You’d think after winning Il Lombardia for a fifth time on Saturday, Tadej Pogačar would have a day off. But no, the world champion was back in action the following day on his home roads in Krvavec, Slovenia, in a charity race against 1,189 cyclists up a 15km climb with 1,189m of elevation gain.
Pogačar passed every participant with the exception of four-time British hill climb champion and 2024 runner-up, Andrew Feather.
The Pogi Challenge charity ride started with a non-timed 9.1km warm-up, before participants headed up the timed climb itself. Sportingly, Pogačar gave them a six-minute head start.
Andrew Feather was the only rider to arrive at the top of the climb ahead of Pogačar. pogichallenge.com
He passed all 1,189 riders with the exception of Feather who, although his time of 44:15.3 was around 2.5 minutes slower than Pogačar’s 40:44.5, was still over three minutes ahead of him arriving at the finish line.
After the event, Feather told Cycling Weekly: “I kept on looking over my shoulder thinking he was going to come up at some point, but he didn’t – he didn’t manage to catch me.”
Interviewed in Slovene after the race by journalist Igor Tominec, Pogačar was asked if UAE Team Emirates would be signing Feather for 2026.
“We already have a full team. Those who go uphill so fast could be used in races. Everyone has their own path, maybe they don’t even want to be among the professionals themselves. I have respect for those riders,” he replied.
Andrew Feather’s VO2 max was as good as many pros back in 2019. Simon Bromley
Now aged 40, back in 2019 we took Feather to the Human Performance Lab at the University of Bath, finding that his VO2 max was good enough to rival Tour de France riders.
Whether Feather wants to turn pro is moot. He already has a full-time job as a lawyer in the UK, but is looking to retake the British hill climb title at the 2025 event, which takes place on Bank Road in Matlock, Derbyshire on Sunday, 26 October. The climb isn’t quite as long as that in Slovenia, with an elevation gain of 101.44m in 805 metres.
Strava is eying up an initial public offering in the US, after rumours began to circulate last month.
Strava’s CEO Michael Martin told the Financial Times that Strava has an “intention to go public at some points”.
Martin said there were lots of benefits to going public, which “provides easy access to capital in case we wanted to do more and bigger acquisitions”. However, Martin did not offer a precise timeline, according to the FT.
Reuters reported last month that Strava had invited banks, including Goldman Sachs and JP Morgan, to pitch for roles in the IPO.
The potential IPO follows a booming period for Strava. The San Francisco-based company closed a fundraising round valuing it at $2.2 billion back in May 2025.
The app has also seen a huge increase in users, with an average of 50m active users this year. Downloads in the year to September were up around 80 per cent compared to the same period in 2024.
“Growth profiles like ours… are particularly uncommon, especially at scale,” Martin told the FT. “It attracts a lot of attention – especially from bankers.”
Since Martin took over from Strava’s co-founder Michael Horvath in 2024, his focus has been on adding tools to boost user growth and paid subscriptions, according to the FT.
This year, Strava bought Runna, a running coaching app, and the cycling training platform The Breakaway, which both bring personalised training plans to the app.
But, most recently, Strava has been embroiled in a battle with Garmin. Strava recently filed a lawsuit against Garmin for alleged patent infringement, related to segments and heatmap functionality.
Strava’s chief product officer Matt Salazar then said on Reddit that Garmin had threatened to cut off access to its Application Programming Interface, unless Strava complies with its new developer guidelines. The guidelines require “the Garmin logo to be present on every single activity post, screen, graph, image, sharing card, etc,” according to Salazar.
Independently of Strava, Suunto is also suing Garmin over alleged patent infringement, claiming that many Garmin smartwatches incorporate patented technologies without permission.
Welcome to BikeRadar’s indoor training week, bought to you in partnership with Rouvy.
Indoor training exploded in popularity during the Covid-19 pandemic, its popularity has persisted and we’ve increased our coverage of indoor cycling tech and advice.
Indoor training is an effective way to stay fit, race against friends, and avoid bad weather.
While getting set up for indoor training requires some outlay, it has the potential to make you a formidable cyclist.
Training plans and workouts are useful for making the most of your time. They can also keep you motivated when cycling outdoors isn’t so appealing – even if that motivation results in pushing yourself through yet another horrible FTP test.
For riders targeting an event, indoor training offers real benefits over training outdoors, with none of the distractions – or dangers – of traffic or other trail users.
Over the next seven days, we’ll cover everything you need to know about cycling indoors, serving up an array of indoor training content throughout the week.
We’ll bring you fitness and training advice, in-depth buyer’s guides and tips on how to get the most out of cycling indoors.
On top of that, we’ll ask what the future of indoor cycling may look like, and highlight some of the tech oddities – some of which we’d rather forget.
Zinn Cycles’ B.I.G. 32er is one of the first production full-suspension mountain bikes to be fitted with 32in wheels; a diameter starting to gather momentum in the industry.
Specifically, however, the B.I.G. is designed for riders 193cm tall and above, rather than any-sized rider looking for the largest-diameter wheels available.
However, catering for tall riders is a niche that’s Zinn’s bread and butter, and has been for a long time.
The specific components needed to make 32in-wheel bikes a viable product are now more available –such as Maxxis’ Aspen 32in tyres, wheels, spokes and forks. So Zinn decided it was time to bring such a bike to market, but it’s left me wondering whether brands have learnt from some of the mistakes of early 29ers.
Long chainstays accommodate the 32in rear wheel. Zinn Cycles
The B.I.G. 32er builds on Zinn’s 29in-wheel full-suspension MTB, adapting its tubes slightly to accommodate the bigger wheels.
Most importantly, the chainstays have grown from 460mm on the 29er to 473mm for the 32er. This gives the space required to fit that massive rear hoop.
Stack heights are also up, by 12mm for the biggest 4XL and 5XL B.I.G. to a whopping 682mm.
But there are some figures that seem anomalous to Zinn’s intentions, even given the B.I.G.’s XC focus.
Reach figures start at 475mm for the 2XL and 3XL and lift to 500mm for the 4XL and 5XL.
Modern bike geometry has progressed to a point where neither of these numbers would look out of place on a large-sized 27.5in or 29in bike, even if it’s designed for cross-country.
Conversely, however, effective top tube lengths dwarf most normal bikes’ XL sizes, coming in at 680mm and 704mm for the two smallest and biggest sizes respectively.
Lessons from the past
The B.I.G.’s geometry is reminiscent of the first full-sus 29ers. Zinn Cycles
Some of those numbers will raise a few eyebrows – especially for those seeking a more aggressive, trail-focused ride.
It’s hard to imagine how traditional reach figures found on size-large frames – usually for folk who are 180cm tall – will transpose onto a bike designed for people who top out at 218cm without negatively impacting the ride.
Those who have been around long enough have seen it all before.
When 29in wheels first launched, the bikes they were fitted to had perilously short and tall geometry, riding with the uncertainty of a galloping newborn foal.
But the industry learnt, albeit slowly.
29in-wheeled platforms have developed into some of the best full-suspension mountain bikes you can buy, regardless of discipline.
Maybe that’s a clue about where 32ers are heading.
Being fair to Zinn for one second, it states it “can make 32ers in smaller sizes as well, like M, L, XL upon request”.
But working backwards from its 2XL to 5XL reach figures, I’m concerned those bikes would just be too small.
