See zwiftinsider.com/route/neon-after-party/

Co-hosts Rebecca Charlton and Dave Towle are back to explore the result of this year’s Zwift Academy finals.

• Friend of Zwift, ex-pro, and the ever-entertaining Matt Stephens drops in for a chat about his role in the process and his impressions of the finals for 2025.
• Emily Dixon discusses the moment she won as a 17-year-old and her gratitude for what’s coming next.
• Noah Ramsay discusses his fascinating background, giving us the scoop on his journey into the peloton.

And finally, Dave is off to Zwift Community Live to rub shoulders with Sir Chris Hoy, Kristin Armstrong, and many members of the Zwift community to bring us all the best chats in two weeks’ time. 

• 01:22 Matt Stephens delves deep into the Zwift Academy finals
• 18:33 Dave chats to Zwift Academy female winner Emily Dixon
• 33:37 Dave chats to Zwift Academy male winner Noah Ramsey
• 46:07 Rebecca and Dave look forward to Zwift Community Live 

Zwiftcast is available on Podbean, Apple Podcasts, YouTube, Amazon Music, and Spotify.

Pivot’s all-new Firebird enduro bike has had an overhaul, with a new frame, tweaked geometry and suspension, and loads of adjustability. Alex Evans has ridden the bike ahead of its release and you’ll find his initial impressions below.

The new Firebird feels impressively accurate on wild, rough terrain exuding a visceral, fun-to-ride vibe.

Tipping the scales at 15.58kg (large, without pedals), this 165mm-rear, 170mm-front travel rig is as light as some trail bikes, but has the appetite for bumps and high speeds of the best enduro bikes.

Its full carbon fibre frame now sports down tube storage, tweaked geometry – read longer, lower, slacker – that’s got three points of adjustment, and re-worked DW-Link suspension kinematics.

Each frame size has been tuned for its intended rider’s weight, so a shorter or smaller person riding the extra-small bike will get the same feel as a bigger person on the extra-large, according to Pivot.

Thanks to the multiple flip chips, it’s compatible with both 29in wheels and mixed-wheel setups (29in front, 27.5in rear). It can also run SRAM’s Transmission with its UDH-compatible driveside dropout.

In true Pivot style, prices start at £7,000 / $6,499 / €6,999 for the Firebird Ride SLX / XT and rise to a whopping £12,300 / $14,199 / €13,699 for the range-topping Firebird Team XX Eagle Transmission Neo. Wow.

Pivot Firebird Pro XT/XTR initial ride impressions – Alex Evans

Uphill, the Firebird has got a classic enduro bike winch-and-plummet riding position.

Your weight is focused through your sit bones and the bar stands tall. This helps reduce hand and shoulder fatigue, creating a relaxed cruise to the trailhead.

It’s comfortable and chilled-out rather than fast and aggressive, which is perfect for efficient fireroad or doubletrack winches on your favourite enduro laps.

The floating pivot point DW-Link suspension is characteristically taut on the gas, barely bobbing as you spin the cranks. Few of your legs’ watts are lost to unwanted movement.

However, responding dutifully and smoothly, the rear suspension moves freely to absorb the ground’s imperfections, even on rubbly fire roads.

At 15.58kg, it’s impressively light, offering up climbing performance that’s closer to a trail bike than the 165mm enduro monster it is.

Descending

Switch to descending – the bike’s bread and butter – and it’s impressively accurate over the roughest, fastest terrain.

Changing direction, cutting lines or hammering over the chop feels visceral, engaging and hyper-connected; you sense every compression and bump on the trail.

There’s a constant to-and-fro between rider and bike – inputs and outputs are matched in intensity and frequency.

But the more energy you put in, the more you get out; pump and push into the terrain and the bike accelerates with an addictive predictability.

Hammer the lip of a take-off and be prepared to boost skywards.

The frame’s taut carbon construction and super-progressive suspension combine to create a fun, high-paced ride.

It’s not a plough bike by any means, and will suit proactive rather than passive riders most.

But far from being harsh, the rear end feels free and willing to absorb bumps, as long as you’re in control. Slip into a lazy style and it can be unforgiving.

Dip your shoulder commandingly into a turn and the bike follows dutifully.

Linking up successive radii feels inspiring, and if you can muster the courage to pump the apex, you’ll generate free speed as you carve your way down the hill.

First impressions reveal the Pivot is best suited to riders who attack the trail, rather than ones who want to cruise down it. In this respect, it’s a true racer’s enduro bike.

Pivot Firebird details and specifications

Proprietary Ride Tuning

The new full-carbon frame features Proprietary Ride Tuning, which is Pivot’s way of saying that each frame size has been developed to deliver the same ride characteristics.

Pivot says it has conducted independent strength and weight analysis for each frame to achieve consistent performance metrics.

Custom-tuned carbon fibre is used in the make-up to scale stiffness through the size range.

The brand says the bike fits riders from 4ft 11in to 6ft 5in+ across the XS to XL size range.

All the adjustability

The bike features an array of adjustability, with Pivot’s Swinger Dropout System featuring on the rear end.

The system enables you to adjust the rear center by 8mm, while keeping the bike compatible with SRAM’s Transmission derailleurs in either setting.

Unlike other solutions, this is done by replacing the driveside dropout, as well as moving a flip chip on the non-driveside.

Pivot has given the bike another flip chip in the linkage that allows for ‘high’ and ‘low’ geometry settings for more or less aggressive riding.

This flip chip also gives you the option of running a mullet, 27.5in rear wheel.

But wait, there’s another flip chip to change the suspension progression, that’s compatible with both air and coil shocks.

Toolshed

The new frame now features Pivot’s Toolshed down tube storage system, enabling you to take spares, tools or food with you.

Pivot includes two bags with the Firebird that enable you to keep belongings together when stored in the Toolbox, keeping rattling to a minimum.

Alongside the Toolshed, Pivot has partnered with Topeak for its integrated Dock Tool System, which keeps a multitool handy in either the top tube or BB area of the bike.

More protection

The Firebird has been given full down tube protection to fend off loose rocks, as well as a tailgate pad should you be throwing your bike in the back of a pick-up.

There are also new cable ports, which allow for two cables (or hoses) to be run on either side of the head tube. These are said to make cable routing a lot easier.

Pivot Firebird spec and price

Pivot Firebird Ride SLX/XT

• Fork: Fox Performance 38, 170mm
• Shock: Fox Factory Float X2
• Drivetrain: Shimano SLX/XT
• Brakes: Shimano SLX M7120 4-piston
• Wheels: DT Swiss M1900
• Tyres: Continental Kyrptotal
• Price: £7,000 / $6,499 / €7,200

Pivot Firebird Pro XT/XTR

• Fork: Fox Factory 38, 170mm
• Shock: Fox Factory Float X2
• Drivetrain: Shimano XT/XTR
• Brakes: Shimano XT M8120 4-piston
• Wheels: DT Swiss XM1700
• Tyres: Continental Kyrptotal
• Price: £8,300 / $7,799 / €8,600

Pivot Firebird Pro X0

• Fork: Fox Factory 38, 170mm
• Shock: Fox Factory Float X2
• Drivetrain: SRAM X0 Eagle Transmission
• Brakes: SRAM Maven Silver 4-piston
• Wheels: DT Swiss XM1700
• Tyres: Continental Kyrptotal
• Price: £9,200 / $8,699 / €9,500

Pivot Firebird Team XX

• Fork: Fox Factory 38, 170mm
• Shock: Fox Factory Float X2
• Drivetrain: SRAM XX Eagle Transmission
• Brakes: SRAM Maven Ultimate 4-piston
• Wheels: Reynolds Blacklabel Enduro Pro
• Tyres: Continental Kyrptotal
• Price: £11,700 / $11,499 / €12,300

Name: Sharon Byun  

Hometown: Born and raised in Philadelphia, PA, USA, currently living in Gainesville, FL, USA 

How did you get into cycling? I guess you could say I’m a bit of a late bloomer. I started competing in triathlon at age 43 in 2012 as a way to cross-train to manage running injuries. That was the first time I raced on a road bike and then eventually a TT bike. Prior to that, I had done some recreational mountain biking but it had been about 15 years since I had ridden. 

