The Tour de France of the gravel racing world, Unbound Gravel is the world’s most important gravel race. Known for its punishing terrain and fierce competition, each year, Unbound draws riders of all levels to tackle the rugged Flint Hills of Kansas.
This summary highlights five essential things you need to know about the race – from the range of distances to the elite athletes who compete and the tech innovations on display.
1. It’s the most important gravel race in the world
Unbound Gravel has grown into the most prestigious and high-profile gravel race on the global calendar. What started in 2006 as a grassroots event called Dirty Kanza with just 34 participants has become a week-long celebration of gravel cycling that draws close to thousands of riders, spectators, support crew and media.
While the 200-mile event grabs headlines, Unbound offers a range of distances to suit different levels of ambition and experience. These include 25-, 50-, 100-, and 200-mile routes, plus a 50-mile junior race designed to nurture future talent.
The Flint Hills serve up steep rollers, deep gravel and sharp flint that eats tyres for breakfast. Weather can flip the script completely – dry conditions mean dust and heat, but rain turns sections into wheel-clogging mud that can bring even the fastest riders to a halt.
4. It draws elite and amateur riders alike
Unbound’s mass start means amateurs and elites roll out together, creating an atmosphere unlike any other race. Big-name pros like Lachlan Morton and Rosa Klöser line up alongside everyday gravel fans, all gunning for glory over the same brutal course.
5. It’s a tech showcase
Unbound is a hotbed for new gravel tech, with unreleased gear regularly making its debut on the start line. From cutting-edge drivetrains to custom frames and experimental tyres, if it can survive Unbound, it can survive anything.
Name: Heather L Johnston (I use my middle initial even though it sounds a little formal because there are a couple of us here in Vancouver.)
Hometown: Miscellaneous, USA. Some combination of New York, Cleveland, and Seattle — though I have lived in Horseshoe Bay, BC for longer than I did in any of those other places, at this point. I lived in New Jersey when I was little and mostly grew up in Cleveland, but went back East the minute I graduated from high school.
How did you get into cycling? I’ve been a bike rider for my whole life, commuting to school or work, and riding for fun — but I guess it really started getting more focused in high school. My friend Lindsay and I would go on epic rides through northwestern Ohio, and we did some century rides together. The terrain is short steep rollers and forest/ farmland — just wonderful riding.
In 1986, I did a six-week tour through New England, with Cannondale panniers on a Miyata Six Ten. In 1996, I walked into a bike shop in Seattle and asked, “Do people race bikes?” I was on a club ride the next morning, and the rest is history. I raced road and off-road pretty seriously for four or five seasons, did a ton of organizing, some coaching, moved to Vancouver, took a break, couldn’t stay away, and got back through a spin class in 2015. That led to training on The Sufferfest and the Tour of Sufferlandria and then Zwift; in October 2024, I finally got to do another big ride, in France and Spain. There will be more.
How many years have you been racing on Zwift? 4
Are you part of a Virtual team? Yes! Westcoast Coalition, based in Vancouver BC.
What do you love most about racing? Oh that’s a tough question. The team energy and the opportunity to really push my own limits. I love the effort and the way it makes me feel, and sharing that with friends is just the best thing ever. As a leader, I also love helping other women discover their power — seeing those lights go on never gets old.
What is your favourite style of race (e.g. points, scratch, iTT, TTT, Chase, duathlon)? TTT without a doubt. Just a great format. I’d also love to see something like velodrome racing on Zwift — 3000m pursuits and things like that. Wouldn’t a virtual Madison be wild?
What is your favourite Zwift women’s race series? WTRL Tuesday Night Racing.
What is your most memorable racing experience, inside or outside or BOTH? Outside. 1998. Getting up to the top of, and subsequently dropped on, Galena Pass in Idaho. I’d put together a composite team to go race the HP Women’s Challenge, and I had managed, somehow, to hang with a small group of riders up to the top of Galena. It’s around 8000’. It was so exciting to make it there, that I looked up at the summit sign for a split second, and they got a 100m gap on me.
I spent the rest of the day chasing six riders into Ketchum. Learning opportunity.
It was an absolutely beautiful race though, end to end. Another day, after the race we were at some tiny restaurant in someone’s house eating pie and watching foxes cross the yard. Race organizer Jim Rabdau told us he thought God lives in Stanley, Idaho. I’m not sure, but he certainly could have been right.
What is your favourite food to eat post-race? A small steak, veg, and an Athletic zero-proof beer. OR my other favourite post-ride food — a messy scramble and toast. The best recovery food ever.
What advice would you give to a woman entering her first Zwift race? First, just go try it and have fun, there’s so little risk. No crashing, you can still talk to / watch your friends even if you’re off the back… go see what you can do and don’t worry if it’s not what you might have expected. THEN…
The most valuable thing I’ve been told is to get in the pens early so you’re near the front at the start. This is a great strategy IRL and it works on Zwift too. A good start gets you into a place in the race where you can hang for as long as you can, but there’s room to drift back through the peloton, too. Be sure you have snacks, a fan, all the tech set up right well before start time so you don’t have to worry about details close to start time. Do some activation and get a decent warmup. On course, find some people close to your pace and ride with them! It’s much more fun and less work to draft and share the pulls than to slug it out alone. You can work with people even without talking — just get there, take your turn, give the people you’re riding with some Ride Ons, it’s pretty cool how that all works.
Any upcoming race you are looking forward to? At the moment I am just enjoying the Tuesday night series. There are some big women’s races on the calendar in the fall that are pretty cool — Fearless and the Iceni stage race come to mind — but I’m happy doing Tuesdays and then getting outside in springtime, though I will say I am one of those riders who’s on Zwift year-round. I love that I can get some miles in even if it’s late in the day or I need to be home for other reasons, or I just feel like exploring the game worlds on my own. I’m not afraid of doing a trainer workout on a sunny day if that’s what fits that day.
Where can people follow your racing adventures? I’m @H.L.Johnston on Instagram, that’s the best place I think.
Orbea’s in-house wheel and component brand, OQUO, is testing a new carbon gravel wheel at Unbound Gravel – and it looks notably different from its current lineup.
Fitted with 50mm-wide Schwalbe G-One R Pro tyre, this gravel wheel appears wider than OQUO’s existing rim. We estimate the rim depth to be around 50mm – a significant jump from the current maximum of 25mm.
Also new is the Q10 hub – a minimalist straight-pull design. Unlike OQUO’s current wheels, which use Zipp ZR1 or DT Swiss hubs, this suggests the Basque brand has developed its own hubset.
The Q10 looks to be a new design for OQUO. Iñigo Lamana Morgan Aguirre looks to be riding all-new wheels and a new Orbea. Iñigo Lamana
Rider Morgan Aguirre appears to be running these all-new wheels on a fresh Orbea gravel bike. Though images are limited, the front end looks very different from the current Orbea Terra. The fork and head tube form a sleek, aero-optimised interface – unlike the Terra’s distinct forward kink at the fork crown.