Proportionality
Wren Sports’ Inverted fork can handle a 32in front wheel by reducing travel without shortening the axle-to-crown length. Wren Sports
Maybe there’s more to it than reach and frame figures alone, though.
Zinn has specced an upside-down Wren Sports Inverted fork that’ll fit a 32er front wheel while still having up to 120mm of travel. Currently, offerings from other manufacturers are limited to one-off prototypes not ready for commercial sale.
Wren Sports claims that the added benefits of improved bump roll over from the big wheels more than make up for the reduction in travel, compared to a 29er fork with 150mm of squish.
It’s unsurprising that the B.I.G’s rear axle uses the 12x157mm Super Boost standard – shared with bikes from Pivot among others – to boost frame and rear-wheel stiffness.
The bigger the wheels, the stronger they need to be. Zinn’s custom spokes should help with that. Zinn Cycles
Zinn ordered custom-length spokes to build its 32in wheels, stating they need to be immensely strong.
Nextie – a carbon specialist based in China – supplies Zinn with its Unicorn 32in carbon rim.
Leaving no stone unturned, the B.I.G. runs custom-length cranks, designed with taller riders in mind.
Starting at 180mm (175mm is a traditional crank’s longest option) and rising to 210mm, for optimum rider pedalling efficiency and comfort, the cranks should be between 1.95 per cent and 2 per cent of a rider’s inseam, according to Zinn.
How much does Zinn’s 32er cost?
Zinn’s B.I.G. 32er has four models in its range.
Prices start at $7,250 for the most-affordable M1 decked out with Shimano’s SLX kit. A Shimano XT model retails for $7,550, and there’s a SRAM GX Eagle AXS-equipped model for $7,950.
The range-topper is fitted with Shimano’s latest XT M8200 Di2 electronic, wireless gearing, and retails for $8,350.
The Warrior Games, organizers of the popular Iceni and Tour de Boudicca series, have just announced the next edition of their annual Tour de Andrasta women’s 3-stage race series, starting October 17. See all the details below!
About the Name
Andrasta was an Iceni war goddess invoked by Boudicca in her fight against the Roman occupation of Britain in AD 60. Described as “their name for Victory,” her name has been translated as meaning “indestructible” or “unconquerable”.
Schedule and Route Details
The races have just one time slot, at 10:30 PT/13:30 ET/17:30 UTC. Stage 1 has an extra time slot at 16:00 PT/ 19:00 ET.
Welcome to the Tour de Andrasta! The race begins with a right turn out of the pens, following a reverse Innsbruck loop. Riders will power through the sprint, tackle the Leg Snapper, and make the most of the final flat stretch before facing the decisive big climb.
Format: Hilly Points Race
Length: 12.9km
Elevation: 479m
Finish Line Points: based on the number of riders participating, down to 1 point for last place.
Stage 2 – Saturday, October 18: Coast Crusher (1 lap)
Stage 2 is here to test your legs! Roll through a charming seaside village, tackle a challenging climb, and loop around the midway point – halfway there! Then descend through a tunnel and head back along the coastal road, hitting multiple sprints as you pass scenic forests, bustling towns, and themed settlements, finishing strong at the final sprint.
Format: Points Race
Length: 42.7km
Elevation: 210m
Intermediate Points (scored 10,8,6,4,2,1):
Stoneway Sprint (FTS)
Acropolis Sprint (FAL)
Sasquatch Sprint (FTS)
Woodland Sprint (FAL)
Woodland Sprint Reverse (FTS)
Sasquatch Sprint Reverse (FAL)
Acropolis Sprint Reverse (FTS)
Finish Line Points: based on the number of riders participating, down to 1 point for last place.
Stage 3 kicks off in downtown Watopia before winding past volcanoes, waterfalls, and the route’s only big climb. After a blast through the flats and coast, it all comes down to the final push back to town. Get ready for a fierce finish!
Format: Scratch Race
Length: 29.1km
Elevation: 155m
Finish Line Points: based on the number of riders participating, down to 1 point for last place.
Powerups: Ghost/Feather/Aero
Sign Up
Want to race the series? Start by signing up for the race events! Numbers attract numbers, so women are encouraged to sign up early.
Both a team and individual GC will be calculated for the series:
Team GC: Points earned across Stages 1, 2, and 3 will count toward the Tour de Andrasta Team GC league to decide the 2025 champions.
Individual GC: Determined by cumulative finish time over all three stages, with the overall winner crowned Tour de Andrasta 2025 champion in every category.
Sigma Sports has a flash sale running this weekend, starting today. Sigma’s Big Deal Days are focused on road and gravel products, and it’s a great opportunity to update your wardrobe or stock up for winter riding.
There are discounted prices on almost 500 products, including electric pumps, smart trainers and wheels. There are also some bikes on sale, if you’re looking for something new.
To save you hunting through Sigma’s site, we’ve picked out some top products that are on our shopping list. You’ll need to sign up for Sigma+ to get access to the best prices.
This multi-tool from boutique brand Silca combines beautiful design with every tool you’ll need.
There are 20 hardened steel tools, including a chain tool with a magnetic slide-lock design for increased length and ease of use. There’s also a hidden storage area for a spare chain link.
The tool is coated with high-grip chrome plating and weighs 172g.
The Mondo is Specialized’s endurance road tyre – and one that’s designed to be quick, too. So much so, it was used in the Spring Classics by Specialized’s sponsored WorldTour teams.
The Mondo uses the brand’s Gripton T2/T5 dual-compound construction to balance speed, grip and durability.
It’s available in three sizes: 700x28x, 700x32c and 700x35c.
It’s indoor training session and the Wahoo KICKR CORE has everything you need to get started. It’s a direct-drive smart trainer, meaning the resistance will automatically change when the gradient rises or you start an interval on an indoor training app.
The KICKR CORE can simulate gradients of up to 16 per cent, while also being capable of measuring power to an accuracy of two per cent.
It will also be supplied with a cassette, so you just need to hop on your bike to get going.
The CarBack from Trek combines a 90-lumen rear light with radar technology to detect rear-approaching vehicles from up to 240m. The light then delivers audio and visual alerts through your paired GPS unit.
There are four modes to choose from: Day Flash (90 lumens), Day Steady (25 lumens), Night Steady (5 lumens) and Night Flash (5 lumens).
Trek says the Day Flash mode is visible from distances of up to 2km, making this a light that features the latest in safety tech.
With turbo season upon us, now’s the time to get set up to keep yourself occupied indoors.
The Shokz OpenRunPro 2 bone conduction headphones are a lot more comfortable than in-ear and over-ear designs when training. They will run for up to 12 hours and five minutes of charging will give you 2.5 hours of use.
If your gravel bike needs a saddle upgrade, this Selle San Marco option includes variable-density extra-dense padding and a wide cut-out. The brand says this adapts to your saddle movement and ensures long-distance comfort.
The claimed weight is 213g, and there are three colours on offer to match your gravel bike. Sigma Sports has a range of other saddles on offer from Prologo, Selle Italia, Fizik and more.
The SunGod Ultras feature a frameless lens for good peripheral vision, also offering a low 26g weight. Three nosepieces allow you to tailor the fit so they shouldn’t slip around when riding.
The photochromic lens is a great option for off-season riding, offering between 34 per cent and 79 per cent light transmission, to see you through sun and shade on sunnier winter days, as well as gloomy ones.
There are other SunGod sunnies and lens options on offer, as well as discounted sunglasses from Oakley, 100% and more.
