Zwift version 1.88 begins its phased rollout today. It’s a minor release, containing mostly visual tweaks and bug fixes. Read on for details…
Hilltop Hustle Opens Up
Not mentioned in Zwift’s release notes, the new “Hilltop Hustle” route which was released as event-only a few updates ago is now available to free ride in Watopia. Ready for some hill repeats?
“Close the Gap” Changes
Zwift’s release notes say, “Visual improvements to the in-game ‘Close the Gap’ banner.” Here are more details of what has changed:
Smoother transition between distance numbers if a closer bike comes into draft range
Indicator now ignores players that aren’t moving
Indicator will not appear if speed difference is outside limits (no more popup for bikes going too fast to draft)
New Climb Portals
Two new climbs have been added to the Climb Portal library:
Cauberg (0.8km, 57m): featuring in the Amstel Gold Race on April 20
Côte de la Redoute (1.5km, 153m): featuring in Liège–Bastogne–Liège April 27
These short climbs are scheduled in the coming days, and we’ll be building out their detail pages here on Zwift Insider ASAP.
Release Notes
Zwift provided notes on additional tweaks and bug fixes in this update:
Cannondale’s new Moterra eMTB looks like an iterative refinement rather than a full ‘rip up the rule book’ do-over. However, dig a little deeper and the changes are more than skin deep.
There’s an entirely new carbon fibre frame with updated geometry. It has been given the brand’s Proportional Response design philosophy and a maximum ASTM 5 rating.
The range comprises two models: the standard Moterra (160mm front, 150mm rear travel) and the Moterra LT (170mm front, 165mm rear) catering for trail and enduro riders.
The standard Moterra is designed to be the most versatile bike in the range. Cannondale
UNNO, Forbidden and Teewing are the first adopters outside of DJI’s own ecosystem, all launching bikes with the Avinox motor.
Not only do Avinox bikes have the peak torque (120Nm), watts (1,000W) and sheer speed of the Amflow motor, the bikes themselves are raising the bar.
The Amflow was universally loved because of its motor, and the frame’s foibles – think conservative geometry and average suspension – were given a bit of a free pass because of it.
The Amflow PL has 150mm of rear-wheel travel and uses a 160mm-travel fork up-front. Andy Lloyd / Our Media
This gave other brands that made concessions in the motor department (think Bosch, Shimano, Yamaha and Brose) the opportunity to claw back performance (and prospective buyers) elsewhere.
But now the floodgates have opened on Avinox-powered bikes outside of the DJI ecosystem, are other brands going to be left floundering?
The new Moterra proves that might not be the case.
Bosch is still a solid bet
Bosch’s 800Wh battery powers the Performance Line CX motor. Cannondale
While it’s undeniable that Chinese brand DJI has all the manufacturing and technological know-how cemented by years of drone production, it’s a newcomer to the world of mountain bike motors.
Bosch, in comparison, is an industry veteran. Launching its first Performance Line motor in 2010, it has had over 15 years to understand, refine and bike-proof its drive unit.
While peak power (600W) and torque (85Nm) figures are now down compared to even Brose’s latest motor fitted to the Specialized Turbo Levo 4 (720W and 111Nm), it’s not always about on-paper stats.
There’s space inside the Moterra and Moterra LT’s front triangle for a water bottle or range extender. Cannondale
Bosch, of all the current ebike motor manufacturers, has the reputation for being the most reliable, and the brand has impressive after-sales support.
The latest iteration sees further refinements including more sensors, a lower weight (100g less than the Gen 4), and most crucially, a silent no-knock ride.
Add in better battery tech – improved energy density reduces weight while upping capacity – and steel-manning the argument to go Bosch is easy.
But there’s more (unofficially) on the horizon for Bosch.
Rumours of an over-the-air software update are rife.
The eBike Flow app will enable you to change your electric bike’s motor setting and automatically record rides. Bosch
There’s talk of both torque and power getting a boost to 100Nm and 750W respectively, potentially giving Bosch back its eMTB motor crown.
We all know the Bosch motor felt more powerful than the 85Nm and 600W claimed figures, so it would be fair to say boosting those numbers would equate to an even spicier ride.
And even if this rumoured upgrade isn’t on the horizon, Bosch’s power, its power delivery and battery life – which is exceptional – are more than enough to keep my feet sitting solidly in the German brand’s camp.
What does this mean for Cannondale’s newest Moterra?
Fully baked bikes such as the Moterra LT should make you want to stick with Bosch motors instead of risking it all with the DJI. Cannondale
Both the new Moterra and Moterra LT are fitted with the newest 800Wh battery – although the smaller 600Wh version can be fitted without issue – and the Gen 5 Bosch motor. Those are two very big ticks in the most important boxes.
The batteries are removable, too, which was one of the biggest things Cannondale wanted – off-bike charging is massively important to the brand, and riders can swap out a depleted battery for a fully charged one to keep riding for longer.
Equally, they could run the bike with the smaller battery to reduce weight for a more agile ride.
Cannondale says it has identified an emerging trend of riders who prioritise technical climbs above all else, and the Moterra is designed for it. Cannondale
Of course, the 250Wh PowerMore range extender is also compatible, upping battery power to a whopping 1,050Wh, more than the Avinox’s maximum 800Wh unit.
While power and torque are both down compared to DJI’s, battery capacity, and maybe more importantly, battery flexibility and customisation, are way ahead on the Bosch system.
I’d say that’s one of the many resounding reasons to stick with Bosch.
The new Moterra must also be a good bike
Bosch’s Gen 5 Performance Line CX motor is fitted. Cannondale
All that motor power is useless if Cannondale has left stones unturned on the bike’s more general development.
From the sounds of things, that isn’t the case with the new Moterra.
While the ‘must-haves’ could be on any bike brand’s shopping list, it’s the execution that matters.
Cannondale wanted the Moterra to: have good proportions and ‘flow’; be as light as possible, but also strong and be incredibly easy to work on.
Going to great lengths to tick all these things off, Cannondale says it scrutinised every weave of carbon fibre, removing any that weren’t necessary.
The Moterra LT’s custom 27.5in rear end prioritises stiffness and descending performance. Cannondale
Coupled with a redesigned skid plate – that protects the underside of the motor – this frame is 996g lighter than the previous generation.
Cannondale could have saved more weight by making the down tube sealed, but removing the battery was important.
