This week. the first round of Zwift Racing League 2025/26 kicked off with a team time trial on Watopia’s new Southern Coast Cruise route. I knew the rolling roads would present a challenge, and I was also riding with a new squad. Read on to learn how our race unfolded!

On Joining a New Team

Before getting into the story of the race, I want to unpack my experience moving to a new team for this season of ZRL, as there are useful takeaways here for both Zwift HQ and the Zwift community.

I’ve ridden with DIRT since the beginning of ZRL back in October 2020, and this season I was just looking for something… different. Nothing against DIRT, of course. They’re a huge team full of great people who will always have the best acronym-based team name (Dads Inside Riding Trainers). I was just looking to ride with a fresh bunch of folks and experience how other teams work.

Finding a Team

So I put my name out there on the WTRL Zwift Racing League Facebook page, and lots of teams reached out. (Apparently, mid-cat B riders who can’t climb are in high demand these days!) I ended up going with The Coalition because I already knew lots of folks on the team, I like their ethos of fair racing, and they seem very well-organized.

As instructed by their helpful website, I joined the Coalition Discord server and started working through the steps to fully join the team. Honestly, it was a bit overwhelming. There are several things that need to happen in order to get the team kit, join a ZRL team, and actually get to race. But their website and team leaders were very helpful and on the ball, and soon enough I’d submitted my weigh-in and height verification videos, been assigned to a ZRL team, and unlocked the kit.

Development Division

My new ZRL team is Coalition Delusion, and we’re racing in the Lime B1 Open Development league. The “development” divisions are a new feature introduced this round with a lower zFTP cap enforced within each category (e.g., B category zFTP max = 3.79 W/kg). According to WTRL “This ensures a fairer and more supportive racing environment for improving athletes.” But in practice, I think it really means low and mid-cat B riders have a place in ZRL where they can enjoy team racing again, instead of going into the meatgrinder that is B1! (I’ve talked about this at length before, so I’ll spare you the details.)

This Could Be Better

Props to Coalition for running a tight yet welcoming ship. But let’s be clear: Coalition, and all other Zwift teams, are forced to do the work because there’s no other alternative. And that’s just silly, given that Zwift is almost 11 years old, and we’re in our 16th ZRL round.

Zwift should have built teams into the platform from day one, making it easy to connect with others and enabling native team functionality in races. It would have removed barriers to entry and made team organizing and racing even cooler. (And it still would.)

And after 15 rounds of racing, there should be an easy way to find a ZRL team that doesn’t involve posting a message on a Facebook group. That just doesn’t scale when you’re dealing with thousands of riders, and it’s not a user-friendly experience for new riders.

With that vent finished, let’s get on with the race.

Planning + Warmup

While I’ll occasionally skimp on completing a full warmup before a one-off scratch race, I’m always careful to warm up thoroughly before important races like ZRL.

I was already one dirty chai and a few pieces of Neuro caffeine gum into my day by the time I got on the bike at 9:30am, so I was nicely caffeinated. I’d also applied some PR Lotion to my legs (don’t knock it ’til you’ve tried it), then I rode a 30-minute warmup, keeping the effort mostly zone 2, with a few spinups to get my heart rate up in zone 4.

As often happens in TTTs, a teammate had to drop out at the last minute, which meant we scrambled to find a sub. We finally found Adrian, captain of another Coalition team, who was kind (and crazy) enough to join us even though he’d be racing with another team earlier that day.

Teammate Chris M wasn’t able to race, so he volunteered to DS for this TTT. It’s always nice having a DS on Discord who isn’t riding in the race, as they can calmly direct the team, leaving the riders to focus on their efforts.

While warming up, I looked at our team’s final “pull sheet.” This document, put together by our Captain Neil, listed the order we would take our pulls, plus our target pull length and wattage. I noted I was the last rider in the list, so I added a “6” at the start of my name in game. I’d be targeting 350W 60-second pulls, and the wheel I’d be sitting on otherwise was Andrew’s. Simple enough.

After signing into Discord and getting my OBS recording started, it was time to enter the pens. Let’s race!

The Race

This being our first-ever TTT together, I think we were all curious about how well we’d work together. TTTs can get messy real quick if you aren’t organized beforehand or have just one or two inexperienced riders.

But we fell into order quickly right out of the gate, sliding into that uber-efficient single-file formation that TTT riders strive for. Our line looked so good, in fact, that I tried to snap some good pics. Problem was, every time I changed to the drone camera, I would get out of position myself! (Sorry, guys…)

We cycled through our turns on the front, calling out our target time when we hit the front “Eric on until 12:30” and calling out when we had 10 then 5 seconds left on our pulls.

The team was working well together, and Chris was doing a great of DSing, but there were two things I was seeing:

• Our gap to the team ahead (BZR) was over a minute, meaning they were faster so far
• Adrian, our last-minute sub, was struggling to take pulls

You can’t panic in a TTT, though. Plan your race, then race your plan. We had known Adrian might struggle in his second race of the day, so when he decided to drop off around the LAX roundabout, we smoothly transitioned into rotating as a unit of 5.

I wasn’t sure how 1-minute pulls would feel, as I’d always been the guy doing 30-second pulls in the past, usually on teams where most of the riders were stronger than me! But I was feeling good as we kept chugging along. Captain Neil and I were probably the worst offenders when it came to overlapping wheels. I blame it on my lack of recent TTT experience. And I’ll let Neil make up his own excuse…

With 10.9km to go, teammate Rob fell off the back – I’m still not sure what happened, but it sounded on Discord like he said he had to hop off the bike! He went to zero watts for 15 seconds, which would normally be a death sentence in a Zwift race. But he had hopped off on the downhill heading into the Woodside Sprint, which kept his avatar moving faster than if he’d hopped off on a flat or climb.

We eased a bit, and he pushed hard, and we were back together just 40 seconds later. These kinds of events happen often in TTTs and can really slow a team if handled incorrectly. So kudos to Rob for the impressive push to rejoin, and good job to the team overall for easing without easing too much.

We exited the Summit City Velodrome turnaround with 2.7km to go, and up the road I saw we were in a dead heat with the BZR squad, having brought back a few seconds in the last few minutes. This was going to be close!

We held formation until there were just 800 meters to go. Then I decided to power up and go all-in for the final 30-45 seconds, since I had more gas in the tank and could lend a helpful draft to anyone behind. All in to the line!

I averaged 470W for the final 60 seconds, finishing just behind Andrew as the second rider in my team. Our final time, taken off our fourth rider, would be 36:07.609.

See my ride on Strava >

Watch the Video

Results and Takeaways

If you’ve ever raced in ZRL, you know what comes next after crossing the finish line: the agonizing wait for the results to show up on the WTRL website!

Usually they show up within 15-30 minutes, but for this, the first race of Round 1, we kept waiting… and waiting…

It wasn’t until Thursday morning, almost 48 hours after our race, that the results table was populated. Apparently WTRL and Zwift were making lots of changes to backend systems and websites in the past few weeks, and those changes, coupled with lots of last-minute team registrations and changes, meant WTRL was scrambling to get results processed and displayed quickly. In fact, some teams got their race passes late, and weren’t even able to race. Ouch.

Read more in this Facebook post from WTRL >

I feel bad for Martin and his team at WTRL, who have been putting in long hours to get ZRL Round 1 launched. I know they’ve been working crazy hard.

But at the same time, it has to be said: this is the 16th round of Zwift’s flagship team race series. The experience should be better. Zwift and WTRL can do better.

Here are the results from our race:

A bit confusing, right? So, Team Ukraine Mariupol turned in the fastest time on the day, and my team (Coalition Delusion) was second-fastest. But (and this is important) one rider on Team Ukraine received a Code 7.

What is a code 7? Well, I searched WTRL’s rulebook and website for a definition, and couldn’t find one. But I did find this in the rulebook:

5.2.7: Racers found to be exceeding the limits in any race and receive a Code 7 or 8 disqualification will be removed from that team and will not be permitted to race with that team for the remainder of the Round. Racers receiving a Code 7 or 8 are encouraged to consider riding for a team in a higher division or category.

Poking around various forum and Facebook comments, Code 7 seems to be defined as “Rider has exceeded Division Power Limits”. Makes sense, as the rider in question averaged 4.681 W/kg for the race, when the zFTP limit for B Development divisions is 3.79 W/kg!

Receiving a Code 7 in a TTT is especially problematic, because in theory, an overpowered rider could tow his team to the line. How can that situation be handled fairly? WTRL’s rulebook says:

4.3.3 C: If a team fields an ineligible racer in a Team Time Trial, the team will be awarded 50% of the League points they would otherwise have earned.

So it seems we both won and lost our TTT. Team Ukraine was faster, but their points were cut in half (and rounded up?) due to the Code 7. In the end, since we received the highest number of points. I’ll consider it a win.

On a pacing note, I think my team did a great job of not going too hard out of the gate, so we had gas in the tank to finish strong. We probably started a bit too slowly, in fact, but this sort of “negative split” pacing seems to be really effective in team time trialing. Well done all, and kudos to Captain Neil, DS Chris M, and Andrew, Chris F, Rob, and Adrian for strong planning and execution.

Personally, this was one of the easier TTTs I’ve raced. That’s not to say it was easy, of course: I was bang on my best power for 2025 in the 32-35 minutes window. But I wasn’t struggling to hold on, and I had a bit more punch left at the end than most TTTs I’ve endured. So that was nice.

At the end of the race, as Adrian was finishing up his ride, we took a Discord snapshot:

See you all next week!

Your Thoughts

How did your first race of round 1 go? Share below…

Trek has launched the Checkpoint+, adding a motor to its gravel adventure bike.

