Zwift version 1.85 begins its phased rollout today. This release delivers “Factory Tour”, the long-awaited fourth challenge, giving experienced Zwifters something to work toward. Read on for details!
New “Factory Tour” Challenge
This one will put a smile on the face of veteran Zwifters! After years of just three major in-game Challenges (Climb Mt. Everest, Ride California, and Tour Italy), today Zwift is releasing a fourth, giving longtime riders something new to work toward.
Called the “Factory Tour”, this challenge has Zwifters powering a RoboPacer factory with our watts. The more watts you put out, the faster you’ll complete the challenge. But it’s no small challenge, and there’s a hidden extra part 2! Here’s a quick video walkthrough:
Zwift’s release notes say, “New badge alert: The Tair Dringfa Fechan route in Watopia is now available for free ride.” But that’s not entirely accurate, as the badge was actually added back in November, before races took on this route as the final race of ZRL Round 2 on December 17th.
Be that as it may, today the route changes from being event-only to being available for free rides in game. So all you badge hunters who didn’t race ZRL now have a chance to earn this route badge, and with it the 625XP bonus!
While an unreleased Zipp wheel with an integrated TyreWiz pressure sensor on Tom Pidcock’s Scott Foil was one of the coolest developments from Omloop Het Nieuwsblad 2025, I loved Emma Norsgaard’s Trek Madone even more.
This aero road bike was set up with a mullet-gearing ensemble of SRAM’s Red XPLR AXS rear derailleur, a super-wide 10-46T cassette and a huge 52T aero 1x chainring.
Running a 52T 1x chainring means you need a seriously wide cassette out back. Liam Cahill / Our Media
However, these setups almost always feature a relatively tight cassette because there are few hills to contend with in the Hell of the North.
It’s certainly unconventional to see such a large rear derailleur on a road race bike. Liam Cahill / Our Media
Omloop Het Nieuwsblad, meanwhile, is more akin to the Tour of Flanders, with steep climbs and cobbled bergs aplenty. A wider cassette is therefore essential, especially when paired with a large chainring.
SRAM uses a tight cluster at the 10T end of the cassette to give the rider smooth cadence jumps during flatland riding. I’d be very interested to hear Norsgaard’s unfiltered opinion of this setup. Liam Cahill / Our Media
It was also clear to see the Lidl-Trek mechanics had been busy with their Cyclowax chain-waxing machines.
A K-Edge chain guide all but eliminates the chance of a dropped chain. Liam Cahill / Our Media
The team signed a partnership with the brand last year. The device is claimed to be “the holy grail” of immersive chain waxing, because it can wax a chain without removing it from the bike.
Touches such as this make it easy for the rider to calculate how much fuel they’re taking on. Liam Cahill / Our Media
Other, smaller tech highlights on this bike included bottles marked up with ’60g’, a clear indication for Norsgaard of the carbohydrate content within each 500ml bottle.
However, she’s not going to want those bottles and their precious fuel jettisoning themselves on the bumpy cobbles. The Lidl-Trek mechanics have neatly added extra purchase to the bottle cages.
Gone are the days when a rider’s saddle had to be pretty much flat. Liam Cahill / Our Media
Norsgaard opts for Bontrager’s Aeolus Pro carbon saddle and runs it with a pretty significant drop towards the nose. This is likely to be a comfort choice for her low front end.
While Norsgaard ended up crashing out of Omloop, her bike represents an interesting approach to road race bike setup. I will certainly be keeping an eye on her Flanders gearing choices.
Continental has launched the Grand Prix TR, a new mid-tier tubeless-ready tyre with technology trickled down from the highly rated (and more expensive) Grand Prix 5000 range.
The Black Chili compound is the common component, which Continental says offers a competitive blend of grip and rolling resistance.
Under this, a new four-ply construction has been developed, which the brand claims delivers strong puncture protection without adding excess weight.
With a price tag of £54.95 / $67.95 / €61.95, the Grand Prix TR is firmly in the ballpark of other mid-priced all-season tubeless tyres. As a result, this could be a compelling option for riders looking for a tyre that combines both performance and value.
Previous form
The Continental Grand Prix TR bears the same Black Chili compound as its racier tyres. Continental
Continental has previous form here – for its top-of-the-range Grand Prix 5000 tyres, it has played with the number of plies depending on the purpose.
Given there are also four plies used in the Grand Prix TR’s casing, it’s reasonable to view the tyre as an all-season or ‘endurance’ type tyre, rather than simply a cheaper race tyre.
A modified tread pattern could be aimed at boosting grip or longevity – Continental simply says it’s inspired by its Lazer Grip design. Continental
Continental asserts that the casing is “completely new”, with a lower 60 TPI (threads-per-inch) count. This is lower than the Grand Prix 5000 range (120 TPI).
The tread pattern also appears lightly modified compared to that seen on the top-tier tyres, which could be a nod to the Grand Prix TR’s endurance focus – perhaps for a relative gain in grip or tyre life – but this remains to be seen.
For its money, the brand says it’s “inspired by” the Lazer Grip pattern seen on its premium tyres.
Stiff competition
The Grand Prix TR doesn’t have a dedicated puncture-protection belt. Continental
The Grand Prix TR’s price of £54.95 / $67.95 / €61.95 pitches it against some stiff competition in the mid-range tubeless market. The excellent Specialized S-Works Mondo (£50 / $70 / €80) and impressive Teravail Telegraph ‘Durable’ (£48 / $75) tyres are two such examples from our most recent all-season tyre testing.
