Designed to redefine what’s possible in all-mountain riding, Pivot has given its Shuttle AM a refresh, with refined geometry, an updated motor and a few fine details gaining the attention of its engineers.

The new Shuttle AM has 150mm of rear-wheel travel and the latest Bosch Gen 5 Performance Line CX or CX-R motor, for punchy power on the trail.

The bike is built to be ridden all day, with an efficient suspension platform that can still deliver on the descents and a large 800Wh battery for increased range. Add a 250Wh PowerMore range extender and you shouldn’t run out of juice.

The new Shuttle AM has a similar use case to Pivot’s non-assisted Switchblade and sits alongside the longer-travel Shuttle LT.

The Shuttle LT has a softer ride feel through the suspension, while the AM is more efficient under power.

In-depth frame development

As with most high-end electric mountain bikes, carbon is used throughout the frame.

Pivot tells us that around half the bike’s development time was spent on ensuring the carbon layup was just-so.

In reality, this means the engineers spent around two years working on the way the carbon sheets were laid, and what size and shape they needed to be.

One of their priorities was a bike that drops into, and holds, a corner nicely.

As such, each size bike has its own layup, with different tube profiles visible between the sizes.

Going further, the battery is decoupled from the down tube, with nylon mounts preventing the structure impacting on the frame’s flex.

Making the suspension work

It’s no surprise to see Pivot employing Dave Weagle’s DW-link suspension design – it’s one Pivot uses extensively throughout its full-suspension line-up.

The system employs two short links to join the front and rear triangles, creating a virtual pivot point.

During the launch presentation of the Shuttle AM, John Pentecost, from Pivot, told BikeRadar the DW-link delivers increased anti-squat (the force that resists pedal bob) when more power is added – something an eMTB does very well.

This increased anti-squat means less compression damping is required in the shock for it to remain stable under pedalling loads, freeing up the shock to work properly.

This is, according to Pentecost, different from a typical four-bar bike. 

These perform well under braking, usually. However, increased power, especially on an eMTB, causes the suspension to squat more, sinking the rider down and back, and effectively shooting the bike forwards from underneath. 

As such, this can necessitate increased low-speed compression damping on the shock to calm pedal inputs.

More motor

Bosch’s fifth-generation Performance CX motor is bolted into the belly of the bike, with the Pro and Team models receiving the CX-Race motor.

The motor has been updated, giving it 100Nm of torque and 750W of power – up from 85Nm and 650W previously.

The Race motor sees a weight reduction of around 100g, uses ceramic bearings and a titanium spindle, and has better heat management. There’s also the option to run up to a three-second overrun, should you wish.

So punchy is the power delivery in the Race mode, that Pivot advises getting used to the motor’s performance before using it on the trail. It’s quite the experience.

The Team and Pro bikes, with the CX-R motor, get Tour+, EMTB+, Turbo and Race modes, while the cheaper Ride build, with the standard CX motor, gets Tour+, EMTB, EMTB+ and Turbo modes.

The EMTB+ mode has a little more fine-tuning in its dynamic power delivery, with a goal of maximising traction on loose climbs.

The eBike Flow app allows plenty of customisation to power levels and modes.

All the bikes receive an 800Wh battery, with the option to run the 250Wh PowerMore range extender. 

The Pro and Team build also feature the new Kiox 400C top-tube screen, which is full-colour, and has customisable data and ride navigation capabilities.

A new magnetic cap over the charge port adds sealing, and can be removed easily if the range extender cable is attached. The team at Pivot are particularly proud of it.

Ample sizing

Four sizes will be offered, from Small to XL.

Key geometry figures include a head angle of 64.1 degrees, 76.5-degree seat angles, reach figures from 431mm to 496mm and a BB height of 345mm.

There is a geometry chip, which will steepen the angles by around 0.5 degrees, reduce the reach a touch and raise the bottom bracket, ideal for those riding technical climbs and in areas with lots of roots and rocks to get over.

While bikes will come as full 29ers, a 27.5in rear wheel can be fitted, with Pivot suggesting the geometry flip chip is placed in its ‘High’ position. 

Pivot Shuttle AM range details

The range starts with the Ride model.

This has, for the first time in Pivot’s history, a RockShox suspension package, featuring a Lyrik Select+ fork and Super Deluxe Select shock. 

There’s a SRAM Eagle 70/90 Transmission mechanical drivetrain, DT Swiss alloy hoops and EXO+ casing Maxxis tyres.

The mid-spec Pro model also sees RockShox suspension, this time Ultimate-level Lyrik and Super Deluxe, while an X0 Transmission and Maven Silver brakes look after the bike’s stop-and-go capabilities.

eMTB-optimised DT Swiss HX1501 wheels are again wrapped in Maxxis tyres.

At the top end, the Team build has Fox Factory suspension – a 36 fork and a Float-X shock. 

There’s a SRAM XX Transmission drivetrain and Maven Ultimate brakes, and the same wheel/tyre combo as found on the Pro. Fox’s Live Valve Neo system can be added, too.

It has a claimed weight of 21.5kg.

Pivot Shuttle AM Pricing

• Shuttle AM Ride: £8,600 / $8,499 / €8,599
• Shuttle AM Pro: £11,900 / $11,999 / €11,999
• Shuttle AM Team: £13,900 / $14,499 / €13,999
• Bosch PowerMore: $599
• Fox Live Valve Neo shock (Team builds only): $1,500

Pivot Shuttle AM Pro ride impressions

I’ve only had a very brief time on the Shuttle AM, in some incredibly dusty conditions, and I need more time on the bike before I can draw definitive conclusions.

However, the Shuttle AM climbs very well.

Bosch’s latest motor is an impressive unit, with plenty of power and torque on offer to get you up the steepest hills.

The delivery of both is impressive, especially in the EMTB+ mode, which seems to dole it out with almost perfect control.

While DJI and Mahle’s ebike motors have more sensors measuring wheel speed, giving them more clarity over what the wheel is doing at any one time, Bosch’s computing power has been put to good use.

Traction is impressive even on loose surfaces.

As Pivot warned, though, the Race setting is very, very punchy.

This all works well with the DW-link suspension. It’s stable under power, which helps give the bike plenty of zip, despite its weight of around 22kg.

Although it’s stable, the suspension remains active enough to soak up uphill hits.

On the way down again, the low and central weight, and modern geometry give the bike ample stability, even if it’s not quite as long and slack as the most radical rides out there.

It’s not quite as smooth as, say, the Shuttle LT.

The rear suspension, designed to be efficient for all-day rides, does a good job of dealing with the bigger hits, and tracks the ground well, but it’s not entirely isolating from the chunder.

It will, however, pick up speed and encourage you to push harder on more flowy terrain.

Cornering characteristics are pleasing, with a light-feeling, snappy attitude between the corners.

There’s still stability, though, on long, rough corners.

The Maven Silver brakes are punchy and powerful, and I’ve not had any wandering bite-point issues on this bike. I’ll admit to not being a huge fan of the Maxxis Minion DHF on the front, though, in dry and dusty conditions.

The tyre requires you to lean the bike right over for the shoulder tread to bite properly into the dirt. In summer conditions, an Assegai would be a better bet.

What happens when an elite distance runner attempts an FTP test on Zwift? In this week’s top video, watch as a sub-elite marathoner tackles an FTP test.

Also included in this week’s top videos are tough Zwift races, the addition of native power to the KICKR ROLLR, a comparison between the different types of FTP tests, and a dream pain cave build.

Got a Great Zwift Video?

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

Last week, a comment from an astute reader alerted me to a browser extension I’d never heard of: ZwiftPower ZRS.

Available for Chrome, Edge, and Firefox, the extension delivers a simple but useful upgrade to the ZwiftPower experience for racers by adding Zwift Racing Score results to event pages. Here how it works…

Installation

Installation is easy – just navigate to the ZwiftPower ZRS page for your browser (Chrome, Edge, or Firefox) and click to add it to your browser. Done! It will automagically function when viewing event results on ZwiftPower.