Morgan’s bike is equipped with SRAM RED XPLR – indicating the frame has a UDH dropout, a feature absent from the current Terra. This points to Orbea preparing an aero-focused gravel racer.
We’ve got another fine mix of popular events this weekend, starting with two charity rides (including a vEveresting kickoff!) followed by two group rides celebrating anniversaries and special guests. Finally, we wrap up our picks with the last race of the popular SISU Pinkki series. See details below!
Cycle Nation Charity vEveresting for I Love Boobies Breast Cancer Screening
Good Cause Popular Endurance Challenge
Join the Cycle Nation team and many others as they begin their vEveresting for charity event! Due to Zwift limitations, the actual event just covers the Road to Sky route, which means you’ll climb Alpe du Zwift once. Those attempting a vEverest will be doing repeats of Alpe du Zwift, completing it ~8.5 times for a total elevation of 8,848 meters.
Cycle Nation says, “Support us by joining us for one climb or more at your own pace and donating at iloveboobies.co.za. Everyone who completes the first ascent will unlock the Cycle Nation Zwift kit.”
Once again, one of the most popular rides this weekend is the open-paced Tour de 4 ride with Sir Chris Hoy (11x world champion and 6x Olympic champion). Tour de 4 is an initiative to change the perception of people living with stage 4 cancer and raise vital funds for cancer charities across the UK.
OTR Snap Crackle Pop Punch Time (3-Year Anniversary)
Intervals Unique Event Route Badge
Steve Fish from team OTR has been organizing the Snap Crackle Pop events since the beginning, and this weekend is their 3-year anniversary, so we wanted to give them a shout-out!
This is a group ride, race, and interval training all rolled into one fun challenging event. ZwiftPower is used to score the ride based on the sum of segment times on a route with punchy climbs and/or sprints (this week is Innsbruckring, so you’ll have the Leg Snapper KOM and Innsbruck Sprint as segments.) The group rides together at ~2wkg and the ride leader provides guidance and lead-outs to smash a segment. Then regroup, rinse, and repeat.
This series from Shimano is proving popular! These are open-paced group rides on newer Zwift routes that include a #SuperCyclingSunday kit unlock, special guest riders, and more.
We choose each weekend’s Notable Events based on a variety of factors including:
Is the event unique/innovative in some way?
Are celebrities (pro riders, etc) attending/leading?
Are signup counts already high, meaning the event is extra-popular?
Does the ride include desirable unlocks or prizes?
Does the event appeal to ladies on Zwift? (We like to support this under-represented group!)
Is it for a good cause?
Is it just plain crazy (extra long races, world record attempts, etc)?
Is it a long-running, popular weekly event with a dedicated leader who deserves a shout out?
In the end, we want to call attention to events that are extra-special and therefore extra-appealing to Zwifters. If you think your event qualifies, comment below with a link/details and we may just include it in an upcoming post!
A gravel suspension fork from Canyon Bicycles and DT Swiss was spotted earlier this spring, and it has since been officially launched and tested by journalists.
The F 132 One fork was on display at the Unbound Gravel brand expo ahead of the race this weekend. BikeRadar spoke with a DT Swiss engineer to hear the backstory of the fork’s development.
Why Canyon chose to work with DT Swiss
Freddy Ovett is dealing with a months-long injury and won’t be racing Unbound, but his Canyon Grail featuring a DT Swiss F 132 One fork is on display. Ryan Simonovich / Our Media
The project began in 2021 when Canyon approached various suspension manufacturers with their desire to develop a suspension fork for gravel bikes.
“We were the ones where they really had the feeling that they could give the right inputs, that the co-development would work,” said Philipp Keller, suspension testing engineer at DT Swiss.
Ovett is using a 2.25in tire here, but DT Swiss doesn’t recommend more than a 52mm tire with their new fork. Ryan Simonovich / Our Media
Canyon and DT Swiss wanted to develop a fork that was more gravel specific than offerings from other brands, not just a miniature mountain bike fork. Keller said small bump sensitivity is crucial in gravel riding and racing, and that’s what the new fork is designed around.
“For gravel, your main obstacle that you ride over are small rocks, so therefore you really need a fork that is sensitive on the first few hits, the really small bumps and vibrations,” Keller said. “That is really the point where we try to optimise the fork for exactly this sensitivity, because that’s the main part about the gravel fork, where you need the traction and also the comfort when you’re doing your hours on gravel.”
Settling on suspension travel
The F 132 One fork has 40mm of suspension travel. Ryan Simonovich / Our Media
The design process for the gravel suspension fork began with deciding how much suspension travel it should have. DT Swiss used its cross-country mountain bike fork to test different travel levels, and ultimately decided on 40mm. Keller said that suspension travel is a tradeoff because as the travel increases or decreases, so does the stack height of the bike.
Gravel was and is still evolving as a discipline, but the F 132 One has design features that speak to both racers and adventure-seeking gravel riders. A remote control lockout allows racers to adjust their lockout on the fly, while optional bikepacking adaptors allow riders to strap bags on their bikes.
The fork’s rebound adjuster is tucked away at the bottom of the fork lower. Ryan Simonovich / Our Media
Once prototypes were made, Phillip and his team went ahead with stress testing the forks.
“We destroyed a lot of them just to make sure they hold up to the task that they are developed [for], which is quite versatile,” he said.
The ‘one’ in the fork’s name refers to DT Swiss’ top tier of products, while the 132 refers to 32mm stanchions used for the fork.
The fork is now only available for purchase with a Canyon Grail, but it will be available for purchase à la carte next year.
The build-up to the 2025 Tour de France has begun! Be among the first to secure the UK’s only Official UK Tour de France Race Guide, available now with free UK delivery. Order today to receive it in time for this year’s race.*
Please note your copy will be dispatched when available from 22 May 2025.
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It’s a well-trodden trope at this point. Decorated racers line up at Unbound Gravel, the 200-mile jaunt through the Flint Hills of Kansas, and are surprised at the race dynamics, brutal conditions, and equipment-destroying terrain at the marquee gravel event.
Last year, there was much hype around the attendance of then-Gravel World Champion Matej Mohoric, but even the rainbow jersey prowess of the Slovenian was no match for Unbound. Mohoric double-punctured, and DNF’d along with his Bahrain Victorious teammates after the halfway mark on the course.
The latest WorldTour pro to dip his toes into Unbound is Thomas De Gendt. The Belgian is not lacking in tactical know-how or pure power, having won stages in all three grand tours. Will he be able to survive the queen of all gravel races?
“I’m not expecting a big result for myself, but you never know.”
De Gendt is now part of the Classified X Rose Team gravel team. Rose / Classified
Speaking ahead of the race, De Gendt admitted that the length of the race makes it a hard nut to crack.
“Yeah well I hope I at least can finish it,” De Gendt said in a pre-race press conference.