The Grand Prix TR tyre is available in 700×25, 28, 30 and 32c variants, and with black or ‘transparent’ (tan) sidewalls. Claimed weights start from 310g for a 700x25c tyre, according to Continental.
The brand says all these tyres are compatible with hookless rims.
Clincher options
There’s also a clincher version of the new Grand Prix tyre. Continental
Fans of clincher setups are also catered for with a tube-type specific version of the Grand Prix TR – naturally, ‘TR’ will be dropped from the moniker (TR traditionally stands for ‘tubeless-ready’).
Continental says the Grand Prix clincher tyre will feature the same carcass, but with a three-ply design. This is likely intended to offset the presence of an inner tube.
Cadex, Giant’s premium in-house brand, looks set to launch a new high-end race tyre.
An updated Cadex Aero tubeless tyre popped up on the Giant Propel bikes of Jayco AlUla at Omloop Het Nieuwsblad.
While Giant is yet to provide details on the new tyre, the sidewalls were handily badged up with some useful information.
We were able to glean some useful information on the new tyre. Liam Cahill / Our Media
Firstly, the name ‘Cadex Aero’ suggests Giant may have designed these tyres to be aerodynamically optimised for Cadex’s rims.
The original Cadex Aero tyre featured, according to Giant, taller sidewalls to help create an oval shape that “integrate[s] seamlessly” with the Cadex rims.
It appears it also might have worked some form of trip layer into the tread, as Continental did with its Aero 111 tyre (which was developed in partnership with DT Swiss).
The pattern on the compound doesn’t appear to have changed much. Liam Cahill / Our Media
On close inspection, this takes the form of a channel incorporated into the shoulder of the rubber compound. Whether this has been developed from the previous model is unclear.
What we can easily decipher, though, is that the casing uses a 320-threads-per-inch (TPI) construction. This is up from the 170 TPI construction of the outgoing model.
With Vittoria’s Corsa Pro, there is now a good selection of tan-sidewall tyres featuring high TPI counts. I’m all for it. Liam Cahill / Our Media
While unconfirmed, this casing could use a similar construction method to Vittoria’s Corsa Pro, where a lining is placed on the inside of the casing to make it airtight. When sealant is added, the system becomes sealed.
The Cadex Aero is also marked up as being compatible with hookless rims. This is unsurprising, given Cadex’s C50 Tubeless wheels feature a hookless design.
Omloop Het Nieuwsblad is seen by many as the opening of the European road-racing season and the start of the spring classics.
In an attempt to tame the race’s cobblestone sectors, the Jayco team was using 30mm tyre widths across the board. However, races such as Paris-Roubaix feature even rougher cobbles and riders often reach for 32mm tyres for extra comfort.
Whether the new Cadex Aero tyre is available in wider 32mm or narrower 28mm sizes remains to be seen. But given the old model came only in 25mm width, the range could be limited.
Moon’s new Titan Max 1700 bike light is due to be released later this year and combines a wealth of features designed to make it a popular choice for commuting.
Its compact design fits into a quarter-turn Garmin mount or can be used with the included Go-Pro adaptor.
The light comes with a wireless bar-mounting remote control that enables you to switch through variable lumen levels, maxing out at 1700.
You can also switch between dual-beam modes. One is a large-area, round beam for off-road and back-lane use, and the second is a capped STVZO beam pattern to make it more user-friendly on busier roads.
The Titan comes with a wireless bar remote. Warren Rossiter / OurMedia
You can charge the light through its USB-C port or take advantage of its wireless-charging functionality. The USB-C port is also two-way, so in a pinch, you can use the Titan to charge your phone or bike computer.
The Titan has an IPX7 rating, meaning it has been tested by being fully submerged in one metre of water for 30 minutes.
The finals for Zwift Academy 2024 have finished, and Zwift partnered with GCN to bring you a series of four episodes documenting the process at pre-season training camps. Who will come out on top and earn a pro contract?
The first and second episodes were released in previous weeks. Today is episode three, and the final episode will be released next Saturday.
In episode 3, the riders are tested in a sprint lead-out, including racing against the pros. Coaches also watch them support the pros in a second challenge, behaving as a team. How will they do? And will they be able to set aside their personal ambitions?
Watch Episode 3:
(As a reminder, there are 8 finalists this year. To learn a bit about each rider, see this post.)
Up Next
Watch this space for the final episode, premiering March 8 at 5pm UTC/12pm ET/9am PT.
A new Zipp road wheelset with what appears to be an integrated tyre pressure sensor has been spotted at Omloop Het Nieuwsblad on Tom Pidcock’s bike.
Pidcock’s Scott Foil initially looked to have a relatively standard build, ready to take on the cobbled climbs of the Spring Classics opener.
We spotted a new Zipp wheelset with an integrated tyre pressure sensor at Omloop Het Nieuwsblad. The red light on the wheel at the top of this picture shows the system is active. Liam Cahill / Our Media
Quarq Tyrewiz’s offers real-time tyre pressure data, which reveals if your pressures have changed due to temperature changes, burping air or a slow puncture. Here’s the original system in its external form. The new wheelset appears to fully integrate this into the rim. Steve Behr
The current version of the Tyrewiz sits on a special valve, external from the rim.