Elsewhere, the pivot hardware has been designed to make the bike and shock easier to disassemble.
Cannondale says it has designed the Moterra LT to have a descending focus. Cannondale
Importantly, Cannondale’s Proportional Response is keyed into the Moterra’s DNA.
Not only does this see wholesale, proportioned geometry changes as the sizes get bigger – rather than taking a small size and ‘zooming in’ its figures to create bigger ones – it also uses different shock tunes and carbon layups.
Riders on the small bike should garner the same sensations as ones on the XL.
Two models, different uses
The Moterra LT should be ready to send straight out of the box. Cannondale
The Moterra range is split in two, with each bike having a very different personality.
The two bikes share a number of components, but also differ in big ways.
Cannondale Moterra
The standard Moterra is supposed to climb and descend exceptionally. Cannondale
The standard Moterra – said to be the range’s most versatile bike – is basically its own entity.
A custom rear end means it can sport a 29in rear wheel, have a more compliant feel and has lower shock progression, so it better suits air shocks. Anti-squat has also been tuned in the climbing gears to boost traction.
This 160mm front, 150mm rear-travel bike also has a steep seat tube angle (77.7 degrees) and a trail-ready 64.4-degree head tube angle.
Reach figures span 430mm to 515mm through the four-size range (small to extra-large).
Cannondale says its research has discovered an emerging and growing discipline, focused heavily on technical climbs rather than winching up fire roads.
It argues the new Moterra is the perfect tool for that job.
Cannondale Moterra LT
The standard and LT frames have been tuned with specific-sized riders in mind. Cannondale
On the face of it, the LT is just the standard bike after a big old glow-up.
But beneath the similar looks lurk some very important, major differences.
The custom-made rear swingarm is stiffer and designed specifically for mixed wheel sizes (29in front, 27.5in rear).
A chunkier cross-section increases rigidity, but crucially it’s no heavier than the outgoing Moterra LT’s.
Suspension kinematics are also tuned differently, this time targeting the linear spring rate of a coil shock rather than the progressive nature of an air-spring.
The LT version uses a coil shock and has more travel. Cannondale
Its descent-focused, ‘race-ready’ frame has a high stack figure (647mm small and medium, 656mm large, 665mm extra-large) to help the rider feel in, rather than on the bike.
Compared to the old Moterra LT, it’s got shorter, proportionally sized chainstays. The small and medium get 445mm, while the large and extra-large have a 450mm figure.
These are small changes, but they’re important ones.
Cannondale wants the new Moterra LT to be its most capable bike, and I think it has absolutely hit the mark.
Back to Bosch
Bosch’s latest motor is fitted, and it’s rumoured to be set for an over-the-air power and torque upgrade. Cannondale
The new Moterra looks like a great bike on paper, then.
There are plenty of compelling reasons to opt for it over the competition, even if the Bosch motor isn’t one of them.
Will it stand up to comparative testing with the new guard of Avinox-equipped bikes from other brands?
We’re looking forward to finding out in a future test.
2025 Cannondale Moterra and Moterra LT models and prices
2025 Cannondale Moterra Carbon 1
The top-spec Moterra 1 retails for £8,950. Cannondale
Matthew Lefthand began cycling in July of 2022 after marathon training left him plagued with constant knee and foot troubles. Finding that pedaling did not inflame the pain, Matthew went on to complete several century rides in a 60-day ramp to complete his first road bike race ever: LOTOJA, a 208mi/334km point-to-point ride/race crossing three states and multiple mountain ranges. From that moment on, Matthew was hooked on cycling and was especially drawn to ultra distances.
After building fitness, gaining road skills, and essentially living on the bike (1200 hours/31,000 miles of riding each year) during the 2023 and 2024 seasons, Matthew did his first “real” ultracycling race, Hoodoo 500. After a bumpy start, nutritional disaster, and persevering through 20mph constant winds with gusts up to 40mph, he completed the 520mi/836km and 30,000ft/9,000m of elevation in 29h06m, besting the course record by 5 hours!
With this achievement, Matthew knew he had found his place and set out to specialize his training for ultracycling in 2025. With a winter of intense work under his belt, Matthew asked his good Zwift-friend, Chris “Hoppo” Hopkinson, which early 2025 race would be best to test the waters. Matthew added Bike Sebring to the calendar and put everything into preparation, including learning to ride on a liquid-only diet, attaching TT bars to his indoor bike to practice position, getting a professional TT bike fit, and learning everything he could about the stressors and tactics of a 24-hour race.
His result was very impressive, completing 576 miles in 24 hours at Sebring, surpassing any other American over that time and also any other cyclist during a non-drafting 24-hour race.
World Record Plans for 2025
Feeling on top of the world and gaining more supporters, Matthew set his 2025 schedule to pursue the WUCA World Cup and attempt a few World Records. Matthew told me he’s “not much of a racer.” However, he is attracted to the idea of pulling the most he can out of himself – studying the craft of ultracycling relentlessly to go as far as he can, as fast as he can.
Up Next: 24-Hour Virtual World Record Attempt
Matthew’s next challenge is a 24-hour Virtual World Record attempt on April 19th, hosted by ENVE and supported by Wahoo, Zwift, Rotor, and BrainStoke.
The attempt will begin at 8am ET on Tempus Fugit with a special robopacer named “No Limits Left(y)”. While it has a different name, the metrics of this bot are identical to Constance. Matthew aims to push his limits, break the record, and do it in a fair and equitable way for all who cycle virtually. In addition to the physical feat, Matthew is dedicating his ride to his mom, who is battling Stage 3 Breast Cancer. Incentives to give to the National Breast Care Foundation as well as directly to his mom’s treatment will be shared throughout the event.
Join Matthew!
Matthew invites the public to join him virtually (on Zwift) or physically. He will be riding beginning at 8am ET on April 19th.
ENVE HQ will be open to the public during the entirety of the event. If you are local to Ogden, Utah and want to join in person, Matthew’s team will have several indoor bikes set up, including a Zwift Ride and KICKR Core. You’re also welcome to bring your own bike and trainer.
You can join via Zwift by searching for the “No Limits Left(y)” bot on Tempus Fugit. The event will also be streamed live on YouTube and feature interviews with Tyler Pearce (VC Adventures), Hoppo, Marko Baloh, Hayden “Farmwatts” Pucker, Magnus Kulset, Vidmar Mehl, and others.