As with the Domane+ SLR road bike, launched in 2022, Trek has chosen a TQ harmonic pin ring motor, but for the Checkpoint+, it’s the upgraded HPR60 that’s also trickling into the electric mountain bike market.

The motor kicks out 60Nm of torque, up from 50Nm on the HPR50, along with 350W peak power rather than 300W. Trek says the TQ HPR60 is both lighter and quieter than the HPR50.

Like the Domane+, the Checkpoint+ is a Category 3 electric bike in the US and can provide assistance up to 28mph, although riders elsewhere are limited to 25km/h.

• Electric bikes and the law – everything you need to know about ebike regulations
• Best electric gravel bikes: 9 gravel ebikes rated and reviewed

50-mile range

The in-frame 360Wh battery offers a 50-mile/97km claimed range in Eco mode, with a full recharge time of 3 hours 45 minutes.

There’s the option to add a bottle-cage mounted 160Wh external range extender, increasing the range by up to 44 per cent.

As with the Domane+, Trek puts tiny buttons on the bar to enable you to change modes, placing them below the brake hoods, so you don’t have to release your grip to use them.

There’s an LED display built into the top tube, providing data on battery level, range and more. On the top-spec SL 7 AXS bike, the display is colour; it’s monochrome for the lower-spec bikes.

50mm tyre clearance

Trek applies its gravel endurance geometry, also seen in the current-generation non-assisted Checkpoint, to the Checkpoint+’s 500 Series OCLV carbon frame, including its rear IsoSpeed ride-smoothing tech.

The Checkpoint+’s geometry has a shorter reach and higher stack than Trek’s previous-generation gravel bikes, matching that of the non-assisted Checkpoint.

Gravel bike tyre clearance has increased significantly, with a host of gravel bikes, including the non-assisted Checkpoint and the just-launched fourth-generation Specialized Diverge, now offering 50mm clearance. The Checkpoint+ joins that list.

The Checkpoint+ SL 7 AXS includes a 40mm-travel RockShox Rudy XPLR suspension fork, while the lower-spec SL 5 and SL 6 have rigid forks. You can fit a gravel suspension fork aftermarket to all frame sizes except XS and add a dropper post to all sizes.

Typically of gravel bikes, there are numerous mounting points, enabling you to fit mudguards, a rack and an array of bikepacking bags. You can add Trek’s clip-on bar extensions, too. With the battery in the down tube, there’s no in-frame storage, though.

Trek Checkpoint+ model range and prices

There are three spec levels on offer, all with 1x drivetrains, with two SRAM AXS 12-speed mullet builds and a Shimano GRX option. All are tubeless-ready and come with the valves and sealant necessary to set up tubeless.

While the SL 5 and SL6 specs are available in sizes from XS to XL, the SL 7 is only available from S to XL, due to its suspension fork.

We’ve quoted Euro prices for the Netherlands and Belgium, although they vary by country.

Trek Checkpoint+ SL 7 AXS

• Frame: Checkpoint+ Series 500 OCLV carbon
• Fork: RockShox Rudy, 40mm travel
• Groupset: SRAM XO Eagle Transmission, Force levers, Praxis cranks
• Wheels: Bontrager Aeolus Elite 35V, carbon
• Tyres: Bontrager Girona Pro
• Price: £6,500 / $7,999.99 / €7,499.99 / AU$12,999.76

Trek Checkpoint+ SL 6 AXS

• Frame: Checkpoint+ Series 500 OCLV carbon
• Fork: Checkpoint+ carbon
• Groupset: SRAM GX Eagle Transmission, Rival levers, Praxis cranks
• Wheels: Bontrager Paradigm Comp 25, alloy
• Tyres: Bontrager Girona Pro
• Price: £5,000 / $6,599.99 / €5,999.99 / AU$ N/A

Trek Checkpoint+ SL 5

• Frame: Checkpoint+ Series 500 OCLV carbon
• Fork: Checkpoint+ carbon
• Groupset: Shimano GRX 12-speed mechanical, Praxis cranks
• Wheels: Bontrager Paradigm Comp 25, alloy
• Tyres: Bontrager Girona Pro
• Price: £4,500 / $5,999.99 / €4,999.99 / AU$8,999.76

Orbea has launched new components as part of its RS concept, consisting of the HMI handlebar control for ebikes and its own wired electronic MC10-RS smart dropper. Both run off an ebike’s battery.

The new dropper post runs off the ebike battery and is programmable for custom drops.

Orbea claims the new RS dropper is the lightest 240mm dropper post available, including all mechanical and electric posts.

The Basque brand has also shared details of its new Rise eMTB range, with a full launch slated for 23 September. The new tech will feature as standard on those bikes.

• Read more: 16 of the best dropper posts in 2025, and our buyer’s guide

A control ecosystem

Orbea calls the new RS concept products “The future of control”. It’s a new communication ecosystem linking an ebike’s motor, dropper and display, which Orbea is confident will set the standard for the future.

The Basque brand is keen to stress it isn’t launching simply a remote or a dropper. The brand claims it is reimagining the whole system, by both replacing the Shimano EMC100 remote (used on the current Orbea Rise) with a more ergonomic and integrated ebike remote, and integrating a dropper post lever.

Aware that many ebikes have five or more batteries, Orbea set out to design a system around one central ebike battery, with one auxiliary control on the handlebar.

The resulting RS Control System links the motor, dropper, display and handlebar control.

Orbea MC10-RS dropper post

Orbea boasts the new dropper is around 100g lighter than a typical cable-actuated dropper post.

The MC10-RS is said to be the world’s first ‘smart’ dropper, meaning the button can be programmed to perform different functions, such as a partial drop, which could be useful on technical climbs.

The post is available with 180, 210 or 240mm of travel, and each can be adjusted by 25mm in intervals of 5mm.

Orbea claims this is the lightest dropper post in its category: as light as an XC dropper, but with the performance of enduro droppers.

Orbea says using the CAN BUS technology means there’s no need for a separate battery or cable: it runs on the main ebike control cable. No additional batteries are required for the dropper or remote because both run off the ebike battery.

Orbea explains its Time Of Flight sensor unlocks the smart features programmable in the Orbea RS app.

The dropper button on the Human Machine Interface (HMI) can be used as a traditional dropper by pressing and holding.

It can also be programmed with smart features. These include using a double-press to activate a 20% drop, which could be useful for technical climbs (the percentage drop is programmable through the app). This tech could have significant real-world implications, changing the way we use dropper posts.

The new design means fewer cables hanging out of the front of the bar than a mechanical dropper. The cable for the ebike remote (with integrated dropper lever) goes from the grip through the handlebar and into the frame. The cable is plug-and-play, with connectors inside the bike linking the dropper and drive unit with the same cable.

Due to not including the weight of the cable or the battery, Orbea is claiming some impressive weights for the post. It says the 180mm MC10-RS (564g) is lighter than a cross-country dropper, such as the Fox Transfer SL 150 (560g).

Orbea claims the MC10-RS is 140g lighter than wireless droppers, with the 240mm post claimed at 646g. Fox’s Transfer Neo in 200mm (with remote and battery) is said to weigh 786g and the RockShox Reverb AXS in 225mm weighs a claimed 815g for the system.

Orbea also compares the MC10-RS with mechanical dropper posts, stating it’s the lightest 240mm dropper on the market. It claims the MC10-RS is lighter than the mechanical Fox Transfer setup in 240mm size, which it says weighs 862g, and OneUp’s V3 in 240mm, which is said to weigh 733g.

Orbea RS HMI handlebar control

Orbea’s Human Machine Interface (HMI) handlebar control is designed to be integrated and ergonomic, and function as a control for both the ebike and the dropper post.

The HMI has larger buttons with replaceable touch points and a minimal display. It has a graduated light on the front and five LEDs on top.

This doesn’t look to be particularly intuitive and riders will need to learn what the different colours and lights mean.

Shimano symbiosis

Orbea’s RS concept is: “More bike and less E, with a seamless connection between bike and rider”.

To enable this, Orbea developed its own firmware and battery to work in conjunction with the Shimano motor and handlebar control.

New Orbea Rise coming soon

This tech will be included as standard on the new Orbea Rise eMTB, with four models launching on 23 September.

These are the LT version in M10 and M-Team specs, and the SL version in M10 and M-Ltd specs.

The bikes will include Shimano Di2, with the shifting powered from the main ebike battery, and use Shimano’s Free Shift technology.

There are two battery sizes on offer: 420Wh and 630Wh. These can be chosen on the Orbea configurator. Both carbon and alloy Rise models will have these options.

Riders can switch between two profiles: RS mode, offering 54Nm, which Orbea says brings a more natural feel, and RS+ mode, unleashing the full 85Nm for maximum power.

Orbea hinted that this may not be the peak power of the drive unit, but declined to reveal any figures.

Orbea estimates using the dropper post and shifting while on a ride will equate to “less than 1% of the main battery’s capacity”.

DT Swiss has released the DEG DF, an anti-pedal kickback system that can be fitted to all Ratchet DEG-equipped hubs.

The system works by enabling the freehub to rotate within a certain range before engaging, enabling the chain to grow and reducing pedal kickback.

The German brand says it’s easily adjustable, with three setup options: 0º, 10º and 20º, and adds no extra weight to your hubs.

There is also a DEG DF Hybrid option designed to work with the higher torque provided on electric mountain bikes. However, this is limited to 0º and 10º of rotation before the freehub engages.

Both upgrade kits are priced at $176.20 / €129.90, including the tool required to change the rings within the hub.