Integrating the device into a custom recess will likely lead to a small aero saving, while also looking much tidier.
Tom Pidcock was among the riders using the new wheelset, on his Scott Foil aero bike. Liam Cahill / Our Media
The Tyrewiz gives a rider live tyre pressure data on their bike computer, giving the rider an indication if pressure is being lost (or not).
While this may sound like a small tech insight for a pro, it could enable them to get a quicker change from their team car, or to dispel any doubts about a slow flat or tubeless leak.
Electrical tape hides branding, but gives us vital clues about products brands don’t want seen. Liam Cahill / Our Media
Zipp has done well to disguise the new wheel, branding the set in a very similar fashion to its existing 303 Firecrest wheels.
A telltale sign, however, is the small piece of electrical tape covering what we can only assume is new branding.
Given pro teams usually want to show off their sponsors’ kit, covering branding usually means there’s something they want to keep secret (which is like catnip to a tech journalist).
While we can’t see much, the way this 30mm Vittoria Corsa Pro balloons out means we can assume the rim’s internal width is generous. Liam Cahill / Our Media
How the unit is powered is less clear. The current model uses a coin cell battery, which can easily be replaced, and it’s possible space inside the hollow rim has been requisitioned for this purpose.
Alternatively, the unit could be charged via an internal, rechargeable battery, although with no charging port visible, this seems unlikely.
Zipp has been contacted for comment, and we’ll update this article if we can find out any more information about this new tech.
A new Specialized S-Works tubeless road tyre and Roval aero front wheel have been spotted at the start of Omloop Het Nieuwsblad.
Despite its tan sidewalls, a Red Bull-Bora-hansgroh mechanic told BikeRadar that, while the tyres are indeed new, it isn’t a tubeless version of the long-standing S-Works Turbo Cotton clincher.
The tyre features minimal branding. Liam Cahill / Our Media
Instead, the team mechanic said the tyre is an entirely new model. This could be a development of one of Specialized’s existing S-Works Turbo RapidAir 2BR tyres.
The tyre has yet to become popular in the pro peloton with several Specialized-sponsored riders, including Olympic road and time trial champion Remco Evenepoel, deferring to the tube-type S-Works Turbo Cotton.
The new tyre features a minimalist tread pattern. Liam Cahill / Our Media
Omloop Het Nieuwsblad is the opening race of the Spring Classics, and features several cobbled sections and climbs where wider tyres are often favoured for their ability to smooth out rough surfaces.
As expected, the new tyre was being used in wider forms, with the mechanic saying the tyre we saw was a 30mm-wide model.
The Mondo features a little more shoulder tread. Liam Cahill / Our Media
This new tyre may not be available in a wider form, however, as Ryan Mullen chose the Specialized Mondo in a size 32mm. Or, perhaps, the new tyre uses a less robust casing, and Mullen simply didn’t want to take any chances.
Either way, we’ll have to wait for the official word from Specialized to be sure.
Few details, however, were available for what looks to be a new Roval aero front wheel.
Even faster wheels may be coming from Roval soon. Liam Cahill / Our Media
A visibly deeper rim is being used in comparison to the Roval Rapide CLX III Team – which is currently Roval’s fastest road bike wheelset.
The non-drive side flange features a much more angular design than the Rapide CLX III Team. Liam Cahill / Our Media
Another telltale sign comes at the hub. This is black, rather than the silver found on the Rapide CLX III Team wheels. It also appears to be a slimmer design.
The lacing on the drive side is radial, while the non-drive side gets a 2x pattern to help deal with braking forces.
We’ll just have to wait on an official release from Specialized and Roval for more details, although it’s safe to say the new wheel is almost certainly a faster option for flat or rolling races.
Hometown: Lino Lakes, MN (born and raised Michigander)
How did you get into cycling? I started on a exercise e-bike, wanted MORE and started doing research. My sister was an avid cyclist and told me to get a bike and trainer. Which was SOOOOO complicated and foreign to me at the time. I often remind new riders that it’s OK to feel overwhelmed we all did at some point.
How many years have you been racing on Zwift? 4 years I think, I started right around 2021 for the social impact of a team environment. I also ride with the Hugo Gravel Team in MN, and I was on Season 3 of From the Ground Up on YouTube.
Are you part of a Virtual team? I am a part of the Drafting Dinos, I took a break but came back. Once a dino always a dino, LOL…
What do you love most about racing? Surprising myself on what I can do, and how I can improve.
What is your favourite style of race (e.g. points, scratch, iTT, TTT, Chase, duathlon)? I love TTT, it’s special in its own way. The teamwork and communication, the dedication of the overall team, it’s so refreshing. BUT I do love me a points race, getting to utilize the strategy of it all. The recon, the notes, and the joy of lining up to see what you can obtain for the team. It’s so damn fun! I have a 10 year old, too, and he loves to cheer me on.
What is your favourite Zwift women’s race series? ZRL is always fun, Fearless also puts on a great women’s race.
What is your most memorable racing experience, inside or outside or BOTH? I raced Unbound gravel last year and my favorite was pushing hard for my personal record. I ended up pulling a large group of men for about ½ of the course. There are some pretty awesome pics from it, but overall after feeling inferior to men on the bike it was very empowering. I felt like such a badass. It made all the training time on Zwift and outside so worth it. It was a great memory. My sister Paige Onweller was also in a pretty iconic women’s sprint finish at that race so it was a great race for memories!