“That would be already a nice victory for myself. The longest race I [did] on the road was 300 kilometres in Milan-Sanremo, and it was only six hours, 30 or something. [Unbound] will be next level, and it’s more of a race against myself instead of a race against others.
“I’m not expecting a big result for myself, but you never know. I never raced in something this long.”
Earlier this season, De Gendt finished 5th in the general classification of the four-stage Sahara Gravel in Morocco. He then placed 10th at The Hills gravel race and 3rd on stage 1 of the Ibereolic Gravel Tierra de Campos race.
De Gendt planned to race the Traka 200 as a part of his preparation for Unbound, but he got sick. After recovering, he did a small training camp in the mountains of France.
“Everybody has faults during the season, but I hope it will still be enough to just have a good time on Saturday and try to be somewhere in a good position,” he said. “But I don’t think it will be near the top 10 or top 20.”
A new challenge
Now racing for the Classified x Rose team, De Gendt will have teammates in the race. While Unbound and gravel has seen road tactics appear – notably from Pas Racing last year – team tactics can still be hard to pull off given how many variables there are at Unbound.
De Gendt said he may be able to help his teammates stay out of the wind, but that tactics will only work for the first half of the race.
“As far as tactics go, once you get over halfway, then it’s more the legs that will talk. And then as long as you can save some energy in the first five, six hours, and I can help them with that, then maybe they have a bigger chance to have a good result in the end.
“It’s not like in road racing, where you have somebody closing the gaps. In a race like this, nine to 10 hours, you don’t have the team to close gaps the whole day, so it will be some kind of team tactic in the first three, four hours, but then after that, it’s just everybody for themselves.”
The Belgian added that it was the prestige as well as the adventure that drew him to Unbound and gravel in general after retiring from his career as a road racer.
“In Belgium, it’s a really big race,” De Gendt said of Unbound.
“We make documentaries about Unbound. It seemed like something fun to do, but now that I’m here, it just seems very hard. Especially with the rain, it will be a special kind of day on Saturday, so I hope it dries up a little bit.
“After all these years on the roads, it was time for something new. And gravel takes you on roads that you’ve never been before. I do climbs from a different side, and it’s the more adventurous part of gravel that drew me to this race.”
Early this month, Zwift rolled out a new “Route of the Week” feature, plus a slate of XP Express events. Both have proven very popular, so they’re continuing into June. Read on for details…
XP Express Events
Clearly, Zwifters like earning extra XP, with friends, because these events have proven very popular. In fact (checks game), 709 riders are signed up for the event launching 5 minutes from now!
These events are held on Tuesdays and Thursdays. They are 50 minutes long, and you will earn double XP for the duration of the events (so 40XP per kilometer/64XP per mile, vs 20XP per kilometer/32XP per mile).
The rides are open-paced, meaning you can expect the front of the ride to be spicy (race-pace) while there are plenty of groups behind at easier paces.
The Route of the Week is located in the Challenges row of your homescreen:
The idea is simple: ride the Route of the Week and earn 500XP:
Note: “accidentally” riding the Route of the Week won’t earn you the XP bonus. You have to click the challenge card, which brings you to the blue screen shown above, in order to “register” for the Route of the Week challenge for that week. Then you can ride the featured route in any way you choose, in order to get the XP bonus.
Now that they’ve been going for a month or so… what do you think of the XP Express events and Route of the Week initiative? Have you tried them? What are your thoughts? Share below…
Despite the UCI running a gravel world championships each year, the star event in the gravel racing calendar remains the Unbound 200 race.
Although there are Unbound Gravel race lengths from 25 miles up to 350 miles, it’s the 200-mile long Unbound Gravel 200 is the highlight event and attracts the elite riders.
The event takes place in the Flint Hills of Kansas, starting in Emporia, with the 2025 race day being Saturday 31 May.
Last year, the men’s race was won from a two-up sprint by Lachlan Morton of the EF Education Pro Cycling team in just over 9 hours. Morton isn’t riding Unbound 200 this year, pitching for victory instead in the 350-mile, unsupported Unbound XL.
But the winner of the 2024 women’s Unbound 200, Rosa Klöser will be defending her title. On the back of her 2024 win, she’s since become a pro road cyclist, riding for Canyon-SRAM zondacrypto.
The men’s Unbound 200 2024 came down to a two-up spring, with Lachlan Morton beating out Chad Haga. Dan Hughes / Life Time
As the flagship gravel race, Unbound attracts a diverse field of elite athletes from a range of disciplines.
Although it’s natural territory for US-based pro gravel racers, they compete with European gravel riders and road and MTB pros.
50 of the world’s top gravel riders are competing in the Life Time Grand Prix series of six US gravel races, with a prize pot for the series of $380,000. But alongside the gravel pros, Unbound 200 attracts a field of former and current WorldTour pros, whose names will be familiar to followers of road racing.
Sofia Gomez Villafane leads the Life time Grand Prix. Dan Hughes / Life Time Events
Unbound 200 is the second race in the Life Time Grand Prix and after the first, the Sea Otter Classic, Sofia Gomez Villafane is at the top of the leaderboard for women and Keegan Swenson is for men.
Swenson won Unbound in 2023. They’re both contenders for the 2025 Unbound title, although Gomez Villafane came second to Haley Batten, who is not part of the Life Time Grand Prix Series, at Sea Otter.
In Europe, the Traka 360 (in km, not miles) women’s race at the start of May was won by Karolina Migon and the men’s by Tobias Kongstad, who will both be lining up in Emporia.
Rosa Klöser lines up at Unbound 2025 determined to defend her title. Dan Hughes / Unbound
Klöser isn’t the only pro or former pro road racer on the start list this year, with perennial breakaway specialist Thomas de Gendt slated for a start in the men’s race. Chad Haga is another former Grand Tour rider now dedicating his time to gravel racing, coming second at last year’s Unbound.
Although one of the top riders normally triumphs, the course can throw a mechanical or a puncture at anyone. Klöser suffered a puncture at the 2024 race, but still came back to win a nine-up sprint to the line. Others have found themselves put out of contention by an ill-timed flat.
2025 Unbound Gravel 200 course
This year’s Unbound 200 course covers 202.4 miles (325.7km) with 10,122 feet (3,085m) of elevation gain.
Heading north from Emporia, Kansas, into the Flint Hills, the route is near-identical to that taken in 2024, although the stated distance is slightly shorter and includes less climbing than the 202.9 mile / 10,750 ft route in 2024.
The race route is unmarked, with 93 per cent on unpaved roads and just 14.6 miles on tarmac. The first 33 miles or so offer an undulating ascent from Emporia at 1,142 ft elevation to 1,588 feet.
Unbound is defined by endless rollers and tough surfaces. Dan Hughes / Our Media
That’s followed by a technical section of around 4 miles with steep climbs and descents that starts at mile 40, where a mechanical can make it difficult to get back to the front group and put even an elite rider out of contention.