Scope claims its Artec wheels offer best-in-class aerodynamics thanks to its fishscale-like surface finish, in a wheelset that weighs only 1,384g in this 85mm depth. The 23mm hookless internal rim width will support wider tyres for lower rolling resistance, and the carbon spokes contribute to the low weight.
If you’re after a choice of flashy wheel upgrades, Sigma Sports has a similar discount on Princeton CarbonWorks Grit and Peak wheels.
Transporting your bike on a car usually involves clamping hardware to your vehicle.
The Seasucker bike racks do away with that, using large suction cups to attach to your car roof, so there’s much less hardware to stash away when not in use.
It works via the same suction cups as used by glazers to move large panes of glass and high-rise window cleaners to keep them aloft.
Lazer updated its classic Z1 helmet in 2024, adding its KinetiCore crumple zones for additional rotational impact protection. The update also removed weight, with our size-M helmet coming in at 236g.
Along with the large vents, the KinetiCore treatment in the shell makes the Z1 KinetiCore a very well-vented helmet, too. Sigma Sports has a range of sizes and colours in stock.
The arrival of the updated Aethos 2 means the original Aethos is at a discount. If you can bear to have your brake cables exposed – the horror – this SRAM Rival AXS spec gets you a similarly lightweight frame to the Aethos 2, but for £2,000 less cash than the updated bike.
Sigma Sports has sizes from 54cm up available in a couple of colours, both equipped with a Rival power meter and Roval C38 carbon wheels paired with 28mm S-Works Turbo tyres.
Available in 40mm and 45mm widths, Challenge’s gravel tyres’ aggressive, spaced-out lugs are designed for grip in muddy conditions or over rocks, so they’re ideal for the coming winter.
The tyre is built on a 260 tpi casing for a supple ride feel and is compatible with hookless rims. There’s bead-to-bead puncture protection and Challenge’s high-durometer rubber compound for good wear resistance and low rolling resistance.
We’ve been blown away by electric pumps here at BikeRadar, to the extent that Warren has thrown away his mini-pump collection. Fumpa was the original portable electric pump maker and this pump will get a 25c tyre up to 100psi in around 25 seconds.
There’s a built-in pressure gauge and the capacity to inflate five or six tyres on a charge, with USB-C fast charging replenishing the battery in just one hour. The more portable miniFumpa is also discounted in the sale.
At 310 lumens, Lezyne’s alloy front light puts out more illumination than its name suggests. It can run for up to 4.5 hours in peak mode, or 27 hours in economy mode, so runtimes are better than some lights with greater headline output.
What’s more, the light is StVZO-compliant, so its lens is designed not to dazzle and annoy oncoming traffic, but direct the beam downwards for good illumination of the road ahead.
Derek Gee has said he terminated his contract with Israel–Premier Tech following “serious concerns related to racing for the team” and a “personal-belief standpoint”.
Gee revealed in August that he had terminated his contract with Israel–Premier Tech, while the team said the Canadian’s contract was valid until 2028. Gee was pulled from the team’s Vuelta a España squad at short notice.
Providing an update on his situation yesterday, the 28-year-old said in a statement published on social media that he is facing what he understands to be damages of approximately €30m.
When Gee first announced the termination of his contract with Israel–Premier Tech, he said “certain issues simply made my continuation at the team untenable”.
Gee explained yesterday: “I terminated my contract with just cause, as is every person’s right when they are unable to continue performing their work under existing circumstances.
“The decision was not taken lightly – it followed an irreparable relationship with the team principal, as well as serious concerns related to racing for the team, both from a safety and personal-belief standpoint that weighed heavily on my conscience.
“But what moves me most is how, when human issues are involved, money becomes the headline; money was not the issue that led to my termination. Leaving has meant the risk of having no team or protection if I get injured without [a] contract. It is a risk I was – and still willing – to take, as I was simply unable to continue racing for the team.
“I understand the team sees it differently, and that this will be for the competent authorities to decide; however, I am now facing what I understand to be a damages claim said to exceed approximately 30 million euros – for doing nothing more than exercising my fundamental rights as a professional and a person.
“These are not the kind of numbers, or the kind of situation, any athlete expects when they dream of becoming a professional cyclist, and I believe it flies in the face of the very values that sport seeks to uphold. These actions are also a reflection of the very issues that led to the breakdown of the relationship to begin with.
“It strengthens my belief that leaving the team was the right decision, regardless of the recent announcement of branding changes and cosmetic structural shifts.”
Israel–Premier Tech were the subject of continued protests throughout La Vuelta from pro-Palestine demonstrators, who objected to their participation in the race and accused the team of “sportswashing”.
Since the race, Factor and Premier Tech, two sponsors of Israel–Premier Tech, threatened to withdraw their support if the team did not change its name.
On Monday, it was revealed that Israel–Premier Tech would change its name and national identity, while co-founder Sylvan Adams will also step back from his day-to-day involvement and will no longer speak on behalf of the team.
The all-new 3T RaceMax2 Italia takes 3T’s original gravel race bike template and adds fully revised geometry, more tyre clearance and lower drag.
The RaceMax2 Italia sports a steeper head angle, longer fork offset and increased bottom bracket drop than the previous incarnation.
This is combined with super-short 420mm chainstays. That’s the shortest I’ve seen on a bike with tyre clearances of 50mm or more.
The new geometry is intended to make the new RaceMax2 much more of an all-road all-rounder, with a road-steep 71.5-degree head angle, 74-degree seat angle, low stack and long reach.
3T says the aerodynamic improvements to the new RaceMax make it the brand’s fastest gravel bike yet.
The new head tube has an arrow-like front profile and a much deeper tail. Warren Rossiter / OurMedia
Alongside the new geometry is a frameset with all-new aerodynamics. At the front end, a fresh head tube design combines a pointed front nose and elongated tail. It’s a design feature more common to the latest aero road bikes, such as our current race bike of the year, the Cervélo S5.
Even the fork dropouts have seen aero optimisation, with a caliper bolt cover smoothing the fork’s leading edge, and there’s no thru-axle hole in the fork on the driveside.
The front end is completed with a combination of 3T’s aerodynamic More stem and Aeroghiaia aero-gravel bar.
3T says it will also have updated cockpits built to suit the Racemax2 early next year.
The RaceMax2 down tube is wide enough to shield a 750ml bottle. Warren Rossiter / OurMedia
The down tube is massively oversized at 75mm. This enables it to fully shield a bottle mounted there.
The down tube also features a wheel cutout on the underside, behind the fork, with a new, large storage port with two positions for the bottle cage on the Fidlock magnetic mini-hook locking cover.
Inside is a custom storage bag made for 3T by Miss Grape.
Miss Grape provides the bag for the down tube storage. Warren Rossiter / OurMedia
At the rear end, the aero-profile seat tube features a wheel cutout, which helps keep the chainstays short.
The lowered seatstays meet the seat tube via an aerodynamically sculpted junction. It’s topped by an aerodynamic seatpost that incorporates a clip-in rear light.
The RaceMax2 Italia has generous tyre clearances. Warren Rossiter / OurMedia
Despite the short stays and aerodynamic optimisation, the RaceMax2 is compatible with both 1x and 2x drivetrains, with a maximum chainring size of a whopping 52 teeth.