Details of the event can be found here. Be sure to follow Matthew for updated information: @matthew.lefthand on Instagram, Facebook, YouTube, TikTok, Strava, and Zwift.
The wheelset has ‘RP50LTD’ printed on the rim. Oquo’s current ‘Road Performance’ line-up comprises of the RP35LTD, RP45LTD and RP57LTD wheelsets.
As you might expect, the new wheelset features a 50mm-deep rim and “wide internal width”, though we don’t have any figures to work with for the latter.
We spotted the wheels on a Lotto team car at the start, but they were used in the race, too. Felix Smith / Our Media
It’s fair to assume, though, that the wider rim width is intended to better support the increasingly wide tyres seen on race bikes. Oquo says the rim itself has also been designed to improve comfort.
That makes the wheelset a good fit for the harsh cobbles of Paris-Roubaix.
The new rims are laced onto trick-looking Tactic Racing hubs. Felix Smith / Our Media
We saw the wheelset mounted to a bike on top of a Lotto team car at the start of Paris-Roubaix, but it was also used by members of the team in the race, including Joshua Giddings and Baptiste Veistroffer.
19-21mm is considered a typical internal width for conservative road wheels, with 21-23mm now common for designs intended for use with 28-32mm tyres.
Reserve is a brand known for its wide road wheels. These were used by the Visma–Lease a Bike team at Paris-Roubaix. Felix Smith / Our Media
Some road wheels take this further: Reserve’s 52|63 aero wheelset features a 25mm internal width at the front and 24mm at the rear, while Zipp’s 353 NSW and 303 Firecrest wheels have a 25mm intrernal width.
Tudor riders opted for DT Swiss’s 50mm-deep GRC 1100 gravel wheels for their 24mm inner width. This ballooned their Schwalbe Pro One tyres to the point where light barely passed between the tyre and the fork crown. Liam Cahill / Our Media
Part of the advantage with the DT Swiss gravel wheels is the greater external width, which makes them better optimised for wide tyres from an aero perspective – the standard ARC wheels are ‘only’ 20mm / 27mm wide, internally and externally
Oquo’s new wheelset is a sign of things to come then, and while there’s no official word on a launch date, we’ll bring you more when we have it.
Taco van der Hoorn used 35mm tyres for Paris-Roubaix. Felix Smith / Our Media
Why ride the new roads in Zwift’s France when you can race them? The team at SISU Racing is holding the next edition of their popular SISU Reissu series. It’s the France Reissu, and it happens April 14-20!
The Finnish word Reissu roughly translates as a journey or trip, embodying the concept of travel, adventure, or excursion. The Reissu is a 3 or 5-stage GC series. The rider, and team, in each grade who complete the series with the lowest cumulative time will be crowned with the Johtaja Jersey (symbolically at this stage). Stages 1, 3, and 4 comprise a 3-Stage GC, or race all 5 for the full journey.
The spectator who threw a water bottle at Mathieu van der Poel, hitting the Dutchman in the face as he soloed to a third consecutive Paris-Roubaix victory on Sunday, has handed himself in to police, according to Belgian media outlet, Nieuwsblad.
Van der Poel was hit by the bottle on the Templeuve sector, with approximately 30km of the race remaining.
On Monday morning, Nieuwsblad reported that an unidentified man had handed himself in to police in West Flanders and reportedly expressed his regret about the incident.
Speaking to Sporza after the race, van der Poel described the incident as “attempted manslaughter”.
“We can’t let this pass,” said van der Poel.
“It was a full bidon, and it hurt a lot. If I take that bidon on my nose, it’s broken.
“Hopefully, the police can identify the man because there has to be a trial for this.
“This is attempted manslaughter. If the UCI doesn’t take action, then we will do it with the team.”
Van der Poel crossed the finish line at the Roubaix velodrome one minute and 18 seconds ahead of defending Tour de France champion – and Paris-Roubaix debutant – Tadej Pogačar.
Pogačar, the first defending Tour winner to ride Paris-Roubaix since Greg LeMond in 1991, had teed up a thrilling finale by matching van der Poel throughout the race.
The pair were leading until sector nine, approximately 40km from the finish, when Pogačar went into a tight right-hand corner too fast, and crashed on the grass verge lining the cobbles.
Pogačar didn’t require a bike change but lost time due to a dropped chain, and dropped further behind when he suffered a subsequent front-wheel puncture.
Van der Poel also punctured on the run-in to Roubaix but a quick bike change saw the 30-year-old re-establish his advantage to become the third rider in history – after Octave Lapize (1909-1911) and Francesco Moser (1978-1980) – to win Paris-Roubaix three times in a row.
The dynamic duo. The terrible twosome. However you see Mathieu van der Poel and Tadej Pogačar, the first and second placed riders were separated by one over-cooked corner. But in their tyre sizes there was no separating the two. Both riders opted for 32mm tubeless rubber. Van der Poel used Pirelli’s P Zero Race TLR RS in the team edition colour. Liam Cahill / Our Media Pogacar used the ever popular Continental Grand Prix 5000 S TR. But it must be said that neither rider’s bike was radically different from their usual setup. Liam Cahill / Our Media Thankfully there was tech interest to be found elsewhere and some riders, like Fred Wright, opted for 34mm Continental Grand Prix 5000 AS TRs. The Londoner told us that this is a setup he knows well, though he admitted the all season tyre feels a little draggy on the rolling opening stages of the race. Liam Cahill / Our Media The biggest tyres we spotted were on Intermarché-Wanty’s bike. This is a brand new tyre from Hutchinson with Racing Lab and Prototype decals. The team used a mix of sizes, but Taco van der Hoorn went very wide with 35mm front and back. Liam Cahill / Our Media Van der Hoorn really pushed the clearance on his Cube Litening Aero C:68X. Liam Cahill / Our Media
Gravel gear
Sticking with van der Hoorn’s bike, we saw a smattering of gravel components across the weekend’s races. But the Dutchman’s choice to run a Shimano GRX Di2 rear derailleur made this tech nerd’s heart sing. Felix Smith / Our Media Tudor riders turned to DT Swiss’ 50mm-deep GRC 1100 gravel wheels for their 24mm inner width. This ballooned their Schwalbe Pro One tyres to the point where light barely passed between the tyre and the fork crown. Liam Cahill / Our Media
Exceptionally neat hacks
Ineos Grenadiers team bus was the place to be if you wanted to see some of the neatest tech on display. A tip of the hat to whichever mechanic installed this Di2 wire so neatly. Liam Cahill / Our Media Josh Tarling chose a monster 1x chainring, probably for chainline efficiency. But when asked on TV, the Welshman said it was because he was a ‘big dog’. Felix Smith / Our Media He also chose to swap out his usual Shimano Dura-Ace C50 wheels in favour of Princeton Carbon Works’ Peak 4550. That’s around £4,900 of wheels, right there. Felix Smith / Our Media Conor Swift, meanwhile, ran a Drag2Zero 1x chainring with a K-Edge chain guide. Liam Cahill / Our Media
And the rest
Ryan Mullen’s job was to position his Red Bull Bora team into the early cobble sectors. As a result, his setup was optimised for the asphalt, and joked the team had decided to put his comfort second. His 28mm Specialized Turbo Cotton setup was the only clincher setup we saw. Liam Cahill / Our Media Race winner Van der Poel had custom race notes printed on his stem. The little food and drink icons probably give him an optimal fuelling strategy, and it also shows just how much a pro eats in a race. Liam Cahill / Our Media Overnight rain had us anticipating a few panicked last-minute tyre changes, but pro teams seemingly have better weather apps than we do. This Jayco-Alula rider opted for 32mm Vittoria Corsa Pro Control, though. Liam Cahill / Our Media And finally, the sweetest thing we’ve seen on a pro bike all year is this picture on Adrien Petit’s top tube, drawn by his kids. Bon courage, indeed! Liam Cahill / Our Media
Wout Van Aert rode to a fourth place at the 2025 men’s Paris Roubaix aboard a Cervélo Soloist, featuring the Roubaix-proven Graava KAPS hub, glued on tubeless tyres, and even a nod to his time on Belgium’s version of The Masked Singer.