Smoother suspension

There’s always been a battle to minimise pedal kickback on mountain bikes, with high-pivot designs a popular option for frame designers.

However, in recent years, there’s been a shift toward components to combat the issue, with Ochain and e*thirteen’s Sidekick Hub already offering solutions.

DT Swiss DEG DF offers a simplified solution, needing only the threaded ring and two ratchets to be replaced in an existing Ratchet DEG hub to achieve up to 20º of dead space before the freehub engages.

The brand says there’s no need for extra components, with the wheels’ rotation during freewheeling and the drag from the pressure of the springs on the ratchets forcing the system backwards to reset or disengaged mode.

DT Swiss says the 0º degree option is best for cross-country, the 10º option for all-mountain riding, and the 20º option for enduro and downhill applications.

The system comes with a new 90t ratchet for the DEG DF that has a 4º engagement angle, and a 60t ratchet on the DEG DF Hybrid that has a 6º engagement angle.

The brand says it’s easy to set up the system and replace the ratchets for tuning.

What is pedal kickback?

Most full-suspension bikes are designed with anti-squat in their suspension design to give better climbing efficiency, but this causes chain growth when the bike is compressed, and the cassette and chainring move away from each other.

If the cassette can’t rotate forwards because the rear wheel is locked up, the crank will be forced to rotate backwards – hence the term, pedal kickback.

Not only is this unsettling to the ride, but it can also cause the suspension to become harsh and lose sensitivity, meaning there’s less grip on offer.

Zwift Camp: Baseline is now underway, with several thousand Zwifters participating so far in this assessment-oriented training program.

I’m one of those Zwifters, and plan to share my experience in four posts – one for each workout in the program:

• 5-second power (Zone 6+)
• 1-minute power (Zone 6)
• 5-minute power (Zone 5)
• 20-minute power (Zone 4)

Red Zone Repeats

The first workout of Zwift Camp: Baseline is all about sprinting. It’s 40 minutes long and consists of a warmup punctuated by 5x 10-second primer efforts, followed by 3x maximal 10-second sprints, followed by a cooldown. In between the important bits you’ve got zone 1 and free riding blocks to keep your legs moving and give you time to ramp up your effort into a maximal sprint.

I did this first workout as a group ride, just to see what that experience was like and how Zwift had set up the events. (You can also do the workouts as an on-demand activity on your own, whenever you’d like.)

53 riders were in the event, and I was on my Cadex TT bike because I’m still working on upgrading it to its max level. I was surprised to see that the event didn’t have rubberbanding enabled like you typically see in group workouts, so the group sort of split apart, although people were still blobbed together for the most part thanks to the magic of drafting:

Since most of the ride is in ERG mode, you can’t really push harder to change your position in the group or bridge up to the next pack. Being on a TT right, my avatar didn’t draft, so for most of the ride I found myself on the front of a small group, pulling them along as we worked our way through the various intervals.

Overall, I found the workout to be pretty easy – which was a good thing, since my legs were tired from two hard rides the day before. (I can do a few maximal 10-second efforts on tired legs, but I definitely don’t want to do the 5 or 20-minute efforts later in this program unless my legs are fresh!)

One callout worth mentioning is that Zwift has put a 30-second free-ride block before each of the 10-second sprint blocks. This allows you to ramp up your speed and gearing so you can hit your sprint section in a high gear, ready to put out maximum power. (This is especially important for anyone using Zwift’s virtual shifting, since it reverts to gear 8 at the start of a free ride section, and you wouldn’t want to be working your way to the right gear during a short, 10-second sprint effort.)

For me, that meant shifting into gear 18 when doing out-of-the-saddle sprints, while gear 16 felt good for my one seated sprint attempt. Gearing is extremely important when sprinting, as you need to find just the right mix of torque and cadence to achieve maximum power!

Watch My Video

Results

I completed the Red Zone Repeats route during the cooldown portion of the workout, but it wasn’t until I clicked to end the ride that I was greeted with a few achievement banners:

I received an email from Zwift, subject line “Power Check Complete ”, as soon as the workout was finished. It included a link to my Zwift Camp Dashboard, which now looked like this:

The dashboard compares your power numbers in the Zwift Camp workouts to your 90-day best numbers. Zwift computed my best 5-second power in the workout as 1032W, which I’m happy with even though their critical power curve for the workout showed 1040W:

In fact, I set new power bests for 1-10 seconds for 2025 in this workout, according to my Strava power curve. I’ll take it!

Wrapping It Up

If you’re looking for a sprint workout, this really isn’t it. Sure, you get a few sprints in, but this is more of a sprint test. The training will come in future Zwift Camps, but for Baseline the goal is for riders to test and establish their power bests. To set baselines.

Overall, my experience with this first workout was fine, and I appreciate having quick access to my dashboard via the email link and Zwift Companion. There are a few things that would have made the workout itself a bit better, though. Here’s my list:

• Show me my 5-second power after each sprint effort. Tell me how I’m doing, and give me something to shoot for.
• Have my result match the critical power curve in the Ride Report screen.
• Don’t drop me down to virtual gear 8 every. Single. Time. Just return me to whatever my last virtual gear was.
• The power required at the start of the cooldown ramp should match the power I’m already doing. It always feels like a low blow when I’m spinning easy near the end of a workout, then the cooldown ramp kicks in and asks me to go harder. (For whatever reason, this is a common thing you see on Zwift workouts.)

Your Thoughts

Have you done this workout yet? How did it go for you? Share your experience below!

Oakley has revealed its Meta Vanguard glasses, a new line of eyewear that uses artificial intelligence to bring you “real-time personalised performance insights”. 

For those who don’t know, Oakley is owned by the vision and eyewear company EssilorLuxottica, which also owns Ray-Ban. The new Oakley ‘smart glasses’ are described as the next step in EssilorLuxottica’s partnership with Meta Platforms, which has already brought us the Ray-Ban Meta sunglasses. 

The Oakley Meta Vanguards were showcased at the Meta Connect keynote on Wednesday, alongside several other new collaborations between Meta and Ray-Ban. 

Oakley Meta Vanguard details

Oaley’s new ‘smart glasses’ feature the brand’s signature Prizm lenses with a 12MP ultra-wide camera that has a 122-degree field of view. 

The $499 / €549 glasses also feature high-decibel open-ear speakers with advanced wind noise reduction, which Oakley says is “perfect for running down a noisy road or biking through 30mph winds”. 

Oakley says the glasses are also optimised for comfort during long workouts and they’re compatible with cycling helmets. 

What is probably most remarkable about the new Oakley sunglasses is they can integrate with Strava and Garmin to provide you with real-time personalised performance insights, with up to nine hours of battery life to get you through “your entire marathon or century ride”. 

However, details on what this will look like or how it will function are currently thin.

In its own press release, Strava says you’ll be able to use the glasses to graphically overlay performance metrics – such as distance, average pace and elevation gain – from your Strava activity onto videos and photos captured by the glasses. 

As with many of the best Oakley sunglasses, you can switch the Prizm lens on the Meta Vanguards to customise your look and optimise the glasses for different conditions. 

Two new Meta Ray-Ban glasses

Also revealed at Meta Connect were the new Meta Ray-Ban Display and second-generation Ray-Ban Meta glasses.

The Meta Ray-Ban Display glasses have an integrated display for the first time. The fully-colour visual display in the right lens is said to show weather, incoming messages, video calls and AI information such as step-by-step instructions, and more. 

 You can order the glasses with your own lens prescription, and they come with a Metal Neural Band, a wristband to control the glasses. 

Costing $799, the glasses will be available in the US at the end of the month and in Canada, France, Italy and the UK next year. 

The second-generation Ray-Ban Meta glasses have an extended battery life of up to eight hours, an ultra-wide 12MP camera that captures 3K ultra-HD videos, and a range of new styles and colours. The glasses are available now for $379 / €419.

Meta also revealed Conversion Focus at the Meta Connect keynote. Said to be coming soon, this new feature uses AI glasses’ open-ear speakers to amplify the voice of the person you’re talking to and distinguish it from other background noise. 

The new Factor Aluto gravel bike is billed as an endurance-focused alternative to the brand’s race-ready Ostro Gravel.

David Millar, brand director at Factor, says: “Gravel has evolved at an incredible pace. What used to be one discipline has now split into countless styles of racing and riding.

“The Aluto is our answer to that evolution. It’s a true high-performance all-rounder: sharp, agile, and versatile enough to excel across every scenario.”

As a result, Factor says its latest gravel bike targets the “all-rounder space”, bringing the speed of the Ostro Gravel but with a host of practical design decisions and a geometry that ‘dials in’ long-distance comfort. 

The bike has been optimised around 45mm gravel tyres, although it can fit a maximum width of 47mm at the rear and 52mm at the front.

Tweaked geometry

Compared to the Factor Ostro Gravel, the Aluto has a steeper head tube angle and “equally short chainstays” to maintain a shorter wheelbase and aid agility.

Factor says the lower bottom bracket shifts the centre of gravity downwards to stabilise the ride and to strike a balance with the shorter wheelbase. 

With a higher stack than the Ostro Gravel, Factor says the Aluto allows a more adaptable fit for a wider range of riders “without compromising a race-ready position”.

“Utilitarian integration”

The Aluto’s emphasis on long-distance racing, training and exploring means it has “high-performance design cues” and “utilitarian integration”.

The bike has down tube storage, where you can stash your tools and any other essentials. We’re beginning to see more gravel – and road – bikes with down tube storage and it’s a feature that BikeRadar’s Warren Rossiter says should replace saddle packs.

