Quite a mix of events this weekend, from a long ride celebrating a teammate who left us too soon to a popular chase race for International Women’s Day to some marquee Zwift events… there’s something for everyone. Ride on!

BMTR Flat 100 – Celebrating Michael Lander

International Women’s Day Chase Race

Zwift Big Spin, Stage 1

Zwift Games, Stage 2: Scotland Smash

JETT Endurance Ride 100km 2.5~3.3w/kg

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!

Specialized has revamped its line-up of gravel tyres, with a redesigned Pathfinder and Tracer, as well as a new tyre, the Terra, to replace the Rhombus.

We gave you a glimpse of the new Tracer when we spotted it on Sofía Gómez Villafañe’s Specialized Crux at the Arizona Belgian Waffle Ride, and it has now been released officially.

The Pathfinder will make gravel racers sit up and take note, too. It is one of the most popular gravel tyres out there and well-suited to fast, hardpack surfaces, but the new tyre comes with some bold claims.

Elsewhere, Specialized has launched new road and MTB tyre ranges, too. You can read more on those via the links below.

• Specialized’s new RapidAir TLR is the ‘lightest production tubeless road tyre in the world’
• Specialized’s new MTB tyres could be the bargain of 2025

Now, on to the new gravel tyres.

Gravel line-up headlined by the Pathfinder TLR

The Pathfinder, which is Specialized’s gravel tyre designed for hardpack surfaces, has been updated with a new tread pattern. 

This is claimed to be 19% more efficient than the old Pathfinder Pro 2BR, although it’s worth noting that Specialized doesn’t offer a comparison to the faster S-Works Pathfinder 2BR. 

The tyre uses a blend of Gripton T2 and T5 compounds (the latter for the traction-giving knobs on the shoulders), while Specialized says the modified knob layout helps save 25g in weight.

That said, the new tyre is available in sizes 700×35, 40 and 45c – neither the Pathfinder Pro 2BR nor S-Works Pathfinder 2BR were available in those sizes, so a direct comparison is impossible. A size 700x35c is said to weigh 380g.

The 60 TPI casing is claimed to be optimised for gravel riding, with four plies under the central tread and three at the sidewalls. This is said to contribute to the tyre’s claimed 14% improved puncture resistance versus the old Pro casing.

Specialized Tracer TLR

The Tracer TLR is designed for “mixed-terrain gravel” – Specialized’s version of a one-fits-all gravel tyre.

The biggest ‘update’ is to the tread pattern, where Specialized says the broad-set knobs (which are made from the grippier Gripton T5 compound) improve grip and traction. 

These knobs are packed more closely together at the central portion in an effort to reduce rolling resistance and cut weight by 65g.

However, it’s unclear which tyre Specialized is comparing the Tracer TLR to, given the Tracer name is new to the brand’s gravel line-up.

It has the same 60 TPI casing layout as the Pathfinder TLR and weighs a claimed 460g in a size 700x40c (700x45c and 50c sizes are also available).

Specialized Terra TLR

Finally, the Terra TLR replaces the Rhombus in Specialized’s gravel tyre line-up and is designed for gnarlier adventure-style riding. 

The Gripton T5 tread pattern is more pronounced for additional grip on looser surfaces, although the brand says it’s 65g lighter than the Rhombus Pro 2BR. 

Once again, this is a hard claim to quantify given the Rhombus Pro 2BR was available in 700×42 and 47c sizes – the Terra TLR is available in 700×45 and 50c widths.

The Terra TLR also features a 60 TPI reinforced casing.

2025 Specialized road and gravel tyre prices

As we’ve covered elsewhere as part of this wholesale launch from Specialized, the gravel tyres are well-priced against some of their competition.

For example, the Pathfinder TLR costs £45 ($55 / €50), compared to a Continental Terra Speed (£69.95 / $66.95 / €64.99).

Here’s the full pricing overview for the road and gravel line-up.

Specialized has updated its road tyre line-up for 2025, claiming the new tyres are faster, grippier and more puncture-resistant than ever before, with the RapidAir TLR billed as the lightest production tubeless road tyre in the world.

The new RapidAir TLR tops the line-up as a dedicated race tyre, with an updated S-Works Turbo TLR replacing the S-Works Turbo 2BR. The Mondo TLR all-season tyre is unchanged (aside from dropping the S-Works branding), but this now also comes in a tube-type version, as well as tubeless.

Specialized has dropped a whole bunch of new tyres as part of this launch, so while we’ve covered the new road rubber, here, there are also fresh mountain bike and gravel tyres, too, including an updated Pathfinder. Hit the links below for those:

• One of Specialized’s most popular gravel race tyres has had a big update for 2025
• Specialized’s new MTB tyres could be the bargain of 2025

Back to the road, and all the new tyres are priced competitively compared to their key rivals. We’ve included a table of all the prices at the bottom of this article.

Specialized RapidAir TLR

Specialized says the RapidAir TLR is 33 seconds faster than the preceding S-Works Turbo RapidAir over 40km.

While the brand hasn’t specified at what speed this can be achieved (nor any other test parameters), it claims the tyre’s new tread pattern and “clean” sidewall design are enough to save 3 watts in rolling resistance and 2 watts in aerodynamic drag.

The tyre retains the brand’s turn-up casing design, whereby the central portion features two plies of 120 TPI (threads-per-inch) material, which are folded back to offer greater protection and support for the sidewalls. 

Specialized says the thinner casing at the central portion is the key to the tyre’s low rolling resistance and suppleness, alongside the use of its fastest Gripton T2 compound. The Gripton T5 compound is used on the shoulders for cornering grip.

The tyre is said to weigh 220g in a size 700x26c, which Specialized reckons makes it the “lightest production tubeless road tire in the world” [sic]. 

There’s also a 700x28c model, but no option for fans of even wider tyres. The RapidAir TLR is compatible with hookless rims.

Specialized S-Works Turbo TLR

Underpinning this is the S-Works Turbo TLR, which is pitched as the brand’s all-round race tyre in place of the outgoing S-Works Turbo 2BR.

Compared to the older tyre, Specialized says the tread pattern has been tweaked to reduce rolling resistance by 10%, and it claims 20g has been shaved from the tyre (in an unspecified size). 

Gripton T2 and T5 compounds have been utilised in a similar manner to the RapidAir TLR, but there’s a three-ply 120 TPI casing underneath, sandwiching a cut-resistant central strip. 

These combine to offer greater puncture protection and durability, according to the brand (with an inevitable rolling resistance trade-off). The tyre is also hookless-compatible.

The S-Works Turbo TLR is available in two sizes – 700×28 and 30c – both in black and tan sidewalls. These weigh from 265g (700x28c in tan), with black sidewalls weighing 10g more in the same size.

No updated Mondo, but there’s now a clincher version

The tubeless Mondo tyre has remained unchanged, aside from dropping the S-Works branding and gaining a ‘TLR’ moniker. This is unsurprising, given the tyre launched less than two years ago. 

We’ve also recently tested it, finding it to be one of the best all-season tyres available today. 

That said, the addition of the TLR designation signifies the arrival of a new clincher version – where the tubeless tyre has a blend of Gripton T2 and T5 compounds, this uses Gripton T5 exclusively. 