The choice is intriguing, because the S5 is Van Aert’s usual choice race bike, but team equipment manager Jenco Drost told me that he had deemed the Soloist a better compromise between comfort and aero efficiency.
Aside from this, the wheels are where Van Aert has made most of his changes since his last appearance at the race in 2023.
Visma Lease-a-Bike won’t have exclusive use of the system next year, so I’d expect to see its popularity soar in the peloton. Liam Cahill / Our Media
His Reserve wheels now include the Graava KAPS (Kinetic Air Pressure System), which Pauline Ferrand Prevot used to win Paris-Roubaix Femmes avec Zwift on Saturday.
The system is now seemingly well established and allows a rider to swap between three set pressures on the fly.
Drost told us that while deflating a tyre doesn’t cost a rider any watts, inflating back up increases system drag by around 7 watts.
Enough air can be added to Van Aert’s 32mm Vittoria Corsa Pro tyres to increase pressure by 1 BAR (14.5 PSI) in around 800m of riding. Liam Cahill / Our Media
The system is controlled by small shifters located on the bar. The left switch decreases pressure while the right switch increases pressure.
Another interesting feature of Van Aert’s tyres is that they are glued to the rims with Vittoria’s Mastik Pro tubular glue.
Left for less, right for more. Simple. Liam Cahill / Our Media
Many teams have trialled tubeless inserts in an effort to aid tyre retention in the event of a blowout, but this is among the first times we’ve heard of tyres being glued.
Well, that is if you ignore tubulars, of course.
This is an exceptionally clean solution. Liam Cahill / Our Media
Van Aert is no stranger to a 1x gearing setup, but again we found very interesting nuggets of tech.
This includes SRAM’s fully-filled single chainring.
Even the chain guides are aero now. Liam Cahill / Our Media
Drost says that WolfTooth has produced a slimmed down chain guide to provide a more aerodynamically efficient solution.
But while the Lidl Trek team used specially modified SRAM Red XPLR rear derailleurs with 12-speed road cassettes, Van Aert stuck with the regular Red AXS derailleur.
There’s no gravel derailleur for Van Aert. Liam Cahill / Our Media
His gearing for Roubaix is huge, with a 10-30t cassette paired with an aero 54T chainring. His crank length is 172.5mm.
Upon spotting the squirrel sicker, we asked Drost whether Wout has a career in singing after he hangs up his wheels. “No comment” was the answer. Liam Cahill / Our Media
The Soloist doesn’t feature a one-piece cockpit like the split stem design on the S5, so Van Aert opted for a two-piece setup from FSA.
While his stem is fairly long at 130mm, Van Aert keeps things reasonably traditional with a 400mm bar width and little-to-no tilt on his levers.
Taco van der Hoorn’s Cube Litening Aero C:68X must be the most custom bike of the 2025 men’s Paris-Roubaix.
The Cube Litening Aero C:68X is the aero bike used by the Intermarché–Wanty WorldTour team.
However, the mechanics have been tinkering with van der Hoorn’s race bike, which we were able to take a good look at before the race got underway in Compiègne.
A Shimano GRX Di2 RX825 rear derailleur has been paired with a Dura-Ace Di2 R9200 drivetrain. This mix is unique in the pro peloton at this year’s Paris-Roubaix. The team mechanic said the gravel-specific rear derailleur “totally eliminates ghost shifting”, whereby the chain can shift a sprocket without being called to do so. Felix Smith / Our Media In other words, the GRX derailleur is said to do a better job at keeping the chain on the selected gear. This can be a common problem when the bike is being smashed around over the cobbles. This bike has also got one of the widest tyres of any bike at this year’s race, stretching tyre clearance to the limit. The bike’s tyre clearance is rated to 31mm (assuming 4mm space left between the tyre and frame), so the 35mm tyre leaves precious little left under the fork crown. The bike has a pair of prototype Hutchinson Racing Lab tyres in a size 35mm. The prototype tyre seems to has a subtle tread pattern, perhaps designed to better bite down into the cobbles. The chainring is also one of the biggest in the peloton at a whopping 58 teeth – a reminder of how flat the course is and how powerful van der Hoorn is too. The one piece aero cockpit has been fully wrapped for more comfort… …but the position of the shifters looks anything but comfortable. They’ve been fastened very low down in order to maximise Taco’s aero position. One piece aero cockpits can provide a practical place for pace notes, and van der Hoorn’s look detailed. Newmen Streem A.49/A.54 wheels feature bladed carbon spokes – apparently, there are no concerns about tackling Paris-Roubaix’s cobbles with these. The Cube Litening Aero C:68X has a very distinctive silhouette, and van der Hoorn’s is surely the most striking of them all.