How many years have you been racing on Zwift? My first official Zwift race was in November 2023! I had no idea what I was doing at the time. When I started, I was at Level 10, Cat E with zero races and didn’t have many options in my garage. So I did a few races to get assigned to a category and build a ZwiftPower profile. It took me about a year to get a Tron bike, and I was so excited that day. That felt like a HUGE milestone accomplishment. I’ve since done 96 “races” (some of which are just group recon rides or organized training events and practice TTTs), am now Level 57 and have managed to move from Cat C to Cat A, although I bounce back and forth between A and B and really consider myself to be a Cat B rider.

Are you part of a Virtual team? I joined the Level Racing Team thanks to Elyse Gallegos who introduced me to the team. She was incredibly helpful in getting me onboarded and racing on Zwift. She connected me to our team Captain Mim Taylor and Richy Howell who runs our sprint training sessions and is DS for many of our races among many other team responsibilities. Pam Schamber coordinates our weekly TTT sessions. Lisa Hopkins has been instrumental in helping to create more women’s race opportunities and encouraging us all to race in women’s events. I also race on a ladder racing team captained by Scott Farrow. I absolutely love the Level team. Everyone is so encouraging and welcoming and hilarious. I love being part of a team that has so many strong riders yet they are humble and don’t take themselves too seriously.

What do you love most about racing? Definitely the team camaraderie. It’s so strange to feel connected to people who I have only interacted with in a virtual format yet I feel as if I know them IRL. I’ve been so happy to get other women and friends who I’ve trained and raced with IRL to join Level as well as connect with women from other teams. It’s been fun to send and receive messages of “well done” after a race with people from other teams. 

What is your favourite style of race (e.g. points, scratch, iTT, TTT, Chase, duathlon)? My favorite is definitely TTT because that is the format that makes racing feel the most like a team effort. Surely we also race as a team in other formats but there is something about a TTT that makes me find that extra gear to push myself for the team. My second favorite is a scratch race mainly because I don’t have the sprinting or climbing legs to ever be FAL or FTS to earn any intermediate points for the team. I also really enjoy ladder racing on a mixed team with the men.

What is your favourite Zwift women’s race series? So far, I have mostly raced in the women’s league in ZRL, but I did do the Warrior Games Tour de Boudicca at the beginning of this year which was loads of fun, and I have also done one Mini Race Series, and a couple of FRR events. 

What is your most memorable racing experience, inside or outside or BOTH? My very favorite Zwift racing experience so far has been the Women’s EMEA-E Central A1 Triple Flat Loops TTT race 4 during round 2 of ZRL. Our team of mixed Cat A and B riders surprised a lot of people to come away with 3rd place. As for outside, all of my racing IRL has been in triathlon. I have many favorite race experiences including Ironman Alaska, the 70.3 World Championships in St. George, UT, Escape from Alcatraz, and also competing in age group World Triathlon Championships in short course draft legal racing and mixed team relays over the years.

What is your favourite food to eat post race? Immediately post-race or workout typically I have a scoop of protein powder and creatine in almond milk in a shaker bottle. I eat a pretty healthy predominantly plant-based diet so maybe some veggies with tofu or tempeh, lentils and/or beans over rice or farro or quinoa. I also love sweet potatoes and avocados. 

What advice would you give to a woman entering her first Zwift race? There is a very steep learning curve, so don’t worry about feeling like you don’t know anything in the beginning or don’t have the fastest bike or wheels. You will catch on very quickly! I actually got DQ’d in my very first race because I raced Cat C and I guess I was able to push myself just above the Cat C limit into B. Racing on Zwift has made me a stronger rider in terms of power, and you will get stronger also! Most importantly, you get the chance to race with and interact with a like-minded and fun group of people! 

Any upcoming race you are looking forward to? So far on my 2025 calendar, I’m racing IRL at the iconic Wildflower Triathlon in May and World Triathlon Age Group Championships in Wollongong, Australia in October. Of course, I’m looking forward to racing on Zwift with the Level Team. 

Where can people follow your racing adventures? I don’t have a social media account strictly dedicated to racing, but I am on Strava and Instagram @sbyun9.

We love a trade show here at BikeRadar, especially one blessed with sunshine, beautiful scenery, great food and – of course – plenty of new bikes and kit to test out.

With that in mind, we jumped at the chance to attend Bike Connection’s Spring 2025 road and gravel event, held just outside of Massa Marittima, Italy.

As my colleague, Alex Evans, eloquently described in his tech round-up from the mountain bike-focused winter event, Bike Connection is designed to gather some of the best bike, component and cycling kit brands together in one place, so journalists like myself can report back on all the juiciest news.

Over the course of the week, I saw a gorgeous (and outrageously expensive) raw carbon BMC road bike, and met the founders of Avona bikes, before testing their new gravel bike, the Callis, on the region’s incredible white gravel trails.

Beyond that, though, I saw blingy new carbon wheels from the likes of Campagnolo and Vision, Core’s updated thermal sensor, a new range of short saddles from Selle SMP and much more, so read on for all of that.

Vision Metron RS 45 wheels

Launched last week, Vision’s new Metron RS wheelset is its new flagship option for road bikes.

The Matron RS range consists of two wheelsets, the Metron RS 45 and 60 – which have 45mm-deep and 60mm-deep rims, respectively.

Both wheelsets feature updated carbon rims with 23mm internal rim widths (up from 21mm on the Metron SL wheels), with external widths of 31.1mm on the 45s and 33mm on the 60s.

The headline feature, though, is the adoption of carbon fibre spokes, which help shave 108g off a complete wheelset compared to using steel spokes (each of the wheelset’s 45 spokes saves 2.4g).

This brings the claimed weight of the Metron RS 45 wheelset down to a feathery 1,290g, with the RS 60 wheelset said to weigh only 100g more.

Vision says the differences in terms of aerodynamic drag are small – with only a 0.9-watt saving for the RS 45s and 1.6W for the RS60s – compared to Vision’s Metron SL 45 and 60 wheelsets.

However, it notes that the carbon spokes also offer a tangible improvement to lateral stiffness, which it claims helps to improve the wheelset’s ride feel and power transfer.

At £3,109 / $3,290 / €3,109 for the RS 45s and £3,179 / $3,390 / €3,179 for the RS 60s, the wheels are an undeniably expensive proposition. They do, however, show the attention to detail you’d expect at this price.

The V-1000 hubs, for example, feature ceramic bearings and tool-free maintenance, while even the freehub is machined to save another 8g.