3T claims this has given the RaceMax2 a 1.5% aerodynamic improvement over the previous RaceMax Italia – previously the brand’s fastest gravel bike. That may be a small gain, but when you factor in it’s with a 50mm tyre, it’s quite the achievement.
Less weight, more speed
The frontal profile of the RaceMax2 shows the new aero design. Warren Rossiter / OurMedia
Even with the aerodynamic overhaul and increased tyre clearances, 3T has managed to shave a few grams. The frame remains the same at a claimed 990g. This rises to 1,050g when you include the Miss Grape internal storage bag.
The fork loses 5g down to a claimed 380g for a size-medium frameset.
3T claims weights as low as 7.9kg for a complete bike (SRAM Red XPLR, Zipp 303 XPLR).
3T RaceMax2 Italia GRX Di2 spec details
2x GRX is a surprise from a brand that pioneered 1x drivetrains on drop-bar bikes. Warren Rossiter / OurMedia
My sample test bike tips the scales at 9.21kg (56cm/L including storage bags, integrated rear light and 2x bottle cages).
The bike comes equipped with Schwalbe’s 45mm G-One RS Pro tanwall tubeless tyres wrapped around 3T’s own Discus 45/40 LTD wheelset. That’s surprising for a brand that pioneered 1x drivetrains on the road and for gravel.
This model comes with Shimano’s 2x GRX Di2. The pairing of a 48/31 chainring and a 12-speed Ultegra 11-34 cassette should give a usable range for trail and road.
The bike is finished with 3T’s dedicated aero-shaped carbon seatpost with integrated rear light. That’s topped by Fizik’s 3D-printed version of the classic Antares saddle.
Up front, it’s the combination of 3T’s More stem and Aeroghiaia gravel bar.
3T’s More stem and Aeroghiaia gravel bar combine to make for an aerodynamic cockpit. Warren Rossiter / OurMedia
At first glance, the RaceMax2 combines its compact wheelbase with steep angles, making it look far more like a fast all-road take on gravel.
It’s more similar to the similarly priced Cervélo Áspero 5 than a trail and technical-capable bike such as Parlee’s Taos.
I’ll have a full test of the RaceMax2 Italia as soon as I’ve had a chance to get plenty of miles in on it.
SIZE
S
M
L
XL
Rider height* (CM)
157-171
168-180
176-186
183-195
Rider height* (IN)
5’2″-5’8″
5’6″-5’11”
5’9″-6’1″
6’0″-6’5″
Stack
547
569
589
609
Reach
367
377
385
393
Head tube angle (degrees)
70,5
71,5
71,5
71,5
Fork axle-crown (mm)
383
383
383
383
Head tube length (mm)
138
152
173
197
BB drop (mm)
79
79
79
76
Seat tube angle (degrees)
74
74
74
74
Seat tube length (mm)
463
491
510
537
Top tube length (mm)
522
538
552
566
Front Center (mm)
609
607
622
636
Rear Center (mm)
420
420
420
420
Wheelbase (mm)
1017
1015
1029
1045
FiZik provides a 3D-printed Antares saddle for our 3T RaceMax² Italia test bike. Warren Rossiter / OurMedia
3T RaceMax2 Italia range and pricing
3T claims the latest Racemax² is its fastest gravel race bike yet. Warren Rossiter / OurMedia
Framesets
Racemax² Italia with 3T More stem and 3T Aeroghiaia Integrale LTD handlebar: £4,425 / $6,499 / €4,917
Complete bikes
Racemax² Italia with Shimano GRX 2×12 and 3T Discus 45|40 LTD wheels: £7,303 / $10,999 / €8,114
Racemax² Italia with SRAM Force XPLR AXS 1×13 and 3T Discus 45|40 LTD wheels: £7,304 / $11,699 / €8,115
Racemax² Italia with SRAM Force XPLR AXS 1×13, Torno Wide crank and 3T Discus 45|40 LTD wheels: £7,745 / $11,699 / €8,605
Racemax² Italia with SRAM Red XPLR AXS 1×13 and ZIPP 303 XPLR SW wheels: £9,368 / $13,899 / €10,409
Racemax² Italia with SRAM Red XPLR AXS 1×13 with Torno Wide Crank and ZIPP 303 XPLR SW wheels: £9,368 / $14,399 / €10,409
Racemax² Italia with Campagnolo Super Record 2×13 Gravel and 3T Discus 45|40 wheels: £9,662 / $14,599 / €10,736
This weekend’s big events are the double XP Zwift Unlocked rides, but we’re also seeing some really popular races popping up from community organizers. See our picks below!
Zwift Unlocked Stage 1
Double XP Popular New Routes Jersey Unlock
The new Zwift Unlocked series kicked off this week, with double XP, double powerups, and fresh routes. Stage 1 ends this weekend, and riders have a choice between a long ride on Tropic Rush (41.9km, 326m) or a shorter ride (or race) on Dùn Dash (12.4km, 139m). Runners are on the new Highland Run (6.8km)
The single event with the most signups this weekend is this new series from Team Foudre – a weekly “medio fondo” featuring age-based groupings and a women-only category. These first four events, held on four consecutive weekends in October, serve as a sort of “pre-series,” where your best two results count towards the overall. An overall 2025/2026 begins in November (see event description for details).
This weekend’s race is on two laps of Chasing the Sun in Makuri Islands (70.2km, 628m)
Based on early signup numbers, this race series is also a popular one! It’s a 4-stage series, raced each weekend, with mass starts and no categories. Stage three is this weekend on London Uprising (20.9km, 356m).
Enter individual races for the fun of it, or compete in all four stages. There’s a GC on ZwiftPower which uses cumulative time to rank riders across the series!
Team Not Pogi has organized a race mirroring the pro peloton who will be racing Il Lombardia, the last monument of the season, on Saturday. This race has rides taking on 32.5km of the Bologna Time Trial route, which means you’ll you up and down the challenging San Luca climb twice!
Looking for a fun social ride? Join the experienced DBR time for 60 minutes on the Douce France route. The ride leader will keep a pace at 30-35kph, but you aren’t limited to that speed – the ride description says “… it’s ok to ride ahead and join other riders in front – just remember to be social.”
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!
Lime has just published its financial reports for 2024, revealing a surge in revenue as its ebike rentals continue to grow.
The Uber-backed company’s latest accounts reveal its revenue in the UK jumped by 75 per cent last year, to £111.3m. In 2023, its revenue was £63.5m, and in 2021 it was just under £9m.
The accounts also show the company’s pre-tax profit dropped from £2.1m in 2023 to £1.7m in 2024.
The financial records cover all of Lime’s activities in the UK, including ebike and e-scooter rentals across Manchester, Bristol, Nottingham, Oxford and Milton Keynes. But it’s in London that the company has seen particularly large growth.
Londoners made 16 million journeys by Lime during commuting hours in 2024, while the company saw an 85 per cent increase in total journeys.
This summer, there was also a spike in the usage of Lime ebikes, which was partly caused by tube strikes. Lime saw a 50 per cent increase in rentals on Tuesday 9 September compared to the same day in 2024 due to the strikes, according to the Financial Times.
London saw 1.33 million daily cycling journeys in 2024, which is a 5 per cent increase over 2023, according to Transport for London. Cycling in the City of London has increased by more than 50 per cent in the last two years, according to the City of London Corporation, which said dockless rental bikes, such as Lime bikes, “have quadrupled since 2022 and now account for one-in-six bikes on City streets”.