Usage

Visit any event results page on ZwiftPower to see the extension at work. Here’s one such page, the results for a race I wrote about losing just this week.

ZwiftPower ZRS adds a “ZRS” column to the results, as shown below:

The number in black is the ZRS result for the race, while the smaller superscript number tells you how much the rider’s score changed with this result.

If a rider’s score increased due to a power PR that resulted in a seed score boost, you’ll see an upward arrow ⇡. You may also see an up tack ⊥ next to the score, which indicates that the rider’s ZRS floor has been reached.

From the Creator

I reached out to the creator of ZwiftPower ZRS, who prefers to go by the nickname “int” for online anonymity. Here’s what they shared:

Feature Requests for Zwift

We could discuss potential improvements to the ZRS algorithm all day long, but for this post, I want to stay focused on what the ZwiftPower ZRS extension does: make it easier to view ZRS information.

A ZRS column should already be built into ZwiftPower, of course. This extension, like other brilliant community projects over the years, just adds functionality Zwift should have already built!

I would also love to see the score change number showing up on the event results page at zwift.com as well (for example, at zwift.com/events/view/5061096).

And my bigger ask – which Zwift has said is coming – is some sort of historical view of a rider’s ZRS, as int mentions above. I want to see how my score has tracked over time, and I want to see that for others as well. Please make it so, Zwift!

Questions or Comments?

Have you used this browser extension? Would you like Zwift to make ZRS information more available, and if so, how specifically? Share your thoughts below!

Knog has announced a recall of early production runs of its Blinder 900 and Blinder 1300 front lights following reports of potential battery issues that may cause the units to fail.

“Customer safety is our absolute top priority,” said Mal McKechnie, Knog’s chief operating officer in a statement sent to the media. “While a recall is never ideal, we’re acting proactively to prevent any additional product failures.”

The Blinder 900 and 1300 sit at the higher-output end of Knog’s range. The 1300 is our current pick as the best all-round light for road cyclists.

• Read more: Best bike lights 2025 reviewed

What’s affected

• Models: Blinder 900 (front), Blinder 1300 (front)
• Scope: early batches only (identified by batch code)
• Issue: potential battery-related failure that could compromise performance and safety

Knog is asking riders to check their batch code via its product recall portal. If a unit is affected, customers can submit a claim for a free replacement.

Once confirmed, the faulty light should be disposed of. Knog encourages affected riders to follow local regulations because its lights contain lithium batteries.

See zwiftinsider.com/route/red-zone-repeats/

When you’re on the bike, it’s important to keep hydrated – we all know that. But what many of us don’t know is that water often doesn’t do a good a job as we want.

That’s where electrolytes come in. An electrolyte mix can help to replace the fluid and salts you burn through on long rides, supporting hydration and recovery.

And right now, Gut Wealth is offering up to 30 per cent off its Water Wealth mix, making it an affordable way to introduce electrolytes into your hydration routine.

Rehydrate smarter

Fight fatigue and cramps: 10% off one sachet or 30% off two

View price

Understanding electrolytes

Sweat on the bike and you’ll lose essential minerals that your body needs to function at its best. Water is good, but it doesn’t contain the electrolytes that’ll keep you cycling at your peak and feeling good throughout the day.  

• Learn more about how electrolytes can help improve your performance

What does it contain?

Water Wealth tastes like summer fruit and contains a mixture of essential electrolytes (776mg of electrolytes per scoop), trace minerals and vitamins. That includes 50mg of Vitamin C and 100 per cent of your daily recommended amount of Vitamin B12. There’s also no added sugar or artificial sweeteners. 

You simply mix one scoop into 500ml of water, give it a stir or a shake, and you’re good to go.

• Find out more about Water Wealth’s electrolytes, minerals and vitamins mix

Why Water Wealth?

Gut Wealth, the company behind Water Wealth, is best known for its daily vitamin tablets, designed to aid gut health, particularly for those who suffer from irritable bowel syndrome.

Water Wealth is its foray into hydration, combining the brand’s expertise in gut health with hydration science.

• Learn more about how Water Wealth’s ingredients can help you 

Rehydrate smarter

Fight fatigue and cramps: 10% off one sachet or 30% off two

View price

This week’s selections include a bit of everything… a memorial ride, two races, an endurance effort, and a banded ride. Pick what works for you, and Ride On!

BMTR LANDER Alpe Memorial Tribute Ride

TNP Chase Race

Bikealicious Climbalicious

Tour de HISP 2025 Stage 6

USMeS – Task Force 100 [E]

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!

The 2025 Vuelta a España starts on Saturday 23 August and finishes 21 stages and 3,151km later on Sunday 14 September.

This year’s route starts in Turin, with three stages in Italy and one that crosses from Italy into France, before arriving in Spain for a 24.1km time trial on stage 5 in Figueres. The route stays firmly in the north of Spain, making a traverse from east to west, before heading towards a second time trial on stage 18 in Valladolid and finishing in Madrid.

Last year’s win for Primož Roglič was his fourth at La Vuelta, equalling the record set by Spain’s Roberto Heras in the early 2000s. But having started both the Giro d’Italia and the Tour de France this year, Roglič is skipping the race, as is his countryman Tadej Pogačar.

That leaves Jonas Vingegaard as a top contender, although he’ll be up against strong competition that includes Pogačar’s teammate João Almeida, who picked up a string of overall wins in shorter stage races this year, before crashing out of the Tour de France.

How to watch the Vuelta a España 2025: quick guide

• Watch in the UK: TNT Sports / Discovery+ (£30.99/month)
• Watch in the USA: Subscribe to Peacock
• Watch in Canada: Subscribe to FloBikes
• Watch in Australia: SBS
• Watch anywhere: Catch your usual stream on the move by subscribing to NordVPN*

How can I watch the Vuelta a España 2025 live in the UK?

TNT Sports/Discovery+ will show live coverage of the Vuelta a España 2025 and, as usual, there’s an on-demand option. Coverage times are to be confirmed.

A TNT Sports subscription costs £30.99 per month. It’s available on a range of platforms including tablets, mobile, TV with Chromecast, or AirPlay, Android TV or Apple TV.

How else can I watch the Vuelta a España 2025 when I’m outside the UK?

A Virtual Private Network (VPN) is software that enables you to change your device’s IP address, making it appear as though you’re accessing the internet from another country.

As long as you adhere to your broadcaster’s terms and conditions, a VPN enables you to unblock your usual streaming services, no matter your location. Additionally, a VPN can improve playback speeds and significantly enhance your overall internet security.

There are many VPN options available, but we recommend NordVPN as the best choice. It offers strong streaming capabilities, robust security features and excellent value for money.

• Subscribe to NordVPN

*At BikeRadar (published by Our Media Limited), we review VPN services to help you access online content and services securely while you’re on the go. This includes activities such as streaming your favourite TV shows, live web content or using apps from different countries (provided it’s okay with the service provider’s terms and conditions). It’s important to note: BikeRadar does not endorse or support the use of VPN services for illegal or malicious activities, such as accessing paid-for pirated content. Please ensure you enjoy online content responsibly.

How can I watch the Vuelta a España 2025 live in the US?

Viewers in the US can enjoy daily coverage on NBC Sports and Peacock. You can watch NBC on demand, too – there’s no additional charge above your cable, satellite or telco TV provider’s subscription cost.

Peacock access requires a subscription to its premium tier, priced at $7.99 per month, or $79.99 for a year’s access.

How can I watch the Vuelta a España 2025 live in Australia?

SBS will be covering the Vuelta a España live and on demand. With live coverage of most stages starting around 11pm, this might be one to pick up on demand on the SBS Sport website.

The full schedule is here.

How can I watch the Vuelta a España 2025 if I can’t get live coverage?

YouTube is a good option if you want shorter highlights and you don’t have on-demand access to any of the above sources. You can also watch short highlights videos on the Vuelta a España site.

Both are also good sources for highlights of previous editions to get you geared up for the racing.

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

Your groupset is a pivotal part of your mountain bike, enabling you to put power down, change gear and even come to a stop in some cases.

While it can be overlooked, upgrading it can make a big difference to how your bike feels up and down the trails.