The rim graphics are also applied in-mould, saving a further 22g in decals.

Vision was also keen to stress it’s one of relatively few brands that owns the factories in which its products are produced. This, the brand says, gives it greater control over all aspects of production, allowing for higher quality and greater flexibility.

Core 2 thermal sensor

Back with its first hardware update since 2019, Core has just launched its new thermal sensor – the aptly named Core 2.

Just like the original Core thermal sensor, the Core 2 clips onto a heart rate monitor chest strap, contacting your skin and monitoring how much thermal energy is being released.

The sensor then uses an ‘AI-powered algorithm’, in combination with data from the heart rate monitor, to determine your core body temperature. This is then broadcast to a compatible bike computer or smart device via ANT+ or Bluetooth.

The point of all this is to enable you to perform heat training – where you raise your body temperature intentionally during exercise.

This has become increasingly popular among professional riders in recent years, with Core saying it has official partnerships with eight WorldTour teams, because it’s claimed to offer large improvements to performance in all weather.

Core claims its updated sensor has the same accuracy as the original one (within -0.01 to +0.23ºC of an ‘electronic pill’ sensor that you swallow), but features a number of quality-of-life improvements.

For a start, Core says it’s 48 per cent smaller and 30 per cent lighter than the original sensor. On my scales, it weighs only 11.6g.

Core says its new modular design makes it easier to remove from a HRM strap for charging, and then easier to reinstall, while a new LED indicator light has been added to let you know when it needs charging.

The Core 2 thermal sensor costs £220.95, but if you own an original Core sensor, you can trade that in for a 30 per cent discount until 30 June 2025.

Selle SMP short saddles

Having been making bicycle saddles for more than 70 years, Selle SMP is best known for its dramatically curved saddles, such as the Dynamic.

It’s fair to say it’s a divisive design, in part because of its unusual looks, but it remains a steadfastly popular option among riders who have tried it and found it works for them.

In recent years, though, short-nose saddles have grown rapidly in popularity, inspired by the likes of Specialized’s Power saddle.

In response, Selle SMP has released a new range of short saddles, that marry its unique approach to saddle design with a more modern shape and length.

The Selle SMP EVO20C and EVO30C are unisex saddles that retain Selle SMP’s curved shape, generous cut-out and ‘eagle beak’ tip (designed to help reduce soft-tissue pressure), but in a shorter 253mm length.

Built from carbon fibre, with a supportive layer of EVA padding on top, the EVO20C is 140mm wide at the rear, with the EVO30C measuring 150mm wide. As with many saddle brands, Selle SMP recommends measuring the width of your sit bones to determine which saddle width is best for you.

The EVO20C and EVO30C also have shallow indentations on the rear, which are claimed to provide improved support by matching the shape of your sit bones.

As with all Selle SMP saddles, the rails are also long, with 8.5cm of total adjustment range. The brand says this helps riders more easily achieve an optimal setback.

Both the EVO20C and EVO30C cost $299.

All of Selle SMP’s saddles are handmade in Italy, with the brand saying it ”works only with local suppliers” to prioritise quality and local jobs, and be environmentally friendly.

Campagnolo Bora Ultra Team Edition wheels

If Campagnolo’s standard Bora Ultra WTO wheels weren’t bling enough for you, Campagnolo has announced it is releasing a ‘Team Edition’ version with the same high-profile graphics as provided to the Cofidis WorldTour team.

On regular Bora wheels, the Campagnolo branding and graphics are subtle, but the bright white graphics (which contrast against the black carbon rims) on these are clearly designed to stand out in television footage or race photographs.

Graphics aside, the specs of the Team Edition wheelsets are otherwise identical to the standard Bora Ultra WTO wheels, with 45 and 60mm rim depths and 23mm internal widths.

The wheels also use Campagnolo’s carbon fibre hub shells and signature G3 lacing pattern, which the brand claims “improves load bearing, minimises weight and reduces vibrations and rim deformations”.

The hubs also roll on Campagnolo’s own CULT ceramic bearings.

Both wheelsets are priced at £3,300, which is practically identical to the £3,293.99 / $4,090 / €3,690 the standard versions cost.

The only question, then, is how badly do you want everyone to know you’ve got a set of Campagnolo Bora Ultra WTO wheels?

Assos Equipe R road cycling kit

Having invented Lycra cycling shorts in the late 70s, Assos holds a special place in the history of the sport.

Over the years, Assos has impressed us with its high-performing products, but it’s fair to say the Swiss brand’s kit has remained steadfastly high-end – putting it out of reach of many riders.

To address this, the brand’s latest Equipe R range of road cycling kit takes inspiration from its premium ranges, but distills this into simpler and slightly more wallet-friendly packages.

At £130 / €150, the Assos Equipe R bib shorts are still an expensive proposition, but they are substantially more affordable than its high-end Equipe RS Schtradivari Bib Shorts S11 (£215 / €250) and its flagship Equipe RSR Bib Shorts S11 (£305 / €350).

Likewise, the Equipe R Jersey S11 costs £130 / €150, saving a similar amount compared to higher-end options in the brand’s range.

Adding to the value equation, Assos says its kit is backed by its ‘gear to last a lifetime’ philosophy – which sees all of its products backed by a two-year warranty and a repair policy for crash-damaged kit.

Paul Components has announced it is reviving its iconic 100% Pure Crank, with a square taper and self-extracting crank bolts.

The brand has assured us this isn’t an April Fool’s joke, opting for a square-taper design because it allows for fine-tuning of the Q-factor and chainstay clearance of the crankarms via the BB spindle length.

Most modern cranks use a fixed-spindle design, so seeing a brand using a square taper is quite unusual in 2025.

Paul Components says the design has enabled it to get the chainring close to the chainstay for a better chainline in the bigger rear cogs via chainring offset.

The brand has decided to use the JIS (Japanese Industrial Standard) square taper, which is more common than the ISO and is slightly bigger, with both sharing the same 2-degree taper.

Paul has opted for SRAM’s 3-bolt direct-mount chainring spline, meaning it should be easy to find compatible chainrings.

Self-extracting crank bolts also feature, essentially working as crank pullers on the crankset.

The cranks are made from American-milled 2024 aluminium using a CNC process that the brand says enables excess material to be removed for a lighter, stiffer and more elegant design.

You will need a square-taper bottom bracket to install the cranks, with this system offering impressive resilience to developing play over time when compared to threaded and press-fit bottom brackets.

While Paul has made cranksets in the past, this marks a return for a brand associated with bijoux bicycle componentry.

Paul’s 100% Pure Crank is priced at $308 and available in Black, Purple, Silver and Pewter colourways.

Sizes available are 155, 160, 165, 170, 175 and 180mm, with the longest cranks weighing in at 516g, including chainring bolts, crank bolts and extractor caps.

The new Sarto Raso Gravel is designed as a gravel race bike with aerodynamics at its core, blended with lightweight and class-leading clearances to meet the demands of gravel racers.

You may not have heard of Sarto, but if you’ve ridden a high-end Italian bike over the last decade, the chances are you’ve ridden a frameset Sarto constructed at its Venice HQ.

More recently, Sarto has moved away from building for other brands and into making its own designs, concentrating on custom builds to meet the exacting needs of its customers.