Lime’s growth in the capital also means it has a larger presence than Transport for London’s Santander Cycles rental scheme. It is predicted that Lime has at least 20,000 bikes on London streets (the figure could be much higher), while Santander has 12,000.
But the presence of Lime’s electric bikes in the capital has led the company to face growing scrutiny. Trauma surgeons have reported an increase in injuries linked to the heavy ebikes, including fractures that have been called ‘Lime bike leg’.
Elsewhere, boroughs have begun to address the growth and use of Lime bikes. In August, Hounslow council ended its two-year trial allowing the bikes in the borough, after they were claimed to be parked in dangerous places.
Hackney council also capped Lime ebike fares at £1.75, making them the same price as a bus, in September.
Lime’s UK results come after the US group announced in February that its gross bookings were $810m (£602.7m) and its revenue rose by 32 per cent to $686m.
Look has added a wider Q-factor option for its Keo Blade pedal range. Until now, the Keo road pedals have been available in only one spindle length, with a 53mm Q-factor. Look has now introduced an option with a 3mm longer spindle, extending the Q-factor to 56mm.
With 5mm of lateral movement available via cleat positioning, that enables you to obtain an effective stance width of between 53mm and 58mm on the longer-axle pedals and down to 50mm on the short axles.
Incorrect Q-factor – or more correctly stance width – can be a factor in knee, foot and hip discomfort while cycling and even lead to injuries.
Research has shown that a narrower stance width is usually more efficient, as well as being more aero. But what’s efficient for a shorter rider with a narrower pelvis may not be optimal for a taller rider, who may benefit from longer pedal axles.
Look has until now been the only major pedal manufacturer not to offer multiple stance widths. Shimano offers its Dura-Ace and Ultegra road pedals and XTR XC pedals with both 52mm and 56mm Q-factor. Time XPro pedals are sold with 51mm, 53mm and 57mm Q-factor.
Speedplay pedals offer the most options, although only for the Speedplay Zero pedals, which can be bought with 53mm, 56mm, 59mm and 65mm Q-factor. Along with the high adjustability of the cleat’s float and release angle, that has long made Speedplay pedals a favoured choice for bike fitters.
Although Look sells blade kits aftermarket in 8Nm, 12Nm, 16Nm and 20Nm release tension, you’re now able to purchase pedals with a choice of release-tension blade installed.
Keo Blade pedals rely on a ‘blade’ carbon leaf spring to close the cleat retainer. The 56mm Q-factor Keo Blade pedals will be sold only with the mid-range 12Nm blade, but Look is now offering two different release-tension options pre-installed across its 53mm Q-factor Blade pedal range.
So, whereas the top-spec Keo Blade Ceramic Ti (190g a set) has formerly been sold only with a 16Nm blade installed, there is a new 12Nm option available.
The Keo Blade Ceramic (without a titanium axle but with ceramic bearings) will now be sold in an option with an 8Nm blade installed, in addition to the current 12Nm option.
Finally, the Keo Blade with steel bearings will be sold with a 12Nm blade option, in addition to the current 8Nm blade pedal.
Look already sold its 8Nm, 12Nm and 16Nm blades as an aftermarket upgrade, as well as a 20Nm blade, which it reckons is only suitable for pro riders who usually aren’t going to have to clip in and out except at the beginning and end of a race or stage.
It also sells replacement axle kits in 53mm and 56mm lengths in CroMo steel and titanium, so you can potentially change your pedals’ Q-factor yourself.
The Look Keo Blade Power pedals will still only be available for now with a 53mm Q-factor. Simon von Bromley / Our Media
Look’s power-meter equipped Keo Blade Power pedals will for now only be available in the current 53mm Q-factor.
Look has been steadily working on its pedal design and variants for a few years, with the fourth-generation Keo Blade pedals launched in 2024 claimed to be more aero than their predecessors.
SRAM has said it welcomes the suspension of the UCI’s planned trial of gearing restrictions, after the Belgian Competition Authority (BCA) ruled yesterday that the initiative may breach competition law and unfairly harm SRAM and its sponsored teams.
The American brand brought the case to the BCA last month and said the cycling governing body’s planned trial of gearing restrictions at next week’s Tour of Guangxi unfairly targeted its equipment. It alleged that the UCI’s protocol was “adopted without consultation or transparency” and amounted to an abuse of competition law.
In a statement released yesterday, SRAM said: “On October 3, SRAM participated in an emergency hearing before the Competition College of the BCA in Brussels to contest the UCI’s newly imposed gearing restriction – a rule that was fundamentally unfair to SRAM riders, teams, and SRAM itself.
“The BCA initiated formal anti-trust proceedings under European and Belgian competition laws on September 17. Nine professional cycling teams voluntarily joined the process to oppose the restrictions.
“At the hearing, SRAM and the teams advocated for an open, non-discriminatory, and objective rule-making process in professional cycling – one that ensures a level playing field, fosters meaningful safety improvements, and respects rider choice.”
The UCI issued its own statement explaining that the trial at the Tour of Guangxi will not go ahead, but it criticised the BCA’s intervention “on a subject desired by all stakeholders of cycling”, referring to the ongoing discussion around how to improve rider safety.
However, SRAM’s CEO Ken Lousberg said it is time to “reshape how the sport’s key stakeholders engage”.
“The UCI, teams and riders, sponsors, race organizers, and the cycling industry must collaborate to build a better future for the sport and its fans. The best outcomes happen when everyone has a seat at the table,” Lousberg said.
“We’re more optimistic than ever that through open communication and shared goals we can create a safer, more inclusive sport. Innovation and safety are not opposing forces – in fact quite the opposite. They go hand in hand,” he added.
Gearing restrictions and their effect on rider safety has been a contentious debate throughout the current road cycling season. Critics have claimed it would have no effect on peloton speeds and even claimed it would “make everything more dangerous”.
The debate is part of a wider controversy over the UCI’s new technical regulations, which include rules on handlebar width, wheel depth and helmet design, and has prompted widespread criticism of the governing body.
EF Pro Cycling founder and CEO Jonathan Vaughters responded on X to the UCI’s statement on the BCA’s ruling, encapsulating much of the current debate around safety in road cycling. “Perhaps things like making sure parked (and still moving) vehicles are not on the race course, blind corners with rock piles in the apex are not on race courses, and motorcycles aren’t part of the peloton take precedence over gear restrictions, sock lengths, and handlebar width?” Vaughters wrote.
The Belgian Competition Authority (BCA) has ordered the Union Cycliste Internationale (UCI) to suspend its planned trial of gearing restrictions at next week’s Tour of Guangxi, ruling that the initiative may breach competition law, and unfairly harm SRAM and its sponsored teams.
In a decision issued on 9 October, the BCA said the UCI’s ruling – which sought to cap gearing at 54x11t – “does not meet the required conditions of objectivity and transparency” and risks creating “serious and difficult to repair” harm for SRAM.
The authority recognised the UCI’s responsibility to regulate to improve safety, but said “the procedures for determining technical standards enacted for this purpose… must meet essential conditions of proportionality, objectivity, transparency and non-discrimination in view of the economic consequences of these standards”, in a statement.
The BCA noted that SRAM – which brought the case to the BCA – is “the only one that does not currently have a product meeting the requirements of the Maximum Gear Ratio Standard”, and that the rule “adopted under disputable conditions, is likely to cause harm to SRAM… [and] extends to professional cycling teams equipped with SRAM [drivetrains]”.