Since the 1970s, Eddy Merckx had been cycling’s undisputed greatest rider of all time – until Tadej Pogačar arrived.
The 26-year-old Slovenian announced himself on the world stage by winning his debut Tour de France in 2020 and has dominated most of the races he’s entered since – mastering Grand Tours and one-day Classics in a way that hasn’t been seen since the Cannibal hung up his wheels.
In 2024, he became only the third man after Merckx and Stephen Roche to claim cycling’s Triple Crown (winning the Giro d’Italia, Tour de France and world championship in the same season). With his debut at Paris-Roubaix this Sunday, he’s not content with his lot, and has set about targetting his missing Monuments.
But who is the boyish blond-haired Slovenian? And what sets him apart from the rest of the WorldTour peloton?
Pogačar is the world’s highest-paid pro road cyclist. Tim de Waele/Getty Images
As the best cyclist of his generation, it’s only fair that Pogačar is rewarded handsomely for his efforts.
La Gazzetta dello Sportreported in November 2024 that his latest contract with UAE Team Emirates-XRG sees the Slovenian earn €8 million per year until 2030, while he has a chunky €200 million buy-out clause.
His fee is the highest in the WorldTour peloton, with La Gazzettaestimating that compatriot Primož Roglič is the second-highest – earning €4.5 million per year at Red Bull-Bora-Hansgrohe – and Jonas Vingegaard’s annual Visma-Lease a Bike take-home third at €4 million.
2. He is engaged to women’s pro rider Urška Žigart
Urška Žigart and Pogačar met in 2017. Michael Steele/Getty Images
The training and racing commitments of a pro cyclist can make finding time for love hard.
But Pogačar has found a sympathetic partner in Urška Žigart – a fellow professional cyclist for Women’s WorldTour team, AG Insurance-Soudal.
The pair met on a City Ljubljana cycling program training camp in 2017 and have been engaged since 2021. In fact, Žigart’s non-selection for the Paris 2024 Olympics is said to have swayed Pogacar’s decision not to compete himself.
The Slovenian is a beast on the bike who is just at home in one-day races as he is mountain-top finishes of a Grand Tour, and it’s largely thanks to an out-of-this-world functional threshold power (FTP).
X user, Ryan Rodman calculated that based on a screenshot of his head unit, Pog set an FTP of 415 watts during a training ride for last year’s world championships (which Pogačar went on to win).
4. He is 1.77m and his race weight drops to 64.5kg
While the Slovenian can’t be accused of being average, his height and weight are where he’s around the middle of the pack.
At 1.77m tall, he is 2cm taller than his Tour de France rival, Jonas Vingegaard, and is the same height as compatriot Roglič.
His weight fluctuates, and he revealed to longevity expert Peter Attia that his natural weight is 69kg but dropped as low as 64.5kg for the start of the 2024 Tour de France.
5. He was the youngest rider to win the Tour in over a century, and the second youngest ever
Pogačar was 21 – only just – when he won the Tour de France in 2020. Stuart Franklin/Getty Images
While a third place in 2019’s La Vuelta signalled that Pogačar had Grand Tour potential, the then 21-year-old announced himself on the grandest stage of them all by winning his debut Tour de France.
The Covid-impacted race was held in September 2020, and meant Pogačar secured his victory on the streets of Paris aged 21 and 365 days old – the youngest winner in over a century and second only to Henri Cornet, who won in 1904 aged 19 and 352 days.
6. He lives in Monaco
Although he grew up Klanec, a small village on the outskirts of the Slovenian capital Ljubljana, Pogačar has lived in Monaco since winter 2020.
He moved to the principality for the warm weather and is among a number of professional riders to call the city-state home, including Roglič, Chris Froome and Peter Sagan.
7. He’s in the top 10 of Tour de France overall and stage wins
Most professional cyclists spend their whole careers trying and failing to win a Tour de France stage. But Pog isn’t like most pros.
In his five Tours de France since his debut, he has clinched the yellow jersey three times, propelling him to joint 6th in the overall list, with only Chris Froome (four wins) and Eddy Merckx, Bernard Hinault, Jaques Anquetil and Miguel Indurain (five) ahead of him. In that time, he’s racked up 17 stage wins, putting him eighth in the overall.
8. He’s finished on the podium of every Grand Tour he’s entered
Pogačar is well known for his three Tours de France wins and his 2024 Giro d’Italia maglia rosa, but even in the Grand Tours he hasn’t won, he’s never finished off of the podium.
In his Grand Tour debut, 2019’s La Vuelta, the then 20-year-old finished third, while in the two Tours de France he’s lost to Jonas Vingegaard, he’s still finished as the second-fastest overall rider.
From his seven Grand Tours, he’s also won the youth jersey five times (one La Vuelta and four Tours de France) and the mountains jersey three times (two Tours de France and one Giro d’Italia).
9. He rides a Colnago V4Rs (among other bikes)
Pogačar’s rides a Colnago V4Rs for most races – for now. George Scott / Our Media
The Slovenian’s UAE Team Emirates-XRG team is sponsored by iconic Italian brand, Colnago.
Pog rides the manufacturer’s V4Rs Dura Ace Di2 – its pro-focused all-rounder – but it’s far from stock.
His Enve SES 4.5 wheelset are paired with Continental’s GP5000s TR tyres; Enve is also responsible for the SES Pro Team one-piece handlebar; while final flourishes include 165mm cranks, CarbonTi X-CarboRing EVO chainrings, and Di2 sprint shifters positioned beneath the brake hoods to allow him to change gear when in the drops.
Pogačar also has at his disposal – and uses – the Y1Rs aero bike, while Colnago has started to tease the V4Rs’ successor, the V5Rs.
10. He was the Slovenian national cyclocross champ
A lot is made of Mathieu van der Poel, Wout van Aert and Tom Pidcock’s multi-discipline mastery, but Pogačar is no stranger to dipping his toe into the world of cyclocross.
The phenom won the Slovenian national championship in 2018 and has competed in Ciklokros Ljubljana twice, winning in 2021 and finishing second in 2022. However, he’s yet to line up at a UCI CX World Cup or category-one race.
1.1. He has over 2,500 KOMs on Strava
Pogačar is one of the few pros worth following on Strava, and isn’t shy about uploading the occasional race-winning ride (although his heart rate and power data is understandably hidden).
