Chasing down the weird and the wonderful at any bike show is always good fun, but the Taipei International Cycle Show is in a league of its own.

Finding myself towards the end of an aisle, I spotted this classically styled electric bike, complete with lugs that would make Ernesto Colnago proud.

Made by Allotec, the bike can be equipped with a choice of electric bike motors, including those from Shimano and Bosch, with the battery supposedly fitted externally to the frame.

You can select this retro-inspired electric road bike in an array of colours, and there’s even external cable routing to keep things easy to work on.

While certainly niche, the Allotec doesn’t sit alone as being a lugged electric bike, with Atherton’s upcoming S.170E also using the technique, admittedly with some modernisation.

Away from the novelty factor of the Allotec, the construction is very neat, and it’s nice to see a bike take inspiration from times gone by.

While we were given a glimpse of the new 32in forks from X-Fusion at the Taipei International Cycle Show, we were also treated to a preview of the brand’s latest electronic dropper post.

The E-Manic 2 has been given a significant redesign over the original and takes on a look similar to the KS Lev Circuit and the first-generation RockShox Reverb AXS.

A plastic body on the top of the seatpost encapsulates the battery, and there’s a single bolt for changing the saddle angle.

• Read more: 16 of the best dropper posts in 2026, and our buyer’s guide

The remote is wireless and connects to the post via X-Fusion’s own XRSC Remote Bluetooth 5.0 protocol.

There are five travel options: 100mm, 125mm, 150mm, 170mm and 200mm, although unlike the brand’s cable-actuated model, this is not adjustable.

X-Fusion also offers three diameter options: 30.9mm, 31.6mm and 34.9mm, meaning you should be able to find one for your frame without needing a shim.

Weights for the post vary depending on the travel and diameter, with the lightest being the 30.9mm/100mm at 700g. For example, the 30.9mm/100mm comes in 100g heavier.

X-Fusion says the post is still in testing and won’t be released until later this year.

Another contender has emerged in the ebike conversion kit market, with Asus launching the E250G1 Intelligent Bike Booster at the Taipei International Cycle Show.

The device clips onto any conventional bike and uses a friction-drive system to transfer power to the rear wheel, similar to the Livall PikaBoost.

Asus says the device enables you to enjoy up to 51km of range thanks to a removable 159Wh battery.

There are three ride modes: Eco, Normal and Sport, with the latter offering the most grunt at the cost of range.

• Read more: How to convert a bike to electric power – electric bike conversion kits explained

The system itself is said to weigh in at around 3.8kg and is compatible with bike wheels from 16in to 29in, including 700c.

A swingarm in the device presses down into the tyre to ensure there is slip-free power transfer, and the cadence sensor on the cranks is wireless.

There’s a rear light built into the device, too, which has a braking detection system that alerts other road users when you’re slowing down.

The battery charges via USB-C and takes around two hours to charge fully using a 100W PD charger.

Asus says the device is IPX5 waterproof-rated, and there is an Android and iOS companion app.

I gave the device a quick try in the exhibition hall, and the sensitivity was impressive.

Whether we’ll see the Intelligent Bike Booster make it to the UK market is unknown, but it’s a neat little device.

32in wheels have been a big talking point over the past year, with interest seemingly increasing by the week.

Nowhere is that attention more centred than at the Taipei International Cycle Show, where the OEMs will decide on cycling’s future wheel size.

While many brands have new forks on display in Taipei, X-Fusion went behind the curtain and pulled out its unreleased Rezza 32er and G.E.T. 32er for us to see.

The Rezza 32er is an XC fork that is said to have up to 130mm of travel and, when viewed side-by-side, looks to dwarf the 29in version.

With its focus being cross-country racing, it could be a hint that we’ll see a further push towards longer-travel bikes in the future, increasing from 120mm to 130mm.

It uses 34mm stanchions, the same as the 29in fork, and it looks to share similar architecture.

It features compression adjust and a lockout on the crown, but we couldn’t squeeze any more information out of X-Fusion at the stand in Taipei.

The G.E.T. 32er is a gravel fork, and looks similarly large when compared to the 700c option.