Last month, the American brand said the gearing restriction unfairly targeted its equipment, alleging the rule was “adopted without consultation or transparency” and amounted to an abuse of competition law.
The BCA therefore ordered the UCI to suspend the rule immediately, and barred it from imposing any similar transmission ratio limits “until the UCI adopts a new safety measure based on a transparent, objective and non-discriminatory procedure, or until a decision on the merits is adopted”.
The BCA determined the rule unfairly targets SRAM. Simon von Bromley / Our Media
The UCI responded with a strongly worded statement, confirming the trial will not go ahead in Guangxi but criticising the intervention.
“The UCI expresses its surprise at the intervention of a competition authority on a subject desired by all stakeholders of cycling, the scope of which was limited to analysing the effects that limiting gear ratios may have on riders’ speed and therefore on safety,” the statement reads.
The governing body added that it “deeply regrets that riders’ safety does not appear to be a shared objective with those who challenged the implementation”, and reaffirmed that the protocol was recommended by SafeR – the body representing riders, teams and organisers.
The UCI said it will appeal the BCA’s decision and may adjust the protocol “to allow for the implementation of the tests desired by all stakeholders in professional road cycling”.
What happens next?
Influential names in sport have thrown doubt on the UCI’s claims that gearing restrictions will improve rider safety. Sebastian Marko / Limex Images
The BCA’s statement also required the UCI to publish a press release acknowledging that the gearing rule is suspended and to reference the BCA’s decision, warning that penalties may follow if the UCI fails to comply.
For now, the gearing restriction will not apply at the Tour of Guangxi, and it’s unclear what will happen next.
SRAM CEO Ken Lousberg said last month that UCI’s rule “penalises and discourages innovation and puts our riders and teams at a competitive disadvantage”.
He added that the company’s gearing had already been publicly labelled as non-compliant, causing “reputational damage, market confusion, team and athlete anxiety, and potential legal exposure”.
The UCI has consistently defended the measure as a safety initiative, recommended by SafeR, the group representing riders, teams, organisers and the governing body.
However, scepticism remains across the pro cycling sphere.
Ahead of the Arctic Race of Norway, Tom Pidcock said: “Limiting gears will only make everything more dangerous.”
Elsewhere, Dan Bigham of Red Bull–Bora–Hansgrohe said his analysis showed the change would have no effect on peloton speeds and therefore “would not improve safety”.
By contrast, Chris Froome and Wout van Aert have both suggested gear restrictions could be a reasonable way to manage the progression of equipment for safety reasons.
The controversy comes as part of a broader wave of UCI technical regulations in 2025, including new rules on handlebar width, wheel depth and helmets, most of which have drawn criticism from riders, teams and manufacturers.
Zwift Unlocked is set to be one of the biggest event series on Zwift—and it started this week. In our top video, learn everything you need to know about this fresh tour!
Additional picks this week focus on getting started on Zwift, one rider’s comeback to Zwift racing, a Zwift Racing League win, and a review of the Zwift Ride.
Zwift Unlocked | Tour Preview, Stage Routes & Gear Unlocks
Hear from Bike Bonk Biff about the new Zwift Unlocked series.
Zwift: Your Ultimate Guide (2025)
Adam from Road to A shares a complete guide for anyone looking to get started on Zwift.
My Brutal Comeback to Zwift Racing
Thomas Martinez, aka TheCyclingTatooist, makes his Zwift Racing League debut with his team of Zwift influencers. Can they fight to a spot on the podium?
I Finally Won a Zwift Racing League Race! The Training Actually Worked
Ollie, aka Not Tadej Pogacar, finally won a Zwift Racing League race. In this video, he goes over the race and how he prepared.
Zwift Ride – Expensive Junk Or a Gamechanger?
Burgess and his bike shares a review of the Zwift Ride, covering the positives and negatives of his experience.
Got a Great Zwift Video?
Share the link below and we may feature it in an upcoming post!
Dylan Vandenstorme, of Team Flanders-Baloise, will line up at the UCI Gravel World Championships in the Netherlands this Sunday aboard an all-new prototype titanium gravel bike from legendary Belgian brand Eddy Merckx.
It shows the latest direction from the brand, which is known for doing things a little differently. Back in 2019, Oliver Naesen, of AG2R La Mondiale, rode an all-steel Eddy Merckx in the Tour de France. Until then, it was a material that hadn’t been seen in the Tour this century.
The Eddy Merckx Corsa line of bikes is due for a major update in 2026. It will see the brand continue making high-end steel and aluminium bikes, although this Corsa gravel prototype shows it is expanding into titanium. That’s a great choice for gravel bikes, thanks to titanium’s strength-to-weight ratio and longevity.
The legendary Eddy Merckx brand is moving into titanium for 2026. Belgain Cycling Factory
Titanium has been a proven material at the highest level, with Lotto riding titanium GT Edge bikes in 1999 and Robbie McEwen taking the green jersey in 2002 aboard a titanium Litespeed.
However, it was perhaps Magnus Bäckstedt’s 2004 win at Paris-Roubaix aboard a custom titanium Bianchi that signalled a heyday for this wonder metal.
Merckx claims the new prototype gravel bike combines the durability, corrosion and fatigue resistance of titanium with a “refined blend of vintage allure and contemporary flair”. This titanium prototype has a tyre clearance of 47mm. It also features a SRAM Universal Derailleur Hanger and internal cable routing.
I love the look of the prototype, although I’d like to see the tyre clearance pushed out beyond 50mm to take advantage of the new wave of larger tyres for gravel.
The Corsa prototype is made using tubing from Italian specialist Columbus. The Hyperion titanium tubing, which launched in 2024, is a 3Al-2.5v grade 9 material that’s cold drawn into butted tubing.
Columbus claims the process and material used for its tubes leads to a strength of 200[kNm]/kg. When compared to standard titanium tubing, which is rated to 156[kNm]/kg, it means a 22% increase in ultimate tensile strength (UTS).
Compared to aluminium, it’s a 40% increase, and 15-20% lighter than Columbus’ high-grade steel tubing, with a density 40% lower than traditional steel, which should mean a more compliant frame over rough terrain, making it a great choice for gravel.
Hyperion is the lightest titanium tubeset Columbus has ever produced.
Custom build
The Kinesis Tripster ATR is an excellent all-road/gravel bike. Kai Eves / Ourmedia
The bike put together for Vanderstorme certainly has some very personal touches.
The drivetrain sees the latest wireless Shimano XT rear derailleur matched to a Dura-Ace crankset running a single Wolf Tooth 50-tooth chainring.
Wolf Tooth also provides plenty of matching blue anodised parts, with the headset, seat collar, bolts and thru-axles all coordinated.
FFWD provides the latest version of its gravel-specific Drift wheelset, and these are wrapped with Vittoria’s Terreno tyres here in Dry spec, although that could change, of course, if the weather takes a turn for the worse this weekend.
Titanium is coming
Eddy Merckx has announced that new bikes made from titanium are coming next year and I can’t wait to see what it has in store with these new models.
I’ve been a long-time fan of titanium and still own both a Kinesis ATR and a custom Lynskey. Perhaps the next gravel bike on my wishlist could be a metal Merckx.
Dylan Vandenstorme, of Team Flanders-Baloise, will line up at the UCI Gravel World Championships in the Netherlands this Sunday aboard an all-new prototype titanium gravel bike from legendary Belgian brand Eddy Merckx.