The new Sarto Raso Gravel requires deep pockets, however. A frameset will set you back £8,210 / $8,250 / €7,750, while the bike we have in for testing has a price tag of £14,190 / $17,290 / €13,990.

The new Raso Gravel

The Raso Gravel’s frame can be configured to take tyres from 48mm up to a huge 55mm (2.1 inches) on 700c wheels. The 48mm option can run 1x or 2x drivetrains, while the 55mm is 1x only. It can take up to a huge 52-tooth chainring size to meet the needs of the fastest gravel racers.

Sarto’s pro-gravel athlete Skyler Taylor had this to say about the wider option: “Tire size: the simple answer is bigger tires roll much faster on rough terrain and don’t puncture as easily.

“The reason 2.2 (inch) is so important is that all the tire performance tests show that the Continental Race King 2.2 performance has the best combination of rolling resistance, puncture protection, grip, and aerodynamics, and is the fastest tire on most dirt surfaces.

“There has been a huge amount of testing on these topics in the US. The results have been pretty clear. So you will see almost all the US pro gravel racers squeezing the biggest tires they can into their frames.

“Most frame manufacturers don’t understand this and still design around 45mm clearance. So there’s a competitive advantage to bikes like the Raso Gravel from a clearance perspective.”

Raso Gravel frameset

The frame design is inspired by Sarto’s performance road bike, the Raso. It has an integrated front end and tube shapes with similar aerodynamically designed profiles to its road-going cousin.

The rear triangle has the same silhouette on the 48mm and 55mm versions. Only the width changes and the rear dropout is SRAM’s Universal Derailleur Hanger, meaning the custom Raso gravel frame is set for the future.

At the front, a broad, torsionally stiff but slender fork has been created to aid vibration-damping control.

Sarto says the frame is a tri-composite. Each tube section is handmade by the Italian brand using a combination of carbon fibre sheets sourced in Italy and its proprietary lamination process.

The junctions on the frame are made from forged carbon, which is claimed to provide superior strength, accuracy and that stunning marble-like finish (on our unpainted test bike).

The Raso Gravel’s design mixes aerodynamics with a light weight, with features such as a dedicated aero seatpost, and a one-piece bar and stem.

Fully integrated brake hoses take care of the aero details.

The bike has an impressively low weight of 7.88kg (size 58cm), with two bottle cages and an out-front Garmin mount.

The build

Being built to order, the Raso Gravel can be had either as a frame kit or built as a complete bike to your specific budget.

It doesn’t come cheap, however, with the frameset kit (fork, headset, spacers, stem, handlebar, seatpost, two bottle cages, thru-axles and computer mount) costing £8,210 / $8,250 / €7,750 in stock geometries. Specifying custom geometry typically involves around a £1,000 / $1,200 / €1,100 upcharge.

The full bike we have in for testing features SRAM Red AXS XPLR, Campagnolo Shamal Dual Profile DB wheels, a Selle Italia SLR Boost 3D Carbon Kit saddle and Rene Herse Oracle Ridge TC 48mm tyres. It comes with a retail price of £14,190 / $17,290 / €13,990.

This is our 11th April Fools’ Day on Zwift, and each year ZHQ has come up with something fun for the community. In 2024 we ironically wore VR Goggles, then before that it was two years of special April Fools’ Day events. 2021 saw us big wheeling, in 2020 we were transported to 1989, and in 2019 we were burning rubber. The year before that it was Paperboy. In 2017 we had big heads, 2016 gave us the old-timey effect, and in 2015 we rode big wheels on Jarvis.

This year Zwift has a new surprise – Scotty the Squirrel in our jersey pockets:

About Scotty

Scotty the Squirrel is Zwift’s official mascot, showing up in game as an actual squirrel but also as various statues, including one with a cone on its head in Glasgow.

Here’s a bit of Zwift trivia: did you know that Scotty is named after Scott Barger, one of Zwift’s four co-founders? (The other three are Jon Mayfield, Eric Min, and Alarik Myrin.) Apparently, Scott carries a bit of infectious energy, and it seemed like the perfect fit…

Zwift’s latest update includes the welcome addition of several new bike frames, including two versions of the highly respected Tarmac SL8 from Specialized. We’ve already covered the S-Works version, and today we’ll cover the non-S-Works version, which Specialized refers to as the Tarmac SL8 Pro on their website:

On Zwift, you’ll need to be updated to game version 1.86+ to see the Tarmac SL8 in Zwift’s Drop Shop. You’ll also need to be at level 35+ with 700,000 Drops to buy it. Here’s how it’s described in the Drop Shop (the same text as the S-Works version):

“Nothing is faster than the Specialized Tarmac SL8 thanks to the bike’s synergistic combination of aerodynamics, light weight, and ride quality previously thought impossible. After eight generations and over two decades of development, it’s more than the fastest Tarmac ever – it’s the world’s fastest race bike.”

In real life, the S-Works Tarmac is a bit lighter than the Tarmac SL8 pro, and also ~$6,000 more expensive. But how do the two compare on Zwift?

See our master list of all frames in Zwift >

It’s rated 3 stars for aero, 4 stars for weight, like a handful of other top newish all-arounders. But a 4-star system isn’t the most granular of performance measurements, so we ran this frame through our precise tests to measure performance at nerd-level detail. Let’s dive in!

Note: test results below are from a 75kg, 183cm rider holding 300W steady using Zwift’s stock 32mm Carbon wheelset.

Aero (Flat/Rolling) Performance

The Specialized Tarmac SL8 is slippery, trimming 60.7s off our baseline Zwift Carbon frame over an hour of flat riding.

That puts it within 2.3 seconds of the game’s fastest frame, and 1.2 seconds behind the S-Works version of the same bike. Considering that our tests have a 1-second margin of error, one could reasonably lump this frame in with the other fastest frames in terms of performance on flat roads.

Climb Performance

The S-Works Tarmac is currently the fastest climber in our tests, at least at 4 W/kg. The Specialized Tarmac SL8 holds its own, though, coming in 4th overall in terms of climbing performance, just 7.5 seconds behind the S-Works version over an hour of climbing.

This Specialized Tarmac shaves 48.5 seconds off of our baseline Zwift Carbon’s time on an hourlong climb.

Upgrading Your Specialized Tarmac SL8

Like all frames in Zwift, the Specialized Tarmac SL8 can be upgraded in five stages. As a high-end race bike, each of the five stages results in a performance improvement. The S-Works Tarmac SL8 upgrade stages are as follows:

1. Ride 200km, pay 100,000 Drops for an aero upgrade
2. Ride 260km, pay 200,000 Drops for a weight reduction
3. Ride 320km, pay 350,000 Drops for a drivetrain efficiency improvement
4. Ride 380km, pay 500,000 Drops for an aero upgrade
5. Ride 440km, pay 750,000 Drops for a weight reduction

You can expect a fully-upgraded Specialized Tarmac SL8 to be approximately 28 seconds faster on a flat hour and 36 seconds faster on an hourlong climb vs the “stock” Specialized Tarmac SL8.

Conclusions

The Specialized Tarmac SL-8 is beaten by the S-Works Tarmac SL8 in all areas but one: affordability!

While the S-Works version requires level 40+ and 1,750,000 Drops to purchase, the Specialized Tarmac SL8 can be purchased at level 35+ for just 700,000 Drops. Apart from the wildly attainable Canyon Aeroad 2024 (level 10, 1,100,000 Drops), this Tarmac is the only frame in the top 5 of our stacked percentile rankings that isn’t unlocked at level 40.