While internal cable routing is often seen as a maintenance burden and far from utilitarian, Factor says the Aluto’s hidden cables have been designed to be “mechanic-friendly”. 

Elsewhere, the bike is compatible with 1x or 2x drivetrains, so you can set the Aluto up with your groupset of choice. 

Black Inc HB05 Barstem 

The Aluto comes with a new Black Inc HB05 Barstem, which is said to complement the “lively nature and geometry” of the bike. 

Factor says the cockpit has a short reach to offset the increased reach of modern groupset shifter hoods, while the shallow drop and flare are said to aid stability over rough terrain. 

Moulded cable entry ports are said to reduce machining complexities and facilitate easy cable routing. 

Inspired by the Dakar Rally 

Factor says the Aluto is available in two colour schemes, Raptor Blue and Quattro Grey, which are inspired by the Dakar Rally, the “world’s most extreme off-road proving ground”. 

“Just as Dakar cars are engineered to endure vast distances, brutal terrain, and the sharpest edges of performance, the Aluto is built to bring that same spirit of resilience, versatility and precision to gravel cycling,” says Factor. 

How much does the Factor Aluto cost?

Factor has only revealed two builds for the Aluto at launch, with either SRAM Force XPLR for £6,999 / $6,999 / €8,399 or SRAM Red XPLR for £8,699 / $8,699 / €10,499. Both builds come with a power meter. 

Zwift Racing League (ZRL) is the most popular race series on Zwift, with over 30,000 riders participating in each of the past two seasons! Many new riders join each round. Maybe that’s you?

If so, you may be confused by how Points Races work in ZRL. (Don’t feel bad, we all were when we started!) Here’s a complete answer.

Intermediate Segment Points (FAL and FTS)

Certain sprint and KOM sections on the course are designated as “intermediate” segments in ZRL points races. There are two ways to earn points on these intermediates: First-Across-the-Line (FAL) and Fastest-Through-Segment (FTS).

First-Across-the-Line (FAL)

FAL points are given to everyone who crosses the segment’s finish line each time that segment is attempted, with points based on the number of riders in the race and your position across the line. The first rider across the line gets points equal to the number of riders (eg, 60 riders=60 points) in the race. Using that 60-rider race example, 2nd would get 59 points, 3rd 58 points, etc.

N=number of riders in the race

Fastest-Through Segment (FTS)

FTS points are given to the top 5 fastest times through a segment over the course of the entire race. If a segment is designated multiple times in a race, a single rider could potentially have multiple top-5 FTS times. For example (see table below) a rider who got 1st in FTS on the first lap and 4th on the next lap would earn 10 + 4 = 14 FTS points for the race. In a 5-lap race, a strong rider could (theoretically) grab all 5 FTS spots!

Simply put, the highest FAL points go to whoever is at the front of the race on designated segments. FTS points, on the other hand, are given to the fastest times on given segments, and your overall position across the segment finish line is of no consequence.

Finish Line Points (FIN and PBP)

Along with intermediate segment points, riders earn points based on their position across the finish line. Known as FIN points in the world of ZRL, these are computed just like FAL points above:

Along with FIN points, additional Podium Bonus Points (PBP) are given to the top 5 finishers:

Race Example

This week, A/B riders in ZRL are racing four laps of Makuri Islands’ Fine and Sandy route. This route has two intermediate segments which will be awarding both FTS and FAL points:

• Boardwalk Sprint
• Tidepool Sprint

On the first Boardwalk Sprint, every rider earns FAL points. The first rider across the line earns points equal to the total number of riders in the race (60 riders means 1st place earns 60 points), 2nd rider across the line earns 59, all the way down to the last-placed rider earning just 1 point. Everyone earns FAL points each time they pass through the arch.

Additionally, on the first Boardwalk Sprint, the top 5 segment times are slotted into the leaderboard for FTS. If the race was to end right now, those 5 riders would each FTS points of 10 for 1st place, 8 for 2nd, down to 2 for 5th.

But the race isn’t over yet. We’ll be going through the Boardwalk Sprint three more times!

Riders will hit the Tidepool Sprint next, and it works just like the Boardwalk Sprint. (Intermediate segments are never related in any way, so whether there is just one intermediate or several, they all act independently, awarding FAL points each time through, and building a top-5 leaderboard across the duration of the event.)

On the next lap, FAL points work just like they did on the first lap. First rider across the line earns points equal to the total number of riders in the race, 2nd rider earns one point less, etc.

But FTS points are awarded to the 5 fastest times through the segment across the duration of the race. Think of it as a leaderboard, why whenever a rider sets a segment time faster than one currently on the leaderboard, that rider’s time gets added to the leaderboard, and the slowest time gets bumped so only the top 5 are ever listed.

On the second lap, a strong rider who set the fastest FTS time on the first lap might better their time and end up with the 1st and 2nd place listings on the invisible FTS leaderboard.

And so it continues, with each lap handing out a pile of FAL points, and new fast FTS times replacing slower ones on the top-5 leaderboard.

Eventually, riders will have finished all the intermediate segments, and only the finish line will be up the road. Riders will jostle for position, go all-in on the final sprint, and when the dust clears, FIN and PBP will be given to riders based on their position across the finish line.

The first rider across will earn FIN points equal to the number of riders in the race plus 10 PBP, the second rider will earn 1 less FIN point and 8 PBP, all the way down to the last-placed rider earning a single FIN point.

Best-Case Scenario

If you understand the explanation above, then you can understand how we get our Points Distribution charts, like this one for this week’s race:

Points Distributions, Fine and Sandy (4 Laps)

This chart shows the maximum points a team of 6 could earn in the race with 60 participants. No team will ever do this well, of course, but it lets you see, at a glance, the importance of segment points vs finishing points for a particular race. Here’s how we calculated the values for this particular chart:

• If a team of 6 crossed the Boardwalk Sprint finish line in front of everyone else every lap, they would grab 60+59+58+57+56+55=345 points each lap, for a total of 4×345=1380 Sprint FAL points
• If a team of 6 crossed the Tidepool Sprint finish line in front of everyone else every lap, they would grab 60+59+58+57+56+55=345 points each lap, for 4×345=1380 additional Sprint FAL points
• If the team set all 5 top FTS times for the Boardwalk Sprint, they would earn 10+8+6+4+2=30 FTS points
• If the team set all 5 top FTS times for the Tidepool Sprint, they would earn 10+8+6+4+2=30 additional FTS points
• If that same team of 6 were the first across the finish line, they would earn 70+67+64+61+58+55=375 FIN+PBP points

That gives us these maximum points for a team of 6:

• Sprint FAL Points: 2760
• Sprint FTS Points: 60
• KOM FAL Points: 0
• KOM FTS Points: 0
• FIN and PBP Points: 375

Segment Points Minutiae

Which Segments?

With the way WTRL sets up ZRL race routes, they don’t have to give segment points on every sprint or KOM segment on a route. They could designate certain segments as FAL only, FTS only, or as not giving points at all! That said, WTRL normally gives FAL and FTS points on all segments on the route, probably for simplicity’s sake.

Tracking FTS On Leaderboards

The leaderboards on the left side of your screen are a great way to see who grabbed FTS points, but that only works if your race has you going through a particular segment only one time. Because leaderboards only display each rider’s fastest time on the segment, in multi-lap races they probably won’t reflect the actual top 5 fastest times, since a single rider may have multiple top 5 fastest times.

I sure would love to see Zwift modify leaderboard functionality for points races, so we could see our team points totals in real time!

Seeing FTS and FAL Results on ZwiftPower

If you want to see who grabbed segment points after your race, head over to ZwiftPower, pull up your event, and then click on “Primes” at the top. Here you can toggle “First over line” and “Fastest time” to see FAL and FTS times, respectively.

Pro tip: you can actually look at these times mid-race. But you may want to leave that job to your DS!

Annulled Results and FAL

If a rider’s result is annulled (perhaps they don’t finish the race, or they get a DQ), any intermediate points they earned are effectively removed from the race. The annulled rider “keeps” those points – they are not passed on to the next-best rider. But they are also not included in the team total.

Your Thoughts

Watch for a followup post discussing strategic tips for maximizing your segment points.

Until then, if you have questions or segment point tips, share below!

The second race of Zwift Racing League 2025/26 Round 1 happens Tuesday, September 23, and we’re in Makuri Islands for multiple laps of the Fine and Sandy route.

We’ve never raced this route in ZRL, and as a points race, it presents a strategic challenge. Do you go hard on the Mech Isle Climb and try to drop riders to improve your chance at points up the road? Or do you save your legs for the sprint segments? And what part will powerups play in your decisions?

There’s much to discuss, including the route’s key sections, powerup details, strategic options, and bike choice. Let’s go!

Looking at the Route

Makuri Islands’ Fine and Sandy route is 10.6km long with 77m of elevation gain and 2 flat intermediate sprint segments per lap. We’ve never raced this route in ZRL, and A/B categories will be completing 4 laps (42.5km) while C/D categories will be racing 3 (32.9km).

Here are the key sections of the route from a points race perspective:

Mech Isle Climb (700 meters, 2.9%): This is the key feature on the route. It’s the only climb of any length, plus it’s dirt, plus you’ll hit it twice per lap! The first ~250 meters of this segment are quite flat, and it’s the final ~450 meters, averaging 4%, where the big efforts must happen.

One tip: push over the top to get yourself up to speed on the dirt descent, because gaps will open up and you can lose contact easily.