There are plenty of deals to be had at the moment, so we’ve had a sniff around to find some of the best for those looking to upgrade their groupset.

There are options from SRAM and Shimano on this list, so whatever your allegiance, there’s a groupset for you.

We’ve saved what we think is the best deal until last, so be sure to check it out.

• Read more: Mountain bike groupsets – everything you need to know
  

Shimano XT M8100 1×12 £632 £325 (save 49%)

Shimano’s XT M8100 groupset has been a benchmark for mechanical groupsets, and has continued to impress us since we first reviewed it at launch, giving it a 4.5-star rating.

While it’s not the latest Shimano XT groupset, with the electric M8200 Di2 released this year, it’s still a great performer for the price.

This deal at Merlin Cycles sees the groupset’s price slashed from £632 to £325, saving you 49 per cent.

• Buy Shimano XT M8100 1×12 now from Merlin Cycles

SRAM XX T-Type Eagle AXS Transmission £2,195 £1,097.50 (save 50%)

SRAM XX T-Type Eagle AXS Transmission is one of the few products to receive our coveted 5-star rating, with its launch signaling a revolution in mountain bike drivetrains.

The groupset utilises SRAM’s UDH (Universal Derailleur Hanger) design, with the derailleur bolting directly to the frame and using reinforcement from the axle to add strength.

XX is SRAM’s top-of-the line groupset, and is targeted towards trail and cross-country riding.

We praised the groupset’s durability, ergonomics and ability to shift under load in testing, and it will make a great addition to any bike.

Just remember, you need a UDH-equipped bike for compatibility.

• Buy SRAM XX T-Type Eagle AXS Transmission now from Merlin Cycles

Shimano SLX M7100 1×12 £465 £225 (save 52%)

Shimano’s SLX groupset might not receive as much attention as XT and XTR, but it’s still classed as a performance mountain bike groupset in the brand’s hierarchy, borrowing tech from its siblings.

For those not wanting to spend loads on upgrading their groupset, £225 is an excellent price for all the parts you need to get your bike running smoothly again.

We tested this version of SLX when it was released, praising its performance and awarding it 4 stars.

• Buy Shimano SLX M7100 1×12 now from Merlin Cycles

SRAM X0 T-Type Eagle AXS Transmission £1,715 £1,215 (save 29%)

X0 is SRAM’s enduro and trail Transmission, with near-identical performance to XX and a heavier-duty design for more challenging conditions.

Many of the best enduro mountain bikes feature the groupset, with its shifting among the best on the market.

If you’re looking to upgrade your mountain bike or electric mountain bike, SRAM’s X0 groupset should be on your shortlist, and with 29 per cent off, it’s even sweeter.

• Buy SRAM X0 T-Type Eagle AXS Transmission now from Sigma Sports

SRAM GX T-Type Eagle AXS Transmission £1,180 £820 (save 31%)

Like XX and X0, GX uses the same technology for its derailleur design, including X-SYNC and cassette mapping that creates timed shifts that help when changing gear under load.

While it’s slightly heavier than XX, the trade-off shouldn’t leave your wallet as light.

We’ve spent plenty of time on the groupset while testing bikes and found it to be nearly flawless.

If you’re looking to upgrade your groupset to a new shifting experience, this is one to consider.

• Buy SRAM GX T-Type Eagle AXS Transmission now from Sigma Sports

On Tuesday, Zwift began rolling out Companion app v3.73 to iOS and Android devices.

This version includes two small but handy new features and one bug fix.

Toggle Between Home and Live Map Views

Zwift is making a big push toward their new fitness trends features in Companion, so it makes sense that they would make it easy to access those charts while you’re riding. You’ll now see “Home” and “Map” buttons at the bottom of your Companion app in iOS (Android users already have this option).

“Home” takes you to the default offline homescreen which includes Fitness Trends and more, while “Map” shows the live map you’re used to seeing while riding on Zwift.

Hammerhead Connections

Zwift took their Hammerhead integration live last week (read all about it here), but the only way to connect was through your profile page at zwift.com. Now with the new version of Companion installed, you can easily connect your Zwift account to Hammerhead.

Navigate to Settings>Connections and tap the Hammerhead +. Sign into your Hammerhead account, approve Zwift data sharing, and you’re ready to start getting credit for outdoor rides recorded on your Karoo!

Once you connect your Hammerhead account, the past 90 days of activities will be sent to Zwift for processing and integration into your fitness metrics.

Bug Fix: Activity Feed

Fixed an issue that caused the user’s profile page Activity Feed to not show private or outdoor activities.

Questions or Comments?

Post below!

Colorado-based custom frame builder Mosaic has unveiled the new RT-Zero, a bike intended to take the brand’s titanium craftsmanship to a whole new level.

Mosaic’s expertise is something I’ve had first-hand experience of, having had a custom Mosaic RT1 1TR built last year. The new RT-Zero takes all of Mosaic’s engineering, fabrication and design knowledge and elevates it to a new level.

Mosaic claims the new RT-Zero frameset is its most ambitious R&D initiative to date.

It’s a design that has become a proving ground for advanced titanium construction and integration, with the aim of taking Mosaic’s refined aesthetics to a new, higher standard.

The RT-Zero sets the standard for the future of Mosaic’s bike design and is the result of a three-year design project.

• Best titanium road bikes in 2025 for smooth and luxurious riding, as reviewed by BikeRadar
  

The Zero Ops project

The Zero Ops project took the brand’s most popular model, the RT-1, as its template. The design team, led by Mosaic founder Aaron Barcheck, were then let loose in a ground-up refinement of every element, without constraints.

Barcheck explains: “With the RT-Zero, we wanted to experiment with new ideas and new product designs that could eventually lead to improved performance characteristics in our existing product line.

“This Zero Ops project, as we’re calling it, is a great way to bring new ideas to one of our existing frame models, the RT-1, while at the same time pushing our own design boundaries without having to immediately focus on the commercial viability of the product.”

New ideas with traditional fabrication

The RT-Zero’s standout feature is the new fully integrated carbon seat mast with a custom D-shaped profile.

Mosaic claims that not only does this enhance the look of the RT-Zero, but it has performance benefits, too. It says the carbon mast brings added tuneability, enabling it to customise the ride characteristics more than with traditional titanium tubing.

The carbon seat tube/mast also brings significant weight savings.

Mosaic also says it would have been relatively easy to use 3D-printing technology to create the new pieces required for the integration of the seat mast, not to mention the dropouts, head tube and bottom bracket shell.

Instead, it backed the in-house quality of its CNC-machining and proven fabrication techniques.

3D printing has become a buzzword for titanium bikes and we’ve seen many of Mosaic’s rivals utilising additive printing technology.

Barcheck has strong opinions on the validity of 3D printing for a brand that produces full-custom geometry as the norm.

“Honestly, I’ve just not been turned on by any of the 3D printing stuff out there,” he says. “So, I really wanted to do this project without 3D printing anything and instead stick to using more traditional bike-making methods.”

That means all the pieces that enable the carbon mast to join with the titanium frame – even if they look as though they were 3D printed – were made using CNC machining and combined with TIG welding.

Barcheck continues: “With 3D printing, you have to ask yourself, what is it really doing for what we’ve found is essentially the same cost?

“And if it’s not more cost-effective or transformationally different, then it’s not something we want to pursue just because it’s the latest hot trend. That’s especially true since doing it the way we’ve always done things allows us to continue to deliver made-to-order custom geometry without long turn times.

“Plus, anything that can be done in-house allows you to have a higher level of quality control, which translates to a better product.”

A fine-looking machine

The results are stunning, with certain elements of the bike looking as if they were 3D printed.

Take the carbon seat mast integration or the new one-piece titanium CNC dropouts that integrate with the flat-mount.

The new oversized head tube junction allows for full internal cable routing, as seen on the RT1 ITR, and the refinement of the design on the RT-Zero should see it trickle down to the standard RT1 within the next year.

The RT-Zero’s new bottom bracket shell adopts the increasingly popular T47 threaded standard.