At 69 miles, the race reaches its lowest elevation, 1032ft at Mill Creek, just before the town of Alma, the site of the first checkpoint at mile 70 and close to the race’s furthest north point.
From there, the course climbs to 1,451 ft at 88.6 miles, then drops to 1,170ft at 98.5 miles.
The second half of the course undulates between 1,228 ft and 1,476 ft before dropping down into Emporia and includes the second checkpoint at Council Grove at mile 148. It’s prone to headwinds when the route passes Lake Kahola, which can promote attacks and split a bunched field over the last 29 miles.
In addition to the two checkpoints, there are water collection points at mile 40 and mile 112. While riders can station a support crew with spares at the two checkpoints, they ride unsupported over the rest of the course, so they must carry enough food, water and supplies to fix mechanicals and flats.
No team cars to swap bikes or hand up a sticky bottle here.
Bosch has been accused of protectionism over its involvement in the proposed changes to electric bike regulations in the European Union.
In April, Zweirad Industrie Verband (ZIV), the German cycling industry association, published a position paper, setting out what it believes should be the future of ebike regulations.
The recommendations put forward by ZIV include:
A support ratio of 1:4, where a rider’s 100W power output is matched by 400W from an electric motor
A maximum assistance power of 750W
Limiting the assistance power of ebikes would ensure they retain their bicycle-like characteristics, which ZIV sees as integral to their success.
Annick Roetynck: “I am gobsmacked with what they’re proposing.” Russell Burton / Our Media
Although Bosch is just one of 140 members in the association, some have said that Bosch is exerting influence over the position to protect its place in the market.
Speaking to BikeRadar, Annick Roetynck, the manager of LEVA-EU, a European trade association for light electric vehicles, said ZIV’s position is: “Protectionism. I’m going to be very straightforward, just true protection.”
“I am gobsmacked with what they’re proposing,” she said.
Roetynck singled out Bosch and said it is “trying to stop anything – anything – which would mean competition for conventional electric bicycles.”
Due to ebikes requiring fidelity with non-assisted bicycles, ZIV’s position has been interpreted as potentially blocking the development of heavier e-cargo bikes, which could be used for logistics or even carrying multiple people.
Disabled people or those who cannot generate sufficient power could also struggle to use ebikes if ZIV’s recommendations are implemented, according to Roetynck.
Bosch is using “all its power”
Hannes Neupert says Bosch has “fallen behind”. Alex Evans / Our Media
Hannes Neupert, who has worked in the light electric vehicle industry since 1982, echoes Roetynck’s claim of protectionism and sees Bosch as working to preserve its place in the sports ebike market.
“I cannot accept that Bosch, just for primitive protection of their main market, is attempting to disqualify all others,” he said.
Neupert has paid particular attention to Bosch, one of the world’s biggest ebike motor and battery manufacturers, since it proposed increasing maximum power to 600W in January 2024.
“The official reasoning behind this is that there is dangerous competition between the suppliers, making [more powerful] motors all the time,” he claimed.
In May 2025, Bosch released an update to its Performance CX gen 5 motor increasing the maximum power to 750W.
“Let me say that Bosch is aiming to protect its commercial position here. It has fallen behind in the innovation of ebike motors and is using all its power to try and slow or stop others from gaining market-share at the expense of Bosch,” Neupert told BikeBiz.
There has already been pushback against ZIV’s proposals. Roetynck said LEVA-EU members that are also part of the German trade association do not agree with the proposal.
She said that when ZIV presented the position to the EU working group that deals with EAPCs (electrically assisted pedal cycles) in November last year, it did not receive a majority.
What do ZIV and Bosch say?
Tim Salatzki, ZIV’s chief technology officer, said the association’s position has been discussed for more than a year and a half and it was reached through consensus. “Bosch is a member of ZIV but is one of 140 members,” he said.
Claus Fleischer, CEO of Bosch eBike Systems, said: “We have been involved in the ZIV working groups just like other member companies. Please direct any additional questions to ZIV.”
Transport for London has published its annual casualty statistics revealing that nine people were killed while cycling in the capital city last year.
This is higher than the eight people killed while cycling in 2023, but is a third lower than the 2010-2014 baseline.
But TfL also points out that cycling has seen an increase in London from 1.26 million daily cycling journeys in 2025 to 1.33 million in 2024, and says this 5 per cent increase means: “that the risk to people cycling remains the same despite massive growth.”
“TfL remains committed to improving cycle safety and ensuring cycling is sustainable, safe and accessible for all, and has quadrupled the cycle lane network since 2016,” the local government body says.
“To continue to reduce risk and increase the number of people who choose to cycle, TfL and the boroughs will continue to expand the Cycleway network, tackle road danger hotspots, fund cycle training and improve cycle parking.”
A total of 110 people were killed on London’s roads in 2024, with TfL saying it “remains committed to working closely with London’s boroughs, the police and other partners to eliminate death and serious injury from London’s streets by 2041.”
Daily cycling journeys increased by 5 per cent in 2024. Steve Sayers / Our Media
The statistics also reveal that road casualties are at their lowest levels outside the pandemic. The provisional number of people killed or seriously injured on London roads fell from 3,710 in 2023 to 3,696.
There has also been a 12 per cent reduction in serious injuries to children, while pedestrian serious injuries have reduced by 8 per cent.
“Cars continued to be involved in most collisions that killed or seriously injured someone else in 2024. Excess speed remains one of the biggest risks to road users, with around half of the 2024 fatal collisions in London reporting speed as a contributory factor,” TfL says.
TfL recently published new research that showed “the number of people killed and seriously injured on borough roads in London reduced by 34 per cent (from 395 to 260) following the implementation of the 20mph speed limits on borough roads between 1989 and 2013 [2], and the number of children killed reduced by 75 per cent.”
Of all people killed or seriously injured in 2024, 81 per cent (2,988 people) were walking, cycling or motorcycling.
Deputy Mayor for Transport, Seb Dance, said: “These figures show encouraging signs that our efforts to reduce road danger in London are making a difference, but every death or serious injury is one too many and we know there is much more work to do.
“The Mayor and I remain fully committed to his Vision Zero goal of eliminating death and serious injury from London’s roads by 2041. That means continuing to expand our safer speed programme, transforming dangerous junctions and investing in safe, high-quality walking and cycling infrastructure. We will continue working with TfL, boroughs and the police to reduce road danger and build a safer London for all.”
TfL recently confirmed £87m of funding for London’s boroughs to boost investment in safer streets, which it says could deliver 95km of new cycle routes across the city.
27 per cent of Londoners now live within 400m of the city’s cycling network which has quadrupled in size since 2016 to more than 400km in length.
DJI’s latest firmware update brings 1,000W of peak power to the Auto, Trail and Turbo modes of its Avinox motor, plus boost mode adjustments and other customisations.
The headline change was the 150W increase in peak power in Turbo mode, enabling the Avinox to unleash its full 1000W, which had previously been restricted to its 30-second Boost feature.