I think indoor was my first group ride with the Dinos an “easy” ride up the Alpe, haha. They were so encouraging, and I knew if I could have fun suffering up that beast I was in good company. The rest was history.
What is your favourite food to eat post-race? I am a sucker for a chicken basket and fries after a long ride. I love me an horchata recovery shake as well from Scratch, it’s a 12 out of 10.
What advice would you give to a woman entering her first Zwift race? Have fun! Don’t stress and never feel stupid for asking others for help, we all started out the same way. Also, if you are a mom it is NOT selfish to spend time on a bike. You are showing them important things like work ethic and we can do hard things. Time is time, we make up for it elsewhere. Mom guilt is real, but being happy and healthy is worth more than the time you will spend on the bike.
Any upcoming race you are looking forward to? I am looking forward to some local gravel races and Iceman in Michigan. My whole family basically races it. This past year my partner, my dad, my son, and I all raced. My sister also did the pro race! It was quite a weekend.
Oakley and Cinelli have joined forces to create two sets of cycling sunglasses that reflect their shared passion for “exploring both nature and self”.
The line-up consists of the Latch Panel Cinelli and Eye Jacket Redux Cinelli – as well as a custom Cinelli Nemo gravel bike (which isn’t for sale).
The Latch Panel Cinelli glasses are said to offer a fusion of street and sport style. These have a full-rim, shield lens with Oakley’s Latch hinge, and removable side panels “to block out distractions”. Oakley and Cinelli say the glasses have thin temples to fit under a hat or helmet.
These limited-edition specs have an intentionally “worn” design. The brands say this “tells a story of passion and dedication”.
The Eye Jacket Redux has the same strong silhouette as the original Eye Jacket, which was first released in 1994.
The Oakley x Cinelli Eye Jacket Redux glasses worn by Taylor Phinney. Oakley
Both of the new glasses feature Oakley’s Prizm lenses, which help enhance contrast on road surfaces. The Latch Panel Cinelli glasses have Prizm Road Black lenses and the Eye Jacket Redux glasses have Prizm grey lenses.
The glasses feature Unobtanium nose pads and the Eye Jacket Redux glasses also have Unobtanium earsocks to aid retention.
The glasses are packed with custom micro bags and box sleeves.
This is the first collaboration between Cinelli and Oakley, and it was launched with retired pro cyclist Taylor Phinney. He’s said to embody “the spirit of adventure and a unique perspective on cycling that transcends traditional notions of endurance and performance”.
No races featured this weekend… just a bunch of amazing group rides! We’ve got a few charity events, two banded badge hunt rides, an epic 4-hour endurance event, and a series kickoff with Shimano. See all the details below.
Sir Chris Hoy’s | Tour de 4
Good Cause Popular Special Guests Kit Unlock
The Tour de 4 is an initiative launched by Sir Chris Hoy to change the perception of people living with stage 4 cancer and to raise vital funds for cancer charities across the UK.
The Vätternrundan group ride series ends this weekend, and the final ride has lots of signups despite being really long! Riders are on Watopia Big Flat 8 this weekend for 4 hours of 1.8-2.2 w/kg riding.
Bike MS is a group of passionate cyclists looking to raise funds and awareness for those living with multiple sclerosis. Join the squad on a banded badge hunt ride across an open-paced lap of the rarely-used Yorkshire Double Loops route (29.7km, 547m).
Join the kickoff ride to a new series from Shimano! These open-paced group rides feature newer Zwift routes, a #SuperCyclingSunday kit unlock, special guest riders, and more! This week’s ride is an open-paced event on Watopia’s Danger Noodle (32.3km, 414m).
The friendly Bikealicious crew is leading a banded group ride on the epic and brand-new ZG25 Queen route (44.8km, 894m). Grab this route badge if you haven’t done so yet, which comes with extra XP.
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!
Geometron has bolted a Pinion C1.12i gearbox – with its 12-spur gear system and electronic Smart.Shift shifter – into its G1 gravity-focused bike, with a Gates Carbon Drive belt drive completing the package.
With a near maintenance-free drivetrain, extensive geometry adjustability, mullet-wheel setup compatibility and a focus on reliability, the Geometron G1 GPI is a bike built to last – and adapt as a rider’s interests or trends move on.
While excitement over gearbox bikes has bubbled along for years, 2025 seems to be the year they’ve caught the zeitgeist – helped no end by the relative explosion of Pinion-equipped downhill bikes about to be raced by the likes of Atherton and Intense.
Why has Geometron added a gearbox?
Gearboxes are having a moment. Geometron
Gearboxes have always been a popular wish-list item for many riders. Their low-slung position, lack of low-hanging derailleurs and sealed mechanism offer numerous advantages.
The system’s weight, centred around the bottom bracket, is low and central between the wheels’ contact points, which should give a bike a much more balanced feel.
It also means there’s less unsprung mass at the rear wheel, because there’s no cassette and derailleur. This means the rear wheel is better able to react to impacts, enabling it to track the ground more effectively.
One factor rarely mentioned, which Geometron highlights, is that building a bike around a gearbox has a positive impact on designing the suspension kinematics – specifically, how the suspension system reacts to force inputs.
The belt drive is near maintenance-free. Geometron
Anti-squat is the force that counteracts pedal bob. Brands frequently quote this in their marketing material, but the figure depends on which gear is selected – with a typical derailleur drivetrain, the amount of anti-squat depends on the gear selected.