Boardwalk Sprint (240 meters @ 0%) FAL+FTS: this short sprint is pan flat and arrow-straight, so there aren’t many tips to offer apart from standard sprinting tips. Riders will be chasing FAL here, and if you want to compete, you’ll need to use your aero powerup just before crossing the start line. I recommend sitting in the draft for at least the first half, then using the draft to slingshot through the pack and across the line before anyone else.

Tidepool Sprint (310 meters @ 0%) FAL+FTS: another pan flat sprint, but this one is a bit longer and curvier than the Boardwalk. The same tips apply as above, although I would wait perhaps 5 seconds before popping my aero powerup.

The Finish: thanks to the twisty final kilometers, the finish line isn’t visible until ~140 meters to go, so you’ll want to watch your distance countdown and mind your pack position. Riders will begin sprinting well before the finish line is available, but it’s the rider with the perfect sense of timing (and perhaps a saved aero powerup) who will win on the day.

Read more about the Fine and Sandy route >

PowerUp Notes

Riders will receive one of two powerups at each arch, and there are two arches per lap, giving us a total of eight powerup possibilities (six for C/D categories). Here are details of the powerups, including the probability that you’ll receive each at an arch:

Aero Boost (75%): makes you more aerodynamic (reduces your CdA by 25%) for 15 seconds.
Use at higher speeds (flats and descents), especially when no draft is available (although it is still useful when drafting.) If you’re chasing sprint points, this is the powerup for you.

Steamroller (25%): reduces Crr for 30 seconds so you roll as fast as a road tire on pavement regardless of wheels or road surface.
This is most effective when used on dirt, which means it will be helpful on the Mech Isle dirt corkscrew climb where the key selections will happen in most races.

You’ll want an aero powerup when contesting the intermediates, as well as for your final sprint to the finish line. The steamroller powerup will prove very helpful on the Mech Isle corkscrew climb, but it’s basically useless anywhere else.

Bike Recommendations

Riders will consider a handful of factors when selecting a bike frame and wheels for this race:

1. All of the race’s available points are on flat intermediate sprints or the flat finish. No KOM points.
2. The short Mech Isle climb will be a key selection point, and if you get dropped from the front, you’ve lost your chance to earn big intermediate points.
3. Which frame have you upgraded? (read more)

Some may ask: Do I need to pick a wheelset that performs well on the Mech Isle Climb, or a more aero wheelset to optimize for the sprints and finish?

Fortunately, the physics make it easy. We tested multiple top wheelsets, and even the Tron bike, on the Mech Isle Climb:

• S-Works Tarmac SL8 with DT Swiss ARC 1100 DICUT 85/Disc
• S-Works Tarmac SL8 with DT Swiss ARC 1100 DICUT 65
• S-Works Tarmac SL8 with ENVE SES 4.5 PRO
• S-Works Tarmac SL8 with ENVE SES 8.9
• Zwift Concept Z1 (Tron)

At 5 W/kg, all these setups turned in the same time on the Strava segment: 1:25. Strava doesn’t do fractional seconds in times, but the consistency of those times tells us one thing: you can optimize your setup for the flat sprints without fear of losing time on the key climb!

So we’re recommending pairing the DT Swiss ARC 1100 DICUT 85/Disc wheels – the most aero wheels in game – with any of the following frames:

• S-Works Tarmac SL8
• Pinarello Dogma F 2024
• Canyon Aeroad 2024
• Cannondale SuperSix EVO LAB71
• Zwift Concept Z1

See Speed Tests: Tron Bike vs Top Performers for more nerd-level detail on frame and wheel performance, and check out Fastest Bike Frames and Wheels at Each Zwift Level to determine the fastest setup available to you.

More Route Recons

Lots of recon events are scheduled on upcoming ZRL routes, led by various teams. See upcoming ZRL recons for this race at zwift.com/events/tag/zrlrecon.

(Coming soon)

Strategic Options

Points Distributions, Fine and Sandy

These charts show the maximum points a team of 6 could earn in a race with 60 participants.

With FAL constituting the vast majority of each race’s total points, the message is clear: the winning team will be the one that puts the most riders near the front of the charging peloton at each sprint arch.

That means you’ll need to keep as many riders in the front group as possible, and those riders will need to contest the sprint segments as much as possible!

Here are some predictions of strategies we’ll see on Tuesday:

• Sprint, Rest, Survive, Repeat: this will be the most common strategy. Rest between timed segments, sprint on the segments, and do the minimum required to stay in the front group over the Mech Isle climb. It’s the smartest approach, unless you have the legs to attack in a meaningful way. You’ll just need to decide which sprints you’re going all-in for, and which ones you’re conserving on.
• Mech Isle Corkscrew Launch to Boardwalk Sprint: the Mech Isle climb ends about ~1.4km before the Boardwalk Sprint arch. Could rider(s) attack on the climb and stay away to grab FAL points on the Boardwalk Sprint? We think so… especially if 2-3 riders work together.
• Big Attacks On the Mech Isle Corkscrew: this punchy dirt climb will stretch out the pack and drop some riders, especially on the first and last attempts of the race. Be ready for near-max ~45-second efforts each lap!
• Bigger Final Mech Isle Corkscrew Attack: riders will save some juice for a final max effort up the key climb. Some who don’t trust their sprint may even try to go long, using the climb as a springboard… but these attempts are usually fatal.

Your Thoughts

Any insights or further thoughts on this race? Share below!

Cycling commentator, sports writer and BikeRadar contributor Ned Boulting is organising a 40-metre hill climb after a mystery sign appeared on a cobbled climb in Lewisham, South London.

The event is billed as the “inaugural (and almost certainly only ever)” hill climb by Never Strays Far (NSF), the podcast hosted by Boulting, David Millar and Peter Kennaugh with honorary guest Lizzie Deignan. 

It will take place on Saturday 18 October on Whitepost Lane, where this summer a ‘mystery person’ erected a sign that named the short cobbled climb ‘Mûr de Ned’. 

• Ned Boulting reacts to the end of ITV’s coverage of the Tour de France

“At NSF, we thought it might [be] good fun to race up it. It’s about 40 metres long, but quite steep. We thought people might like to have a go at the existing Strava record, which stands at 8 seconds,” the NSF team wrote in a post on its website.

Unlike the hill climbs that are a distinct part of the British bike-racing scene, participants will be able to attempt the Mûr de Ned hill climb in three open categories: cycling, running or walking. 

“The fastest recorded time in each category will win a trophy, if we can get round to making one,” wrote NSF. 

“Also, there will be a special prize for the oldest and the youngest contestants, regardless of their time.” 

Any participants choosing cycling won’t be able to bring the kind of customised bikes you see at the British hill climb championships. Instead, all entrants will choose from a selection of bikes prepared for the event by the XO Bikes shop in Lewisham. 

“XO Bikes do amazing work offering ex-offenders a chance to prepare for life on the outside, training up as bike mechanics. We want to raise as much as we can on the day to help them in their activities, and to showcase the amazing work they do,” NSF added. 

While race entry is now sold out, NSF asks that people come along and support the hill climb. After all, it could be the last one. 

• Ned Boulting: The Tour de France is absurd, beautiful and unforgettable – I’ll miss it profoundly

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

Hot on the heels of launching the MTe, its mid-travel, mid-power eMTB, Yeti has bolstered the line-up with a longer-travel, higher-powered bike called the LTe.

The LTe is set to replace the 160e and uses the same Sixfinity suspension system as the MTe, although this time there’s 160mm of rear-wheel travel to control.

Bigger news than that, though, is the switch from Shimano’s EP8 motor – a drive unit and brand Yeti worked incredibly closely with – to Bosch’s Performance Line CX and CX-R motors.

Thanks to a recent update from Bosch, these can now deliver 100Nm of torque and peak power of 750 watts.

Yeti is offering three builds, including the race-ready T4 option, which will set you back a staggering £12,999 / $14,900.

• Best electric mountain bikes: top-rated eMTBs to tame the trails
  

More travel and a new motor

The new LTe frame is made from Yeti’s TURQ-series carbon fibre and built around the Sixfinity, six-bar linkage design that is used to deliver the rear-wheel travel.

Kevlar-like Vectran filaments are used to reinforce the frame, bolstering strength and impact resistance.

Yeti has designed the LTe to work with a 170mm-travel fork up front.

A flip chip at the lower shock mount enables riders to alter the leverage ratio, altering the level of progression of the rear suspension from 25% to 30% or 35%.

Yeti says these three settings equate to ‘racey and consistent’ (25%), ‘balanced ride’ (30%) or ‘plush then poppy’ (35%).

There’s a removable 800Wh battery supplied as standard, with the option to switch to a 600Wh unit if you’re looking to save some weight.

There’s space to run the Bosch PowerMore range extender if you’re looking to tackle really big days on the bike, although this will only fit in medium to extra-large frames.

A nice little touch here is the discreet AirTag or Tile storage integrated into the battery housing, which enables you to track your bike and keep an eye on its whereabouts – no bad thing considering the cost of even the cheapest build here.

The battery powers the fifth-generation Bosch Performance Line CX motor or, in the case of the T4 Race version, the punchier CX Race motor.

Thanks to the over-the-air update, these drive units can now pump out 100Nm of torque and 750 watts of peak power.

Because so much power and torque are being delivered, Yeti says it has lowered anti-squat slightly compared to its other bikes to free up suspension movement, although thanks to the support gained from the Sixfinity system, there should always be ample support provided when you hit the pedals.

A wireless, bar-mounted remote enables riders to toggle through motor settings, which can all be viewed on the new Bosch Kiox integrated top tube display.

An integrated mud guard helps protect the linkage and pivots from getting caked in too much dirt, while the down tube protector doubles as the battery-access door.