Even though he doesn’t share every training session, he’s managed to amass more than 2,500 KOMs on the app, including the Koppenberg, Mons-en-Pévèle – and Yorkshire’s very own Buttertubs Pass.
Lorena Wiebes powered to a 3rd place at this year’s Paris-Roubaix Femmes aboard a Specialized S-Works Tarmax SL8 custom-painted to honour her European road championships win.
Wiebes ran a 1x setup, with a 50t chainring paired to a 10-32 cassette. A Wolf Tooth Gnarwolf chainguide helped keep things in check on the devastatingly rattly cobbles of northern France.
Sprint shifters in the form of SRAM’s AXS Wireless Blips are hiding under the white bar tape. These gave her another hand position to shift the 12 gears available.
These tubeless endurance tyres are designed to provide more puncture protection without sacrificing too much rolling resistance – key to staying at the sharp end of this race.
They’re fitted to the Roval Rapide CLX II wheelset with gloss white decals, which work nicely with the look of the bike.
Wiebes has forgone the SL8’s one-piece cockpit instead of a traditional two-piece setup, which also looks to be wrapped with thicker – possibly double-wrapped – bar tape with a generous amount of tape across the tops.
You can’t miss this 50-tooth aero chainring, with Wolf Tooth GnarWolf Chainguide Wiebes ran a SRAM Red eTap AXS rear derailleur with a 10-32 tooth cassette. The SL8’s signature Speed Sniffer headtube design is painted black. Specialized S-Works Mondo tyres have a subtle tread pattern. Felix Smith / Our Media Roval Rapide CLX II wheelset with gloss white decals. Felix Smith / Our Media White bar tape generously smothers the compact handlebars on this two-piece cockpit. Felix Smith / Our Media
The fifth edition of Paris-Roubaix Femmes avec Zwift delivered a brilliant race with more attacks than you could keep track of.
Pauline Ferrand-Prévot (Visma–Lease a Bike) became the first Frenchwoman to win – no less on her very first crack at the race – Paris-Roubaix Femmes, doing it in style with a searing solo attack.
The tech on display was equally impressive, with prototype wheels from Zipp, tyre clearances pushed to – and beyond – the limit, old-school hacks and much more.
Here are our top 2025 Paris-Roubaix Femmes avec Zwift tech picks.
Visma Lease-a-Bike team mechanics have applied a layer of Vittoria Mastik (ie, tubular tyre glue) to the external rim-tyre interface to help hold the tyres in place in the event of a blowout. Given the Mastik is clear, it’s hard to spot. Thankfully, Roubaix dust sticks to everything. Liam Cahill / Our Media The Roubaix course snakes its way through very exposed farmland. This Hammerhead Karoo head unit is set up to show wind direction. Knowing where gusts are coming from without waiting to be hit by them might save you some precious energy. Liam Cahill / Our Media The max speed on this Wahoo suggests this rider finished their day in the team car. Liam Cahill / Our Media Riders often keep details of the cobble sectors and feed zones within easy sight on their stems. Chloe Dygert had colour-coded notes to help identify upcoming critical points. From left to right, her notes show the distance covered when the sector begins, the sector length, and the star rating. Liam Cahill / Our Media This UAE AQD rider even had small icons to show which sectors would have wheels and bottles at the end. Liam Cahill / Our Media Other efforts were a little more basic. But provided the rider understands what is written, that’s all that matters. Liam Cahill / Our Media ‘FI’ means finish, but the rest might as well be double Dutch to us. Liam Cahill / Our Media If in doubt, a motivational message is the way to go. Paris-Roubaix is, after all, about simply getting to the finish for most of the riders. Liam Cahill / Our Media Given EF Education-Oatly came away with an excellent 2nd place finish, this simple message seems to have been very effective. Liam Cahill / Our Media Racing over the cobbles is like holding onto a very aggressive jackhammer while riding at maximum effort. Flora Perkins gave us a far too graphic description of feeling her blisters popping on the cobbles. Funnily enough, riders with these hands seem especially keen on trying 40mm road tyres. Liam Cahill / Our Media Riders will try to avoid ending their day with countless blisters. This VolkerWessels rider opted for a whole lot of tape, and it seemed to do the trick. Liam Cahill / Our Media This Orbea Orca Aero takes tyre clearance to the limit. Orbea states a maximum tyre size of 30mm for this frame, but this rider had fitted 32mm Vittoria Corsa Pros. Liam Cahill / Our Media Chloe Dygert was rolling on Zipp’s as-yet unreleased wheels with some electrical tape hiding what we assume is a new name. More difficult to hide is a new TyreWiz, first spotted by BikeRadar at Omloop. Liam Cahill / Our Media Dygert and the Canyon Sram team opted for 34mm Schwalbe Pro One tyres. They looked as though they ballooned even wider on those new rims, suggesting a very wide internal profile. Liam Cahill / Our Media Riders will grab whatever bottle they can wrap their battered hands around at Roubaix. Rosa Kloser has borrowed this one from FDJ Suez. Liam Cahill / Our Media These mismatched wheels suggest this Lotto rider has visited the Mavic neutral service car. Liam Cahill / Our Media Finally, 2023 winner – and 5th place finisher today – Alison Jackson shared her post-race snacks with a photographer. We’re not on first-name terms yet, so there was no Haribo for BikeRadar. Liam Cahill / Our Media
The Lidl-Trek team has been spotted using a specially modified SRAM Red XPLR gravel rear derailleur at the start of Paris-Roubaix Femmes.
Modified as a one-off solution at the team’s request, the 13-speed, 1x-specific derailleur is being used with SRAM’s Red 10-33t road cassette, a 12-speed model.
Speaking to BikeRadar outside the team bus before the start, SRAM’s Alvise Rizzi revealed the reason for the modified 1x drivetrain.
“The SRAM RED XPLR AXS rear derailleur is purpose-built for gravel and rough road riding, and Lidl-Trek saw an opportunity to leverage its full-mount design and superior impact resistance for the unique demands of Paris-Roubaix.
“The course is known for its brutal cobbles, along with dust, dirt and potentially mud – conditions that mirror what XPLR was designed to handle.
“Because Paris-Roubaix is nearly flat, the team wanted to pair the XPLR derailleur’s performance benefits with a tighter-range 12-speed road cassette instead of the standard XPLR cassette. To support this setup, we made a minor change to a spare part of the derailleur.”