The Pinion system has a constant rear-sprocket and drive-sprocket size, so this figure can be controlled easily, because the designers only have to work with one physical gear ratio.
As such, Geometron’s G1 GPI has a constant anti-squat of 115 per cent at 30 per cent sag.
As a brand that focuses on reliability, the reported advantages of a gearbox are also a natural fit.
Pinion quotes a service interval of 10,000km for its system, and the belt drive requires no lubrication.
At the heart of the matter
The bike is Geometron’s gravity-focused model. Geometron
The G1 is a 162mm/175mm-travel bike built for exploiting gravity to its fullest.
The brand was among the first to push extreme geometry figures – long reach, slack head angles and steep seat angles.
The geometry of the bike is extensively adjustable. Geometron
The G1 is still at the forefront of geometry, even if the rest of the market has started to catch up.
Head angles sit below 64 degrees, seat angles above 78 degrees and reach ranges from 459mm to 534mm over the five sizes on offer.
Geometron extolls the adjustability on offer with the G1.
Its ‘Mutators’ enable quick and easy adjustments to the chainstay length, head angle and bottom bracket height. They are also used if riders want to switch rear-wheel size.
In addition, longer or shorter shocks can be used to alter travel, while 150 to 200mm-travel forks can be fitted.
Pinion’s C1.12i Smart.Shift
Pinion’s gearbox offers a 600 per cent gear range (the equivalent of a non-existent 10-60t cassette) across 12 gears, with consistent 17.7 per cent steps between gear ratios.
The internals ensure that power is delivered via two pairs of gears in every selected gear.
The gears can also be shifted while the cranks are stationary – something Charlie Hatton expressed to BikeRadar was great on a DH race course, because gears can be shifted mid-air, ready for quickly changing track pitches, meaning every pedal stroke is made in the right gear.
The Smart.Shift system is an electronic shifter for the Pinion gearbox. This includes Pinion’s Start.Select tech, which automatically puts the gearbox in an appropriate gear for setting off. Pre.Select can be used to enable automatic cadence-dependant shifting when coasting.
Geometron G1 GPI prices and specs
You can buy the frame and gearbox for £5,099, or add in an EXT Storia shock, bringing the package to £5,849.
Adding an EXT ERA fork takes the package to £7,224, while selecting a BikeYoke Revive dropper post brings it to £7,524.
A rolling chassis, which includes Hope Fortus 30 wheels, brings it all up to £7,849.
Geometron offers a full custom-build programme, too.
Boardman has unveiled its long-awaited update to the SLR – designed to be a new performance bike for British conditions.
That means a heady combination of race-bike pace, endurance-bike comfort and practical touches to keep you riding all-year round and in all weather.
The new SLR frameset has been designed with the help of both CFD (computational fluid dynamics) and wind-tunnel proving.
The spec list is aimed squarely at modern UK riding. That means generous 36mm tyre clearances, mudguard mounts, a third set of bottle cage bosses, a UDH rear dropout, and hard-wearing components for adverse conditions.
The new SLR’s design has been tested and proven in the wind tunnel. Boardman
Boardman’s aim is for the new SLR to be a bike that’s fast in all four seasons.
David Radcliffe, Boardman’s head of product, tells us: “We wanted the aerodynamic advantages of a fully integrated front end. But it needs to also be practical, so rather than a one-piece bar and stem, which gives the rider limited choices in bar width and stem length… we’ve stuck with a standard bar and stem mated to fully internal routing, giving more choices here.”
Boardman says other stem-length and bar-width options will be available at the point of purchase. The 90, 100, 110 & 120mm stems will retail for £48.
“We’ve also used a high-grade headset from Acros with the highest level of seals. We want to ensure that we don’t compromise longevity at the expense of gaining watts in efficiency.
“It’s a very similar story at the rear end too. With the dedicated aero-D-shaped seatpost having a two-position clamp, you can effectively run the saddle position with zero offset (inline) or with 15mm of setback, allowing finer tuning to get your ideal fit.”
The two-position carbon post comes as standard on models 9.0 and above. It’s also available separately from Halfords and retails for £80.
The seat clamp can also be used with a clamp insert that converts the frame to allow for a standard 27.2mm-diameter seatpost in place of the dedicated aero post. That opens up rider choice should you want to fit a more compliant post, such as Canyon’s VCLS, or even a suspension post such as the Redshift ShockStop.
Plenty of room for big tyres and mudguards
The new SLR is priced very competitively – this range-topping 9.8 is £5,500. Boardman
The frame and fork both have generous tyre clearances of up to 36mm, or if you use mudguards that drops to a still-generous 32mm. Bikes will ship as stock with 30mm-wide tyres.
Boardman has worked closely with Kinesis to offer a dedicated mudguard kit from Fend Off.
Unusually for a road bike, the SLR gets a third set of bottle bosses on the underside of the down tube.
Radcliffe explains: “We wanted to add practical features, and I’ve always liked a set of underside bosses on gravel and adventure bikes. I’m a big fan of the tool-can approach to riding with spares rather than a saddle pack.
“They are much easier to transfer between bikes, though you do lose a bottle position. This is the ideal solution, plus that extra weight is carried low down – much better for the balance of the bike.”