This fortifies the central portion of the tyre against punctures and offers greater grip at the higher pressures one might run in a clincher setup. It’s underpinned by a 120 TPI casing, like the TLR version.

The tyre also features bead-to-bead puncture protection, plus an additional strip down the centre tread.

We’ve weighed a Mondo TLR at 317g in a size 700x28c (7g more than claimed). This is available in three sizes – 700×28, 32 and 35c. 

The clincher version is available in sizes 700×26, 28 and 32c, and weighs a claimed 260g in the narrowest size (290g in a size 700x28c).

2025 Specialized road and gravel tyre prices

The new tyres are well priced compared to the majority of the market. 

The S-Works Turbo TLR costs £60 ($80 / €75), which compares to a Continental Grand Prix 5000 S TR at £84.95 ($98.95 / €87.95), for example.

Here’s how all of the road and gravel tyres are priced.

You can now purchase the Zwift Ride smart bike with £100 / $100 / €100 off on the Zwift website. 

Zwift is selling its innovative smart bike frame with a Wahoo Kickr Core, which means you’ll have pretty much everything you need to unlock your complete indoor cycling setup. 

But it doesn’t stop there. You can apply BikeRadar’s unique discount code BIKERADAR5 for an extra 5 per cent off. This will bring the price of the Zwift Ride down by a further £55 / $60 / €60. 

• Buy the Zwift Ride with £100 off at Zwift 

But you’ll have to hurry. The BIKERADAR5 code is only valid from 7 to 17 March, so you have 10 days to save some extra cash. 

What is the Zwift Ride? 

The Zwift Ride is Zwift’s take on an indoor smart bike. Instead of creating one large unit like the best smart bikes, the Zwift Ride combines a metal bike frame with the existing Wahoo Kickr Core smart trainer, a Zwift Cog and Zwift Play controllers. 

When the Ride launched last year, Zwift said the modular design helped it reduce the cost and complexity of its first smart bike to make it easier to start cycling indoors. 

Smart bikes can cost well over £2,000, but the Zwift Ride has an RRP of £1,199.99 / $1,299.99 / €1,299.99. 

When you apply our BIKERADAR5 discount code to the sale price of the Zwift Ride, that price drops to £1,044.99. 

Zwift was also keen to make the Ride look like a bike. This might sound like a strange thing to say, but Zwift’s senior product manager, Graham Stoney, explained to BikeRadar that “People do not want a black piece of gym kit. They want something that will sit in their home and they’ll go ‘I like the look of that’.”

This is also what’s behind the colour. When presenting test groups with a range of colours, white was the most popular across genders. 

To make Zwift Ride easy to live with, all adjustments can be made with the Frame Key. This tool is stored in the top tube of the Zwift Ride’s frame.

Zwift says this makes the bike “perfect for sharing with multiple users”, because they can easily adjust three measurements: saddle height, bar height and reach. 

The bike uses a chain rather than a belt drive, so the feeling of pedalling should be more like your outdoor bike than some other gym bikes. Zwift says the use of its Cog keeps noise to a minimum. 

The Zwift Ride is also fairly lightweight and has a small footprint. This means it won’t take up too much space and can be easily packed away once you’ve finished your indoor training session. 

• Buy the Zwift Ride with £100 off at Zwift 

How can I claim my Zwift discount?

To claim your Zwift discount, all you need to do is head to Zwift’s website, where the £100 / $100 / €100 discount code will be displayed.

At the checkout, you can add BikeRadar’s unique BIKERADAR5 discount code for an extra 5 per cent off. 

And remember, the discount is only available for 10 days, from 7 to 17 March. 

• Buy the Zwift Ride with £100 off at Zwift 

Hutchinson has announced two new tubeless road tyres, one of which is claimed to be “the “fastest tyre” it has ever made.

The new Blackbird Race tyre follows a little less than a year on from the original Hutchinson Blackbird, which was also claimed to be the French brand’s “fastest ever” tyre.

Hutchinson says the Blackbird Race takes ‘the DNA’ from the Blackbird, but uses a refined casing and compound that sees the weight and rolling resistance cut significantly.

Alongside the Blackbird Race, Hutchinson has also announced the Blackbird All Season tyre.

The Blackbird All Season is – as the name suggests – designed to be a fast ‘all-season’ road tubeless tyre, offering improved mileage and durability, as well as better grip in cold and wet conditions.

Blackbird Race

According to Hutchinson, the new Blackbird Race was “developed in conjunction with Intermarché-Wanty” (the WorldTour team it sponsors).

The headline improvements are a 10 per cent reduction in rolling resistance compared to the existing Blackbird, and a cut in weight from 286g to a claimed 240g for a size 700x28c tyre.

In terms of weight, that compares favourably to its key competition on paper.

A 28c Continental GP5000 S TR, for example, weighs 280g, while Vittoria’s Corsa Pro TLR weighs 274g in the same size.

Hutchinson says it achieved this reduction in weight and rolling resistance partly by cutting the weight of the “rubberised fabric” used in the casing by 22 per cent, and by reducing the thickness of the “central cross section of the tyre” by 23 per cent.

Hutchinson doesn’t say whether this reduced casing thickness will mean a concurrent reduction in durability or puncture protection.

However, it does claim that the “versatile nature” of the Blackbird Race means “it will be the tyre of choice for the vast majority of Intermarché-Wanty’s races throughout the year”.

Clearly, then, it won’t be reserved for time-trial duties or short road races.

The Blackbird Race also gets an updated tread compound dubbed “Mach Tread Ultimate”. 

This builds on the Mach Tech 3.0 compound found on the previous Blackbird tyre and promises improvements to both rolling resistance and grip.

The Hutchinson Blackbird Race will cost £69.99 / €79.99 and is available in 700×28 or 30c sizes (with black sidewalls only).

Hutchinson says wider sizes are in development and that the Blackbird Race is compatible with hookless rims.

Blackbird All Season

Hutchinson says the Blackbird All Season completes “the Blackbird ecosystem”, with it “offering a fast, performance tyre that suits all conditions”.

The brand says a “bi-compound tread” is used to achieve this, with the Mach Tech 3.0 compound used in the central area and a new Safetread compound on the shoulders of the tread.

According to the brand, Safetread “maintains grip levels even in incredibly cold and wet conditions”.

The thickness of the tread is also increased by 24 per cent compared to the original Blackbird tyre, up to 2.1mm, which extends the claimed lifespan of the tyre from 4,000 to 6,000 kilometres.

Hutchinson says the sidewalls of the Blackbird All Season are reinforced using its Gridskin technology, which is a “snakeskin like knitted sidewall fabric previously only seen on limited edition Hutchinson tyres”. This is claimed to improve the tyre’s resistance to pinch flats and sidewall cuts.

Combined with a polyamide puncture-protection strip beneath the tread, Hutchinson says its “puncture protection is unmatched for a performance tyre”.

On the scales, Hutchinson claims a 700x28c Blackbird All Season weighs 340g, which is competitive with its key rivals.

Continental’s similarly pitched GP5000 AS TR weighs 343g in a size 28c, while Vittoria’s Corsa Pro Control TLR and Pirelli’s P Zero Race 4S TLR weigh 314 and 344g, respectively.