Will riders choose to buy the more easily attainable Tarmac, or wait another 5 levels for the more expensive, slightly faster version?

Regardless of this Tarmac you choose, this much is true: you’ll get no color slider. #sadtrombone

Questions or Comments?

Will you be buying this Tarmac? Why or why not? Share below…

Mathieu van der Poel has been spotted testing an unbranded wheelset, which is almost certainly a new set of flagship Shimano Dura-Ace wheels.

The key giveaway that these are new wheels can be seen at the hubs, where the nipples appear to have moved from the rim end to the hub itself. 

This is a design Shimano has used in the past on its road bike wheels, but not on the current Dura-Ace wheelset.

• Chinese bikes, Campagnolo’s return and Shimano domination: 2025 WorldTour bikes and trends analysed

The WH-7700 wheelset, launched in the late 1990s, was the first generation to feature spoke nipples positioned at the hub end, rather than at the rim. 

Claimed to reduce rotational weight and improve aerodynamics, the design was used until at least the 7810-era of Dura-Ace, before being dropped in 2007, with the brand’s then-flagship carbon/alloy hybrid WH-7850 wheelset. 

Though Shimano briefly flirted with internal nipples throughout the R9000-era of Dura-Ace, in the intervening years Shimano has gone back to external nipples.  

Though a win for serviceability, all else being equal, external nipples are less aerodynamic than internal nipples. 

With the nipples relatively accessible at the hub end, Shimano may believe the new design we’ve spotted offers the advantages of ‘hidden’ nipples without the need to remove the tyre and tape to true the wheel. Though of marginal importance, this design could also offer reduced rotating mass. 

Elsewhere, the non-driveside spokes are laced radially. They’re laced in a conventional straight-pull 2x layout on the existing wheelset, signalling another change for the new wheels.

It’s harder to glean details on what may have changed on the unbranded rims.

The spacer/nut bed beneath the tubeless valve lockring also looks like it could be moulded as part of the rim, rather than a separate piece. 

At a glance, the rims also appear slightly broader and blunter than the outgoing wheelset – par for the course for a new wheelset in 2025. 

Though solid and dependable, Shimano’s wheels are relatively conservative in design. This has seen Van der Poel turn to unbranded Scope wheels for time trials.

However, given the close relationship between Alpecin–Deceuninck and Shimano, and the overall design of the hubs, we’re confident these are new Dura-Ace wheels. 

Shimano also has a history of teasing new, unbranded wheels. In recent times, the Dutchman used stealthy black rims laced to Dura-Ace hubs to win at the 2024 UCI Gravel World Championships.

Shimano issued its standard response in reply to our request for comment: “Shimano is continually developing new products and evaluates the performance of our products based on valuable rider feedback. 

“We however do not address rumours, speculation, or unverified information about our products, regardless of whether they are currently in development or not.”

While taking in the top-tier trails at Dirt Farm in Wales over the weekend, I spotted a pair of unreleased Renthal clipless pedals on the uplift trailer.

The new pedals appear to use a Shimano SPD-compatible mechanism and feature a large platform for enduro and downhill use.

Renthal only branched out into mountain bike pedals last year with the launch of the Revo-F, which impressed us with its robust design.

Before this, Renthal was better known for its MTB handlebars, with the brand’s Fatbar having become iconic over the years for its reliability and golden colour scheme.

The Revo name is embossed into the pedal mechanism, so it looks as though Renthal is carrying the name into this clipless model too.

Gold-textured platforms

The unreleased pedals appear to feature a similar platform to the Revo-Fs, but use eight pins instead of 10 on either side for extra traction.

Rear-loaded pins are used with hex key heads, which should make changing blunted or obliterated pins easy.

Renthal’s flat pedals offer tuneable grip levels through varying pin heights, so we’d expect to see that on the clipless model too.

The platform uses a textured surface that fans of the Fatbar will be familiar with – unlike the Revo-F pedals, which have a glossy finish.

This smooth finish is seen on the sides of the pedal body.

Like many of the best mountain bike pedals, the overall pedal body uses a trapezoid shape, which should help fend off blunt rock strikes without unsettling your foot too much.

The Revo-F pedal is constructed from forged 6010 aluminium, with CNC machining used to remove excess material, and it appears the same process is being employed for this clipless pedal.

Shimano-inspired mechanism

The mechanism itself features a spring adjuster, which should enable you to change how much effort is required to unclip from the pedals.

There appear to be attempts at saving weight, with the sides of the body featuring cutaways not seen on the Revo-F – possibly offsetting some of the weight added with the clipless mechanism.

A large hex key end cap is seen on the outside of the pedal, suggesting we can expect the pedals to be fully serviceable, with Renthal offering full rebuild kits for the Revo-F.

The Revo-F spins on an extra wide Igus bushing and three cartridge bearings, so it’s highly likely that we can expect these clipless variants to do the same.

The same is likely for the Chromoly axle.

We’re not sure when to expect the pedals, but they don’t look far away from being production-ready.

Fox has announced the release of its new X2 shock, claiming it to be the world’s first four-way adjustable monotube mountain bike shock.

The brand says its shift to a monotube design has enabled the X2 to be more durable, as well as allowing for full pressure balancing, increasing the shock’s usable range.

Alongside the X2, Fox has also released its new DHX2 coil shock, which features identical internal architecture but uses a coil instead of an oversized air can.

The new X2’s pricing ranges from £809 / $699 / €939 / AU$1,199 to £849 / $739 / €989 / AU$1,299, while the DHX2 ranges from £729 / $679 / €909 / AU$1,199 to £829 / $719 / €959 / AU$1,249.

The X2 comes in two-position Performance and Factory spec, or as a DH option that doesn’t feature a climb position.

Fox says it has addressed the reliability issues that haunted the previous X2, with the new shock said to be more durable than before.

Moving to monotube

The new architecture sees the X2 departing from a twin-tube design and moving to a monotube, which Fox says enables pressure balancing in the shock.

Pressure balancing is said to benefit the suspension by maintaining low positive pressure in the damper, enabling a much faster damper response time to rider inputs.

Positive pressure in the damper prevents cavitation and alleviates oil aeration, both of which can negatively affect the performance of mountain bike shocks.

Fox says it needed to introduce pressure balancing to match the performance of the GRIP X2 damper found in the brand’s forks.

The new shock is said to have greater control over the shock’s rebound stroke and how the rear tyre behaves, leading to greater rider confidence.

The monotube design has also enabled Fox to increase the main shaft diameter from 9.5mm to 12.7mm for added strength and durability.

Four-way adjustment

Unlike Fox’s other monotube shocks, such as the Float X and DHX, which use an orifice and needle design for low-speed compression, the X2 and DHX2 feature an additional adjuster that combines a combination of cams and gears to rotate and move the rebound rod axially. 

This rotation also turns the Variable Valve Control (VVC) plate for high-speed rebound adjustment.

Fox says the four-way adjustment gives riders and racers the edge when fractions of a second matter.

Fox X2 Factory ride impressions

I had the opportunity to ride the X2 over two days in Arizona, USA.

The shock was sat in Pivot’s Shuttle LT and was set to the brand’s recommended sag of 30 per cent.