Geometry and wheel-size options

The LTe comes in four sizes (small to extra-large) and has a flip chip to enable you to fit a smaller 27.5in rear wheel if you want, without altering the geometry.

There’s also the option of switching up the reach and head angle via aftermarket headset cups if you want to take tuning even further.

What’s nice here, though, is that Yeti includes head tube alignment notches to ensure you get the headset cups positioned properly.

The head angle is a suitably slack 64 degrees, while the seat tube angle sits at an efficient 78 degrees across all sizes.

Chainstays remain 449mm across the board, while reach spans from 435mm to 510mm. That’s an increase of 5mm per size compared to the 160e, all in a bid to boost high-speed stability.

Stack heights vary from 618mm to 645mm, while the bottom bracket is claimed to sit 350mm off the floor.

Yeti LTe specs and range overview

Yeti is offering three build options, all of which use the same frame, although the top-spec T4 bike gets the ‘Race’ version of the Bosch motor.

Battery capacity is 800Wh across the board, with the option of a 600Wh unit if you wish. All bikes get the latest Bosch Kiox display.

All three builds have a SRAM drivetrain and SRAM Maven brakes, along with DT Swiss wheels, although spec levels vary between individual models.

One product each bike has in common is the use of the new RockShox Reverb AXS wireless dropper post.

The cheapest C2 model build kit may vary depending on the global region, with the UK-spec bike coming with Fox Factory rather than Fox Performance suspension.

It’s worth pointing out, though, that even at over $10,000 / £9,499, the cheapest build only comes with SRAM’s Eagle 90 mechanical transmission, which some may see as a little disappointing.

The priciest bike here comes with Bosch’s Race-spec motor and features Fox’s latest inverted fork, the Podium.

Yeti LTe C2

• Frame: Carbon, 160mm travel
• Motor: Bosch Performance Line CX
• Battery: Bosch PowerTube, 800Wh
• Fork: Fox 38 Performance (Factory, UK), 170mm travel
• Shock: Fox Float X Performance (Factory, UK)
• Drivetrain: SRAM Eagle 90 Transmission
• Wheels: DT Swiss H1900
• Brakes: SRAM Maven Bronze
• Claimed weight: 23.5kg
• Price: £9,499 (Factory suspension) / $10,300 / €9,900

Yeti LTe T3

• Frame: Carbon, 160mm travel
• Motor: Bosch Performance Line CX
• Battery: Bosch PowerTube, 800Wh
• Fork: Fox 38 Factory GRIP X2, 170mm travel
• Shock: Fox Float X2 Factory
• Drivetrain: SRAM X0 Eagle AXS Transmission
• Wheels: DT Swiss HXC1700
• Brakes: SRAM Maven Silver
• Claimed weight: 23.3kg
• Price: £10,999 / $12,900 / €12,900

Yeti LTe T4

• Frame: Carbon, 160mm travel
• Motor: Bosch Performance Line CX Race
• Battery: Bosch PowerTube, 800Wh
• Fork: Fox Podium Factory, 170mm travel
• Shock: Fox Float X2 Factory
• Drivetrain: SRAM XX Eagle AXS Transmission
• Wheels: DT Swiss HXC1700
• Brakes: SRAM Maven Ultimate
• Claimed weight: 23.4kg
• Price: $14,900 / £12,999 / €14,500

How does vacation affect cycling performance? Hear from one Zwifter as he shares how a family vacation quickly turned into a series of struggles.

We’ve also included videos about intense race finishes, FTP tests, Zwift Ride after 30 days, and the ultimate Zwift setup.

Got a Great Zwift Video?

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

The UCI has said that the Spanish prime minister Pedro Sánchez’s support for the pro-Palestine protests at the Vuelta a España “calls into question Spain’s ability to host major international sporting events”. 

In a statement released last night, the UCI, cycling’s international governing body, added that Sánchez’s position on the protests is “contradictory to the Olympic values of unity, mutual respect, and peace”.

After continued protests against Israel–Premier Tech’s participation in La Vuelta, Sunday’s final stage was cut short due to pro-Palestine demonstrators flooding the finish line in Madrid. Race winner Jonas Vingegaard and the peloton were forced to turn back from the city centre with 55km of the stage remaining, and race organisers said there would be no podium ceremony.

There were reportedly 3,000 protestors at the finish in Madrid and an estimated 100,000 demonstrators continued to protest after the race had ended. Spanish authorities brought in extra police to Madrid, making it the largest security operation since the 2022 NATO summit in the city. 

Speaking before the final stage, Sánchez said: “We would like to express our gratitude and absolute respect for the athletes but also our admiration for the Spanish people who mobilise for just causes, such as Palestine.”

His words were criticised by opponents, including Israeli foreign minister Gideon Sa’ar, who said on X that the Spanish prime minister “encouraged demonstrators to take to the streets” and that the “pro-Palestinian mob heard the incitement messages”. 

On Monday, a day after the protests, Sánchez said he had a “deep admiration” for those who protested peacefully against Israel–Premier Tech.

Sánchez also called for Israel to be barred from international sporting events for as long as its “barbarism” in Gaza continued. The Spanish prime minister also said he hoped the protests in Madrid would lead others to reconsider the country’s participation in sporting events. 

“I think that debate that’s begun after what happened here in Madrid yesterday should widen and spread to all corners of the world,” Sánchez said. 

“It’s already happening in some parts of the world and we’ve seen how European governments are saying that as long as the barbarism continues, Israel can’t use any international platform to whitewash its presence.

“And I think that sports organisations need to ask themselves whether it’s ethical for Israel to keep taking part in international competitions.”

Stephanie Adam, of the Palestinian Campaign for the Academic and Cultural Boycott of Israel, which called for the protests, told BikeRadar that the Israel–Premier Tech’s participation at the race was “sportswashing pure and simple”.

The UCI said it “strongly condemns the exploitation of sport for political purposes in general, and especially coming from a government.” 

“Sport must remain autonomous to fulfill its role as a tool for peace. It is unacceptable and counterproductive for our sport to be diverted from its universal mission,” the UCI added. 

In a letter addressed to the UCI’s president David Lappartient, of the Consejo Superior de Deportes, the Spanish government’s autonomous agency for the promotion of sport, said: “In Spain, as in all democratic societies, the right to demonstrate freely and peacefully is a fundamental right, enshrined in our 1978 Constitution.” 

 “We believe that sport cannot remain indifferent to what is happening in the world, much less remain oblivious to serious human rights violations,” the letter continued.

“There is no peace without justice, and using sport to “whitewash” a genocide like the one being committed in Gaza, with thousands of deaths, innocent children, and a famine already declared by the United Nations, is a political position that contravenes the Olympic Charter and the most basic values ​​of sport.”

Many riders voiced concern for their safety at La Vuelta and there were several crashes due to protests. Israel–Premier Tech began riding in jerseys without its team name, citing safety concerns. 

As protests mounted at La Vuelta, the team, owned by Canadian–Israeli businessman Sylan Adams, was endorsed by Benjamin Netanyahu, who said: “Great job to Sylvan and Israel’s cycling team for not giving in to hatred and intimidation. You make Israel proud!”

The UCI will host its annual congress next week, which it says will be attended by representatives from Palestinian, Israeli, Russian and Ukrainian National Federations.  

Virtual shifting is arguably the biggest innovation Zwift has brought to the indoor cycling scene in recent years.

What’s so great about it, how does it work, and what hardware is required? Let’s dive in…

Virtual Shifting Basics

Unless you ride a single-speed bike, you’re using physical gears to make your riding more enjoyable. You’ll typically shift to an easier (lower) gear when riding uphill so you aren’t grinding away, and you may shift to a higher gear on a descent so you don’t spin out.

With virtual shifting, your chain doesn’t move between different front chainrings or rear cassette cogs when you shift. Instead, when you make a virtual shift, the resistance of your smart trainer changes so it feels like you’ve changed gears.

Virtual Shifting Benefits

Why do Zwifters like virtual shifting? Because it beats mechanical shifting in many ways:

1. Smooth and quiet: with no chains skipping between cogs, your shifts are completely silent, perfectly smooth, and fast.
2. Reduced drivetrain wear: your chain won’t wear out as quickly, and neither will your chainrings or cassette, since you’re reducing the damaging stresses of shifting.
3. Shift under full load: no need to ease off the pedals when shifting under big power, as your chain isn’t going to “skip” with virtual shifting like it can with mechanical shifting.
4. Shift under zero load: have you ever stopped riding, especially on a climb, then found it really hard to get going again because you’re in the wrong gear? With virtual shifting, you can shift to an easier gear without pedaling.
5. Compatible across many bikes: no more spinning out on your low-geared mountain bike, or wanting to swap trainer cassettes when you swap bikes. Virtual shifting works with almost any 8-12 speed bike and auto-calibrates to your physical gearing (more on this below).
6. Expanded gear range: Zwift’s virtual shifting currently supports a virtual 24-speed setup, which is more gears than most riders have on their outdoor setups. Additionally, the gear ratio range is very wide (from .75 to 5.49), meaning virtual shifting offers more high and low gears than your mechanical setup.
7. In-game visualization: with Zwift’s virtual shifting, you can always see what gear you’re in on screen.
8. No more fine-tuning: many riders have to adjust their physical shifting when moving between outdoor and indoor riding, since the cassette on their trainer isn’t positioned exactly like the cassette on their rear wheel. If you’re using the Zwift Cog (see below) you don’t need to do any such fine-tuning… just shift to a physical gear that has your chain lined up straight on the Cog and you’re ready to ride.