Now, this official firmware update takes it one step further, bringing the motor’s full power to even more assistance modes.
The 17.6% increase in power makes the most powerful motor on the market even more powerful. While users can adjust performance limits, few riders will say no to the extra watts.
Customisable Boost and Quick Start mode
As well as a customisable Boost mode, the update has more display options too. Andy Lloyd / Our Media
Another feature trialled in April’s update that’s now here for good is the extended Boost mode.
Boost mode – which was the only way to access the Avinox’s 1000W max power before the April update – can now be configured to kick in for 10 to 60 seconds/
A new feature in this firmware update is Quick Start.
DJI claims the motor will now be quicker to respond to pedalling inputs, starting up faster and delivering power sooner.
How this performs on the trails remains to be tested, but it could make the Avinox even better on technical climbs where responsive and timely motor performance is crucial.
SmoothShift for SRAM X0 Eagle Transmission
If you’re lucky enough to run SRAM’s X0 Eagle Transmission on your Avinox-equipped bike, you’ll now be able to shift while coasting with the new SmoothShift feature. Andy Lloyd / Our Media
The new Avinox firmware also includes a bonus feature for riders with SRAM X0 Eagle Transmission drivetrains.
If your bike runs the wireless drivetrain, you can now shift gears while coasting using your AXS shifter.
When a gear shift is detected, the motor kicks in, engaging the drivetrain and shifting without the rider needing to spin the cranks. DJI claims motor torque will be reduced during coasting shifts to prevent excessive wear and tear to the chain.
A year ago, Alison Cremins’ didn’t even own a bike. She had no idea what an FTP was, thought a bib was for babies, and had never heard of drafting. Fast forward to today, and she’s racing in the Zwift Racing League (ZRL), setting ambitious climbing goals, and even leading Cryo-Gen group rides!
This is the story of how sheer determination, structured training, and an incredible community helped Alison go from complete beginner to competitive racer in under a year.
A Humble Beginning – February to April 2024
Alison first dipped her toes into Zwift using a spin bike, just to see what the cycling side of the platform was all about. It didn’t take long for her to realize she wanted the full experience. In April, she made the leap, investing in a Wahoo KICKR Core and a Cannondale road bike, marking the true start of her cycling journey.
Early Struggles and a Mission to Improve – April to July
Like most new riders, Alison started with badge hunting and basic workouts before venturing into group rides. Sub-2 rides at 1.5 w/kg became her training ground, teaching her the dynamics of group riding, cadence, and pacing.
One of her first challenges came in May, when she tried a Cryo-Gen Tempo Thursday ride (1.8-2.5 w/kg) and got dropped. Instead of getting discouraged, she set herself a goal: increase her FTP and come back stronger. Over the next few months, Alison pushed herself out of her comfort zone, tackling more climbs, sprinting at every opportunity, and immersing herself in Zwift videos to learn tactics like drafting and pack positioning.
Two months later, she returned to a Cryo-Gen Endurance ride and finished strong. It was a turning point – clear proof that her hard work was paying off.
Building Strength and Unlocking the Tron – August to November
By August, Alison was riding at least five times a week, joining nearly every Cryo-Gen ride. The structured variation of Tempo, Endurance, and social rides helped her keep training fun and effective. She also gained confidence to try her first race – securing 4th place in her debut event!
During this period, Alison also took on one of Zwift’s ultimate climbing challenges: unlocking the Tron bike. Over six climbs up Alpe du Zwift, she shaved 20 minutes off her time, dropping from 90 minutes to 70 minutes.
From Long Distances to Racing – December to January
December saw Alison pushing her limits further, completing her first 100-mile ride on Zwift – an achievement that left her feeling stronger than ever. Her confidence in racing was also growing. She entered another event, stayed with the pack until the finish, and placed 6th. The next step was clear: it was time to join Cryo-Gen’s racing team.
Taking on ZRL – February and Beyond
With her growing fitness and race experience, Alison joined Zwift Racing League (ZRL) – starting with a Team Time Trial (TTT) and her first ZRL points race. She quickly discovered just how intense ZRL can be, but she embraced the challenge, eager to keep improving.
Beyond racing, Alison has started helping lead Cryo-Gen group rides, giving back to the community that helped her get to this level. She is also focused on hitting her next major target: a sub-60-minute Alpe du Zwift climb. To get there, she’s increasing the intensity of her training, working on sprinting, and incorporating strength training to build more power on the bike.
A Life-Changing Journey
In less than a year, Alison has gone from someone who did not even own a bike to a dedicated Zwift racer, group ride leader, and integral part of the Cryo-Gen family. The transformation has been more than just physical – she has gained confidence, made incredible friends, and even convinced her husband and brother to join Zwift!
Alison’s journey is a perfect example of what is possible with consistency, a strong support system, and the willingness to push past limits. From struggling to keep up in group rides to holding her own in races, her story is truly inspiring.
We can’t wait to see what she achieves next! Sub-60 Alpe? More race podiums? Watch this space.
So I was riding the PRL Full this past Sunday, and saw a few others attempting the route. (All who were on there, I hope you finished, and huge kudos if you did!)
This was my fifth time riding it (don’t ask, I’m not right in the head), so I thought I’d share what has helped me. Here are my top 7 tips for finishing London’s PRL Full route, which at 173km (107.5 miles) is the longest route in Zwift.
#1: Pace Yourself
It’s not a race, but it takes about two laps to settle into pace. If you go too hard, just ease off for the remaining laps.
This descent is long enough to get extra fluids, eat a small snack, or run to the bathroom. If you ride this solo, this descent is your best option for taking rest breaks.
Time yourself each lap (there is a counter on each of your laps as you near the banner). You may get slower each lap, but if you’re consistent, the times should be fairly close. My goal was under 29 minutes each lap.
#5: Fight Mental Fatigue
This route is basically hill repeats 11 times, so I make a good playlist that keeps me motivated. Watch a movie, play an audiobook, or just jam out.
#6: Smart Powerups
You’ll get two powerups per lap – one at the start of the lap, and one at the top of Box Hill. If you get a feather at the top of Box Hill, use it on the small riser just up the road, or the Escalator out of the Underground. If you’re feeling tired, a feather may be just the boost you need at the steep 8% section near the start of Box Hill.
Use the aero powerup on either the Box Hill descent (if you’re not resting) or on flat or downhill sections of the London Loop, as it helps most when you’re moving fastest.
The box truck (draft boost) powerup is useless if riding solo, so waste or trash it.
#7: Fueling
I can’t stomach much while riding, so my fuel consisted of GU gels, Stroopwafels, Gatorade, Reese’s Cups, and Coca-Cola (not all at once). These are my go-tos for long rides, but everyone is different, so find what works for you and go with it. Timing, again, depends on your body, which you know better than I do.
Final Thoughts
What if you’re not successful? Um, don’t worry about it! It’s a tough route, physically and mentally, so dust yourself off and try again!