Improved aerodynamics
The Silverstone Sports Engineering wind tunnel was the SLR’s proving ground. Boardman
Even with the extra practical touches and increased emphasis on aerodynamics, Boardman has kept the weight of the frame respectably low. A medium-sized finished C10 carbon frame is claimed to weigh 995g and the matching fork 450g. The frame is designed with a BB386EVO bottom bracket shell.
The aerodynamic design improves upon the previous SLR design. When tested back-to-back in the wind tunnel, it resulted in an average 5.7W saving across a full YAW sweep (-15 to +15) at 50kph.
The rear dropout is now the Universal Derailleur Hanger standard, future-proofing the SLR frameset. As previously, the SLR is backed with a lifetime warranty for the original owner.
SLR geometry evolved
The SLR’s geometry hasn’t changed radically from the previous generation. It retains the low front end, although on a size large (effectively a 57cm bike), the stack is down a few millimeters to 577mm from 584mm, and the reach has elongated a little to 394mm from 391mm.
The 72.5-degree head angle is half a degree slacker, while the standard 73-degree seat angle remains the same.
The women’s model gets its own geometry, with a lower stack and shorter reach than the equivalent men’s sizes, alongside adjusted bar widths and stem lengths to suit.
The £3,500 SLR 9.6 is a value-packed highlight of the new range. Boardman
Boardman has always been big on value, but the new SLR range takes it to a new level.
There are two tiers of frame and fork, with high-grade C10 carbon on the 9.8, 9.6, and 9.2 and a medium-grade C7 for the 9.0 and 8.9.
There’s a wide range of options on the SLR – from £1,200 for the Tiagra-equipped 8.9 to £5,500 for the superbike-level specification of SRAM Red AXS and Zipp 404 wheels.
Compared to similar-spec bikes such as Specialized’s Red-AXS equipped S-Works Roubaix (£12,000) or Trek Domane SLR 9 AXS Gen4 (£11,270), the Boardman looks like incredible value.
It follows a very welcome emerging trend for dropping prices from the likes of Cube’s 2025 offerings, Van Rysel and direct-to-consumer brands such as Ribble, Canyon and State.
The range
The SLR 9.2 is another keenly priced model – £2,500 for Shimano 105 Di2 and the premium-level C10 carbon frame. Boardman
Boardman has covered off major price points and equipment levels from the C7 carbon-framed, Tiagra drivetrain 8.9 to the 9.0, 9.2, 9.6 and range-topping 9.8. Interestingly, there’s no 9.4 announced today to replace our 2021 Bike of the Year winner. That bike came equipped with SRAM’s then-new Rival AXS 12-speed wireless groupset. Could the omission of the 9.4 indicate that something new from SRAM is on the horizon?
The range has a couple of standout models, including the £2,500, 105 Di2-equipped 9.2, which we’ve got an exclusive first look at.
Alongside this is the 9.6, with a specification that includes Shimano’s impeccable Ultegra Di2 and rolls on a fine combination of Goodyear Eagle F1 tubeless tyres and Zipp’s impressive 303s wheelset, all for the impressive price of £3,500.
A similar-specification bike such as Cervélo’s Soloist, with Ultegra Di2 and Reserve wheels, would set you back £6,800. Even Canyon’s similarly sporty Endurace CF SLX8 is more expensive at £4,999.
Boardman SLR 8.9 Women’s
The women’s-specific SLR 8.9 comes in the bold fluro-red fade colourway. Boardman
Tour de Zwift 2025 just wrapped up last week. Held during “Peak Zwift” time, TdZ is Zwift’s marquee annual group ride/run event – and it showed! Participation numbers seemed especially strong this year, with hundreds showing up to every ride I saw.
But it’s hard to gauge just how big TdZ is overall, without access to Zwift’s backend data analytics. So I reached out to Zwift with a request for some numbers, and they took the time to gather those stats so I could share them here. Let’s dive in!
Zwifter Counts
Total registered for TdZ: 342k Zwifters could register via the web, signing up in game, or by completing a TdZ event. So this figure doubtless includes some folks who clicked to register, but never actually rode a TdZ event.
Total who finished all 6 stages:
Cycling: 85,958
Running: 1,798
The Ultimate Challenge
Did riders finish the Ultimate Challenge because of the kit unlock? Doubtful. It’s more likely we completed the challenge simply because it existed!
Arguably the biggest “new feature” at this year’s TdZ was “The Ultimate Challenge.” This was for riders only, and required you to complete all 18 routes featured in this year’s Tour. (Routes could be completed in events, or as on-demand efforts.)
It was a bit of an “under the radar” challenge, but Zwift did help things along by creating a temporary personal dashboard at zwift.com (which has since been taken down) where you could monitor which routes you still needed to check off. I used it to determine I still had three routes left heading into make-up week!
So how many Zwifters finished the Ultimate Challenge? Here are some stats:
Total Ultimate Challenge finishers: 11,427
Total who completed at least half of the Ultimate Challenge (9 separate TdZ routes): 40,263
Total who completed all rides AND runs (the Ultimate Ultimate Challenge?): 346 Zwift’s own Jon Mayfield and Leah Thorvilson are in this group.
Totals
It’s always amazing to look at the accumulated totals from all Zwifters in big events like Tour de Zwift. Check it out…
Total distance covered in TdZ 2025 events: 37,316,561 kilometers Or around the Earth 931 times. Or to the Moon and back… 48 times!
Total elevation climbed in TdZ 2025 events: 390,238,173 meters That’s 44,100 Everests!
