for a single-sided set.

The dual-sided sets (Assioma PRO RS-2) measure the power produced by each leg independently, whereas single-sided sets (Assioma PRO RS-1) measure power on the left side only, and double it to estimate your total power output.

Upgrade kits (Assioma PRO RS-UP) are available for £389 / $489 / €429 to convert single-sided pedal sets to dual-sided.

• Pedal body options: Shimano SPD-SL
• Weight: 246g (excluding Shimano SPD-SL cleats)
• Claimed accuracy: +/- 1 per cent
• Claimed battery life: 60 hours
• Connectivity: ANT+ / BLE
• Q-Factor: 53mm
• Stack height: 10.5mm
• Rider weight limit: 120kg