It shows the latest direction from the brand, which is known for doing things a little differently. Back in 2019, Oliver Naesen, of AG2R La Mondiale, rode an all-steel Eddy Merckx in the Tour de France. Until then, it was a material that hadn’t been seen in the Tour this century.
The Eddy Merckx Corsa line of bikes is due for a major update in 2026. It will see the brand continue making high-end steel and aluminium bikes, although this Corsa gravel prototype shows it is expanding into titanium. That’s a great choice for gravel bikes, thanks to titanium’s strength-to-weight ratio and longevity.
The legendary Eddy Merckx brand is moving into titanium for 2026. Belgain Cycling Factory
Titanium has been a proven material at the highest level, with Lotto riding titanium GT Edge bikes in 1999 and Robbie McEwen taking the green jersey in 2002 aboard a titanium Litespeed.
However, it was perhaps Magnus Bäckstedt’s 2004 win at Paris-Roubaix aboard a custom titanium Bianchi that signalled a heyday for this wonder metal.
Merckx claims the new prototype gravel bike combines the durability, corrosion and fatigue resistance of titanium with a “refined blend of vintage allure and contemporary flair”. This titanium prototype has a tyre clearance of 47mm. It also features a SRAM Universal Derailleur Hanger and internal cable routing.
I love the look of the prototype, although I’d like to see the tyre clearance pushed out beyond 50mm to take advantage of the new wave of larger tyres for gravel.
The Corsa prototype is made using tubing from Italian specialist Columbus. The Hyperion titanium tubing, which launched in 2024, is a 3Al-2.5v grade 9 material that’s cold drawn into butted tubing.
Columbus claims the process and material used for its tubes leads to a strength of 200[kNm]/kg. When compared to standard titanium tubing, which is rated to 156[kNm]/kg, it means a 22% increase in ultimate tensile strength (UTS).
Compared to aluminium, it’s a 40% increase, and 15-20% lighter than Columbus’ high-grade steel tubing, with a density 40% lower than traditional steel, which should mean a more compliant frame over rough terrain, making it a great choice for gravel.
Hyperion is the lightest titanium tubeset Columbus has ever produced.
Custom build
The Kinesis Tripster ATR is an excellent all-road/gravel bike. Kai Eves / Ourmedia
The bike put together for Vanderstorme certainly has some very personal touches.
The drivetrain sees the latest wireless Shimano XT rear derailleur matched to a Dura-Ace crankset running a single Wolf Tooth 50-tooth chainring.
Wolf Tooth also provides plenty of matching blue anodised parts, with the headset, seat collar, bolts and thru-axles all coordinated.
FFWD provides the latest version of its gravel-specific Drift wheelset, and these are wrapped with Vittoria’s Terreno tyres here in Dry spec, although that could change, of course, if the weather takes a turn for the worse this weekend.
Titanium is coming
Eddy Merckx has announced that new bikes made from titanium are coming next year and I can’t wait to see what it has in store with these new models.
I’ve been a long-time fan of titanium and still own both a Kinesis ATR and a custom Lynskey. Perhaps the next gravel bike on my wishlist could be a metal Merckx.
Van Rysel has revealed the RCR and D500 smart trainers – two new models that look set to challenge the big names in indoor cycling.
Following the naming convention of its WorldTour-proven road bike, the RCR Pro, the RCR smart trainer is a new high-end model with a spec sheet that competes with rivals such as the Wahoo Kickr V6 and Tacx Neo 3M.
As we’ve come to expect of the French brand (which is owned by Decathlon), both trainers are priced competitively – at £749.99 / €798.99 for the RCR and £349.99 / €399.99 for the D500.
Buried in its spec, the RCR also has one standout feature that every smart trainer on the market ought to have, but few do – an Ethernet port.
While that trainer featured impressive ride feel and specs for its relatively low price, it suffered some issues with data accuracy and lacked a few quality-of-life features present on its competitors (such as Race Mode, network connectivity and sensor bridging).
The new RCR trainer, though, promises +/- 1 per cent accuracy, with no calibration required, compared to +/- 2 per cent on the D900, as well as a higher maximum power of 2,800 watts.
The RCR is Van Rysel’s new flagship smart trainer. Van Rysel
The flywheel weight isn’t specified, but Van Rysel says the RCR can simulate gradients of up to 27 per cent, if you’re that way inclined.
It also features a motor that can drive the flywheel on descents for a more realistic simulation of riding downhill.
The RCR features both Bluetooth and ANT+ connectivity, but lacks Wi-Fi – something that has become almost ubiquitous on the latest mid-level to high-end smart trainers.
The RCR features a claimed accuracy rating of +/- 1 per cent and a maximum power of 2,800 watts. Van Rysel
In place of Wi-Fi, though, it features a simple Ethernet port, which enables it to be hard-wired into your local network or connected directly to whatever smart device you’re using.
This, Van Rysel says, ensures “ultra-responsive, latency-free training that’s ideal for competition”.
This is a breath of fresh air compared to brands such as Wahoo and Tacx, which feature proprietary ports that require riders to purchase additional ‘dongles’ for their trainers should they wish to use a wired connection.
No proprietary ports here – the Van Rysel RCR features Ethernet and USB-C ports. Van Rysel
It also features a USB-C port that can be used to charge smart devices while you ride.
Good job Van Rysel.
Beyond this, the RCR trainer features folding legs and a handle to make it easier to stow away between uses. It costs £749.99 / €798.99.
This includes a Zwift Cog and Click V2 set, which makes the trainer ‘Zwift Ready’ and unlocks virtual shifting on the popular indoor cycling app, as well as compatibility with “almost any 8- to 12-speed bike”.
Both the RCR and D500 ship with a Zwift Cog installed and a set of Zwift Click V2 shifters. Van Rysel
Van Rysel RCR smart trainer specification
Model: Van Rysel RCR
Price: £749.99 / €798.99
Maximum power: 2,800 watts
Maximum gradient: 27 per cent
Claimed power accuracy: +/- 1 per cent
Claimed noise level: 56dB at 25kph (measured at 1.5m)
Connectivity: Bluetooth, ANT+, Ethernet
D500
The D500 is a mid-range smart trainer. Van Rysel
The D500, meanwhile, also looks like an exciting prospect.
Priced at £349.99 / €399.99 (also including the Zwift Cog and Click V2 bundle), the D500 replaces the existing ‘Interactive Turbo Trainer D500’, which was part of Van Rysel’s 2024 smart trainer range.
In contrast to that outgoing model, the new D500 features a Wahoo Kickr Core-inspired design akin to Van Rysel’s excellent budget trainer – the D100.
It features a 1,500W maximum power ceiling, can simulate gradients of up to 15 per cent and has a claimed power accuracy rating of +/- 2.5 per cent.
The D500 features 1,500W maximum power and is claimed to be accurate to +/- 2.5 per cent. Van Rysel The D500 doesn’t offer Wi-Fi connectivity or an Ethernet port, but is cheaper than the competition. Van Rysel
Assuming it performs as claimed, those specs should be plenty for all but the most powerful cyclists to enjoy the full range of joy indoor cycling can offer (or not, if you’d prefer your indoor training to be boring).
Unlike the Wahoo Kickr Core 2, JetBlack Victory and Elite Rivo, the Van Rysel D500 lacks Wi-Fi connectivity, and only features Bluetooth and ANT+.