The tubing used in the RT-Zero is Mosaic’s Ultra-Butted titanium; it’s based on Mosaic’s signature double-butted tubesets but pushed out to even thinner walls. Mosaic claims this will retain the celebrated Mosaic ride feel while reducing the overall weight.

Very limited edition

The RT-Zero’s groundbreaking design is going into production, although initially, the Zero Ops project bikes will be limited to only 25 framesets. Mosaic has stated that the innovations seen on this halo project will influence the future of the company’s core road models, such as the RT-1.

The framesets will be offered in a multitude of minimal paint finishes to showcase the natural titanium, combined with precision anodising and hand-polished elements.

Barcheck justifies the limited run and high price of the RT-Zero because “This is the most premium product Mosaic has made to date”.

He adds: “Maybe we only sell 25 of these ever. But selling $11,000 framesets is not the primary end goal. We’re not planning to become that company.

“We do these types of projects and the R&D that comes with them as a means to improve our other bikes. What will make sense to bring from the RT-Zero to the RT-1 remains to be seen, but it’s safe to assume it will continue to drive aesthetic enhancements and increased tunability and performance.”

Pricing

Frameset pricing will be set at $11,000 and will include the frame, fork, ENVE one-piece bar/stem, carbon seat mast, and Mosaic Carbon Topper and RT-Zero finish.

Complete bikes will be offered with component brand partners for wheels, accessories and groupsets. Based on component selection, complete RT-Zero bikes will be available for in the range of $20,000 to $24,000.

Polish company 7Anna, which owns Rondo, Creme Cycles, NS Bikes and Octane One, has officially filed for bankruptcy. 

In a statement released on behalf of 7Anna, the brand’s founder Szymon Kobyliński explained the last two to three years have been “incredibly difficult”.

“[T]he entire team has put in a superhuman effort to fight and navigate such a brutal environment. The problems began a year and a half ago when our largest client, who sold our bikes in Western Europe, went bankrupt. This left a huge hole, but we kept going. The following season, we had problems with our bank, which withheld funding from partners for several months. As a result, our bikes were not released until after the season,” wrote Kobyliński.

This was followed by the bankruptcy of one of 7Anna’s largest suppliers, which meant it was left without “top-of-the-line bikes”. Then, Kobyliński says, hackers stole “a huge sum by redirecting a transfer from our client to a fake account in Portugal”.

“Literally two weeks later, our largest client received a large shipment of bikes but didn’t pay for it and simultaneously cancelled the contract for subsequent deliveries. All of this coincided with the deadline for repaying our bank loan. We couldn’t take so many blows at once and needed help and time to reorganize,” Kobyliński added.

Founded in 2001 by Kobyliński and his wife Anna, 7Anna created several brands. NS Bikes launched in 2004, followed by Octane One in 2008 and Creme Cycles in 2017. 

7Anna launched Rondo in 2017, which has become known for its unusual road and gravel bike designs, such as the Rondo Ruut.  

Rondo’s marketing manager, Aneta Romanik, wrote on LinkedIn: “The past few years have been an enormous challenge for 7ANNA Group Sp. z o.o. and our team, but we’re still fighting for the future of our brands – Rondo, NS Bikes, and Creme. 

“Filing for bankruptcy is a formal step – it does not mean the end of our operations, but rather gives us space for reorganization and talks with investors.”

Kobyliński’s statement also echoed Romanik: “We’re not giving up. We’re still operating, servicing our bikes, supporting you, our customers, and paying attention to every detail. For now, nothing changes – stores, service, and warranties are operating as usual. We’re not disappearing – we’re continuing the history of brands that have often inspired the industry. Every bike that left our company carried with it passion and uniqueness.

“This is certainly not a bed of roses – we know that many of our trading partners are feeling anxious, but we assure you that we are doing everything in our power to ensure that our brands survive and continue to inspire. We believe that the capital we have built – as one of the few Polish brands recognized globally in its segment – will be appreciated.” 

7Anna is not the only cycling company to endure extreme financial difficulty in recent years, with many brands facing similar turmoil.

In October 2023, Wiggle and Chain Reaction were put into administration. In 2024, Orange called in administrators, while GT has reduced the size of its workforce.

This year, Brompton’s profits crashed and YT Industries entered self-administration, citing “a brutal discount war for survival”.

The new Insta360 Go Ultra might be the action camera that gets me excited about video capture again.

I’m not a connoisseur of action cameras. I used the first few GoPro generations, but was never bowled over by the less-than-user-friendly experience. I also tried Garmin’s long-forgotten Virb, which was easier to use but had less than optimal recording quality capabilities.

After those less-than-satisfactory experiments, I haven’t been impressed enough to step back into the ride-recording fray.

My camera tech experience since then has been limited to having various cameras strapped to me or my bike by our videographer experts over on Bike Radar’s YouTube channel.

• Read more: What are cycling cameras and why should you own one?

Insta360’s new Go Ultra has got me excited about action cameras again. Not just for its clever camera design, but also because of its excellent app with built-in, easy-to-use editing capabilities.

The Go’s super-compact dimensions set it apart from the X series cameras Insta360 is known for.

The Go Ultra camera looks at first glance to have similar dimensions to a GoPro; the clever part is that the camera can be unclipped from its magnetic locator in the base unit, which Insta 360 calls the Action Pod.

The camera is no bigger than an average-sized wristwatch and weighs only 53g.

What’s new with the Go Ultra?

The new super-compact camera comes with a 1/1.28-inch sensor, 220% larger than the previous Go camera. It also gets a new 5nm AI chip, the most advanced yet for a Go camera. Insta360 claims it can deliver “ultra-smooth, ultra-crisp 4K 60fps video”.

This is combined with Insta360’s PureVideo feature, which uses AI algorithms to reduce visual noise and enhance low-light brightness.

The base unit, or Action Pod, connects to the tiny camera via Bluetooth, enabling you to monitor and control recording from a distance on the 2.5in flip touchscreen.

Like the previous Go 3S, the tiny camera element has a magnetic base, although here the magnet is larger and more powerful.

Included with the camera is a magnetic pendant that the camera locks into, meaning on-bike POV video is easier than ever to capture.

Also included is a hat clip with a magnetic base built into a clip that can be attached to a helmet peak, giving another option for POV video.

Action cam mount adaptors are also included in the package.

Plenty of add-ons

Lots of accessories are available at launch, too, with a flexi-strap mount (£13.99 / $14.99) giving lots of bike-mount options and a new angle-adjust cycle mount on the way.

The accessory I find most useful is the new Ring remote (£41.99 / $44.99), a tiny single-button Bluetooth remote that’s attached to a small Velcro strap. Insta360 intends it to be worn like a ring to remotely operate the record function on the camera.

For on-bike users, it’s the perfect size to strap to a handlebar so you can activate the camera while riding, without having to take a hand off the bar.

The Standalone Camera has a claimed run time of 70 minutes on a single charge, and 200 minutes when combined with the Action Pod.

I haven’t managed to get close to 70 minutes, but I’ve only tried the camera on full-fat 4k at 60fps with all the AI stability controls maxed out. So, I’d suggest those claims are for lower resolutions and fewer AI aids in motion.

However, when you do run the tiny camera out, you can simply lock it into the Action Pod and it’ll recharge to 80% after 12 minutes in the base unit.

While the Action Pod isn’t waterproof, the camera is rated to IPX8, so it can be fully submerged down to 10 metres underwater, so it should cope easily on a soggy bike ride.

The Go Ultra also makes the switch to microSD storage; the previous Go 3S only had internal storage. This gives the Ultra Go up to a potential 2TB of storage.

Smart connection and a smart app

The camera connects to the free Insta360 phone app (available on iOS and Android), via a private Wi-Fi connection. The app’s editing software brings multiple cuts, transitions, a wealth of other effects, music and the ability to overlay cycling data from a Strava account in real time.

The user-friendliness of the Go Ultra has impressed me so far, and it could very well be the gateway to getting me excited about action cameras again.