The Hutchinson Blackbird All Season is available in clincher or tubeless form, in 700×28, 30 or 32c sizes, and with black or tan side walls.

The tubeless version costs £63.99 / €69.99, while the clincher option is cheaper at £43.99 / €49.99.

Only the tubeless version is compatible with hookless rims.

Blackbird Ecosystem

Hutchinson says that rather than replacing the existing Blackbird tyre, these two new tyres complement it.

The brand says it “now offers a range of high speed performance tyres to suit all racing and riding conditions”, and suggests each tyre for the following riding styles:

• Blackbird Race: “uncompromising race tyre” that prioritises speed over all else
• Blackbird: “a balance of high-performance and everyday liveability”
• Blackbird All Season: “a performance tyre that can safely handle wet and cold conditions without sacrificing speed”

Ever wondered what it’s like using Zwift on a VR headset? In this week’s top video, one Zwifter tries using Zwift on the Apple Vision Pro and shares his thoughts.

We’ve also selected videos about Zwift Academy Finals, race wins, and climbing Alpe du Zwift.

Got a Great Zwift Video?

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

Brompton has released a new version of its popular C Line model, which has 12 gears thanks to a peculiar derailleur and hub gear.

The bike kicks off Brompton’s 50th-anniversary year. The C Line was Brompton’s original model, invented by Andrew Ritchie in 1975, and has undergone “continuous improvement”.

The C Line is already available with either 2 or 6 speeds. But this new version adopts Brompton’s unique 12-speed system that first debuted on the P Line back in 2021. 

• I entered the Brompton World Championships and discovered an amazing community that doesn’t take itself too seriously

Combining a hub gear and derailleur

The system combines a 3-speed Sturmy Archer hub gear with a 4-speed cassette. This is operated by Brompton’s own derailleur.

Brompton says this hybrid drivetrain gives its bikes the widest gear range available on its folding bikes at 402 per cent. This is 60 per cent larger than its 2-speed system, and should aid anyone looking to climb steep hills. 

Brompton’s proprietary derailleur weighs 60g and fits inside the compact fold of the bike.

The new C Line also comes fitted with mudguards. The rear mudguard has a wheel built into it to help you push the bike when it’s folded up. 

Fresh colours

Alongside a new drivetrain, the C Line has also been treated to some fresh colours.

The C Line 12-speed comes in three exclusive colours: Flamingo Pink, Amethyst Lacquer, and Turkish Green. 

Brompton describes the Flamingo Pink as an eccentric crowd stopper, while the Amethyst Lacquer is said to show off the craftsmanship. Turkish Green is a Brompton classic, said to be back by popular demand.  

In its 50th anniversary year, Brompton says the C Line “has been the catalyst and inspiration for Brompton’s entire range. Sparking imagination, innovation, and the need to always improve. Today, it brings the same joy it always has, but better than ever.” 

The London-based company produces over 100,000 bikes a year and over 1,000,000 Bromptons have hit the road since its beginnings back in 1975. 

The refreshed C Line follows a more radical move from Brompton last year, where it released its first off-road model, the Brompton G Line.

It was revealed in January this year that Brompton’s profits had fallen by 99 per cent due to a “challenging year” for an “industry in turmoil”.   

It’s been a while since I’ve regaled you, dear readers, with a thrilling tale of Zwift race loss. But the Zwift Games are upon us, and with them big race packs on fresh routes. A Zwift racer’s dream! So today I’m unpacking my story of racing stage 1…

The Warmup

It was the middle of my workday, and I was two espressos to the wind as the lunch hour approached. First I gave myself a front-row call-up, then I spun for around 20 minutes with RoboPacer Coco until my legs were warm and my heartrate was up. While I spun, I thought through the upcoming race…

The Makuri Madness route is new in Zwift, and I hadn’t ridden it yet. So I did a bit of online recon, ironically reminding myself of the route’s details by looking at the page I’d built weeks ago.

The route lays out quite simply: it’s 10km of flat, a 2km descent through Pain Cavern (which could be named “Recovery Cavern” in this direction), 2km more of flat road… and then the action begins. You hit the one climb in the whole race, a counterclockwise dusty corkscrew on Mech Isle, then descend the other side onto a flat run-in to the finish on the Boardwalk Sprint.

Or to simplify it even more, for “overmuscled” riders like myself: the first 14 kilometers are easy, and the last 2 are hard work.

Along with new routes, there are three things worth noting about Zwift Games races that make them different from a typical Zwift race:

1. Equipment is neutralized: use any bike and wheelset you’d like. They all roll the same.
2. Everyone gets one powerup, in the pens. And that’s all you get.
3. Steering is disabled: I don’t know why this is, but I think it’s a bummer. Steering makes racing more fun!

Category Choice

With a racing score of 532, I decided to join the 450-570 group. I knew that meant I wouldn’t get a great GC time (read more about Zwift Games GC strategies here), but I also wanted to see if I could get on the podium in what should, in theory, be the easiest possible group for me, on a route that suits me nicely.

For most riders participating in the Zwift Games, that’s the choice you have to make: do you pick the event/category where you have a shot at the podium (so, competing against a smaller number of riders, with lower scores)? Or do you pick the event/category that will give me the fastest GC time (a larger number of riders, with higher scores)?

Having chosen my category, it was time to race. Let’s go!

The Easy Bit

We blasted out of the start pens with 72 riders, but that quickly dropped to 57. Based on the number of aero powerups I saw flying in the first minutes of the race, clearly some riders hadn’t gotten the powerup memo:

The group settled into a tempo pace as we spun around the perma-night urban flats of Neokyo. With 57 riders in the group, it seemed everyone knew they couldn’t get off the front and stay away… so nobody even tried. That meant the pace stayed steady, with my heart rate comfortably staying in a zone 3 range of 145-160 all the way to the final 2 kilometers.

It was fun to chat with some of the riders in the pack, a few of whom were definite Zwift Insider fans. We joked about the impossibility of starting the race at sea level, then riding downhill and still being… at sea level. And we made good-natured fun of riders burning their aero powerups early.

Soon enough we were approaching the 14km mark as we crossed the land bridge onto Mech Isle. Everyone knew it would soon be on like Donkey Kong. Deep breath…

The Finish

As we neared the corkscrew climb, I positioned myself a few bike lengths from the front. This would give me the benefit of the draft, while allowing me to sag and stay in touch even if the front was too fast for me to hold.

I revved the power up, knowing the effort would only last for a minute. And as we flew up the climb and came over the top, I was pleasantly surprised to find myself comfortably near the front!

65 seconds at 477W got me a Strava segment PR over the climb and left me well-positioned near the front of the pack.

One rider “H. INOX” attacked off the front as we descended the other side, and the pack began to stretch as the front gave chase. Soon the elastic snapped, and our strung-out group of 53 became a compact group of 33 as we began to reel in Mr. INOX.

This is where riders who didn’t fancy a short pack sprint began to show their cards. One rider in green, “B. Amin (JOIN.cc)”, executed a masterful jump, bridging up to INOX quickly by going all-in with his aero powerup as he accelerated away from our group and through the draft of INOX.