Total time accumulated between all TdZ 2025 activities: 1,206,646 hours That’s 50,276+ days of continuous riding… or 137+ years!
Total Ride Ons given and/or received during TdZ 2025 events: 27.6 million That’s an average of 23 Ride Ons per rider-hour, meaning riders gave or received, on average, 23 Ride Ons per hour while in TdZ events.
Total TdZ 2025 event completions:
Rides: 1,119,338
Runs: 27,510
Most popular cycling route in this year’s TdZ events: Petite Douleur This “Little Pain” of a route began its life as a Rebel Route I created back in August of 2020, so it’s fun to see its popularity in TdZ!
Most popular running route in this year’s TdZ events: Park to Peak
Previous Year Comparison
Zwift was happy to share that this year’s TdZ stats were up from last year’s TdZ, across the board.
The most notable change was the total number of graduates (~86k this year, up from 69k last year), although this was admittedly helped along by the reduction in total stages from 8 to 6.
Questions or Comments?
I had a great time in this year’s TdZ events, whether I was racing the group ride or just spinning away in zone 2 to knock out the route as part of the Ultimate Challenge.
What about you? How was your TdZ experience? Any ideas for improvement you want to share? I’m sure Zwift HQ will be watching the comments on this post, so please share your feedback below…
Pairing dual front- and rear-hub motors, a chainless ‘energy recovery’ drivetrain, extensive connectivity and a French-made carbon frame, the CIXI Heritage Chainless Altitude is claimed to offer more power and traction than a conventional electric bike.
Designed in collaboration with Ateliers HeritageBike, the eMTB eschews a belt drive or chain drive in favour of a crankset that drives the PERS energy recovery unit.
This sits where a typical mid-mount electric bike motor would, converting pedal power into electric power.
This transmits power to the rear-wheel drive, extending range even when the battery is low, according to the brand.
The system appears to be designed primarily for cargo bikes. Cixi
CIXI says that “algorithms automatically adjust the [energy recovery unit’s] behaviour according to the desired comfort or effort cadence, regardless of the bike’s speed or slope”.
The PERS system entered production earlier this year, with four bikes equipped with the system due to be available at Eurobike following 40,000km of lab testing and 5,000km in real-world conditions, according to a report published on BIKEeurope.
With a peak power of 1,125W and 50Nm of torque, CIXI says the two-wheel drive offers improved acceleration and traction versus a traditional electric bike, accelerating from 0 to 25km/h in 9 seconds on an 8 per cent incline in its two-wheel drive configuration. This compares with 23.6 seconds with a single motor.
The bike was first shown at Eurobike 2024, with the PERS system entering serial production this year. Cixi
Likewise, CIXI says the bike can climb slopes as steep as 24 per cent. The brand says this compares with “15.5 per cent for a conventional configuration” – although it doesn’t specify which bike or system it is comparing this to.
Built around a French-made carbon frame, the bike’s pricing and availability are to be confirmed.
BMC has updated its entry-level Teammachine SLR road race bike with fully integrated cable routing to match the flagship Teammachine SLR 01.
Previously, customers had to shell out $8,499 / €8,499 for a complete Teammachine bike with modern integrated cable routing – that figure is now $2,999 / €2,999.
Hoses (and gear cables) now enter into a port under the stem. BMC
The Swiss brand’s proprietary ICS routing system, which has been applied here, sees cables and hoses routed inside the upper headset bearing, between the steerer tube.
Some might lament the loss of an externally routed option on ease-of-servicing grounds, but each bike is offered with a two-piece cockpit with a standard front-facing four-bolt stem faceplate (rather than the brand’s more stylised ICS2 design).
The Teammachine SLR frame shares the same silhouette as the Teammachine SLR 01. BMC
This sees cables and hoses fit under the stem, before entering the frameset, and means the stem can be swapped over without having to unravel the system.
BMC says the ICS system confers both aerodynamic and aesthetic benefits, but those purported upsides are left to the rider’s perception – the brand doesn’t offer data on the aerodynamic improvements between the old Teammachine SLR and the updated model.
Is the Teammachine SLR just an SLR 01 without the fancy builds?
The Teammachine SLR frame has the same features as the Teammachine SLR 01, but a lower-spec carbon layup. BMC
In a word, no – the Teammachine SLR isn’t quite a carbon copy of its higher-spec sibling, which is now approaching five years old.
BMC says the updated frameset has the same layout as the top-spec 01 frameset, including compatibility for the brand’s one-piece ICS Carbon Aero, ICS Carbon or latest ICS Carbon EVO cockpits, the D-shape seatpost and semi-integrated Aerocore bottle cages.
Tyre clearance is also identical, at 30mm – a little shy of the latest race bikes.
The cockpit features a proprietary inlet adaptor and spacers. BMC
However, the carbon layup features a lower stiffness-to-weight ratio compared to the premium bike – BMC claims the frame “shares the same stiffness targets as the Teammachine SLR 01”, but that complete builds come in from “around 8kg” in an unspecified size.
For context, Warren Rossiter reviewed the current-generation BMC Teammachine SLR 01 in a size 56cm with a Shimano Dura-Ace Di2 R9100 groupset, which weighed 7.09kg.
What Teammachine SLR builds can I have?
Teammachine SLR bikes start from $2,999 / €2,999. BMC
The BMC Teammachine SLR is available from today in three builds – the Two, Three and Four – with a One-spec build confirmed to follow later in the year.