I hope these tips help more Zwifters tackle this route, as I understand it’s quite intimidating for some. Don’t be scared, y’all got this! Ride on.
I vEverested on Friday, May 23rd. While preparing, I consulted various resources, including the Zwift Insider posts from Ron Chatfield and Tim Perkin. These testimonials helped me understand what I was facing, and now that I’ve completed the challenge, I want to share my experience with the community to help others prepare for their epic vEverestings.
But First, the Numbers
Time: 12:03:05
Elevation: 8888 m
Distance: 213.18 km
Route: Road to Sky
Segment: Alpe du Zwift
Laps: 8.5
Average Ascent Speed: 10.5 km/h
Average Descent Speed: 66.1 km/h
Average Ascent Power: 188 w
Normalize Ascent Power: 189 w
Average Ascent Heart Rate: 121 bpm
Average Ascent Cadence: 84 rpm
TSS: 489
Work: 7047 kJ
Weight: 71.4 kg
FTP: 4 w/kg
Height: 180 cm
Carbohydrates In: 873 g
Sodium In: 9199 mg
Calories In: 4563 kcal
Getting Started
After a few weeks of consideration, I scheduled the ride for Friday, May 23rd. Leading up to the day, I secured my nutrition and configured my pain cave/battle station for the event, trying not to overthink the challenge ahead.
I didn’t adjust my training schedule in advance of the attempt and still raced with my TTT team the day before the event (go CRYO-GEN Kestrels). Early Friday morning, I set out. Here are my observations.
Initial Preparation
I’m a data nerd. As such, I was at home researching and planning my vEverest attempt. I consulted first-hand reports, compared segment data, and quickly decided to use Road to Sky and Alpe du Zwift for the ride. After running the numbers through Everesting’s lap calculator, I settled on a 12-hour target time. I prefer to train early in the morning, but your chronotype will ultimately determine your optimal ride schedule. I scheduled my attempt for 4 am, intending to have an early dinner.
The Day Before
I assembled my nutrition and set up an extra table next to my trainer to house the goods. I completed a full video weigh-in, updated my weight in Zwift, set the trainer difficulty to 100% according to Everesting rules, and took screenshots and photos of each step in Zwift’s settings.
This is a good time to optimize your virtual gears, as trainer difficulty will change the feel of the ascents. Also, hit the garage and equip your fastest climbing bike and wheels! I used the S-Works Aethos and Zipp 353 NSW wheels.
The Day Of
I woke up an hour early, but otherwise maintained my routine. Wake, dress, eat, stretch, and train. After logging on and taking a few more pictures, I started out, quickly realizing I needed to adjust my gearing further. After that hiccup, I started my watch and was off at 4:17 am. My pace for ascents one through three was hot and likely unsustainable. This was entirely avoidable, but I settled into a sustainable pace by lap four, which I maintained until lap nine.
I utilized each descent to get off the bike, eat real food, refill hydration, change kit, and bio break. Use these rests wisely, but do not let your guard down. I avoided sitting down and used the time strictly to prepare for the next ascent. Time your first descent so you can return to the bike before your avatar passes the segment start line. Be aware of the limitations of your watch and heart rate monitor as you leave your training area. Consider leaving them behind to prevent disconnects from your trainer and Zwift device.
After completing the vEveresting, I straightened up my pain cave and headed for the shower. I consistently fueled during the ride and wasn’t hungry, but I happily ate a massive burrito, then retired to the couch with my laptop to pore over my data.
The Next Day
I returned to my usual routine: wake, dress, eat, stretch, and train. The legs felt okay, all things considered, and 90 minutes of zone 1 got things loosened up. My only other activity for the day was resting, eating, and walking after meals. While not fully recovered, by the end of the day, I was ready to lead my Sunday morning 2-hour Cat C group ride (go Team CRYO-GEN).
Environment
Optimizing your environment will help you be more efficient and comfortable for such a long session on a trainer. Familiarize yourself with your training area so you know what time to close the shades and block the afternoon sun. Make a reminder to adjust the HVAC to prevent the space from becoming too hot or humid. Adjust the lighting to prevent glare, darkness, or other distracting conditions. Check the condition of your fans and add more if needed. Stock your training area with clean towels and sweatbands.
Nutrition
This will make or break your ride. Stick with familiar foods that you’re comfortable with and do not cause you digestive or GI issues. Fuel early and often. Set up a dedicated table for on-bike nutrition where everything is easily accessible. The goal is to reduce friction and encourage fueling, as you may not feel like eating. Supplement your water with electrolytes and hydrate consistently throughout the session. As with food, stick with known brands that do not cause you issues. Consider pre-hydrating with electrolytes before you begin your attempt.
Hardware
Some tips to ensure your hardware functions smoothly throughout your vEverest attempt:
Update your Zwift devices, head units, watches, and tech well in advance of your vEverest attempt.
Allow plenty of time to establish a secure connection between your trainer, Zwift device, head unit, watch, and heart rate monitor. Make a test ride or two prior to starting your attempt to ensure that all devices are communicating with reliable connections.
Address any bike, trainer, rocker plate, or shoe maintenance well ahead of your ride.
Dial in your physical or virtual gears before your attempt. The 100% trainer difficulty setting will impact the feel of the ascent. Get comfortable with your updated gearing before you set out.
Set up a charger for your phone and wireless headphones.
If running Zwift on a tablet or phone, ensure your charger is powerful enough to charge the device while it is running Zwift.
Zwift Features
Zwift launched the new lap feature the week of my vEveresting. The lap counter was an outstanding tool, and I was able to launch a new lap at the start of each ascent. Initially, I planned to reset the lap counter at the beginning and end of each ascent, but I quickly forgot to reset it at the top of the mountain and decided to log each complete lap instead. Combined with the segment timer HUD elements, the lap counter made it easy to compare average power, heart rate, and time.
vEveresting also provided an outstanding opportunity to upgrade my S-Works Aethos climbing bike. Ahead of the ride, I noted the elevation thresholds for each upgrade level and used them as milestones during the session. When I hit an upgrade, I quickly stopped, hit the drop shop, and purchased the upgrade. This routine was motivational, and I was able to upgrade from level 0 to level 3 by lap 8!
The HoloReplay ghost is the MVP of a ride with repeating segments. Once you’ve established a sustainable pace, your ghost will escort you up the mountain on the next lap. If you pace yourself to the ghost, you can hit consistent lap times with little effort. Be aware of chasing a fast ghost and know when to fold and let the ghost ride ahead. The sunk cost fallacy is real, and it’s easy to attempt to maintain the unsustainable pace from your previous lap.
Kit
Bib selection is paramount for a ride this long. Use your best-fitting, most comfortable bibs, and plan to swap them at least once during the ride. I changed my bibs, shirt, and socks after lap four and felt like a new person. Consider swapping to a different model or style of bibs when you change. A slightly different fit may help prevent hot spots caused by impedance mismatches between your bibs and anatomy.