But the day wouldn’t be his. No, the win would go to the next rider, one Marc Visser, who jumped with 500 meters to go. Visser (despite only having 14 races to his name in ZwiftPower) executed a perfect bridge up to INOX before powering past Amin, never to be seen again.

For my part, I jumped a bit too hard, too early. My aero powerup timing was solid, but I overcooked it and quickly went off the front of the pack! I looked up at the screen after sprinting for a bit, and the finish arch seemed so far away. 160 meters to go. I figured I would get swamped by the chasers, but nobody was coming around…

I flew past Amin and into 2nd place with 133 meters to go, but with 50 meters left, “G Mraz (OTR)” slingshotted around me with a well-timed effort to grab silver.

I would finish 3rd, just barely grabbing a podium slot. But out of 72 starters, I won’t complain!

See my ride on Zwift.com >
See my ride on Strava >

Watch the Video

Takeaways

This was a fun race, on a course that is just about perfectly suited for me. Too bad stage 1 only lasts three days!

Visser got the well-deserved victory, risking it all in a long attack. I could have possibly finished higher if I’d done the same, but I’ve always struggled with committing to an all-or-nothing attack. Chapeau, Visser.

Looking ahead, my chance at good stage results will be dropping as we progress through the Zwift Games and the climbing intensifies. But that’s alright. It’s all training!

My 3rd place finish earned me a racing score upgrade from 532 to 543, and a finishing time for the Zwift Games GC of 22:17. That time is not even close to the top times among riders with a racing score of 500-600. No, all of the top times are from riders who jumped into the advanced races to sit in the draft of the big dogs! Smart. Their lap times are in the 20 minutes range, with a few even sub 20.

I also earned a nice 2025 power curve bump in the 2-5 minute range, which basically covered the final 2 kilometers of the race. Yup… those final 2 kilometers are hard work.

Your Thoughts

Did you race Zwift Games stage 1? How did it go? Share your experience below!

Whyte’s new full-power Kado eMTB’s stats and specs are setting it up to be a top performer, but as the direct replacement for the revered E-160, it has a lot to live up to.

Closely following the E-160’s formula, the fresh Kado has a 160mm-travel fork and 150mm of Horst-link rear suspension.

It runs dual 29in wheels, but a 27.5in rear wheel can be fitted thanks to the Shape.It flip chip in the shock yoke.

Like the Whyte E-160, this adjusts its geometry between high and low settings.

Bosch’s Gen 5 Performance Line CX motor is fitted, along with either a 600Wh or 800Wh internal battery. Either capacity of battery can be fitted to the Kado, without modifications.

The RSX, RS and S range’s frames are made from full carbon, a carbon and alloy mix (front and rear triangles) and full alloy respectively.

And, of course, the Kado follows Whyte’s long-standing mantra of trying to lower the bike’

Along with spec choices, this helps dictate the new model’s price, which spans from £4,499 / €4,999 for the Kado S up to £7,499 / €8,499 for the Kado RSX.

Toppling one of the best

Being an encore to one of the highest-rated electric mountain bikes I’ve ever tested – the previous-generation E-160 RSX – the Kado’s got a tough job.

At the top of my list of must-haves was more space for a water bottle within the front triangle – it could only fit Fidlock’s 450ml bottle – on the size large.

Next up was a steeper seat tube angle. The E-160’s figure is a slack (by today’s standards) 75.3 degrees.

Then there was a need for better chain-slap protection to keep things quiet – the E-160 was very noisy at full chat when heading downhill.

Of course, the usual ‘bigger, better, more’ maxim applies beyond these must-have demands, such as battery capacity, motor performance and an increasingly affordable price, among others.

But it also did an enormous number of things really well.

The newest model, if it’s to be better than the E-160, cannot roll back any of that impressive performance.

The old bike’s descending prowess was basically second to none thanks to the low-slung mass.

Its geometry was balanced and your body’s weight evenly distributed, which meant you didn’t have to work hard to ride it.

Equally, its hefty 26.32kg headline weight – which needs to be quite a bit lighter on the new bike – was covered up by its low centre of gravity and geometry. That impressive, stable feel still needs to be present.

Beauty is certainly in the eye of the beholder; Whyte’s had a reputation for prioritising function over form. This was certainly true for the E-160, but there’s no reason why function and beauty can’t co-exist.

Does the new Kado manage to do any, some or all of those things? Let’s find out.

It’s a looker

Aesthetics first – the Kado is a good-looking bike, taking design cues – such as slender, straight tubes – from its lighter-weight sibling, the ELyte.

These cleaner, neater lines are arguably an improvement over the E-160’s top-tube hump, giving the Kado a load of visual clout.

While the down tube has to be chunky to house an 800Wh battery, it’s far from monstrous, and the sleek carbon weld-free tube joins (on the RSX and RS models) help to keep bulbousness in check.

In my opinion, the Kado’s visuals are a massive tick in the box, especially compared to the E-160.

So far, so good, then!

Geometry battles

Firstly, the Kado’s sizing is a giant leap forwards for Whyte. That’s not because the figures are re-writing the rulebook, but simply because the brand has added another size for its newest model.

Again, it’s not re-inventing the wheel, but including a size-small – with a 435mm reach – is a big positive compared to the E-160’s medium (455mm reach) starting point.

Another point goes to the Kado.

I’m not quite done with geometry yet.

Both bikes have Whyte’s Shape.It link, which adjusts their geometry.

On the E-160, it swaps the head angle between 64.2 and 64.8 degrees, and the bottom-bracket height by 8mm (336mm low, 344mm high).

The level of adjustment on the Kado is the same – 0.6 degrees of head angle and 8mm of bottom-bracket change – but the head angle is steeper at 64.4 degrees in the low setting, and the bottom bracket sits slightly lower at 342mm (size large, high position).

These two small changes potentially even each other out. Lower but steeper should arguably feel very similar to higher and slacker.

So, while it’s not a resounding win in favour of the Kado, it’s not exactly an own goal either.

My suspicion is the Kado will feel excellent on the trails.

Multiple frame materials and an awesome lifetime warranty

The top-spec RSX model’s frame is constructed from carbon fibre from head tube to rear axle, giving it smooth, weld-free lines.

A carbon fibre front end and an alloy rear feature on the mid-range RS, helping balance cost and weight.

The most affordable S bike’s frame is made exclusively from aluminium tubes, offering the most cost-friendly option.

Having three frame-material options is an improvement on the alloy-only E-160 and potentially shaves a chunk of weight off its headline figure.

To make cable routing easier, the carbon fibre Kados have tube-in-tube routing for the brake, gear and dropper cables. This high-quality touch will make a mechanic’s life easier, something the E-160 didn’t offer.

Supporting the rider, all Kado bikes have a lifetime warranty on both the frame and pivot bearings.

That means the Kado is a potential life-long partner.

Other details include a generous helping of finned chain-slap protection, hopefully hushing noisy descents. The underside of the down tube and motor, like the E-160 of old, is heavily armoured to protect the bike from the worst the trail can throw at it.

Keeping the centre of gravity low

Like the E-160 that preceded it, the Kado’s battery and motor placement has been optimised to lower its centre of gravity.

Using its own in-house test rig – which gives Whyte the opportunity to see how much of an effect moving battery and motor placement around has on the centre of gravity – the team has tuned it to be as low as possible.