Like the Rezza, it shares a similar architecture to the 29in fork, uses 30mm stanchions and has up to 50mm of travel.

It looks as though X-Fusion has hedged its bets on 32in wheels, but only time will see which direction the industry takes.

Zwift version 1.110 begins its phased rollout today. This is a significant update, since it includes fast new gravel bike frames, new wheelsets, and a new Makuri Islands route! See details below…

Two New Gravel Frames

Zwift is clearly looking to update the game’s gravel offerings, and that begins today with the release of two new gravel frames:

• Canyon Grail SLX (Aero: 2 stars, Weight: 3 stars) available at Level 10+ for 800,000 Drops
• Cannondale SuperX LAB71 (Aero: 2 stars, Weight: 3 stars) available at Level 28+ for 1,000,000 Drops

Early tests show both of these frames are faster than any existing gravel frames in the Drop Shop, with the Cannondale having a slight edge overall. Watch for detailed posts releasing this week with complete test results.

Four New Wheelsets

Along with the new frames, Zwift has added four more wheelsets to the Drop Shop:

• ZIPP 303 XPLR SW (Aero: 3 stars, Weight: 2 stars) available at Level 35+ for 550,000 Drops
• Princeton CarbonWorks Mach TSV2/Blur Disc (Aero: 4 stars, Weight: 1 star) available at Level 42+ for 1,100,000 Drops
• Princeton CarbonWorks Wake 6560 – White (Aero: 4 stars, Weight: 4 stars) available at Level 32+ for 685,000 Drops
• Princeton CarbonWorks Alta 3532 (Aero: 3 stars, Weight: 4 stars) available at Level 35+ for 685,000 Drops

The ZIPP wheels are for gravel frames, and should be the fastest gravel wheels in game. The Princeton CarbonWorks wheels perform exceptionally well also. Detailed speed test posts incoming!

New Makuri Islands Route: Yumezi Grit

Zwift says, “the Yumezi Grit route is now available for free rides and meetups.” I haven’t put together the route detail page yet since I’m in Mallorca at Zwift Community Live, but here’s the Strava segment and a Veloviewer profile:

Improved Elevation Previews

Zwift has updated the elevation previews you see when clicking a route, similar to what they did with route cards a few updates back. Here’s the old preview vs the new, color-coded previews:

More Release Notes

Zwift supplied the following additional release notes:

• Route cards you haven’t done yet will now display XP available for completing them.
• Previously earned badges that were listed under “Completed Missions” on the Achievements page have been moved and are now labeled as “Challenges”. Earned badges will still be visible; however, there are no new badges available to earn at this time.
• Fixed an issue that could cause the Climb Portal routes Koppenberg and Paterberg to be missing the activity title and difficulty level in the Post-Ride Report.
• Fixed an issue that could display an incorrect value for Race Score on the Home Screen when using a shared Zwift device with multiple Zwifters.
• Fixed an issue that could cause the camera to be zoomed in after switching bikes when a steering device is connected (e.g. Zwift Ride, Zwift Play, Zwift Click 2).
• Windows, macOS: This update includes Zwift Launcher version 1.1.15 as the minimum-required launcher version.
• macOS: The High graphics profile is now enabled for devices with Apple A18 chips (e.g., MacBook Neo).
• Android: Stability improvements.

Discuss this update in Zwift’s forum >

Questions or Comments?

If you spotted any other changes or bugs in the update, please comment below!

If you liked the look of Specialized Turbo Levo R when it launched in February, but were put off by the price, that may change now the brand has unveiled the alloy version of its short-travel eMTB.

There isn’t an option to get the Turbo Levo R Comp Alloy with the top-tier S-Works motor, though. That remains reserved for the priciest carbon version of the bike, which I think is a shame.

On the plus side, the standard motor packs a serious punch, delivering 810W of peak power and 105Nm of torque, which is more than many of its rivals.

If this new alloy version of the Levo R is anything like its pricier carbon counterpart, it should be a riot to ride, even if it only has 130mm of rear-wheel travel.

With only one alloy model, though, choice is limited if you’re on a budget.

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

Material choices

Specialized has launched the new Turbo Levo R Comp Alloy in a bid to cater for more riders with different budgetary needs.