It does, however, undercut all three of those trainers on price, by £50 to £150 (depending on the model in question).
The D500 sadly lacks the Ethernet port featured on the RCR trainer, and it remains to be seen whether it offers Race Mode over Bluetooth, as some smart trainers do.
The D500 slots in above the budget D100 in Van Rysel’s smart trainer range. Van Rysel
Van Rysel D500 smart trainer specification
Model: Van Rysel D500
Price: £349.99 / €399.99
Maximum power: 1,500 watts
Maximum gradient: 15 per cent
Claimed power accuracy: +/- 2.5 per cent
Claimed noise levels: 56dB at 25kph (measured at 1.5m)
British Transport Police has clarified its position on thefts of bikes from train stations, following widespread criticism of the policy, announced last week.
British Transport Police (BTP) announced it would no longer investigate bike thefts from stations if the bike had been left for more than two hours or if the bike’s value was assessed at less than £200.
With more than 14,000 bikes reported stolen from outside train stations between 2021 and 2023, this policy has been heavily criticised for giving a green light to bike thieves and penalising lower-income groups.
It has also been revealed that this policy has been in place since August 2024, at a time when bike thefts from stations have been increasing, with a 39 per cent reported increase in such crimes between 2022 and 2023.
Now, the BTP has sought to clarify its position, issuing a statement, while BTP assistant chief constable Ian Drummond-Smith defended the policy when interviewed on the BBC’s Today programme.
“We’ve targeted hot spots where bikes are stolen, using a whole variety of police tactics. In some of those hot spots, we’ve reduced cycle crime by up to a quarter.
“What we simply can’t do is watch tens of hours of footage for a single bike theft. So far this year, we’ve arrested 55 people for cycle theft,” Drummond-Smith stated.
In its statement, BTP refutes the claim that bicycle thefts have been decriminalised, stating: “Bicycle thefts have not been de-criminalised as some headlines have suggested. When we do not have a clear time or location for the offence, or if there is a lack of CCTV, witnesses or other evidence, it can be very difficult to solve a crime.
“If it is available we will review around two hours of CCTV footage to try to identify the incident, but it is not proportionate to review longer periods.”
BTP states it is working with train operating companies to look at other ways of investigating bike theft. Drummond-Smith suggested that in future BTP might employ AI to screen footage and identify suspects, although he didn’t identify any specific projects planned to achieve this.
If you buy a pair of Shimano clipless pedals, they’ll come packaged with a set of cleats for your shoes.
Many of Shimano’s off-road pedals come with two-bolt cleats designated SM-SH51. However, the Japanese brand has recently started shipping mountain bike pedals, such as the XTR PD-M9220, with its new multi-entry CL-MT001 cleat.
Shimano also has a range of ‘Explorer’ pedals, which feature the brand’s ‘Light Action’ release system. Most of these come packaged with the SM-SH56 cleats, with SM-SH51 cleats as an option.
What’s the difference between Shimano SH-SH56, CL-MT001 and SM-SH51 cleats, and why might you choose one over the other? Let us explain.
Differences at a glance
Shimano SH56: Single direction of release, but can only be engaged from the front of the pedal first.
Shimano MT001: Single direction of release and can be engaged from multiple angles of the pedal for better off-road performance.
Shimano SH51: Can only be engaged from the front of the pedal first, but has multiple directions of release, making it easier for beginners.
What are SH51, MT001 and SH56 cleats?
There’s not a lot to differentiate the cleats at a glance. Scott Windsor / Our Media
There’s not much visual difference between the SH51, MT001 and SH56 cleats.
They are all made from metal with two recessed bolt holes and attach to the soles of your shoes with the included bolts.
To fit the cleats, you’ll need to make sure your cycling shoes are compatible with the two-bolt SPD cleats preferred for mountain bike shoes and urban riding, not the three-bolt cleats used on road cycling shoes.
There’s an arrow at the front of each cleat to make sure you attach them to your shoes the right way round. They’re interchangeable between left and right shoes.
Shimano’s CL-MT001 cleat has a line embossed on the rear tab. Shimano
The only clue as to which type of cleat you have is that the SH51 and MT001 cleats are black, with the latter featuring a line on the rear-facing tab, while the SH56 cleats are silver-coloured, with an M embossed on the rear-facing tab.
There are also product names stamped into the cleats, but these can be harder to see.
You can buy Shimano SPD-compatible cleats from other brands, too.
Look’s X-Track cleats offer two equivalent cleat options, designated X-Track, equivalent to SH51 cleats, and X-Track Easy, equivalent to SH56. The type of cleat is stamped on the front of the Look cleats’ undersides.
What’s the difference between SH51, MT001 and SH56 cleats?
Shimano’s SH51 cleats are black, whereas the SH56 cleats are silver. Stan Portus / Our Media
The difference between SH51, MT001 cleats and SH56 cleats is the number of directions in which you can enter and release the cleat from the pedal.
SH51 cleats have a single direction of release; that’s to say you can only disengage from the pedal by pushing your heel out in a flat plane relative to the pedal, or by pushing it in.
Shimano’s MT001 SPD cleats can engage the clip mechanism from multiple angles. Shimano
Shimano’s MT001 cleats keep this single direction of release, while enabling multi-entry engagement, meaning you can connect to the pedal from multiple angles, rather than needing to lead with the front edge on the SH51 and SH56.
The SH56 cleats, on the other hand, enable multi-directional release; as well as pushing your heel out or in, you can also roll your shoe on the pedal or pull up to release it.
The shape of the cleats is subtly different to enable this.
Which cleats should you choose?
Choose the cleats that best suit your riding style. For many riders, that will be the SH51 cleats. Stan Portus / Our Media
There’s no right or wrong answer to which type of cleats to choose. Which cleats work best for you depends on the type of riding you do and also how confident you are riding with clipless pedals.
The fact that SH56 cleats are included with Shimano’s Easy Release pedals gives a clue to their advantage.
Having multiple release options means you’re much less likely to get trapped in your pedals and topple over when you come to a stop. For a clipless pedal beginner, that may increase confidence because it feels more like riding flat pedals, and you may find the easier release is preferable for urban riding.
On the other hand, most riders find it relatively easy to get used to single-release SH51 and MT001 cleats and the twisting-out action necessary to disengage. The learning curve is a lot less steep than with the road-going SPD-SL pedal system.
If you’re riding on more technical terrain, particularly off-road, having multiple release angles may be a disadvantage, because you’re much more likely to come unclipped when you don’t want to. That’s why Shimano’s off-road pedal range comes with SH51 and MT001 cleats rather than SH56.
The pedalling action of some riders may also make them susceptible to unwanted unclipping, making SH51 cleats a better choice.
Although SH56 cleats may be useful for a beginner worried about having problems unclipping, it’s likely that persevering with SH51 and MT001 cleats, and reducing the release tension on the pedal, will help as much as the multi-directional release.
Lowering pedal-release tension is simple, by turning the hex nut on the release mechanism at the rear of the pedal anticlockwise.
The new MT001 cleats are designed with mountain biking in mind, with the multi-entry engagement enabling riders to clip in by engaging the rear first, then the front, or by simply stomping straight down on the pedal.
Riders may prefer this on the trail as it requires less thought than the SH51, which must be clipped in via the front of the pedal first. This means dismounts or foot dabs in technical terrain are less consequential for getting back on the pedals.
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