Training
A strong level of base fitness is necessary for vEveresting. Consider long ERG mode training sessions in zones 2 and 3. There is no coasting up the mountain, and if you stop or slow pedaling, you will stop moving. ERG mode helps train you to maintain steady and consistent power, which is crucial for this attempt.
Pets
Ensure you have a feeding, walking, and care plan in place for your pets. Make sure that they are comfortable while you suffer on your ride.
Support
While it’s more challenging to take on this attempt unsupported, it’s entirely possible. If possible, schedule your ride for a day when family or friends are available to assist. I rode unsupported until the very end when my beautiful wife brought home burritos. Consider coordinating with your Zwift team, who will provide moral support during your ride. I kept my attempt a secret until one of my teammates noticed me online with 200 km clocked and rallied the team for an all-out ride-on assault. This gesture helped me in the end.
Conclusion
vEveresting was the hardest thing I’ve done on a bike, indoors or out. It put my endurance to the test but resulted in a deep feeling of accomplishment that I’m sure won’t come from anywhere else. A massive thank you to the community for the content that helped me plan the event and Team CRYO-GEN for motivation and props. Hopefully, this article will help others in the future. Be well and ride on!
It has a SRAM UDH to fit SRAM’s 13-speed groupsets. Annika Langvad
The bike Langvad posted to Instagram has a SRAM UDH (Universal Derailleur Hanger. The current Diverge can’t run SRAM Transmission. But with more gravel bikes adopting UDH, it’s no surprise to see Specialized use the hanger, especially because it allows riders to use the 13-speed SRAM Red XPLR.
Elsewhere, the bike has three mounting points on each fork blade. The current Diverge only has two mounts on the fork blades, but the additional mount will allow you to fit a carrying cage.
The bike features three mounting points on he fork blades.
This detail could be borrowed from the Diverge STR. The bike launched three years ago and Specialized called it the “most capable Diverge ever”. Alongside its novel rear suspension system, the bike featured three mounts on its fork blades. The new Diverge also appears to have fender mounts, another detail it shares with the STR.
The bike has also retained its Specialized Future Shock front suspension. The gravel racer and former MTB World Champion Langvad’s posts show at least one externally routed cable, and the current Future shock design prevents any internal cable routing.
Another difference at the front end is the aero-profile handlebar. Although this could be a matter of rider preference or a minor modification to the Diverge’s specifications, it is another indication that Specialised may have a new bike in the works.
The bike appears to retain Specialized’s Future Shock front suspension. Annika Langvad
There are few other discernible differences with the current Diverge, but the top tube slopes more dramatically and the fork crown appears to be wider, which suggests a greater tyre clearance on this bike.
The Diverge STR has been a fixture at Unbound Gravel in recent years.
If you follow gravel racing tech, you’ll probably be asking about Specialized’s other gravel bikes at this point.
Specialized’s pro athletes often race on the Specialized Crux. Langvad used the Crux at this year’s Traka 200 where she finished third.
The Diverge STR has also become a fixture at Unbound Gravel. The STR’s rear suspension provides an easier ride over Unbound’s long, demanding course. Geerike Schreurs finished second in the women’s race last year using the bike.
The fact that Langvad is trialling a different bike in the run-up to Unbound is another clue that this could be a new Diverge.
Unbound Gravel runs from May 29 to June 1. The flagship 200-mile event takes place on Saturday 31 May.
The race organizers at SISU have just announced the SISU Scramble – a twice-a-week series where the midweek race (on Tuesdays) is an individual time trial while the Saturday event is a road race.
Every scramble is a difficult or hurried clamber up, over, or around something. With three General Classifications (iTT only, Road Race only, and Overall for those racing all scrambles) there is something for everyone.
Specialized has released two aluminium additions to its Turbo Levo 4 electric mountain bike line-up, dropping the entry-level price while still featuring the same 3.1 Motor, battery and geometry as the recently-released carbon Turbo Levo 4.
The new bikes also feature a lower spec level than the carbon counterparts, with the US brand said to be “offering a more attainable option without sacrificing performance”.
The base Levo 4 model uses Marzocchi suspension, while the Levo 4 Comp uses a Fox 38 Rhythm fork and the co-developed Fox Float GENIE rear shock first seen on the Stumpjumper 15.
Prices start at £5,199 for the Turbo Levo 4 Alloy, while the Levo 4 Alloy Comp is priced at £5,999 (international pricing TBA).
For comparison, the carbon-framed bikes start at £6,799 / $7,999 for the Levo 4 Comp.
We were big fans of the S-Works Levo 4 when we tested it, awarding it 4.5 stars, so it’s hard to see this being far off the mark.
The same, but different
Specialized has shared the 3.1 Motor with the Alloy version. Specialized
The 3.1 Motor, as specced on the carbon Levo 4, is used on the new alloy bike.
While not sharing the same punchiness as the S-Works variant, it’s still competitive compared to the competition.
There was controversy when the Turbo Levo 4 launched, with only the S-Works model receiving 111Nm of torque and 720W of peak power, while the motor in the rest of the range (including these Alloy options) comes with 101Nm of torque and 666W. Justin Sullivan / Specialized
Alongside the motor, the 840Wh batter is carried over, which Specialized says gives an average of 5.3 hours of ride time when combined with a 280Wh aftermarket Range Extender.
Controlling the system is Specialized’s Mastermind TCU screen. This is embedded into the top tube, and enables you to cycle through modes and see key performance metrics and range estimations.
The geometry of the electric mountain bike is also carried over from its carbon siblings. This includes the adjustability seen on the carbon model, which is said to enable riders to fine-tune their geometry for a personalised ride.
The head angle sits at 64.5 degrees as stock, but can be adjusted by 1 degree in either direction using cups in the headset.
All the same geometry adjustments remain. Specialized
You can also run the bike with a 29in rear wheel, or with a 27.5in mullet setup.
The only difference, Specialized says, is the frame material, which instead of using the brand’s Fact carbon fibre, uses its premium M5 Alloy.
Unlike some brands, Specialized has managed to keep its internal frame storage with the Alloy model, with its signature SWAT box featuring on the downtube and able to carry spares such as multi-tools and tubes.
The bikes continues to use a 160mm fork up front, with 150mm of rear travel.
The GENIE shock is said to give a coil-like feel. Specialized
If you’re looking for a similar ride to the carbon-framed bikes, the Levo 4 Alloy Comp uses the same GENIE shock technology.
The GENIE system uses two air springs to create a flatter spring curve, which gives it a more coil-like feel as you move through the stroke.
For the first 70 per cent of the travel, both air chambers are open.
Close in on that last 30 per cent, though, and the GENIE band slides over and closes a port to the outer chamber, reducing the volume dramatically and creating a nice, progressive ramp up right where you need it most.