At £5,499 / $7,200 / €6,499, it’ll save you £1,300 against its carbon Comp equivalent, but features the same powerful Specialized 3.1 motor, which delivers 105Nm of torque and peak power of 810W. That’s more than big-motor brands such as Bosch and Shimano, although the figures fall a little short of Avinox’s 120Nm of torque and 1,000W of power.

It’s disappointing that there’s no option to get the top-end S-Works motor in the alloy frame. That’s reserved for the top-tier carbon bike and delivers 111Nm and 850Nm.

You do, however, get the same integrated top-tube screen, remote and motor modes as on the more expensive bikes in the range.

As standard, the Levo R Comp Alloy is powered by a massive 840Wh battery, which can be accessed easily using the side-loading compartment on the down tube.

There are aftermarket options for a smaller, lighter 600Wh battery and a 280Wh range extender if you’re keen to drop some weight or stretch your rides further.

Other than that, the alloy frame mimics the details of the carbon bike, with the same 130mm of rear-wheel travel, paired with a 140mm-travel fork up front, and the same geometry and adjustments.

Spec-wise, the Levo R Comp Alloy comes with a Fox 36 SL Performance fork and Fox Float Performance GENIE rear shock.

Gearing is a mix of SRAM Eagle 70 and 90, while SRAM Motive Bronze brakes take care of stopping duties.

More power

So, why doesn’t Specialized spec its most powerful motor on any bike other than the S-Works models?

I’d compare this to the automotive world. Spending more to get the S-Works motor is like forking out for a high-performance car; think Mercedes AMG, BMW M-Series or Ford’s ST range. It requires a little more cash and commitment to get all the bells and whistles that are on offer.

While I get Specialized’s thinking, now the torque and power numbers are so close between the two drive units, is it not worth upping the standard motor to match the stats of the S-Works?

After all, the S-Works bike stands out not only for the motor figures, but the top-tier spec you get. That, to me, is enough in itself. I can see why Specialized is holding the motor back, I just wish it wouldn’t.

If changing the stats on the standard motor equates to more sales, that’s no bad thing and means you’ll get more riders on what I consider one of the best eMTB motors out there.

The well-controlled power and torque seemingly work across a wide cadence window, making it a seriously fun bike to ride, especially when taking on tricky climbs.

At present, you’ll need deep pockets to access those extra 40 watts of power. Thankfully, though, this new alloy option for £7,000 less than the S-Works, still comes with a great motor and some solid parts that should help you to have a great time on the trail.

Cannondale has officially parted with its UK distributor, Saddleback, and will return to a direct-to-dealer model. 

Saddleback has distributed Cannondale bicycles since January 2025, but the American bicycle brand will now be distributed under Pon.Bike UK, effective immediately. 

“While we are sad to see Cannondale leave our portfolio, we are incredibly proud of the growth and premium positioning we’ve achieved for the brand within the UK market,” Saddleback said in a statement. 

“This decision was made with the best interests of both parties in mind, ensuring that retailers continue to receive the specialised support they need in an evolving industry landscape,” the company added.

• New Cannondale CAAD14 returns to its racing roots with “stiffness, explosiveness, and razor sharp handling”

Saddleback says it is working closely with the team at Pon.Bike UK to ensure a “seamless handoff” for dealers. Pon.Bike UK will be contacting dealers shortly to manage “existing back orders and future stock requirements”. 

Dealers will be able to access Cannondale via Pon.Bike’s B2B platform from 16 April. 

“We want to thank the Cannondale team for their partnership and, most importantly, our retailers for their hard work in making Cannondale a success under our stewardship. We look forward to seeing the brand continue its journey alongside its new stablemates at Pon.Bike UK,” Saddleback said. 

Pon Group, which owns Cannondale as well as brands such as Cervélo and Santa Cruz, closed its UK-based Cycling Sports Group in 2023, which disrupted Cannondale’s distribution in the UK. 

Saddleback began distributing Cannondale in January 2025 after it approached the Yate, Bristol-based company in July 2024. 

Saddleback’s CEO Andy Wigmore told Cycling Industry News in April last year that the company had a “number of challenging years” but it was confident that there would be “brand movement in the industry, and opportunities would present themselves as a result of that.”