Over the E-160 – which had excellent handling in part thanks to the low COG – the Kado’s has been lowered by a further 12.54mm towards the floor.

Clocking the motor (turning it from parallel with the floor to having its nose up) and sticking the battery beneath it, which overlaps the two components instead of stacking them on top of one another, is the key factor in lowering the Whyte’s mass.

Again, this puts the Kado a good few points ahead of the E-160.

Battery and motor upgrade

Bosch’s latest Gen 5 Performance Line CX motor is fitted to the Kado, whereas the E-160 had the Gen 4.

While torque and power figures aren’t up on the newest motor, it’s much quieter on the downhills thanks to a decoupling between the chainring and motor’s output.

Rattly descents are no more.

This latest motor is powered by either a 600Wh or 800Wh battery, both being compatible with the Kado without upgrades.

The full E-160 range (S to RSX) is fitted with Bosch’s 750Wh unit, but both the newer 800Wh and 600Wh batteries are lighter than the 750Wh they replace.

The interchangeability gives riders the ability to balance weight and range for their own needs. Lighter riders will probably want a 600Wh battery, while heavier ones will benefit from the 800Wh.

Thanks to this design, the battery is also removable via the bottom of the down tube. Usually, the motor ‘blocks in’ the battery within the down tube, but its clocked position means it can be removed.

On- and off-bike charging, therefore, are available. So are easy mid-ride battery changes, if you run out of juice and have a replacement.

I’d say this adds up to two more ticks in favour of the Kado.

Specs and pricing

Sharing the three-model range with the E-160, that uses Whyte’s brand-wide S, RS and RSX terminology, the Kado’s specs are thoughtful and functional, focusing on performance rather than being illustrious, fancy or showy.

These include parts from RockShox, SRAM, Fox, Magura, Shimano, Whyte’s own parts and tough Maxxis tyres, with each model appearing to be ready to rip straight out of the box.

Prices start at £4,499 / €4,999 for the Kado S with a 600Wh battery (€5,699 for the same bike with an 800Wh battery), rise to £5,999 / €7,299 for the Kado RS and top out at £7,499 / €8,499 for the Kado RSX.

A resounding success?

On paper, the Kado looks like an exceptional performer at what is quite a modest price tag for a top-flight eMTB.

The proof is always in the pudding, however, and I’m especially excited to swing a leg over one in the future to find out for certain if it’s the E-160-beater it should be.

The Zwift Games kicked off this week, and with it a new feature for 2025: web-based GC leaderboards!

See the Zwift Games leaderboards at zwift.com/zwift-games/races >

Let’s dive into how these leaderboards work, along with some tips for moving up the rankings and (of course) ideas for how future leaderboards could be improved.

Leaderboard Basics

It may be helpful to start by understanding that the Zwift Games leaderboards are simply showing your best finishing time for each of the 5 Zwift Games stages, and ranking it against other riders’ times.

The leaderboards do not take into account which category or timeslot you raced, whether you’ve got a heartrate monitor, whether you’re on ZwiftPower, how old you are, what team you’re on, whether you cheated and lowered your weight just before the event, how accurate your dual power recordings may be, etc.

Your Zwift Games dashboard shows which stages you’ve completed, and your global ranking (based on your best finishing time) in each stage:

Click one of the 5 “Stages” cards on the homepage and you’ll be taken to the leaderboard for that stage. Click one of the “Classification” tabs on top and you’ll be taken to those respective leaderboards:

• Sprint combines stage 1 and 2
• Climb combines stage 3 and 4
• Epic is for stage 5
• Overall combines all 5 stages

Whether you’re viewing a Classification or a Stage leaderboard, your filter options are the same. You can filter by any combination of Gender (view all or female only), Country, and Racing Score (in bands of 100 points):

Want more detail? Clicking a rider’s name or profile pic takes you to their main profile page, while clicking the stage time takes you to the results page for the particular event they raced.

Some Notes About Racing Scores Shown

There’s been a bit of confusion about the racing scores shown for each rider in these leaderboards. First, to be clear, the racing score shown is the rider’s score, apart from any seed score changes due to new power PRs, at the completion of the most recent race shown in the leaderboard. That means:

• The score shown is not necessarily the rider’s current racing score. If a rider finished another scored race after the one shown, their score will probably be different than what’s shown.
• If a rider raced the same stage multiple times, the leaderboard uses the rider’s fastest finishing time. The score resulting from that particular effort is what you’ll see on the leaderboard.
• If you’re looking at a Classification leaderboard that uses two different stages, such as the Sprint Classification, the score shown will be the rider’s result from his fastest completion of the most recent stage. (So it only shows stage 1 in the Sprint Classification as of today, March 5, since nobody has raced stage 2 yet. But once riders have finished stage 2, the racing score shown will be from their best result on stage 2.)

One big gotcha here is that the score shown in the leaderboards does not show score increases due to new power PRs, since those are computed when your activity is saved, while the race result score is saved for the leaderboards as soon as you finish the race. So you may see riders with a result of (here’s a real example) 193, but an actual score after the event of 364 due to a big new power PR that bumped up their seed score. The race result is shown in the leaderboard, but if you click the time and see the racing score on the event results page, it will include any seed score increases.

The Racing Score filter in the leaderboards filters the results based on the rider’s racing score result for the races in question. It doesn’t look at which category (score band) the rider raced for the event. So if you filter based on a racing score of, say, 500-600, you may see riders who raced in any number of pen groupings. There are 16 different ways riders are grouped together for Zwift Games events, and riders are free to race any group at or above their current racing score:

• Range 1: 0-159 | 160-269 | 270-389 | 390-509 | 510-649
• Range 2: 0-209 | 210-329 | 330-449 | 450-569 | 570-699
• Advanced Races: targeting 650+, but anyone can join
• Women-Only Ranges: 0-199 | 200-299 | 300-399 | 400-499 | 500+

GC-Topping Tips

We’re only a couple of days into the Zwift Games, but riders are already starting to figure out what it will take to be a leader in the GC. It’s all about joining a fast group.

A simple illustration: if I filter Stage 1 results by Racing Score to show riders between 500-600 (my range), the top 10 all raced in an Advanced event which supposedly is for riders at 650+. (I didn’t click past the top 10, but my guess is most or all of the top-ranked riders did the same).

Topping a time-based GC that takes into account hourly events requires a primary focus on finding and hanging with the front of the fastest group. Whether you finish on the podium or not doesn’t really matter, unless you’re one of the very highest-ranked riders. What you need is a fast pack, so your overall course time is low.

My first stage 1 race (watch it here) was with the 450-570 group, and I turned in a time of 22:17 with a 3rd place finish. It basically felt like a tempo ride, with a hard effort in the final 2km. If I want a faster time, I need to join a faster group (say, 510-650, or a 650+ race) and suffer hard to hopefully hang with the front all the way to the finish. That’s how the current leaders in the 500-600 band with sub-20 minute times did it.