My initial impressions were that the new X2 flutters in and out of its travel with ease without feeling as though it’s sacrificing too much travel in the suppleness.

This suppleness gives an impressive ground-hugging nature to the bike’s rear end, and while nothing compares to a coil on the descents, the X2 doesn’t feel worlds apart.

In the mid-range, the shock feels supportive, while still feeling smooth and active.

There’s plenty of adjustment on hand too, and when dialling in the high-speed compression, the shock can absorb a series of hard-hitting bumps without running out of or pushing you up into the travel.

The firm mode is easy to access and provides a strong platform for climbing without completely hardening the rear end, allowing for good grip on technical climbs.

I’m interested in putting the X2 through its paces on home trails soon to see how it performs over a longer period of time.

Fox X2 spec details

• Size (Eyelet): 210×50, 210×52.5, 210×55, 230×60, 230×62.5, 230×65, 250×75
• Size (Trunion): 185×55, 205×60, 205×65, 225×75
• Adjustability: High/low-speed compression, high/low-speed rebound
• Max air spring compression: 350psi
• Air volume spacers: 1cc increments
• Weight: 720g (210×55)

Rapha has released two new shoes, the Rapha Pro Team Powerweave Road and Gravel, which are said to benefit from its Wear Test programme.

The programme asks 130 amateur and professional athletes worldwide to give feedback on new products, from initial development to validation. 

Finn Abbot-White, Rapha’s Wear Test lead, says: “We handpick testers, people I would call experts and seasoned riders. People who are critical, but who want to help us push boundaries.” 

• Rapha’s new rain jacket is its lightest ever – or is it?

The new Road and Gravel shoes feature Rapha’s woven Powerweave uppers, which debuted on the Pro Team shoes in 2020.  

The uppers have a new knitted sock collar, similar to what you find on some football boots. Rapha says this “ensures a stable, locked-in fit eliminating tongue movement and hotspots”. 

The new £350 shoes also share Boa Li2 dials for “comfort and total control” over fit adjustments. 

Rapha Pro Team Powerweave Road 

The Pro Team Powerweave Road shoes target greater comfort and a “superior connection”.

Alongside the woven upper and Li2 dials, the road cycling shoes have a 100 per cent carbon sole for stiffness and power delivery. 

There is also a heel counter made from Pebax, a thermoplastic polymer with a low material density and an efficient energy return, according to its producer Arkema. 

You can adjust the fit of the new road shoes thanks to interchangeable insole arches. 

The shoes take inspiration from the Rapha Climber’s Shoes with reflective detailing. 

Rapha says they weigh 227g per shoe (size 42) and recommends you go up half a size. 

Rapha Pro Team Powerweave Gravel 

Rapha’s new road shoe features a carbon sole, but the Pro Team Powerweave Gravel pairs an EVA midsole and Vibram Megagrip outsole. 

Rapha says this combination “enhances off-bike agility and grip”, while a carbon plate and reinforced toe aid power transfer, durability and support. 

“For the Gravel version we didn’t want a completely stripped back sole, we wanted to keep that off-bike comfort, and at different levels of contact, allowing your foot to adjust to different shapes in the terrain,” says Rapha’s senior footwear designer Tom Matic.  

Another difference between the shoes is the upper material. The road shoe uses a 100 per cent recycled polyester, but the gravel shoe combines this with a TPU yarn for better abrasion resistance. 

The Pro Team Powerweave Gravel shoes weigh a claimed 282g per shoe (size 42) and come with interchangeable insole arches. 

See zwiftinsider.com/portal/oude-kwaremont/

Name: Jen Panteluk 

Hometown: Edmonton, AB 

How did you get into cycling? Mountain biked when I was younger and bought a road bike after university when I decided I needed to do a triathlon to ‘check it off’ my bucket list. I was terrified to clip in and went to a local park and rode around in circles until I had it mastered. Looking back on this now I laugh and think about how I could do it in my sleep now!! 

How many years have you been racing on Zwift? In 2021 I signed up for Zwift and would enter a community race here and there but was mostly on the platform for workouts and to chase badges. A friend of mine encouraged me to join Coalition in August 2022 and I raced in ZRL that September and I was hooked! 

Are you part of a Virtual team? Yes – Coalition which is such an amazing community! 

What do you love most about racing? Everything – I love the journey to get to the start of any race, the intensity and strategy that goes into racing, and most importantly the dynamic of virtually racing with a team. 

What is your favourite style of race (e.g. points, scratch, iTT, TTT, Chase, duathlon)? Ooo…this is such a tricky question! TTT is fun because of the team dynamic working together, but points races with a team are also enjoyable trying to figure out how to leverage the strengths of each person and how you can support each other. As a triathlete, I also love a little duathlon action too! For me, who you’re racing with is more important than the format. 

What is your favourite Zwift women’s race series? Warrior Games runs a number of fantastic series throughout the year which always engage a wonderful women’s field. I also have a soft spot for ZRL – I was placed on the most amazing team and honestly was inspired by each person on that team. The support and encouragement from those women was (and continues to be) phenomenal!

What is your most memorable racing experience, inside or outside or BOTH? Triathlon World Championships in 2014 – representing Canada as an age group athlete at home in Edmonton was a really special experience. 

What is your favourite food to eat post race? I like a good recovery shake – sometimes it takes a bit before I want to eat after a race. 

What advice would you give to a woman entering her first Zwift race? Have fun and don’t overthink it! Sometimes there is a lot to wrap your head around, but if you take the pressure off and go in with a goal of enjoying the race you get that first one under your belt and grow from there.

Any upcoming race you are looking forward to? Virtually, the mini 3-day series are a lot of fun to challenge yourself multiple days in a row. In person – 1/2 Ironman World Championships next November. 

Where can people follow your racing adventures? On Zwift and when I remember to post on Instagram @trijenpanteluk.

We’ve spotted Ethan Craik, one of the Scott Factory Downhill team’s top riders, ripping round BikePark Wales on what appears to be the latest iteration of the Scott Gambler.

Charging down the Welsh hillside as part of BikePark Wales’ Not A Race event, Craik wasn’t hanging about on the new Gambler.

It’s been six years since Scott updated the Gambler and this latest version looks to follow suit when it comes to the Swiss brand’s now preferred frame aesthetics.

With the rear shock now hidden within the frame – something Scott has done with the Spark XC bike, Genius trail bike and, more recently, the Ransom enduro bike – this Gambler is clearly a very different beast from the outgoing machine, which used a vertically mounted shock and four-bar linkage suspension system.

What else is new, though?

Hidden shock, more links

Scott hasn’t exactly been super-secretive in hiding the new Gambler, having had various team members posting riding clips aboard it on social media.

Craik and Benoît Coulanges also hit the first round of the Portuguese DH Cup on it earlier this month, finishing second and third respectively.

Scott will have been working on this bike for years, not just these past few months, but it’s not as if it had to start from scratch, given how the rest of the line-up has been updated in recent times.

The new Gambler appears to share similarities with the 170mm-travel Ransom, which houses the shock horizontally in the down tube, where it’s accessed via a bolt-on cover, just like the one we can see here on the Gambler.

Useful adjustments

In terms of what’s driving the shock – again, from what can be seen, there are a lot of similarities to the six-bar system used on the Ransom.

What’s different here, though, is the forward shock bolt looks to offer some form of adjustment, thanks to the diamond-shaped chips locking them in place, unlike the standard shock bolt used on the Ransom frame.