Pricing details

The Insta360 Go Ultra is available now. The standard bundle includes the camera and Action Pod, along with a quick-release safety cord, magnetic easy clip, magnet pendant, USB-C charge cable and a lens guard.

The standard bundle is priced at £389 / $449.99 / €429.

There is also a Creator bundle package, which includes the standard bundle plus a mini two-in-one tripod, quick-release mount and a Pivot stand, priced at £429 / $499.99 / €479.

Key specifications

• Aperture: F2.85
• 35mm equivalent focal length: 14.27mm
• Weight: camera 53g, Action Pod 109g
• Size: camera 46×45.7×18.3mm (1.8×1.8×0.7in), with lens guard: 46×45.7×22.4mm (1.8×1.8×0.9in),
  Action Pod (touchscreen closed): 70.4×48.8×33.3mm (2.8×1.9×1.3in)
• Photo resolution, 50MP: 8192×6144 (4:3), 37MP: 8192×4608 (16:9), 12MP: 4096×3072 (4:3), 9MP: 4096×2304 (16:9)
• Video resolution, highest video quality: 4K60fps, highest video frame rate: 1080p@240fps
• ISO range: 100–6400
• Shutter speed, photo: 1/8000–120s, Video: 1/8000 – to the limit of frames per second
• Battery capacity, camera: 500mAh, Action Pod: 1450mAh

With a number of factors influencing what size tyres you should have on your bike, working out what tyres will fit can be difficult.

Bikes these days come in an array of different wheel-size diameters, from 700c found commonly on road bikes to 27.5in found on mountain bikes.

Width has also changed a lot, with wider tyre sizes on all types of bikes proving more popular thanks to their bump-absorbing nature.

Of course, you can always replace like with like, but if you want to try running a different tyre, or maybe just the same tyre in a different width, there are a few things to consider.

In this guide, we’ll run through everything you need to know about bike tyre sizes and delve into the unique size specifications of road bike tyres, mountain bike tyres, gravel tyres and commuter bike tyres.

How do I find the size of my current tyres?

The size of a tyre should be printed on its sidewall.

The definitive tyre size is the ETRTO number, which will be embossed on the sidewall of all tyres.

It consists of a tyre width measurement in millimetres, a dash and then the tyre bead diameter, also in millimetres. For example, 25-622 means the tyre is 25mm wide and will fit a 700c wheel, while 65-584 means the tyre is 65mm wide and will fit a 650b wheel.

Because ETRTO numbers are not commonly understood, most tyres will have a metric size such as 700c x 25mm, or an imperial size such as 27.5 x 2.60in embossed on them too, sometimes both.

A tyre’s size may be printed in black, and quite tricky to read, so outdoors or under a bright light is the easiest place to pick it out

What defines the size of a bike tyre?

There are two parameters that define bike tyre size:

• Tyre diameter
• Tyre width

The tyre diameter, or to be more specific the tyre bead diameter, is defined by the size of the wheel that it has to fit on. We’ll cover this in more detail.

Tyre width is also a factor to consider. There are more options here, as well as some variability in the width the tyre ends up when it’s mounted on your wheel rim. We’ll come on to this.

Tyre and wheel diameter

Confusingly, there are multiple ways in which tyre and wheel sizes are designated.

Road bike tyres are typically sized using the traditional European measurement system. Usually, a road bike will have 700c rims and fit 700c tyres.

Mountain bikes, on the other hand, usually have tyre and wheel sizes designated in inches, reflecting the US roots of the sport.

Typical mountain bike wheel sizes and tyre sizes are 29in, 27.5in and, historically, 26in.

29in wheels and tyres have the same bead diameter as 700c; 27.5in is the same diameter as 650b.

The 26in wheels that dominated mountain bikes for years are now more-or-less obsolete.

Like road bikes, gravel bikes have metric-sized wheels, but they tend to be either 700c or 650b.

What about ETRTO tyre sizing?

It gets even more complex, because there’s also an ETRTO sizing that’s typically printed on the sidewalls of tyres, defined by the European Tyre and Rim Technical Organisation.

This is controlled by an ISO international standard and ensures that any tyre of a designated diameter should fit on any rim of the same designated diameter.

The ETRTO number is expressed in millimetres:

• For a 700c or a 29in wheel and tyre, the ETRTO diameter is 622mm
• For a 650b or a 27.5in wheel, the ETRTO diameter is 584mm
• For a 26in wheel, the ETRTO diameter is 559mm

With this in mind, there are actually a limited number of wheel and tyre diameters readily commercially available. A tyre of a specified diameter should fit a rim of the same diameter, although, as we’ll come on to, the width of the tyre and rim are also significant factors to consider.

When it comes to tyre size, the wheel/tyre diameter will be combined with the tyre width to give you the full ETRTO number. For example, a 25-622 tyre will have a nominal width of 25mm and a diameter of 622mm (to fit a 700c wheel).

Despite the ETRTO standards outlined above, manufacturing tolerances mean the fit between the tyre and rim can be tighter or looser than expected.

If you need to change a bike tyre fitted with an inner tube, that may just mean the difference between an easy job mounting a tyre and sore thumbs from prising an over-tight tyre onto a rim or off again.

For tubeless tyres, it’s more critical there’s a close fit between the tyre and the rim, particularly for road bike tubeless tyres, where tyre pressures are higher and there’s more risk of a blow-out than with an MTB or gravel bike tyre.

Manufacturers are now making the best tubeless road tyres to much closer tolerances than a few years ago to ensure safety, particularly on the latest hookless rims.

Makers of road bike wheels with hookless rims will often publish a list of tyres recommended for use with their wheels, and it’s best to consult these lists to avoid any mishaps out on the road.

Tyre width

Although there are a limited number of tyre bead diameters to fit discrete wheel sizes, there’s a lot more variation in tyre width.

To start with, mountain bike tyres are a lot wider than road bike tyres. This is one reason why you’ll likely be unable to fit a mountain bike tyre in a road bike frame, although you can in principle fit a mountain bike tyre on a road bike rim.

Road bike and hybrid tyres are typically sized in millimetres, when it comes to width.

Most gravel bike tyres are also sized in millimetres, although super-wide gravel tyres – akin to mountain bike tyres – may be sized in inches.

Mountain bike tyres are typically sized in inches too.

Road bike tyre sizes explained

When it comes to choosing the best road bike tyres for you, width is the key factor to consider.

Almost all road bike wheels are 700c (with a beam diameter of 622mm), although some bike brands fit 650b wheels (with a bead diameter of 584mm) to some of their smaller-sized bikes, so they can maintain a similar road bike geometry to larger frame sizes.

In the past, 23mm was the typical width for most road tyres, and some tyres came in a 20mm width or narrower.

Now, 25mm is the narrowest tyre that typically comes fitted to road bikes and many bikes have 28mm tyres, with clearance on some of the latest bikes for 32mm rubber and beyond.

Wider tyres can offer improvements in grip, comfort and rolling resistance. However, you should check the clearance offered by your frame before committing to a wider tyre.

One final point – while millimetres are often used to measure or refer to the width of a road bike tyre, its actual width when inflated will depend on manufacturing tolerances, the rim width and tyre pressure.

As a result, you may see the width referred to in ‘c’. For example, 25c instead of 25mm.

Common road bike tyre sizes

Here’s an overview of common road bike tyre sizes.

Mountain bike tyre sizes explained

Mountain bikes are now split between 27.5in and 29in wheels. Some mountain bikes have a 29in wheel at the front and a 27.5in wheel at the rear. These bikes are often referred to as mullet bikes, and it’s a popular setup on trail bikes and enduro bikes.

Wide rubber rules the day with the best mountain bike tyres. Typical widths range from 2in up to 2.6in, depending on the type of riding the tyre is designed for. Increasingly, wider tyres are also available.

Common mountain bike tyre sizes

Here’s an overview of common mountain bike tyre sizes, across 26in, 27.5in and 29in wheel sizes.

Gravel bike tyre sizes

Choosing the best gravel bike tyres for your bike often means weighing up wheel size, tyre width and tread pattern, to find an option that suits your riding style and the terrain you’ll be taking on.