The fastest groups will be found in the Advanced races, and (assuming typical levels of rider cooperation) the larger those Advanced groups are, the faster they’ll be! Glancing at ZwiftPower results (which show rider counts, making research easy) the largest advanced groups are at these times:

• 10:15am UTC/5:15am ET/2:15am PT
• 5:15pm UTC/12:15pm ET/9:15am PT
• 6:15pm UTC/1:15pm ET/10:15am PT
• 7:15pm UTC/2:15pm ET/11:15am PT

Tuesday will probably see the highest race turnouts, but that remains to be seen, and the stages only last three days apiece.

Leaderboard Improvement Ideas

I love what Zwift is doing with these new leaderboards, but of course, it’s really just a first draft. How could they be improved? Here are a few simple upgrades.

My biggest wish would be for the leaderboards to indicate my rank when filters are applied. Currently, if I apply a filter (say, 500-600 Racing Score) to a leaderboard, I have no idea where I’m at, unless I scroll through the entire list, page after page, until I find my name. The filtered results should show my name at the top or bottom of every page, along with my filtered rank, sort of like Strava does with segment leaderboards.

It would also be helpful to have my leaderboard filters saved, so as I bounce between leaderboards, the same filters are always applied.

With multiple stages used for some of the classifications, a bit of explanatory text at the top of the Sprint and Climb classification leaderboards would be in order. Something like “The Sprint Classification is based on combined rider finishing times for Stage 1 (Makuri Madness) and Stage 2 (Scotland Smash).”

Lastly, I’d like to be able to save/send a URL of a particular filtered leaderboard. This would require passing the filters in the URL.

The End of ZwiftPower?

The Zwift racing community has been talking for years about how Zwift will probably move away from ZwiftPower as the source of final race results. But truth be told, we haven’t seen much movement, apart from Zwift beginning to show race results on event detail pages at zwift.com.

With that backdrop, it would seem that providing these Zwift Games leaderboards is a big step, removing ZwiftPower from the equation entirely, at least when it comes to Zwift Games results.

That said, Zwift has a long way to go before certain racers and race organizers can move away from ZwiftPower, so it’s unclear how or when that would ever happen. We need team functionality, the ability for race organizers to customize their events (including DQ criteria), series/league functionality for grouping races, global rider rankings, and much more.

So I don’t think ZwiftPower is going away anytime soon. For Zwift Games 2025, though, the final results live at Zwift.com… and that’s big news.

Questions or Comments?

What do you think of the new Zwift Games leaderboards? Are they a step forward for Zwift racing? A step back? Or something else? Share below!

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

Rondo has announced the release of its new Bogan ST, a fully redesigned off-road bike with an all-new steel frame, aimed at bikepackers.

The 2025 Bogan ST sports traditional tube profiles made from steel, a progressive geometry and a feature-filled design. It’s available for £2,899.

Alongside unveiling the Bogan, Rondo has confirmed full spec and pricing details for its IOON electric gravel bike, which scooped a Design and Innovation award when it was announced in January.

The Fazua mid-motor powered IOON follows in the footsteps of bikes such as the highly capable Mylc and soft-tailed RUUT.

The new 2025 Bogan has been redesigned from the ground up.

The all-new steel frame comes with geometry that Rondo says has been optimised to keep a fully laden bike more stable on rough terrain.

The slackened front end features a longer fork, making the Bogan suspension-ready.

The tyre clearance is larger than the previous iteration, at 29×2.1in, or 27.5 with 2.6in tyres.

The down tube has external routing braze-ons, along with multi-bottle mounts and bars to strap a tool roll to easily.

The back end is SRAM Universal Derailleur Hanger and full-mount compatible.

The Bogan comes complete with a made-to-measure frame bag, courtesy of Polish brand Triglav.

The Bogan ST is priced at £2,899 with SRAM Apex hydraulic brakes, X1 1×12 drivetrain and WTB Sport Terra wheels.

Rondo goes electric with the IOON

The IOON electric gravel bike made headlines earlier in the year when it won a Design and Innovation award.

The frameset, which bears plenty of resemblance to the pedal-powered Rondo RUUT, houses a Fazua Ride 60 drive system comprising a removable down-tube battery and a mid-mount motor.

The IOON CF1 comes with a SRAM Force drivetrain (although not necessarily the same Force drivetrain as this pre-production sample), DT Swiss HGC 1400 gravel wheels, a Fazua Ride 60 powertrain with a new 430Wh battery and a new Rondo ICF cockpit, including a new forged carbon stem.

The CF1 is priced at £8,999, while Rondo is also offering a CF2 model with SRAM Apex AXS, Rondo wheels and the same powertrain for £6,199.

For those who prefer their gravel bikes to be of the flat-bar persuasion, there’s the IOON CFU with SRAM Apex AXS, DT Swiss HG1800 wheels and 50c Vittoria Terrino Max tyres for £5,999.

The world of virtual cycling continues to evolve, and the new E-Cycling Race Organization (ECRO) may just represent the next significant leap forward for competitive Zwift racing. Building upon the foundation established by the Chasing Tour, ECRO aims to “create a more immersive and strategic virtual cycling experience that benefits riders and team managers alike.”

From Chasing Tour to ECRO

Founded in 2022 by Jonathan Morin, the Chasing Tour successfully established a year-long racing calendar that brought structure and continuity to the Zwift racing scene (read about Chasing Tour 2023 here). Jonathan built ECRO by expanding this foundation into a comprehensive platform that introduces elements previously unseen in virtual cycling competitions.

The ECRO World Tour 2025 will feature 75 races throughout the year, including single-day races, week-long tours, and three multi-week grand tours. This extensive calendar establishes a professional-level competition structure that mirrors real-world pro cycling, and it all kicks off on March 8, 2025, with Chasing Bianche!

New Dimensions: Rider Economics and Team Management

What sets ECRO apart is its introduction of economic elements to virtual cycling. The platform implements features like:

• Rider Market Values: Riders have assigned virtual monetary values based on their performance and category
• Team Contracts: Teams can sign riders to formal agreements
• Rider Transfers: A transfer system allowing riders to move between teams
• Team Financials: Teams manage a virtual budget, profiting from rider development and transfers

(It’s important to note that all financial aspects within ECRO—including rider values, team budgets, and prizes—are virtual and do not represent real-world currency. These virtual economics simply add an engaging layer of strategy and simulation to the competition.)

Clear Categorization

ECRO employs a straightforward categorization system based on the zwiftracing.app 90-day vELO ratings:

A Category: 1900+ rating
B Category: 1450-1899 rating
C Category: 1150-1449 rating
D Category: 850-1149 rating
E Category: 0-849 rating

This system ensures fair competition within all skill levels, and scheduled recategorization points throughout the season help maintain competitive balance.

Team Structure and Competition

Teams add another dynamic element to the ECRO World Tour:

• Teams can consist of up to 12 riders across any of the 5 categories
• The top 6 riders in each category earn points for their team
• Teams accumulate points throughout the season for overall standings

Comprehensive Scoring and Competition Format

ECRO’s competition structure is multi-layered, offering riders and teams various ways to earn points:

1. Individual Race Events: Points awarded based on race tier and finishing position
2. Stage Races: Multi-race competitions using a global time-gap system pioneered by Chasing Tour to determine overall standings
3. Seasonal Series: Multiple races where cumulative points determine the winner
4. Season-Long Competition: All points contribute to the overall ECRO World Tour standings

This structure rewards consistent participation and performance throughout the season, encouraging engagement with the entire calendar of events.