Lidl-Trek’s Paris-Roubaix drivetrain combines a 12-speed SRAM Red road cassette with a 13-speed SRAM Red XPLR gravel rear derailleur Felix Smith / Our Media
Such a change is only possible because the team’s Trek Madone bikes use SRAM’s UDH dropout design, which allows Trek’s aero road bike to be used with SRAM’s gravel components.
We first saw this in action when Emma Norsgaard, and then Mads Pedersen, used gravel gearing for Omloop Het Nieuwsblad and Gent-Wevelgem, respectively. For this hilly Classics (including the Tour of Flanders), the team used the Red XPLR rear derailleur and cassette in its standard 13-speed configuration, paired with a road 1x crankset.
This gearing combination provided wide-ranging gearing at the rear, suitable for the cobbled bergs of Flanders, thanks to the 10-46t XPLR gravel cassette, while the road crankset still provided a race-worthy top gear.
For Paris-Roubaix, Lidl-Trek has evolved that setup with this hacked arrangement, to offer the apparent benefits of XPLR with a tight road cassette.
But while the change to make XPLR 12-speed and road-worthy seems simple enough, it doesn’t sound like the solution will be publicly available any time soon.
How did you get into cycling? I am a runner so I use cycling to cross-train. I did indoor cycling at gym first, then heard about Zwift from Strava athletes and it sounded interesting. I really invested in it when Covid hit and wanted to keep up my fitness. I worked throughout Covid as a health care worker, so any spare time I had had to be in isolation, and that’s where Zwifting came into play!
How many years have you been racing on Zwift? 2 years now
Are you part of a Virtual team? Yes, was headhunted by eSRT to join their D category women’s team. I thought it was a joke at first! Then thought what the heck let’s just do it! It could be fun! They are really supportive and when I joined it opened up a whole new world of women’s racing!
What do you love most about racing? The fact you race against other women around the world without leaving your home!
What is your favourite style of race (e.g. points, scratch, iTT, TTT, Chase, duathlon)? I love TTT – working and communicating with the team about tactics over Discord is always a thrill and also can be very entertaining! The Sunday Minis are also a great HIIT workout to improve endurance and sprint training.
What is your favourite Zwift women’s race series? Oh I absolutely love them all! My fave has to be the ICENI and Zwift Women’s Racing Series – competing against ladies with similar abilities to you, in different styles of racing formats, with both individual and Team GC competitions really keeps you coming back for more! I also did my first Tour de Boudicca with 3 races over 3 days. I thought I couldn’t last all 3 but I did – I surprised even myself!
What is your most memorable racing experience, inside or outside or BOTH? Most memorable was Zwift Womens Racing Series 2 on Mountain Mash – I sprinted out the gate wanting to get a lead on the rest of field (as I am a horrible climber) and got a third of the way up the climb before getting caught by the pack! I didn’t win, of course, but still managed to come 11th out of 28!
What is your favourite food to eat post race? I’m never hungry post race, but I do drink a large glass of chocolate milk!
What advice would you give to a woman entering her first Zwift race? Give it a go! We’ve all been where you are, you are never alone in women’s racing, they are all very supportive!
Any upcoming race you are looking forward to? ZRL and ICENI!
Where can people follow your racing adventures? On Zwift Companion App!
Hutchinson has revealed the Caracal All Road, a revised version of its gravel race tyre designed specifically for all-road bikes.
The Caracal All Road takes the template of Hutchinson’s existing Caracal Race gravel tyre, with Hutchinson’s 127 TPI SwiftEasy casing and a semi-slick tread, and adds a puncture protection strip underneath the tread.
The size of the tyre is reduced to 700x35c (down from 700x40c), to fit a wider range of road and all-road bikes.
Hutchinson describes the Caracal All Road as a “fit-and-forget” option for bikes without big tyre clearances. Hutchinson
Given most gravel bike tyres have got consistently wider in recent years, it might seem an odd step for Hutchinson to add a smaller size to the Caracal line-up.
However, Hutchinson says the Caracal All Road is aimed at “gravel-curious roadies” rather than experienced gravel cyclists – riders who “want the freedom to play off-road when the trail calls” but don’t want to sacrifice performance on the road.
The Caracal All Road is, Hutchinson claims, “a fit-and-forget gravel tyre offering, meaning riders no longer have to choose between road and gravel”, or waste time with pre-ride tyre swaps.
The Caracal All Road is at home both on- and off-road, according to Hutchinson. Hutchinson
Continuing on this theme, Hutchinson says it made the decision to add a puncture protection belt in order to bolster the tyre’s durability.
The Caracal Race, after all, is one of the fastest gravel bike tyres available (according to independent testing by bicyclerollingresistance.com), but it isn’t the most durable available.
As with all racy tyres, it achieves its speed by giving up some reliability, with a reduced casing thickness and the lack of a dedicated puncture protection strip beneath the tread.
The Hutchinson Caracal All Road uses a premium rubber compound on the tread for fast rolling. Hutchinson
The rubber compound used in the tread remains Hutchinson’s premium Mach Tread 3.0, which was originally developed for Hutchinson’s fastest road bike tyres, such as the Blackbird Racing Lab TLR.
Available with black or tan sidewalls and manufactured in France, the Caracal All Road costs £49.99 / €54.99.
Wider gravel options
Hutchinson’s Caracal Race tyre will soon be available in a larger 45c option. Simon von Bromley / Our Media
Alongside the Caracal All Road, Hutchinson has also announced it is releasing 45c versions of its Caracal Race and Caracal gravel tyres.
Previously, both of these tyres were only available in a single, 700x40c size. With wider tyres all the rage in gravel racing, though, Hutchinson appears to be responding to that demand.
Hutchinson says the 700x45c Caracal tyre is on sale now, with the 45c Caracal Race available from “June 2025 onwards”.
Pricing for both models is the same as the 40c versions, at £54.99 / €59.99 per tyre for the Caracal Race and £49.99 / €54.99 for the Caracal.
As we enter the outdoor season, some of you may have noticed big performance differences between riding indoors and out. This week’s top video explains why you feel this way and shares solutions.
We’re also highlighting videos about a rider’s first race on Zwift, a review of the Zwift Ride, a review of the Caveworks Rivet, and an analysis of an elite Zwift race.
Your FTP is Wrong – Here’s Why!
If you’re struggling to hit the same numbers indoors and outdoors, this video is for you. In this video, Sarah from Everything is Photogenic breaks down why indoor and outdoor power is often so different.