Gravel bikes come with either 700c or 650b wheels and you’ll need to choose a tyre that will fit the wheel size you have on your bike.

700c gravel bike tyres start off at around 32mm wide, although most frames can take wider rubber and many riders now opt for 40mm or 45mm tyres. Gravel tyres can reach around 50mm if they fit in the frame.

Switch to 650b wheels and tyres are usually wider, to add extra air volume and comfort. 650b gravel bike tyres typically start at around 40mm wide and travel up towards 60mm, by which point, inches may be used to express the width.

A 650b wheel with a wider (and hence deeper) tyre will have a similar rolling circumference to a narrower tyre on a 700c rim, so many gravel bike frames can take either wheel size.

While gravel tyres may appear to share much in common with cyclocross tyres, UCI regulations for cyclocross racing dictate that CX tyres must be 33mm or narrower for competition.

Common gravel bike tyre sizes

Here’s an overview of common gravel bike tyre sizes for 700c wheels.

Commuting bike tyre sizes

Commuter hybrid bikes have 700c, 650b or 26in wheel sizes, with 700c being the most popular.

Although hybrid bikes tend to have the same-size wheels as road bikes, robustness and comfort are prioritised over speed, so they typically have significantly wider tyres that are heavier and incorporate a more pronounced tread pattern.

Hybrid bike tyres typically start at 30-plus millimetres wide and go up into the high 40s. If you go much wider than this, increased rolling resistance can make for slow progress.

Common hybrid bike tyre sizes

Here’s an overview of common hybrid bike tyre sizes for 700c wheels.

How does rim width affect tyre size?

Although we’ve talked a lot about tyre width, this is only the tyre’s nominal width (i.e. what the manufacturer has stated, rather than the actual width when measured).

A tyre’s actual width will be different when mounted on a wheel. There are two reasons for this:

• First, when inflated, a tyre may plump up wider than its stated width, due to variations in manufacturing tolerances
• Second, the tyre represents only around three-quarters of the circumference of the wheel/tyre combination, the rest is determined by the rim bed

Wheel rims are getting wider both for road bikes and mountain bikes. So, whereas 17mm used to be a fairly standard road bike rim width, many modern road bike wheels have rims with internal widths of well over 20mm.

The Zipp 303 Firecrest wheel, for example, has an internal rim width of 25mm. That adds significantly to the width of the mounted tyre, so a nominally 28mm Michelin Power tyre measured up at 30.9mm wide in our test of the wheelset.

Among the advantages of wider rims, the extra volume of the tyre means it can be run at lower pressure for a more comfortable and possibly faster ride, without any weight penalty. On the downside, you may have clearance issues in your bike frame if a tyre measures up significantly more than the stated width.

I’ve been on a roll lately, racing each week’s ZRacing event on Tuesdays at 12:10pm California time (join me!) in the B group (450-570). While I haven’t won a race in a while, these provide a good challenge with a large and varied enough field to keep things interesting.

This week’s race is on a single loop of Watopia’s Sand and Sequoias, a popular circuit that takes in both the Fuego Flats desert and Titans Grove, two distinctly different sections of road. My event was full of classic Zwift race fun: an overpowered rider staying off the front, an underreading trainer making me work extra hard, praying to the powerup gods, and even a virtual shifting “mechanical” that forced me to improvise a bit to stay in touch! Let’s get into it…

The Warmup

I got on the bike with plenty of time before the race, giving me a full half hour to wake up the ol’ ticker and spin up the legs. I was already one dirty chai and a few pieces of Neuro caffeine gum into my warmup by the time I got on the bike, so I was nicely caffeinated. I had also rubbed PR Lotion into my legs to keep the burning at bay.

My Warmup “Stack”

I rode my Cadex Tri bike during the warmup, since I’m working on upgrading it as we head into ZRL. Gotta get those minutes!

Fuego Flats (the Easy Part)

This route is 22.4km long, and the first ~10km takes you from the desert start pens and across Fuego Flats to Saddle Springs. It’s quite flat, and most racers don’t even attempt an attack here, because the pack chasing from behind is simply too fast.

The Luck of the Powerup

The race was set up to hand out one of two powerups at random at each arch: a feather or an aero. With two arches on the course, the powerups you receive could really affect your race! Everyone wanted a feather as their first powerup, to help them up the Titans Grove KOM. And everyone wanted an aero for the second powerup, to help them in the final sprint.

I got a feather through the first arch. Bingo.

We chugged along, a starting group of 26 riders working at a steady but bearable clip. I averaged 251W for this section, but things started getting spicy near the end as we entered Saddle Springs. One L. Nystrom attacked off the front, and four other riders followed. They soon built a 5-second gap, and seemed to be working hard together as we headed up the Col du Saddle Springs into Titans Grove.

This was gonna hurt. But at least I had my feather!

Titans Grove (the Hard Part)

We hung a right into Titans Grove, and the real work began. One rider from our group put in a hard effort and bridged up to a handful of riders just ahead, but I could see the breakaway had split into two groups. We reeled in the back group at the bottom of the Titans Grove KOM, but there were still three riders up the road.

It helps to know how this KOM lays out. While it’s 2.6km long on paper, the first kilometer is quite flat (less than 2%) and very draftable. So if you want to ride this as efficiently as possible (vs attacking and ripping everyone’s legs off), you want to sit in the pack and draft efficiently for this first bit.

The second portion is steeper, but still only 3-4%. Drafting still helps a lot, so sit on a wheel and just work to hold a good pack position up and over the top.

I stuck to my advice above, and was able to hang with the peloton up and over the climb, triggering my feather with about 600 meters to go. I finished in 4 minutes, 37 seconds with an average power of 330W.

Bad Shifting, Bad Powerup

But as we approached the KOM banner, something odd happened: I shifted (virtual shifting), but the resistance didn’t increase as expected! Instead, it hit… slowly… over several seconds. This odd shifting delay would persist through the end of the race.

I had hoped for an aero powerup through at the KOM banner, but alas: it was another feather. You win some, you lose some.

In contrast to the flat, easy start of the race, the 5.3km section from the start of Titans Grove to the top of the KOM required 308W average for me to stay with the group. Ouch!

The Finish

I tried to recover a bit as we descended from the KOM arch, but my delayed virtual shifting was making things a bit goofy. I also knew there was a sharp little kicker coming up, so I tried to get set into a gear that would work for hammering up and over this rise.

By the time we finished that kicker and began the true rollercoaster descent to the jungle, only two riders were up the road: L Nystrom solo on the front, with B. MacPhee chasing. I didn’t have the legs to chase, so I sat in and hoped our pack of 21 would pull them back.

B. MacPhee got caught with 3km to go, just before we exited Titans Grove. That left only Nystrom, who didn’t seem to be slowing one bit. Just as we all began resigning ourselves to fighting for second place, B. Ruhne, wearing a DIRT kit, jumped hard off the front and got away solo.

I sat in the group, unable to jump hard enough to get away. As we neared the sprint finish, A. Morvan jumped hard with an aero powerup, catching B. Ruhne just before the line. Nystrom won by nearly 20 seconds. And my feather powerup and tired legs proved a poor match against the competition. I crossed the line in 10th.

See ride on Strava >
See results on ZwiftPower >

Watch the Video:

Takeaways

This race basically unfolded the way past Sand and Sequoias races have unfolded for me. Easy on the flats. On the rivet surviving the Titans Grove KOM. And too knackered to sprint to the podium.

Zwift Racing Score

My score increased from 564 to 569 as a result of this race. Looks like I may not be long for the 450-570 group! And neither is L. Nystrom, the rider who jumped off the front ~9km into the race and stayed away to win solo by 20 seconds. He averaged 4.3W/kg for the event, which was his first race since December 2024 according to his ZwiftPower profile. His Zwift Racing Score result for this event was 559, and that includes a seed score upgrade due to some new 90-day power bests.