BMC says riders have the choice of three seatpost setbacks (15mm as standard, with 25mm and inline options also available).
The brand hasn’t yet confirmed whether these are free of charge to choose at point of purchase.
Canyon has announced a new bike customisation programme dubbed ‘MyCanyon’.
The programme will initially be offered on its flagship Aeroad CFR road bike and will give riders the ability to select from a range of paintjobs, components and accessories.
MyCanyon will also offer riders a choice of stem length, solving one of the biggest headaches riders have on bikes with integrated cockpits.
Swaps and upgrades won’t come for free, although Canyon would likely point out its custom bikes will still offer good value relative to off-the-peg options from its competitors.
At launch, the MyCanyon programme will be available only in the USA, although Canyon says it will get a worldwide rollout by “end-summer” 2025.
Custom Canyons for everyone
MyCanyon is a premium programme, offering custom paintjobs and component upgrades. Canyon
Canyon has held off offering spec customisation options on its bikes for many years, but it points out it has a rich history of making “dream bikes”.
Now, though, Canyon says it wants to offer every rider the chance to build “a bike like no other”.
Given MyCanyon is being offered only on its Aeroad CFR platform at launch – prices for which start at $9,999 – you’ll need deep pockets, though.
Curated customisation
MyCanyon is available only on the Aeroad CFR platform at launch. Canyon
According to Canyon, the MyCanyon programme is designed to offer “curated customisation” for three main areas – aesthetics, fit and function.
Aesthetics
The first option in the MyCanyon programme is the custom paintjobs. Canyon
Aesthetics covers modifications to things such as the bike’s paintjob and decal colours, with three tiers available.
The cheapest aesthetic upgrades come from the Fabrio collection. These paintjobs cost $500 (pricing for the rest of the world is yet to be confirmed), and there are three different styles designed to respond to light.
For $700, you can have a paintjob from the Mano collection, which features four “uniquely hand painted” designs inspired by “the largest known nebulae in our universe“.
At this tier, riders can also select to customise the designs with different decals, giving a total of eight options.
The paintjobs range in price from $500 to $1,500. Canyon
The most expensive upgrade in the looks department comes in the form of the Opus edition paintjobs, which cost $1,500 each.
These feature “artworks” from artists Felipe Pantone and Elena Salmistraro, which Canyon says are “deeply labour intensive to produce”.
Fit
Riders can, at long last, swap stem lengths at the point of purchase with MyCanyon. Canyon
Canyon has long held off giving riders the ability to customise parts in its webshop, but riders will finally have the option to swap stem lengths at the point of purchase with MyCanyon.
There are some caveats – stems can only be swapped between -10 and +20mm lengths from the default size (which scales with each frame size).
A size-medium Aeroad CFR, for example – which has a default stem size of 100mm – can be specced with a 90, 110 or 120mm stem.
Swapping your stem length doesn’t cost more, although it’s worth noting riders are required to select one of the upgraded paintjobs in the MyCanyon programme (prices for which start from $500, as previously noted).
Handlebar width and drop shape are adjustable on the Aeroad CFR by default, although you’ll need to purchase different drop shapes separately.
Handlebar-width and stack-height changes are already accounted for by the Aeroad’s adjustatble PACE Bar Aerocockpit, which can be adjusted between 370 and 420mm wide (centre to centre at the brake hoods).
Canyon’s PACE Aero drops (which replace the stock handlebar drops with a set of narrower, flared ones) will still need to be purchased separately.
Stem adjustments aside, riders will also be able to upgrade from the stock Selle Italia SLR Carbonio saddle to either the 3D-printed Boost 3D Kit Carbonio ($100 surcharge) or the full-carbon Boost Tekno ($150 surcharge).
Function
Canyon will also offer riders a choice of groupset, wheels and tyres. Canyon
The other areas riders will be able to change through the MyCanyon programme are the bike’s drivetrain and wheels, although the options are for simple swaps rather than detailed customisation.
You can choose between Shimano and SRAM’s flagship groupsets, and wheels from Zipp or DT Swiss. Canyon
Likewise, there’ll be two choices for the bike’s ‘rolling stock’ – DT Swiss ARC 1100 wheels with 28c Continental Aero 111 and GP5000 S TR tyres (front and rear, respectively) or Zipp 454 NSW wheels and 28c Pirelli P Zero TLR RS tyres.
Bar tape will also be upgraded (from Canyon’s own to Lizard Skins) to match the bike’s decals.
Riders will also be given the opportunity to add extra details and accessories such as name stickers and bike computer mounts.
MyCanyon lead times and availability
Canyon says MyCanyon will be available worldwide by the end of the summer. Canyon
As noted previously, the MyCanyon customisation programme will only be available in the USA and with the Aeroad CFR at launch.
Following the initial launch, Canyon says it aims to extend the programme to Asia–Pacific by the end of April 2025, with the rest of the world following by the “end of summer 2025”.
Canyon also says it is considering extending the MyCanyon programme to other models in its range, beyond the Aeroad CFR, but hasn’t yet made any final decisions.
In terms of lead times for MyCanyon builds, Canyon says custom bikes should be ready within “six to twelve weeks”, depending on the availability of parts.
In the US, riders will also have the option of shipping their MyCanyon bike to a local bike shop, which can handle the out-of-the-box setup.
Sir Chris Hoy’s | Tour de 4
Good Cause 