Registration and Pricing

To participate officially in the ECRO World Tour, riders and teams must obtain licenses:

• Rider License: $7.99 for the 2025 season
• Team License: $12.99 for the 2025 season

(While anyone can participate in ECRO events on Zwift, only licensed riders will have their results counted toward the official ECRO World Tour standings. These fees support the ongoing development of the platform.)

Benefits for the Entire Zwift Racing Ecosystem

ECRO’s approach delivers benefits to riders and managers alike:

For Riders:

• Verified ECRO rider accounts with clear categorization
• Opportunities to join teams and develop virtual cycling careers
• Points-based competition with virtual prizes
• Professional racing structure

For Team Managers:

• Team creation and management tools
• Strategic rider recruitment and contract management
• Virtual financial system with potential growth through smart team building
• Season-long competition against other teams

Only on Zwift

According to Jonathan, “ECRO has chosen Zwift as its exclusive platform because Zwift provides the best in-game racing experience available in virtual cycling. The robust features, established community, and technical capabilities of Zwift create the perfect environment for ECRO’s vision. By building on Zwift’s foundation, ECRO is invested in seeing Zwift continue to be the home of elite e-cycling racing, furthering the platform’s position as the premier virtual cycling experience.”

Looking Ahead

The ECRO platform represents the most comprehensive attempt yet to create a professional-level virtual cycling ecosystem that mirrors the structure, strategy, and engagement of real-world professional cycling.

So whether you’re a casual Zwift racer looking to test yourself against others, a competitive rider seeking structured competition, or someone interested in the team management aspects of cycling, I’d recommend looking into what ECRO is doing today.

For more information or to register for the ECRO World Tour 2025, visit www.ecro.app.

Your Thoughts

What do you think of ECRO’s approach to Zwift racing? Share your thoughts below!

Sidi’s new Atomus GTX gravel boot takes the Italian shoemaker far away from its established racing roots.

Available from September, the Atomus GTX combines the rugged looks of a hiking boot with lots of practical tech for adventure and gravel riding.

The upper combines a padded outer with a high-top neoprene-like wrap-around cuff. Internally, there’s a full Gore-Tex membrane for added weather-proofing.

The outsole has a soft, pliable, deep tread and, while the cleat plate is stiff, the outsole has plenty of flex.

The new gravel boot registers a 3 out of 10 on Sid’s own stiffness scale. It is expected to retail for £250.

Strava has issued an apology for its controversial decision to ban URL links on its platform late last year, and says it has reinstated this feature in a more limited form.

In a blog posted on its website on 3 March 2025, the popular cycling app wrote: “We recognize that disabling and removing links last September was disruptive to our community.”

Strava says its initial decision to ban links – a move that also saw all historic links on the site removed – was “necessary to protect users from a wave of harmful spam attacks that included links to fraudulent and misleading content”.

It concedes, however, it “moved fast” and “didn’t clearly communicate” the reasons behind the ban.

As a result, Strava says it is “sorry for the frustration this caused, and moving forward, we’re committed to greater transparency”.

Links are back on Strava – but there’s a catch

Since links were banned and deleted in October 2024, Strava says it has made “significant improvements” to its spam detection systems, including an “an upgraded machine learning model”.

This, it says, has empowered it to re-enable links in user posts “in the places that matter most”.

So, while links will be allowed on Strava again, there are limitations on what and where its users can link to.

Strava says “anyone” (whether they are a free user, a subscriber or a verified athlete) can post links to the following areas of Strava:

• Athlete profile
• Club description 
• Event descriptions
• Activity descriptions

Strava says, however, that “only admins of verified clubs will be able to post links in club posts”.

This means club members will not be able to include links in club posts.

It also says “links to external websites are limited”. Exactly what this means remains to be seen, but it may remain difficult to link to sites such as charity collection pages, rider blogs or even your favourite multi-discipline cycling website, BikeRadar.

Previously shared links will not be reinstated

While it apologised for removing historic links last year, Strava nevertheless says “previously shared links will not be reinstated” on its site.

It also says any text posted on Strava that “was unintentionally identified and removed as a link” would not be reinstated either.

Justifying its decision, Strava wrote: “Our goal is to nurture sharing and engagement across our platform in an organic, helpful, and least disruptive manner.”

“To do this, we are re-enabling link sharing across some of the most engaging parts of Strava where this can be the most meaningful”.

In March, Zwiftcast is spotlighting incredible women’s stories with two special episodes celebrating of Women’s History Month! Also this month, complete any Zwiftcast ride to unlock the exclusive Watch the Femmes headphones and show your support.

In this episode, hosts Rebecca Charlton, Dave Towle, and Kate Veronneau bring you all the latest news, including the return of Zwift Games and a look forward to Paris Roubaix Femmes Avec Zwift and the Tour de France Femmes Avec Zwift 2025. Plus, Wheel Talk Podcast hosts Abby Mickey, Loren Rowney, and Gracie Elvin pop in to talk Zwift cycling and motherhood.

Links/events mentioned in the episode:

• ZwiftCast Rides
• Watch the Femmes Friday
• Watch the Femmes
• Zwift Games
• Zwift Big Spin

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

The new Specialized Vado SL 2 Alloy has an aluminium frame and costs around £2,000 less than the carbon version that was released last year. 

Trading carbon for aluminium has added some extra weight to the new Vado, but Specialized says it still weighs “as little as 20kg”, depending on the model. 

Available in two builds and with prices starting from £3,500, this new electric commuting bike benefits from many of the same features and tech as the lighter carbon models. 

As with its carbon equivalent, Specialized says the new Vado SL 2 is a “high-performance vehicle” that’s destined to relegate your car.

Motor and battery

At the heart of the aluminium Vado SL 2 Alloy lies the Turbo SL 1.2 electric bike motor. This is the same motor system as found in the Turbo Creo 2 SL and Levo SL electric mountain bike, which delivers up to 50Nm of torque.

Specialized claims the motor produces 43 per cent more torque and 33 per cent more power than the previous-generation SL 1.1, and is said to be quieter than its competitors from Fazua and TQ. 

The battery capacity for the alloy models remains unchanged at 520Wh, which Specialized says can deliver up to five hours of assisted riding. For riders looking for even more range, there’s the Range Extender, a 160Wh external battery that mounts to the bike via a bottle cage (sold separately).

Those who want to dive into their performance diagnostics can do so with the Specialized App, which displays how the battery charge is used and can also record heart rate, cadence and power data. 

Tech and features

While the more affordable Vado gets the same motor and battery as the carbon models, Specialized has downgraded it to the previous-generation Future Shock 3.1 damping system, not the FS 3.2 found on the carbon Vado. 

Nevertheless, it benefits from the system’s 20mm of travel, located between the stem and head tube.

The wide, 47mm tyres found on the more premium models make an appearance here though, promising to make the metal Vado capable on and off the tarmac. 

With the Specialized App, Vado owners can keep track of their bike’s health and be notified of any required servicing. 

When a service is required, the bike’s computer holds the relevant diagnostic data for Specialized dealers and approved bike shops to carry out the necessary work. 