Generally, I’ve been quite happy with how my Zwift Racing Score-powered races have unfolded in recent months. The algorithm seems to be doing a good job. But today’s race highlights two areas where Zwift Racing Score still needs to improve:

1. Taking a rider’s historic performance into account: Nystrom averaged 4.2W/kg for over 53 minutes in a race in March 2024. He’s clearly got the fitness to be ranked higher than he was heading into today’s race.
2. Upgrading a rider more quickly based on current performance: I’m not sure how much his score jumped due to today’s result, but the fact that he can still race in the 450-570 group is silly, given what he did today, averaging 4.74W/kg for 20 minutes.

Blaming the Trainer

The most annoying bit of information is that I was testing a smart trainer (which shall remain unnamed) during this race, and while it seemed like the trainer may have been reading a bit low as I was warming up, I used it as the power source anyway during the race, while dual recording my Assioma pedals on my head unit.

It turns out that the trainer’s average power was ~15W lower than the pedals for the duration of the race. Ouch. Here’s a chart showing a small portion of the race, with my pedals in blue and the trainer in purple:

The power readings on this chart may look similar at first glance, but the Strava power curve for this race shows that the difference between the trainer’s numbers and the pedal’s numbers is the difference between a ho-hum effort and setting several new PRs for 2025 in the 10-30 minute window.

I’m not saying I lost because of an under-reading trainer, of course. But it certainly didn’t help. Occupational hazard, I guess, when you’re riding in the Zwift Insider Pain Lab!

Your Thoughts

Did you race this week’s Sand and Sequoias ZRacing event? How did it go for you?

See zwiftinsider.com/route/climb-control/

Former Israel-Premier Tech cyclist Jakob Fuglsang has said he feels a sense of relief at no longer wearing the team’s jersey, stating it’s “nicer to ride around without an Israel logo than with it”. 

The two-time Critérium du Dauphiné winner and Liège–Bastogne–Liège champion retired in May and rode his last race, the Frederiksberg Criterium, last Sunday. After the race, he spoke to Danish outlet Feltet and said: “It’s of course nicer to be without. I don’t want to get involved in what’s happening politically, but it’s definitely nicer to ride around without an Israel logo than with it.” 

The 40-year-old Dane added that he had not had any problems with planned protests targeted at Israel-Premier Tech during big races. 

“I haven’t actually experienced that. With or without Israel-PremierTech at the start, there would still have been demonstrations. You also see climate demonstrations during the Tour de France. These are big events where there is a lot of media attention. That said, it’s better to ride without,” he told Feltet. 

Fuglsang’s remarks follow former teammate Alessandro de Marchi stating in July he was “happy and relieved” not to be cycling for Israel-Premier Tech. 

De Marchi, who moved to Jayco-AlUla in 2023, told The Observer he would no longer feel comfortable riding for Israel-Premier Tech due to Israel’s continued war on Gaza.

“I would have really struggled to be there now and been in great difficulty,” said De Marchi. 

De Marchi rode for Israel-Premier Tech between 2021 and 2022. He said the team “gave me a chance to keep riding” and that he was “looking at the house I had to build and my family”. 

“Of course now I am older and able to reflect in a way I didn’t five years ago, and I appreciate that in life there are times that, though it may be hard, it’s better to follow your morals. Right now I would do things in a different way,” he added. 

Fuglsang and De Marchi’s comments come after the Boycott, Divestment and Sanctions (BDS) movement called for peaceful protests at this year’s Grand Tours. 

“As Israel escalates its ongoing genocide against 2.3 million Palestinians in Gaza and its violent military occupation of the West Bank, international sporting bodies have a moral obligation to take all measures to prevent genocide, or risk being held criminally liable,” the BDS movement said. 

Protests were visible at the Tour de France, with those present waving Palestine flags and unfurling banners as the Tour rode through Dieulefit on Wednesday 23 July. 

An activist from Extinction Rebellion was also arrested in Toulouse after running onto the final straight of stage 11 with a T-shirt that read ‘Israel out of the Tour’ while waving a keffiyeh scarf. 

Israel-Premier Tech was founded in 2014 and is co-owned by Canadian-Israeli billionaire Sylvan Adams, who has referred to himself as “self-appointed ambassador at large for the State of Israel”. Adams has described Israel’s invasion of Palestine as “good vs. evil and civilization against barbarism”. 

Ron Baron, the team’s other co-owner, has described Israel–Premier Tech as a form of “sports diplomacy”.

Israel-Premier Tech declined to comment.

Now in its 16th round, Zwift Racing League continues to take racing to the next level on Zwift! Team signups for the first round of the season are now open.

This page contains everything you need to know about the current ZRL round, and is updated as WTRL announces new details.

Intro to ZRL

Zwift Racing League (ZRL) is team-based racing for all abilities. It’s also the world’s largest virtual cycling competition, with over 30,000 riders of all abilities participating in each of the past two seasons!

Organized by WTRL, this is a team-based points competition spanning multiple weeks, with teams divided into divisions based on time zones and ability. Races take place every Tuesday, and the season is divided into distinct rounds with brief breaks in between.

ZRL is Zwift racing at its highest level. Its unique structure and varied race formats drive serious Zwift racers to show up week after week while providing a place for new racers who jump in and find their first team home.

Key Changes this Round

Each year, Zwift + WTRL collaborate to modify ZRL’s structure with the aim of engaging as many racers as possible. The vast majority of these changes are announced before the first round of each season, which means here in the first round of 2025/26, we have a lot of changes! Some of the details haven’t yet been ironed out, but we’ll tell you what we know (with our comments in italics), and update this post as we learn more.

• Teams can now choose one of two options at registration. This effectively opens up a sort of “split category” system where lower-powered teams can still be competitive instead of being outgunned by teams stuffed with riders at the top of their pace category.
  • Standard Division: Teams may include any riders who fall below the standard category limit for their division (e.g., B category zFTP max = 4.19 W/kg).
  • Development Division: Designed for teams focused on rider development, this division enforces a lower zFTP cap within each category (e.g., B category zFTP max = 3.79 W/kg). This ensures a fairer and more supportive racing environment for improving athletes.
• League Nomenclature has changed to colors rather than geographic/compass points. Hurray for simplicity! Racers will certainly be happy to replace racing in “Open EMEA-W Southern (West) Division B2” with something like “Red League B2”:
  • APAC becomes Blue colors (navy, teal, etc)
  • EMEA East becomes Green colors (green, sage, etc)
  • EMEA West becomes Red colors
  • Americas becomes Yellow colors
• A new ‘Find Your Crew’ tool will open in a couple of weeks to help riders easily find a team. WTRL+Zwift have talked about a team finder tool for years, so we’ll believe it when we see it. But we do agree that a tool like this is vital if ZRL wants new riders to join in the fun!
• Slightly modified Rules and Scoring will be announced soon.
• Most races throughout the season will feature routes for A/B teams that are longer than the routes for C/D. ZRL has returned to a goal of 40 minutes for C/D races and 1 hour for A/B, although there may be a race or two that extends beyond to test teams’ endurance.
• Instead of 3 rounds followed by the Finals, the 2025/26 season will have 4 standalone rounds and no Finals.
• Rounds 1 and 4 are 4 weeks long, and Rounds 2 and 3 are 6 weeks long.
• Rounds no longer interconnect with each other. There is no promotion or relegation between rounds, and a prize-winning team will be declared for each division after each round. Teams will be seeded into their divisions prior to the start of each round based on WTRL’s ranking algorithm, which takes into account a variety of factors, including riders’ Zwift Racing Score). We like this. Promotion/relegation never worked well, because it was not a continuous system: teams were never promoted from, say, B1 to A2, or relegated from the lower A division to B1. This simplified system re-groups and ranks teams before each round based on WTRL’s algorithm.
• Rounds are now themed, with Zwift carefully selecting existing and designing new routes to suit the theme and category durations.
  • Round 1: Coast Clash
  • Round 2: City Showdown
  • Round 3: Redline Rally
  • Round 4: Legends Route
• Bike upgrades are enabled in all races. This is controversial for sure, but we like it. If Zwift is going to build bike upgrades into their ecosystem, then its most popular race series should utilize those upgrades! Start working on your TT frame upgrade if you haven’t yet…
• Steering/braking is still disabled, but there will be steering/braking leagues in rounds 2 and 3. Inside sources tell us that most Zwifters in the US, Canada, and EU now have steering/braking hardware. Perhaps this is the year that steering/braking races become mainstream?