We’d guess these could alter the level of progression available through the rear-suspension travel, although it’s hard to say for sure.

There appears to be more available to tweak on the Gambler, though.

On what looks to be a machined aluminium rocker link connecting the seatstays to the main frame – indicating that this is still a prototype and not quite ready for release – there seem to be bolt mounts on the inside for what we’d presume to be a removable brace.

Bolting a brace in here will likely boost rear-end stiffness – great if you’re a heavy, hard-hitting rider. Removing it will increase flexibility and most likely help to improve rear-wheel traction. It’ll also help to add some compliance for lighter riders.

On top of that, the rear axle dropouts appear to be bolted in place, suggesting these can be swapped out, most likely for different-length options to either accommodate different wheel sizes or tweak the length of the rear centre.

Keeping it quiet

Take a look at the driveside chainstay and you’ll see the STFU chain-damping guide.

These guides have been placed above and below the chainstay. We’re guessing, in the battle to create the quietest bike at the 2025 races, this’ll help keep noise to a minimum.

There’s also the Rimpact Chain Damper, which replaces the regular chainring.

This nifty little device is used to reduce pedal kickback through the suspension system for a smoother ride feel.

Again, we’re sure this is all in a bid to create one of the smoothest, most comfortable bikes on the hillside.

We weren’t able to get an up-close bike check with Ethan Craik’s new Gambler at the event, because the bike still doesn’t officially exist, but, when we do get more details, we’ll be sure to let you know.

Industry Nine’s Hydra Classic mountain bike hubs are currently discounted to £327 at BikeTart – a 50 per cent saving on their RRP of £660.

While the updated Hydra 2 hubs were released earlier this month, the first-generation model is still a high-level performer at the heart of any wheelset, especially with the savings on offer.

We tested the hubs alongside Reserve’s 30 rims and were impressed by their quick engagement thanks to a 0.52-degree freehub engagement angle.

• Buy the Industry Nine Hydra Classic mountain bike hubs from BikeTart

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What are you getting here?

As mentioned, these are the first-generation hubs made in Industry Nine’s North Carolina machine shop.

They feature a milled construction from 7075-T6 aluminium and are anodised in-house, with Industry Nine offering a large array of colours.

The front hub weighs in at 165g, while the rear is reasonably light at 289g.

Shimano and SRAM-free bodies are available, with Boost and non-Boost options available in the deal.

There is also the option of six-bolt or Center Lock rotors, depending on your preference.

If you like loud hubs, the I9 Hydra should be on your radar, with the ludicrous engagement angle resulting in a high-pitched buzz as you freewheel.

The hubs are home-mechanic friendly and can be serviced without any proprietary tools.

Despite not being the latest model, Industry Nine backs the Hydra hubs with a two-year warranty.

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Play the long game

Mitchell says distance was the number one difference she felt between her first experience of American gravel at Unbound and what she knows from UK and European events.

The trend is for bigger distances in the US. Unbound’s main event in 2024 was 202.8 miles (there was even as XL 352-mile route). Distances of 100 miles+ are common throughout the American scene, and, for Mitchell, the 2024 Unbound was the longest ride she’d ever done.

“When they are so long, every aspect of your plan for the race is different,” says Mitchell. “The way you train, how you fuel, the spares you carry, you need to adapt for the distance.”

Be prepared to talk tyres

Your choice of gravel tyres might be the number one subject you get roped into talking about, or overhear, at Unbound.

“I’ve never heard so much chat about tyre choice and tyre size as I did in Kansas,” says Mitchell. “It was very flinty, the course we did, which makes punctures more likely.”

American gravel routes are typically more consistent – pure gravel roads that stretch for miles – so you’d think tyre choice would be more crucial in more varied UK and European terrain.

“I think that because it is so smooth [in the US], then on the occasions it does get a bit rockier, people freak out. For me, it’d feel totally fine.”

Fuelling can make or break your ride

How do you train for a flat-out 200 miles? Mitchell juggles her gravel racing ambitions around a full-time job in London and so finding the time to replicate this in training is nigh-on impossible.

Indeed, the 2024 Unbound was her longest-ever ride. The good news is that, according to Mitchell, you don’t need to ride that far in training.

“After training to a certain level, I think fuelling is the most important thing,” she insists. “90 grams of carbohydrate, at least.”

For some people, training your gut, by slowly increasing carb intake over a period of time in training, is necessary to avoid gastric distress.

Arrive in plenty of time to adjust to the Kansas time zone

Kansas is a long way to travel for a gravel race and the likelihood is you won’t have a huge amount of time to acclimatise to your new time zone (six hours behind the UK).

Mitchell had only two days from stepping off the plane to lining up at the start, so she resolved to stick to UK time as much as possible.

With the race starting at 6am, she’d go to bed at 8pm, get eight hours of sleep and wake up naturally at 4am, ready to get ready for the race.

Try to enjoy the scenery

Don’t hope for or expect a motivation fillip from riding in an exotic location at Unbound. “So dull” is how Mitchell describes the Kansas scenery.

There’s almost 11,000 ft/3,350m elevation on the 203-mile course – you won’t want for climbing when it’s all over – but on wide-open plains it can get a little same-y.

“The race apart, I wouldn’t be recommending people go there for a cycling holiday, when you could go to California or Colorado,” Mitchell says.

It does have history on its side though, as one of longest-established gravel races in America and a high placing is prestigious in the gravel world.

Be prepared for wet and muddy sections, even on dry days

Weather conditions can be a pleasant mid-20s in Emporia, Kansas in late May, or substantially less than that, but whatever the conditions on the day, recent rain can churn up the course badly.

The 2023 race was infamous for the various quagmires that ate through rear derailleurs and ruined people’s rides.

Adjust your setup according to the conditions – wider tyres with more tread may be appropriate, particularly if you’re looking merely to finish, rather than place highly.

“It was a dream in 2024,” says Mitchell. “A bit of rain beforehand made everyone nervous, but in the end there was only one slightly questionable bit of the route.”

Take the advice of more experienced riders regarding your bike setup

More than on the road, each gravel race and course requires careful pondering of your bike setup.

As we’ve already mentioned, Mitchell got dragged into the endless chatter about tyres (she opted for 45mm, slightly wider than her usual) and the race proved to be a learning curve for her.

She rode a tubeless setup, like many others, but with only sealant – no liners.

Tyre liners are inserts that enable you to ride on in the event of a puncture. This happened to Rosa Klöser, the winner, and she’d have been out of contention without the liner.

“I’d consider using one in future. If you have a flat in the middle of nowhere, they’ll get you to the next feed.”

Know the course inside-out

In an every-rider-for-themselves race, on-the-road tactics are somewhat limited because there are no team-mates to help each other.

This keeps Mitchell’s tactical pep talk brief: “Hold on for as long as possible!”

There are things you can do pre-race, however.

“So much of it was about positioning and knowing where the sectors were… knowing the course well enough to know when the more technical bits are coming up will help you not to lose contact with your group.”

Be equipped for all scenarios

Unbound is a race of self-sufficiency, so you’ll need to fix your own mechanicals on the road. Just be wary of not over-carrying tools and spares.

“I went a bit overboard on what I carried,” Mitchell says. “Some of the guys had such a rough time of it in 2023 that they encouraged you to carry more this time because you obviously don’t want to be stuck out there on your own. I had a couple of spare tubes, eight tyre plugs, four canisters of CO2 – it’s just quite a lot!”