Once complete, the service is recorded and synced to the owner’s Specialized App, which the brand says provides owners with a service history – just like a car.

The onboard computer is also Apple Find My enabled, which should offer iPhone users the ability to track their bike if it’s stolen. 

Equipped to carry

Unlike the carbon Vado, which is available in both a bare-bones build and the cargo-ready Equipped model, the new aluminium Vado 4.0 and 5.0 are sold exclusively in the latter configuration.

The aluminium models come fitted with an MIK HD pannier rack (which is rated to carry up to 27kg) and DryTech fenders front and rear. 

Road safety and visibility during after-hours riding are taken care of by the included Spanninga Glow Brake Alert Taillight, and both models benefit from front lighting as standard. 

Availability and pricing

The aluminium Vado SL 2 is available in two ‘equipped’ iterations, dubbed 4.0 EQ and 5.0 EQ. Unlike the carbon models, they are both available with a step-through frame. 

The Vado SL 2 4.0 EQ is the most affordable option in the line-up, costing £3,500 / $4,500 / €4,250. 

Spend £300 (or $500) more and you get the Vado SL 2 5.0 EQ, which benefits from upgraded Tektro brakes and an 11-speed Shimano Cues drivetrain.

Race Face has released its new Turbine Pedals, which are designed to offer a ‘locked-in’ ride feel for riders seeking extreme levels of grip.

The new mountain bike pedals are positioned towards riders at the rowdier end of the sport, with Race Face saying it has designed the Turbine Pedals for those who want their feet to stay planted no matter the terrain.

At $180 / €199 / AU$295, the Turbine Pedals are priced similarly to the brand’s Atlas pedals, which remain in the Race Face line-up as a less aggressive option.

Race Face says the 3mm-deep concavity makes the Turbine the most concave pedal platform on the market. However, Burgetc and Praxis also offer 3mm-deep options, while HT’s ANS-10 Supreme had a 4mm concavity.

This bolsters grip levels by increasing the surface area of the interface between your shoe and the pedal, while adding support by cradling your foot in a secure pocket.

Unlike some manufacturers, Race Face has included concavity in the pedal chassis in all directions – front to rear and side to side, which it says results in an unmatched level of control.

Too much concavity can lead to issues with clearance and comfort, while too little compromises a secure feel, with Race Face saying extensive lab testing has enabled it to find the sweet spot.

The Turbine Pedals also feature an asymmetric platform that creates a better interface with the sole of your shoe.

It’s wider at the front for increased support, while the shape recesses for better ground clearance.

Unlike the Atlas pedal, the Turbine doesn’t feature a bearing bump on the inbound side of the platform.

Instead, it uses an inboard bushing and an outboard ball bearing, allowing for a larger effective platform and a tighter stance for better ergonomics.

Race Face says the pedals went through one million cycles in testing, with no signs of wear, although the internals are fully rebuildable.

The platform is made from 6061 aluminium and measures 115x110mm with a 20mm maximum platform thickness, not including pins.

There are 11 height-adjustable pins per side. These are bottom-mounted, which should make for easy removal after rock strikes.

Race Face offers the Turbine Pedals in Black, Silver, Kashmoney, Purple, Orange, Red and Blue – and says they weigh in at 419g per set.

My friends, the day has finally arrived.

After years of Zwifters asking for a fourth in-game challenge, with Zwift Insider posting articles and the community offering heaps of challenge suggestions and even creating amazing concept art… it has arrived. Hurray!

Here’s a quick walkthrough:

Getting Started

You must be at level 40+ in order to take on the Factory Tour Challenge. Level 40+ riders probably already know how to sign up for Challenges but here’s a quick refresher anyway…

There are three ways to get signed up for the Factory Tour Challenge. The game actually prompted me to do it when I started my Zwift activity – that’s the first screen. It also showed up on my Challenges carousel on the homescreen (second screen). Lastly, you can always access the list of Challenges in the main menu, at the top-right:

What’s a “Power Unit”?

While the other three challenges (Climb Mt. Everest, Ride California, and Tour Italy) are based on accumulated distance or elevation, the Factory Tour Challenge is power-based. (The concept is that you’re powering a RoboPacer factory as you pedal your bike, so the animation for the challenge moves through the factory as you progress.)

Cyclists move through this challenge based strictly on the power you’re putting into the pedals, and progress is tracked using a metric Zwift calls “Power Units”.

One power unit is one watt-hour per kilogram, or Wh/kg. If you hold 1 w/kg (say, you’re an 80kg rider holding 80 watts) for an hour, that’s 1 Wh/kg, or 1 power unit. If you average 2 w/kg across your Zwift rides, each hour of riding will earn you 2 power units.

Finishing the Challenge

The Factory Tour Challenge is a 2-part challenge, like Climb Mt. Everest. The first part requires 250 power units to complete and awards you with Lightning Socks:

Once you finish the first part of the challenge, your progress will revert to 29% and you’ll automatically begin the second part which requires a whopping 600 additional power units to complete, unlocking the Aero Electric Socks.

How long will it take to complete the entire challenge? For riders, the math is fairly easy. Take your average w/kg multiplied by your hours of Zwifting per week. That’s how many power units you’ll be earning each week.

Examples:

• 1 w/kg for 5 hours each week earns 5 power units each week, requiring 170 weeks to complete the challenge
• 2 w/kg for 6 hours each week earns 12 power units each week, requiring 71 weeks to complete the challenge
• 3 w/kg for 7 hours each week earns 21 power units each week, requiring 40 weeks to complete the challenge

As you can see, this is no short-term challenge. And I think that’s a good thing.

About the Socks

The new Lightning and Aero Electric socks work sort of like Fire Socks in that they unlock cool animations above certain effort levels:

• @1.5 W/kg: Sparks and Tire Halo (both Lightning & Aero Electric socks)
• @2.1 W/kg: Tire Sizzle Flash (both Lightning & Aero Electric socks)
• @2.7 W/kg: Full Aero Lightning Effects (Aero Electric Socks only)
• @3.2 W/kg: Full Aero Lightning Effects & Lightning Feet (Aero Electric Socks only)

In addition to the visuals, the Aero Electric Socks are particularly special because they are the first piece of performance apparel in Zwift. When you wear the socks, you receive a slight CdA reduction, making you faster in game. (Just how much faster is unclear, but I’ll definitely test the socks once I’ve got ’em.)

A Few Gotchas

There are three limits built into the Factory Tour Challenge, presumably to discourage cheating:

• You can earn up to 4 Power Units per hour. (This limit resets at the top of the hour, so in theory you could ride at 4 W/kg for one hour, then sprint at 10 W/kg for 24 minutes and earn a total of 8 power units in 84 minutes. Good luck!)
• You can earn a total of 15 Power Units per activity. If you save your ride/run and start a new activity, this counter is reset.
• If you get the Cone of Shame (read more about it here) your progress will not count towards the challenge.

Also, a note for Zwift runners: this challenge doesn’t apply to you. While in my tests the game was awarding Power Units while running, those Power Units weren’t actually saved to my account. Reaching out to Zwift, they confirmed that this challenge does not apply to running.

Questions or Comments?

What are your thoughts on this fourth challenge? Got questions, comments? Share below!