One thing that isn’t changing: riders are still categorized based on Zwift’s Pace Group Categories, just like previous ZRL seasons. While Zwift Racing Score is a factor in WTRL’s team ranking algorithm, it does not determine your team’s category (A/B/C/D).

Routes and Dates

Each ZRL round comprises weekly races which are either scratch races, points races, or team time trials (TTT). Scratch Races and Points Races are both actually points-based in terms of final results, but Points races include intermediate segments while Scratch Race points are all earned at the finish line. TTT winners are the teams who complete the race course fastest, with team time taken from the fourth rider across the line.

Race #1: Southern Coast Cruise
September 16, 2025 (TTT)

We kick off the season with a team time trial on a route we know nothing about! Watch this space for details on the new Southern Coast Cruise route…

• 1 Lap of Watopia’s Southern Coast Cruise (26.3km, 146m elevation)
• PowerUps: none �

Race #2: Fine and Sandy
September 23, 2025 (Points Race)

Our first points race of the season takes us on a figure-eight tour of Urukazi’s lower roads on a route that is quite flat, except in the one spot where it isn’t. That dirty Mech Isle climb will be a key selection point, especially on the final lap!

• A/B: 4 Laps of Makuri Islands’ Fine and Sandy (42.5km, 309m elevation)
• C/D: 3 Laps of Makuri Islands’Fine and Sandy (31.9km, 232m elevation)
• PowerUps: TBA �
• Intermediate Segments (FAL+FTS):
  • Boardwalk Sprint
  • Tidepool Sprint

Race #3: Country to Coastal (A/B) or Turf N Surf (C/D)
September 30, 2025 (Scratch Race)

Our first scratch race of the season is held on two different routes, based on category. A and B squads will race on Country to Coastal, looping around the Yumezi countryside and Urukazi harbor. C and D squads head to Turf N Surf, which takes in the same Urukazi harbor roads but begins and ends on Neokyo’s flat, permadark streets.

• A/B: 1 Lap of Makuri Islands’ Country to Coastal (33.5km, 284m elevation)
• C/D: 1 Lap of Makuri Islands’ Turf N Surf (24.7km, 198m elevation)
• PowerUps: TBA �

Race #4: Jarvis Seaside Sprint
October 7, 2025 (Points Race)

Our final race for this round is on a new route whose details aren’t yet in game. We assume based on the name that it includes elements of Seaside Sprint and the Jarvis loop, but we’ll wait to update this post once we have more information.

• 1 Lap of Watopia’s Jarvis Seaside Sprint (15.3km, 131m elevation)
• PowerUps: TBA �
• Intermediate Segments (FAL+FTS): TBA

Race Timeslots

Some divisions and start times get tweaked between each round, so use the table below to find a current time slot that works for your team.

Teams/Registration

Team registration opens August 19, 2025 at wtrl.racing/zrl-registration, and closes September 13, 2025 at 00:00 UTC.

ZRL is a team-based competition – you cannot sign up as an individual rider. Teams can have up to 12 racers rostered, but only 6 can race in each event. Teams must have at least 4 riders on their roster, and a rider can be rostered on no more than 2 teams per round.

Want to race, but don’t have a team? Here are seven ways to find a team:

1. Recruit friends onto a new ZRL team, then sign up your team at wtrl.racing/zrl-registration/.
2. If you’re already a member of a larger Zwift Club, contact a senior Club representative to see if you can join one of your Club’s ZRL teams.
3. Join an official team-lead ZRL Group Recon Ride (see below) where several teams can be found looking for more riders. These run several times a day, starting two weeks before the first race.
4. Join the ZRL Facebook Group and post preferred race times/league, Pace Group Category, and any other preferences under the #zrlteamhunt tag where many teams are eagerly waiting.
5. Reply to one of the #zrlrecruiting posts that teams make in the ZRL Facebook Group if you don’t want to post your own request.
6. Reach out directly to WTRL and they can match you to a team based on race times, category, and team preferences.
7. Use the new “Find Your Crew” tool, which should be available by early September at wtrl.racing/zwift-racing-league/teamhunt/.

First-Timer Tips

If this is your first time racing on Zwift, here are a few tips to get you started fast:

1. You must create a WTRL profile linked to your Zwift account – do so at wtrl.racing/registration
2. The minimum category you’ll race is determined by your power history on Zwift. See this post for details.
3. Riders must use a power sensor to transmit power to the game – this would be a smart trainer, smartbike, or power meter. (You’re allowed to race C and D categories with a “classic” trainer and virtual power, but your points are cut in half.)
4. Heart rate monitors are required. (You’re allowed to race without a HRM, but your points are cut in half.)
5. Cadence monitors are required.
6. You’ll want to have at least a few races under your belt before you try to join a team, so you are confident that you’re in the correct category. It causes a lot of hassle if you join a team and are forced to upgrade to a new category mid-round!

Race Recon Events

If you’re unfamiliar with a particular week’s race course, join a ZRL recon ride! These happen multiple times per day and are led by experienced racers who may share route info and racing tips as you ride.

Find a list of upcoming ZRL recon rides at zwift.com/events/tag/zrlrecon >

2025/26 ZRL Dates

• Round 1: September 16-October 7, 2025
• Round 2: November 4-December 9, 2025
• Round 3: January 6-February 10, 2026
• Round 4: April 7-28, 2026

Questions or Comments?

We recommend checking out WTRL’s Zwift Racing League page for rules, team registration, results, and more. They also have a Help Center with lots of useful info, and their Facebook page is the place to go for discussion of all things ZRL.

You may also share questions or comments below!

The KICKR CORE Zwift One may now be the most popular smart trainer in the world, thanks to its competitive price point as a standalone product and being sold as the default trainer with the Zwift Ride smart frame. A couple of weeks ago, Zwift and Wahoo began promoting the trainer at a reduced price.

And now today, we’re seeing the price has dropped even further: down $85 in the US, £90 in the UK, €99 in the EU. If you’re looking for a good price on a reliable smart trainer, this is the lowest I’ve ever seen the Wahoo KICKR CORE Zwift One. Shopping links below (these are affiliate links – your purchase helps support Zwift Insider):

Free Play Controllers from Zwift.com

If you are in the US and purchase your KICKR CORE Zwift One through Zwift, you can check a box on the main page to get free Zwift Play controllers ($50 value) with your purchase:

This doesn’t seem to be an option in the UK and EU.

Wahoo KICKR CORE Zwift One Basics

Wahoo’s KICKR CORE is the most popular budget direct-drive smart trainer on the planet today, and it has only grown more popular since it began shipping with the Zwift Ride. With solid specs and proven reliability, the KICKR CORE’s success is no mystery: it’s an affordable trainer that meets or exceeds the needs of the vast majority of Zwifters.

A few key specs for the KICKR CORE Zwift One:

• Connects via Bluetooth or ANT+
• Accuracy: +-2%
• Flywheel: 12lb
• Max Wattage: 1800 W
• Max Incline: 16%
• Autocalibration
• Built-In Cadence
• Zwift Cog v2 Installed

Read our full KICKR CORE Zwift One review >

About the Orange Zwift Cog

The KICKR CORE Zwift One ships with the Zwift Cog installed in place of a standard cassette. The Zwift Cog is made for trainers using Zwift’s virtual shifting, and is simply a single sprocket surrounded by a housing. (You only need one sprocket since virtual shifting changes the trainer’s resistance to mimic a gear shift, instead of changing a physical sprocket on a cassette.)

All About Virtual Shifting in Zwift >

The included Cog is the orange “version 2,” which is adjustable and quieter than earlier versions. This Zwift Cog easily adjusts left to right between 10 different sprocket positions for the straightest chainline, and rubber rings and other changes to the housing make it noticeably quieter than previous Zwift Cog versions.

All About Zwift Cog: Versions, Installation, and More >

Shopping Links