5 key things every rider needs to know about gravel bike handlebars
Wider is (usually) better off-road: Gravel bars are typically wider than road bars for increased control on rough terrain and more space for bikepacking bags
Flared drops boost stability: Flared handlebars – wider in the drops than at the hoods – can help improve stability when descending or riding technical trails
Shape matters: Gravel bars come in varied shapes, including ergonomic and alternative designs (like the Canyon Grail or Jones H-Bar) to suit comfort, control, and packing needs
Material trade-offs: Alloy bars are durable and affordable, while carbon bars offer more vibration damping but at a higher price and with added fragility
Accessory compatibility is key: Consider space and mounting options for lights, GPS units, bells, and dropper levers when choosing your handlebar setup
What handlebars do you need for gravel riding?
Gravel bike handlebar width explained
A wide handlebar gives extra control when riding off-road. Richard Baybutt
Typically, when choosing road bike handlebars, you’ll select a size proportional to your shoulder width as a starting point.
It’s an inexact science, and some riders may prefer a narrower handlebar (and others a wider bar), but it’s a good starting point.
However, when road cyclists switch over to try gravel bikes, it’s fairly common for them to size up. For example, if you usually ride a 40cm bar on the road, then a 42cm bar on your gravel bike could work well.
This additional width gives a little extra control when riding off-road. Generally speaking, the more technical the riding, the more riders tend to prefer a wider drop bar, with brands such as Curve, Salsa and Ritchey offering handlebars up to a whopping 60cm wide.
Besides giving a better ride over rougher, steeper terrain, these wider bars also provide a lot more space up front for handlebar bags when you’re bikepacking.
Narrow bars are popular on road racing bikes, but not everyone loves them for gravel bikes. Russell Burton / Our Media
That said, narrower handlebars may be favoured by gravel racers, or those simply prefer the feel of a narrow bar.
Flared gravel bike handlebars
Flare can be subtle or extreme. Scott Windsor / Our Media
Measuring wider on the drops than at the hoods, flared bars are a popular choice on a typical gravel bike setup.
They give a wider, more stable position in the drops, which comes in handy on rougher terrain and when descending, and also provide a little more space between the drops for luggage.
Flared bars vary in shape and degree of flare, from very subtle angles to the extreme.
For a moderate flare, try starting with an angle of 12 to 16 degrees, such as on the PRO Discover Gravel Bar.
Some more progressive designs will give an altered shifter position as well as wider drops, so it’s best to try before you buy if you can. They’re not for everyone and can negatively affect the ergonomics of shifters.
Gravel bike handlebar shape
The double handlebar of the Canyon Grail was one of the most unusual gravel bars. Wayne Reid / Our Media
Without the constraints of UCI rules, the gravel world has been free to experiment and trial many different component designs, and handlebar shape is a prime example.
You’ll find a wide variety of gravel-specific handlebars to choose from, including aero tubing, ergonomic shapes, wide flared drops and swept tops.
Besides drop bars, there’s also a huge range of flat bars to consider for gravel riding, again in many shapes and sizes – more on this below.
WhatBars is a brilliant tool that overlays the top-down profiles of multiple handlebars for comparing their shape and width.
Alternative handlebars for bikepacking
The Surly Corner Bar offers a slight drop with flat-bar controls. Surly
Besides traditional drop bars and flared bars, there are also many different shapes that have become popular for multi-day touring, or bikepacking.
These tend to prioritise comfort, ensuring you can keep pedalling for longer periods without any discomfort to the wrists, shoulders and upper body.
The Jones H-Bar is perhaps the best known, with a highly swept flat bar complemented by a forwards loop for more hand positions, as well as additional bag and light mounting options.
Farr’s Aero Gravel bar is a more recent addition, with a forwards loop integrated to alloy drop bars.
The Surly Corner bar is perhaps the strangest of them all, offering a drop-handlebar design with flat-bar controls.
Alloy or carbon bars for gravel riding?
Carbon handlebars are now common on gravel bikes. Warren Rossiter / OurMedia
Most gravel handlebars are made from either aluminium alloy or carbon fibre, and sometimes even titanium – perfect if you ride one of the best titanium gravel bikes.
You’ll find that you have to pay a premium for carbon fibre bars, and the weight savings are not that generous.
It’s worth remembering, though, that carbon bars help to absorb some trail feedback, which can reduce fatigue on longer multi-terrain rides.
You can often get a better-value bar if you opt for an aluminium model, and it will be less likely to become damaged in the event of a crash.
Like many road bikes, some gravel bikes now come with one-piece carbon fibre cockpits.
Fitting accessories on gravel handlebars
If you have added extras such as a dropper-post lever, think about where you’ll fit them. ENVE
Besides being a place for you to control your bike through your brakes and gears, your handlebars provide a cockpit, where you might want to add some additional functionality via gravel bike accessories.
When considering which handlebars are best for you, think about what you might want to attach. Do you need to have a mount for a bike light, or add a bike bell to help alert shared trail users of your approach?
If you use a computer, make sure you have enough space to mount your GPS computer or other accessories. Scott Windsor / Ourmedia
If you’re intending to use a gravel dropper seatpost, how do you plan on actuating this? Will you want a shifting-like functionality – such as that seen on Shimano GRX – or do you need a separate lever mounted to the drops?
Do you plan on attaching a GPS bike computer to your bars, and do you have a mount that’s compatible with your bar profile?
Aero-profiled handlebars can make this a little more tricky, so you might need to find a mount that attaches to the stem faceplate, for example.
Should you use clip-on aero bars for gravel riding?
Clip-on aero bars are only typically used for long-distance gravel races. Ian Matteson
Aero bars can be an attractive accessory to add to your gravel bike. This is because aero bars can offer an aerodynamic advantage over longer, flatter rides, or give more variable hand positions for multi-day bikepacking trips.
Having said this, their use is pretty specialist, and clip-on aero bars do come with drawbacks.
Remember that when you’re on the extensions, you cannot access the brakes, so it’s a risky idea if you’re riding over any technical terrain or with other riders.
Safety concerns have led some race organisers – most notably, Unbound – to ban aero bars altogether from some events.
What handlebar tape is best for gravel riding?
Thicker handlebar tapes tend to be more popular when it comes to gravel riding. Josh Patterson
To cope with the rougher terrain associated with gravel riding and increased trail feedback, many gravel riders choose to wrap their handlebars with a thicker, more cushioned bar tape.
For even more thickness and padding, consider gel padding underneath the bar tape.
You’ll need to bear in mind that components on your gravel bike are likely to have a harder life than on the road, with mud, stones, maybe even sand, and all kinds of weather to contend with.
The best handlebar tape for you could be a more robust model to help prolong its life, and you might want to think twice about opting for white…
Editor’s note: this article was last updated on 27 May 2025. We added links to our latest buyer’s guides and updated imagery throughout.
Cycle Nation Charity vEveresting for I Love Boobies Breast Cancer Screening
Good Cause 
2025 SISU Pinkki – Stage 7