Don’t believe the hype

Try not to let the hype of taking part in a race such as Unbound get the better of you.

Such experiences don’t come along every day, so remembering to enjoy it is paramount.

“I think people worry about the problems they might have at these races. Because it’s so long, you’ve got to keep the stress levels down and pick yourself up to sort the problem.”

If it’s happened to you, it could happen to others – there’s so much that can happen in 200 miles of racing. You’ve just got to take it as it comes.

---

Three fantastic American gravel races to ponder

Essential kit

Muc-Off Puncture Plug Repair Kit

• Price: £15

Sometimes a puncture in your tubeless tyre is too big to self-seal. In such circumstances, plugs are needed. This kit comes with 10 plugs – five thin and five thick, depending on the hole – and the tools to fit them.

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Lezyne Control Drive CO2 inflator

• Price: £26

Coming with both the aluminium inflator and one CO2 cartridge, this double act will speed up your puncture repair. CO2 is released through a twist dial for precise inflation.

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Zanco Tiny T1

• Price: £69.99

Communication when in remote places is vital, but the 227g of the iPhone 16 Pro Max is unnecessary weight to haul 200 miles. Step forward this 13g marvel from Zanco.

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There’s always something fun to ride on Zwift! See our picks for this weekend below, including big races and long group rides.

*Note: UK clocks change this weekend, so times below may shift by an hour. Check the Companion app for times.

Zwift Games Makeup Stages

LEQP Provence Badge Hunter Series

Chasing Wevelgem (ECRO World Tour)

Vikings Valhalla Sunday Skaal Ride

Zwift Big Spin, Stage 4

How We Make Our Picks

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!

Two cycling industry veterans with more than 35 years of experience have launched a new bike brand called Avona.

Billed as a “performance first” brand, Avona is debuting new road, gravel and mountain bikes, all three of which are claimed to “rival the best” in their category.

The mountain bike is claimed to be “the lightest full-suspension frame on the market”.

Let’s take a closer look at the people behind Avona, its three new bikes and how the brand plans to outshine the competition.

Always one step ahead

Avona is a joint project between two Germans – Jonas Müller, formerly of Arc8, BMC, Santa Cruz and DT Swiss, and Max Koch of MK Bicycles.

Having created countless bikes and components for other brands, Müller is now going it alone with the help of Koch.

It’s fair to say Avona enters a highly competitive market, at a time when the industry is still facing tough times due to the fallout from global shocks such as the COVID-19 pandemic, among other things.

Given we already have the likes of Canyon, Cube and Rose, you might find yourself asking whether the world needs another German brand promising efficient carbon bikes at reasonable prices.

Fortunately, though, Avona has more than a few tricks up its sleeve to help it stand out from the crowd.

Compared to the three brands just mentioned, for example, Müller says Avona will have the advantage of being a small company that can react to emerging trends more quickly and easily – helping it stay ahead of the pack.

Holistic performance

A key part of Avona’s “holistic approach to performance” centres around the brand’s components, for example.

Avona’s three bikes are, as you’d imagine, said to be competitive with the best available in each category, in terms of aerodynamics, stiffness, weight, ride quality and so on.

This is thanks to the brand’s use of advanced development tools such as CFD modelling, wind tunnel testing and virtual prototyping.

However, there are “greater gains” in getting the bike fit and component selection right than in frame development alone, says Müller, and that’s where Avona intends to make the difference.

Avona bikes are assembled to order in Germany, says Müller, which means riders can make critical choices surrounding crank length, handlebar width and stem length, and customise the spec to get their preferred tyres, wheels and suspension (where applicable).

The brand is even going as far as to spec CeramicSpeed waxed chains on every bike.

“Drivetrain efficiency is overlooked by most bike brands,” Müller says, and the performance benefits of a waxed chain are “worth more than an expensive groupset”.

According to the brand, the potential gains from this approach are significant.

It claims, for example, that its gravel bike – the Callis – requires 44 fewer watts to ride at 35kph compared to an unnamed benchmark competitor.

Müller notes, though, that only four of those watts are saved via frame optimisations, with the remaining savings coming through smart spec choices – such as the Hutchinson Caracal Race gravel tyres, integrated cockpit and aero wheels.

You could, of course, make such upgrades to stock bikes from other brands, but you’d obviously need to go out of your way (and spend extra money) to do so, because most brands don’t offer such detailed customisation options at the point of purchase.

Avona bikes range and spec details

Avona Silva mountain bike

As already noted, Avona says its Silva carbon mountain bike is “the lightest full suspension frame on the market”, with a complete frameset weighing only 1,764 (painted size M frame including rear shock, chainstay protection and chain guide).

According to the brand, the Silva marries the weight of a cross-country bike with the descending prowess of an enduro bike.

This is because, Avona says, descents are “where the bike makes a difference”.

The Silva platform is designed around 105 to 115mm of travel at the rear and 120 to 130mm up-front, with a slack, 65-degree head tube angle.

Available in two sizes (M and L), Avona says a complete size-M bike weighs 10.17kg with a SRAM GX Eagle AXS Transmission groupset and Newmen Phase 30 light wheels.

Prices start from €3,499 for the frameset, Faserwerk Baslerstab integrated handlebar and Fox Float SL Factory rear shock, and rise to €11,999 for a complete build with a SRAM Eagle XX SL groupset and a RockShox SID Flight Attendant fork.

Avona Callis gravel bike

The Callis is Avona’s gravel race bike, with an aerodynamically optimised carbon frameset and clearance for 50mm-wide tyres.

Avona claims a clear-coat painted frame weight of 950 to 1,020g, depending on frame size and including a front derailleur hanger, while the matching fork is said to weigh 463g uncut.

Beyond aerodynamic considerations, the rear end of the bike is said to be optimised for comfort – which the brand says “significantly reduces the power required to roll over rough surfaces”.

The slender Faserwerk Wuthocker Aero seatpost, for example, is claimed to have the compliance of a 27.2mm round seatpost, while still offering an efficiency benefit. Likewise, the sloping top tube enables more seatpost to be exposed, for a greater amount of flex.

There are also small, but important details, such as a sealed upper-headset bearing cover to improve bearing life and an integrated down tube storage port.

In terms of geometry, there are four sizes (S to XL) and Avona says it opted to keep the “agility and responsiveness of a road bike”, rather than straying “too deep into MTB territory”.

Prices start at €3,499 for the frameset, integrated cockpit and seatpost, and rise to €9,999 for a complete build with SRAM Red XPLR AXS and DT Swiss wheels.

A complete Avona Callis with Shimano GRX Di2 R825 and carbon gravel wheels is claimed to weigh 8.26kg in a size L.

Avona Velum road bike

Avona’s Velum road bike takes a similar all-rounder racer approach as the Callis, with a balance of aerodynamic optimisations and comfort-enhancing features.

While the Velum is still in development (Avona says it’s set to launch in the autumn), it claims a 730g weight for an unpainted size-54cm frame, alongside clearance for 35mm-wide tyres.

Like the Callis, the Velum will feature an integrated cockpit and slim aero seatpost, with extensive build customisation options.

Pricing will be confirmed when the Velum is eventually available, but Avona says it expects it to be “comparable” to the Callis.