My First Zwift Race was Brutal!
Lazy Fitness Man joins his first-ever Zwift race. Watch as he provides commentary over his unexpectedly hard race.
£1199! Is The Zwift Ride Really Worth That? – Long Term Review
Biker Campervan shares a long-term review of the Zwift Ride. After 4000km, how has it held up? Is it worth the price?
Caveworks Rivet In-Depth Review // Get This or The Zwift Ride?
After logging lots of miles on the Caveworks Rivet, Desfit provides an in-depth review of the indoor cycling frame and compares it to the Zwift Ride.
Getting Destroyed by a National Champion
Jeff from Norcal Cycling talks to e-sport national champion Brian Duffy Jr. as he analyzes his recent race in the elite Zwift Games.
Got a Great Zwift Video?
Share the link below and we may feature it in an upcoming post!
The women’s Paris-Roubaix rolls out on Saturday 12 April 2025, while the men’s race follows on Sunday 13 April 2025.
Paris-Roubaix is the culmination of the cobbled Classics before the one-day racing heads to smoother ground for the Amstel Gold race, La Flèche Wallonne and Liège-Bastogne-Liège.
The men’s Paris-Roubaix is notorious for its cobbled secteurs – 30 of them this season, totalling 55.3km of hellish tooth-rattling riding throughout the 259.2km route.
The women’s race starts in Denain, covers 148.5km and includes 17 cobbled secteurs totalling 29.2km.
When it’s dry, as it has been for most of the recent races, the riders arrive for the ritual lap of the velodrome in Roubaix covered in dust; wet weather, as in 2021 when the race was rescheduled to October, swaps that for mud. The women’s race this year is set for a scorcher – highs of 24ºC and dry – while the men’s will be a touch cooler, with light rain predicted in the morning.
Paris-Roubaix 2025 race schedules
The women’s route heads south before turning back north to Roubaix.
The women’s race starts at 1pm CEST on Saturday 12 April, with the first cobbles secteur scheduled from 2.46pm CEST.
The scheduled earliest finish is 4.47pm CEST.
The men’s route starts in Compiègne, northeast of Paris.
The men’s race starts at 11.10am CEST on Sunday 13 April and is scheduled to hit the first secteur at around 1.30pm CEST. The scheduled earliest finish time is 5.03pm CEST.
How can I watch Paris-Roubaix 2025 live in the UK?
Coverage of the women’s race (Saturday 12 April) is from 1.15pm BST to 4.30pm BST on TNT Sports 4. The men’s race (Sunday 13 April) starts at 10am BST (Sunday 13 April) on TNT Sports 1 and runs until 4.45pm BST. TNT Sports is available via the Discovery+ app, EE TV, Sky and Virgin Media.
How else can I watch the 2025 Paris-Roubaix when I’m outside of the UK?
A Virtual Private Network (VPN) is software that enables you to change your device’s IP address, making it appear as though you’re accessing the internet from another country.
As long as you adhere to your broadcaster’s terms and conditions, a VPN enables you to unblock your usual streaming services, no matter your location. Additionally, a VPN can improve playback speeds and significantly enhance your overall internet security.
There are many VPN options available, but we recommend NordVPN as the best choice. It offers strong streaming capabilities, robust security features, and excellent value for money.
At BikeRadar (published by Our Media Limited), we review VPN services to help you access online content and services securely while you’re on the go. This includes activities such as streaming your favourite TV shows, live web content or using apps from different countries (provided it’s okay with the service provider’s terms and conditions). It’s important to note: BikeRadar does not endorse or support the use of VPN services for illegal or malicious activities, such as accessing paid-for pirated content. Please ensure you enjoy online content responsibly.
How can I watch Paris-Roubaix 2025 live in the USA and Canada?
Both races will be hosted in the USA by NBC and its paid-for streaming service, Peacock. The women’s race begins at 8.40am ET (12 April) and the men’s 5.05am ET, with CNBC network coverage of the latter from 10am-12pm ET.
Subscriptions cost $7.99 a month, or $79.99 a year for a basic plan, rising to $13.99 a month or $139.99 a year for an ad-free plan.
In Canada, racing is available on FloBikes, with a subscription costing CAN$150 for 12 months.
Just in case you thought the Moots Routt CRD wasn’t exclusive enough, the Steamboat, Colorado, titanium specialists have been busy working on this ultra-limited-edition version.
Based on the ‘standard’ Routt CRD, the limited-edition bike gets Moots’ lightweight RSL titanium tubing, along with 3D-printed Universal Derailleur Hanger dropouts, a T47 bottom bracket, an all-new integrated cockpit and Moots’ carbon gravel fork.
The California Dreamin’ Routt CRD isn’t your average gravel bike, though – it comes with another layer of exclusivity and a price tag of $15,899.
Even more exclusive
The California Dreamin’ Routt CRD comes with matching Chris King components. Moots
The California Dreamin’ Routt CRD is a collaboration with Chris Johnston of Outdoor Bros.
Every element of the California Dreamin’ finish is created by Richard Jara. Moots
The finish of the bike is inspired by Johnston’s ride along the west coast of California, from the Pacific Coast Highway to the gravel routes in the Sierra Nevada.
“I wanted a bike that could adapt seamlessly to whatever terrain I encountered,” Johnston explains. “It needed to have both capability and personality, capturing the essence of California style and performance.”
The rear dropouts are made from 3D-printed titanium. Moots
Fine-art finishing
Moots’ anodising and graphics specialist Richard Jara finishes each bike meticulously. Moots
What that means is a Moots CRD with a massively labour-intensive finish. Moots told us it takes three full working days to complete the finish alone.
The finish involves a meticulous anodising treatment that shifts from a high-voltage blue to a vibrant pink. It is paired with hand-finished checkerboard graphics and subtle skull details.
Moots’ in-house specialist Richard Jara completes each frameset by hand, meaning no two frames from this limited run are alike.
“The anodising process is like painting with voltage, and Jara is Michelangelo,” says Johnston. “Every frame will have nuances, subtle colour shifts, and intentional imperfections that add character and depth. It’s raw, refined and thoughtfully detailed.”
The attention to detail is beyond Moots’ standard bikes. Moots
A frameset or complete bike can be ordered from Moots, but the run is limited to 25, so it won’t be around for long.
No two California Dreamin’ bikes will be identical.