In-Game Usage and Settings

Watch a quick video showing how Zwift’s virtual shifting works in game using the Play or Click controllers:

This video is a bit outdated here in 2025, but it gives you a basic idea of how virtual shifting works in game, so we’ve included it here…

Virtual Shifting Hardware: Smart Trainers

Thanks to the popularity of Zwift’s virtual shifting, basically all new trainer models since 2024 have supported it, and some companies have updated firmware for older trainers to roll out virtual shifting support.

Currently, the following smart trainer models support virtual shifting:

Note: you must connect your trainer via Bluetooth, WiFi, or a direct ethernet connection in order to use Zwift’s virtual shifting. It is not supported over ANT+.

Virtual Shifting Hardware: Play vs Ride vs Click

Interested in getting virtual shifting, but aren’t sure if you should buy the affordable Click v2, get a whole Zwift Ride Smart Bike, or something else? Here’s a rundown of features and specs for all the virtual shifting hardware Zwift has ever made:

	Play	Ride	Click	Click v2
Virtual Shifting
Steering + Braking
Powerup Trigger
Ride On Bomb button
Game Navigation buttons
Drop bar compatible
Flat bar compatible		n/a
TT bar compatible		n/a
Sequential Shifting
SRAM-Style Shifting
Shimano-Style Shifting
Cog Included
Power Source	USB Rechargeable	USB Rechargeable	Coin cell (CR2032)	Coin cell (CR2032)
Battery Life	~20 hours	~20 hours	>100 hours	>100 hours
BLE Connections*	2	1	1	1
Price	Discontinued	$1300 (frame + trainer) or $800 (frame only)	Discontinued	$50US

*If you’re an Apple TV user, it’s worth noting that the Click and Ride controllers use just one Bluetooth connection, while Play requires two. Apple TV limits users to two Bluetooth connections, which means Play users on Apple TV must pair all devices through the Companion app (since you must also connect your smart trainer, which would make three connections if you add Play into the mix). The only way around this is via a smart trainer that can connect using WiFi (read more).

But if you use Click or Ride, you may still be able to pair directly through Apple TV, as long as you aren’t pairing a heart rate monitor as a separate device.

Virtual Shifting Hardware: Zwift Cog

First released in October 2023, the Zwift Cog is a single-cog replacement for a standard rear cassette. It was initially sold with the Zwift Hub One smart trainer, and the latest version is now sold with various trainers, the Zwift Ride, and as a package with the Click v2.

While you’ll need virtual shifting to use the Cog, you definitely do not need to have the Cog in order to use virtual shifting! Virtual shifting works just fine on a standard bike drivetrain with multiple front chainrings and a standard rear cassette.

The Cog was created by Zwift to simplify setups, as it eliminates the need to adjust your trainer’s cassette or fine-tune your bike’s shifting when placing your bike on the trainer. Just shift to a gear where your chain is lined up nicely on the Cog, and you’re ready to go!

If you have a trainer that supports virtual shifting, you can buy the Zwift Cog + Click Upgrade Kit ($49.99 US) and get the easy compatibility of the Cog with the simple shifting of the Click.

Gearing Details

By default, Zwift gives you 24 virtual gears ranging from a gear ratio of 0.75 to 5.49:

This is more than enough gears for any rider. By comparison, typical mid-compact road bike gearing with an 11-28 cassette offers a much narrower range of gear ratios (1.29 to 4.73), and some of those gears will overlap. In fact, using bike gear calculators, we can see that you’d have to run 30t and 60t chainrings paired with an 11-40 cassette to match the gear ratio range of Zwift’s virtual shifting!

Because Zwift’s virtual gears don’t overlap, they’re able to space the gear ratios so the resistance change between each gear isn’t too large or too small. For us, it feels just right.

Customizing Your Shifting

If you’d like your shifting to better mimic mechanical shifting on your IRL bike, there are shift style options if you’re using Zwift Ride or Play:

Under Settings>Hardware, there are two settings to modify your virtual shifting experience:

• Shift Style: choose how your shifting buttons behave. Options are Sequential, Shimano Style A, Shimano Style B, and SRAM Style. Shimano styles are only available for Zwift Ride users, since you need two shift buttons on each controller.
• Gear Range: change the gearing range of your virtual shifting. Options are Mixed Terrain (1×24), Flat (53/39, 10-28), All-Arounder (43-35, 10-33), and Climbing (43/30, 10-36).

You can also completely disable virtual shifting from this same settings screen.

Virtual Gearing Meets Physical Bikes

One of the beautiful things about virtual shifting is that it works with whatever physical gearing your bike has. Are you on a road bike with a wide range of gears? A mountain bike with a lower gear range? A city bike with a limited gear range? No matter. If you have virtual shifting enabled, Zwift automatically detects your physical gearing in the first few seconds of pedaling after you enter the game. It then sets up your virtual gearing to match the table above, using whatever physical gear you are currently in.

Because of this, you’ll want to be in the right physical gear before you start riding in game. Which gear should you be in? Zwift recommends the small ring in front, and a lower gear on your cassette (perhaps 3rd or 4th) which gives you a decently straight chain line.

(Of course, if you have the single-cog Zwift Cog, you don’t need to worry about which gear you’re in on the back.)

Personally, we prefer the inertial feel of the big ring in front, and 4th gear or thereabouts on the cassette. This feels more like riding on flat ground – where you don’t have to push across the top and bottom of the pedal stroke – vs climbing in the small ring. And it puts less of a strain on your trainer.

Try different physical gears and see which feels best to you. If you want to force Zwift to re-detect your physical gearing and thus recompute the feel of virtual shifting, you’ll need to do one of the following:

• Disconnect and reconnect your trainer
• Power cycle your trainer
• Restart the Zwift game

Questions or Comments?

Are you using Zwift’s virtual shifting? What do you think of it? Got questions? Share below!

AeroCoach has announced the Thunderbolt tri-spoke, which is the “fastest non-disc” road bike wheel available, according to its wind tunnel data.

The result of almost two years of development, AeroCoach’s Dr Xavier Disley said the British brand set out to “push the boat out in terms of time trial performance, without having to resort to a front disc wheel”.

Featuring a 90mm-deep rim and three aero-profiled composite spokes, the Thunderbolt is said to be optimised around “modern wider tyres”, so that there’s “no compromise between rolling resistance and aerodynamics”.

The AeroCoach Thunderbolt launches alongside the Bolt tri-spoke, which features a similar tri-spoke design paired to a shallower rim, for improved handling in windy conditions.

• Read more: Best road bike wheels in 2025

Return of the tri-spoke

Most commonly seen on time trial and triathlon bikes, tri-spoke wheels have waxed and waned in popularity over the years.

Scotland’s Graeme Obree used a set for his iconic UCI Hour Record aboard ‘Old Faithful’, while HED’s H3 had a resurgence during the Team Sky era when the likes of Bradley Wiggins and Chris Froome dominated Grand Tour time trials.

According to Disley, AeroCoach has received “a lot of questions from riders” about whether tri-spokes perform better than traditionally spoked wheels, either in terms of aerodynamic efficiency or handling.

The answer, Disley says, is to “ignore what the wheel looks like and go on each wheel’s individual performance.”

There are “tri-spokes that handle terribly in the wind and have bad aero performance, same with some deep-sections, and there are also tri-spokes that handle amazingly in the wind and have equally exceptional performance.”

Unsurprisingly, Disley says the Thunderbolt and Bolt are the latter.

According to the brand’s wind tunnel data, both wheels beat a number of competitor options used in the WorldTour, including Princeton CarbonWorks, Reserve, Zipp, Vision, DT Swiss and Cadex.

Disley notes “the margins are quite tight, as you’d expect”, but every watt counts to those competing at the pointy end of the sport.

The only wheel amongst the cohort to beat the Thunderbolt is AeroCoach’s AEOX front disc wheel.

Despite incoming changes to the UCI’s technical regulations limiting rim depth in mass start road races to 65mm, front disc wheels remain a UCI-legal option for time trials.

Beyond Wout Van Aert using front and rear disc wheels at the Paris Olympics, however, front discs have seen scant use at the highest level of the sport in recent years (presumably due to concerns about handling).

The Bolt tri-spoke trails just behind the Thunderbolt in the wind tunnel data, but only by an average of 0.5 watts at 45kph.

Thanks to its shallower rim, though, AeroCoach says the Bolt is a “versatile option for challenging wind conditions.”

Hooked versus hookless development

Notably, Disley says AeroCoach tested versions of the Thunderbolt wheel with both hooked and hookless rims during development.

As their wind tunnel testing showed no significant difference in performance between the two rim styles, Disley says the brand opted for hooked rims to allow greater tyre compatibility and a wider range of safe tyre pressures.

This was important, Disley says, because tyre choice is critical when it comes to wheel performance.

“Some wheels change handling characteristics depending on the tyres you put on them, and some are extremely sensitive to tyre changes for aero too.”

Both wheels are optimised around 25 and 28mm-wide tyres – specifically Vittoria’s Corsa Pro Speed and Continental’s GP5000 TT TR – although the brand says both can “accommodate tyres from different manufacturers without large changes in aero drag”.

AeroCoach Thunderbolt and Bolt prices and specifications

The AeroCoach Thunderbolt and Bolt tri-spoke wheels cost £1,195 and £995 respectively. Both are available as front or rear wheels, with rear wheels costing an additional £100.

• Rim depth: 90 / 60mm
• Rim internal width: 21mm
• Claimed weight: 900 / 795g
• Material: Carbon fibre with aluminium hub
• Weight limit: 100kg

Voting in our Rider of the Year awards, presented by Lezyne, is now open after our judges sifted through hundreds of your nominations.

Now it’s time to cast your vote for your favoured candidates in our Rider of the Year and Newcomer of the Year categories. The winners of our Lifetime Achievement awards will be decided by our expert panel.

Voting is open until 15 October. The results will be announced at an exclusive awards ceremony at our Bristol HQ, with the road and gravel winners featured in issue 440 of Cycling Plus, out on 19 December, and the mountain bikers in issue 454 of MBUK, out on 2 December.

All of those who’ve made the cut in our mountain bike awards are truly deserving of recognition, from young rippers setting the scene alight to racers at the top of their game and veterans who’ve helped make our sport what it is today.

Lifetime Achievement (chosen by our panel)

• Scott Beaumont
• Josh Bryceland
• Brendan Fairclough
• Hattie Harnden
• Matt Jones
• Tracy Moseley
• Steve Peat
• Evie Richards
• Tahnee Seagrave

The shortlisted riders in our road and gravel awards are equally worthy, whether for their WorldTour success or their fundraising efforts, their feats of endurance or their contribution to the wider world of cycling. They’ve all helped make our sport what it is today.

Lifetime Achievement (chosen by our panel)

• Wout Van Aert
• Chris Boardman
• Lizzie Deignan
• Chris Froome
• Gary Imlach
• Geraint Thomas
• Bonnie Tu

Route-planning platform Komoot has undergone a refresh, featuring a new design that’s intended to simplify navigation and route discovery, while increasing the emphasis on photo content.

It’s the first major change to the app’s look and feel since its acquisition in March by Bending Spoons – an Italian private equity investor whose portfolio includes web apps WeTransfer, Evernote and Vimeo.

There have been significant changes to the Komoot team too, with up to 85 per cent of staff reportedly laid off.

Through its restructuring, Komoot has moved to “smaller, autonomous teams” that a spokesperson said have enabled the brand to plan out an ambitious development roadmap that’s “unburdened by bureaucracy and excessive managerial layers that are typical of larger organisations”.

• Read more: Komoot acquired by tech firm, with expected mass layoffs leaving future of 150 staff in doubt

New look, new team

Going live today for the web app and at the end of September for the mobile app, Komoot now has a refreshed look, and easier site navigation and searching.

There’s also a stronger emphasis on photos, Komoot states. It says this will provide better background information to help users choose and build their routes.

The increased emphasis on visual material mirrors Strava, which has increasingly prioritised its social content, supporting photos and videos alongside its leaderboards and other virtual competition.

In April, Strava added ‘sticker stats’, which you can post to Instagram and other social media apps.

Komoot is keen to stress that, even though the new look is the first major change to the user interface since the sale, it has been busy in the background and has made more than 50 changes to the app since March.

Its roadmap for development promises an update to the web route planner, designed to improve route discovery and planning. It also intends to enhance route descriptions and make route searches easier.

Other updates in the works in 2025 include user heatmaps – again mirroring functionality in Strava, where it’s part of the paid-for route-planning functionality.

Heatmaps are also part of Garmin Connect, where it’s currently free to use – although Garmin has put once-free elements of its app behind a paywall with the launch of Connect+, which provides deeper performance analysis.

Further out, Komoot plans to add badges and more waypoint functionality, as well as overhauling its navigation and adding a dark mode to reduce battery drain when navigating.

Significant staff changes

The new developments come against a backdrop of significant change at the brand.

At the time of the sale to Bending Spoons, Komoot’s CEO and co-founder, Markus Hallermann, stated that: “What got us here won’t take us to the next level. Scaling a company requires a different mindset and skill set than building one. That’s why we believe Bending Spoons, with its unique expertise in driving innovation and scaling platforms, is the perfect partner to lead Komoot into the future.”

Hallermann and the rest of the founding team are no longer involved with Komoot, its media manager Eva Kuprella confirms.

There have also been significant lay-offs in the Komoot development team, reported at 85 per cent of the pre-purchase staff of 150. 

Asked about the scale of the layoffs, Kuprella said: “We can’t comment on the scale of the layoff, but one did occur”, adding that “it wasn’t a decision taken lightly.”

“We acquired Komoot with the ambition of driving further growth – both by expanding into new markets and by reaching additional segments in established ones such as Germany, United Kingdom, Italy, and France.

“To support this vision, we reorganised the team accordingly. Counterintuitive as it may seem, our experience has shown that smaller, autonomous teams… tend to operate with greater speed and efficiency.”

Kuprella says that Bending Spoons has also injected its own staff into Komoot: “The current Komoot team is a blend of pre-acquisition team members and new additions from Bending Spoons. The team combines historical knowledge of the product, market, and industry with a fresh perspective and experience from other successful products of the Bending Spoons portfolio.”

Komoot was famed in the outdoors industry for its family-like working culture and in-person team-building events.

Kuprella says Komoot’s pre-sale culture of remote working, flexible working hours and other benefits will continue under its new ownership: “[Komoot] employees have also enjoyed flexible working hours, a generous personal development budget, and other benefits.

“All of these policies will continue – not just for the sake of continuity, but because Bending Spoons shares and upholds similar initiatives and values as well.”

Price increases for users

Komoot’s business model was previously to provide mapping in one region – typically a county in the UK – for free, with other regions purchased at extra cost, or a one-off payment to open up indefinite access to maps of the world.

There is also a premium monthly subscription, currently €6.99 per month – up from €4.99 before the purchase – which enables users to download maps for offline use and plan multi-day ‘Tours’ as well as offering other functionality.

But since March, new users have had to be signed up to Komoot Premium to be able to sync routes from Komoot to cycling computers, smartwatches or other devices. 

Komoot is also looking to expand into new markets and segments from its established base, primarily in Europe. 

Vitus has re-emerged quietly from the collapse and eventual acquisition of Wiggle and Chain Reaction Cycles, with the launch of two new budget-friendly hardtails – the Nucleus and the Sentier. 

Appearing on the Chain Reaction Cycles site without fanfare, the Nucleus returns as Vitus’s entry-level mountain bike, now with a modernised frame that features a UDH hanger, Boost spacing and dropper-post compatibility, plus a refreshed spec aimed squarely at first-time trail riders. 

Sitting above it, the Sentier offers a burlier package with a longer-travel fork and upgraded components designed for more aggressive trail riding.

The move comes less than two years after Wiggle CRC entered administration – a process that saw “almost everyone… within the organisation” lose their jobs, according to sources who spoke to BikeRadar in February 2024. 

• Read more: Mass redundancies at Wiggle Chain Reaction after ‘brands sold’, according to sources

At the time, the future of Vitus and sister brand Nukeproof – which has since been acquired by Ridley owner, Belgian Cycling Factory – looked uncertain. 

Insolvency filings showed Wiggle owed brands and distributors £26.7 million, with administrators later confirming the sale of intellectual property tied up in its in-house labels.

Chain Reaction Cycles, Wiggle and its sub-brands were eventually sold to the Frasers Group. Owned by Mike Ashley, the group includes Sports Direct, ProBikeKit, Evans Cycles and other brands.

The Nucleus – improved with key upgrades

The Nucleus continues to target entry-level riders.

The latest frame adds several modern standards that were absent from the previous generation, including a UDH hanger and 148mm thru-axles.

These updates bring the Nucleus in line with most modern mountain bikes. A 120mm air-sprung Suntour Raidon fork handles suspension duties, with Shimano’s recent Cues 1×10 drivetrain – an increasingly common sight on entry-level bikes – and an 11-46t cassette providing gearing. 

Stopping power comes from Tektro hydraulic brakes, while own-brand 30mm-wide rims are wrapped in 2.4in Maxxis Forekaster tyres.

The bike is priced at £949 at RRP, but is already ‘reduced’ to £649. Take that pricing with a pinch of salt, however. As Which? reported in June, the Frasers Group is known to use questionable pricing tactics. 

When we last reviewed the Nucleus in 2021, we found the bike’s stiff rear end and XC-leaning geometry limited its descending potential, even if the drivetrain and overall build represented excellent value. 

The new frame looks like a significant step forward, with modern standards making it a more upgradeable package overall. 

Sentier – burlier and more capable

Positioned above the Nucleus, the Sentier is intended for harder rides.

Like the Nucleus, the Sentier’s alloy frame now features a UDH hanger, Boost spacing and thru-axles. 

Suspension is handled by a 130mm RockShox Judy Silver TK fork, with a higher-spec Shimano Cues 1×11 drivetrain fitted.

A KS dropper post, Shimano MT201 brakes and tubeless-ready wheels come as stock, along with Maxxis Forekaster and Minion DHF tyres.

As with the Nucleus, the bike is priced at £1,099 at RRP, but is already ‘reduced’ to £849. Suspect pricing aside, that’s a high-value package on paper. 

In our 2023 review, BikeRadar described the Sentier as “a great all-round performer with quality components and up-to-date geometry”, awarding it 4.5 stars. The new bike looks to build on that.

What next for Vitus?

There is no confirmation yet on whether Vitus’ road, gravel or enduro platforms will return, nor whether its premium carbon bikes will reappear in the line-up. 

For now, the Nucleus and Sentier mark the first step in the brand’s re-emergence – albeit a subtle one that came without press release or fanfare. We have contacted Vitus for comment.

Sadly, the days are starting to get shorter and colder. But that’s when it’s a good time to be a Zwifter! As we near the first day of fall, Zwift has announced major features and events coming to the game over the next few months. In this week’s videos, learn more about what’s coming up on Zwift!

Catch reviews of the new Zwift Clicks, rundowns of more new features, a guide to ZRL 2025/2026, and a review of the Zwift Ride.

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