Discussing the deal with Cannondale, Wigmore said: “They liked what we did, they liked our performance side and that was really important to Cannondale, particularly as they globally are a performance technology leader.” 

Saddleback previously distributed 3T bicycles before the Italian company moved to a direct-to-consumer model for the UK in 2020.

It also distributed ENVE for 15 years until February 2026, when the American bicycle, wheel and component brand consolidated its UK and Europe distribution. 

Saddleback still distributes Castelli, Chris King, Pivot, Silca, Abbey Bike Tools and Wolf Tooth Components, among others. 

“We remain fully committed to our remaining world-class portfolio and will continue to provide the industry-leading service you expect from us,” Saddleback said. 

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Oquo’s new CS-level wheels feature dedicated aerodynamic carbon spokes that reduce weight while increasing stiffness.

The Basque brand tells us this isn’t a simple case of replacing steel with carbon, though. Instead, each wheel – from the shallowest 45mm-deep RP45 LTD CS through to the time-trial and triathlon special 80mm-deep RA80 LTD CS – has been redesigned to make the most of the carbon spokes’ properties.

Oquo, like Newmen, Reserve and DT Swiss before it, is using Vonoa’s carbon spokes. Here, they have flat-bladed aero spokes that taper from 2mm to 5.3mm wide.

The carbon spokes’ properties also ensured Oquo was able to drop the spoke count across the range, reducing rotational weight.

By shifting down to 20 spokes, Oquo has been able to redesign its own Basque-made Q10 hub flanges front and rear.

The rim has also been reprofiled to take advantage of the reduced drillings required for 20 spokes rather than 24.

Made in the Basque country

Oquo hand manufactures all its mini-hook wheels in its purpose-built Biscay facility, with in-house assembly, testing and R&D.

The Q10 hubset used on all Oquo’s LTD-level wheelsets is also made in the Basque region.

Oquo says all its physical testing surpasses the minimum UCI and industry standards by multiple levels. All the wheelsets are built by hand to exacting standards, with proprietary technology used to ensure all the assemblies meet Oquo’s criteria.

Performance gains

The claimed drop in weight across the range is around 6%, thanks to a redesign in the carbon layup due to the reduced number of spokes. The changes to the angle-interface at the rim and hub flange play their part in the overall system gains, too.

I recently tested the RP50 LTD wheels at 1,421g a pair, and that drops to 1,371g for the CS version – a reduction of around 3.6%.

That’s not a huge saving, but when added to the gains Oquo claims in terms of performance, stiffness is improved by 17% over the standard wheel, even with the reduction in spoke count.

Add a 2-watt aerodynamic improvement over the wheels’ steel-spoke equivalents and it’s no wonder the CS models have become the wheelsets of choice for Lotto-Intermarchè.

New carbon-spoke models

• RA80 LTD CS: maximum aerodynamics for high-speed riding, with an 80mm rim depth and 23mm internal width. Designed for time trial and triathlon use. Claimed to weigh 1,576g a pair.
• RA57 LTD CS: with a 57mm rim depth, a 23mm internal width and a weight of 1,373g, this is the wheel for high-speed racing, and the one most likely to be seen at this year’s major tours.
• RP50 LTD CS: with a 50mm rim depth, 25mm internal width and a weight of 1,371g, this crossover wheel is aimed at both road and gravel. Expect to see these at the classics.
• RP45 LTD CS: with a 45mm rim depth and 21mm internal width, this is the lightest wheelset in the Oquo range at 1,223g.

All the wheels are priced at: £2,599 / $3,149 / €2,999 and come with tubeless valves, tubeless sealant and wheel bags.

Zwift just released their latest “This Season on Zwift” announcement detailing key game features, Companion app updates, and events coming in the next few months. We’ve posted the complete press release below, and in the coming days, we’ll dive into some of the announcements in more detail.

There’s some fun stuff here, so let’s get on with it…

New Roads, Planning Tools, and Deeper Outdoor Integration Set to Help You Get More From This Season on Zwift

An expanded Paris map, gravel galore, new bikes, and so much more to benefit Zwifters this coming season.

Zwift, the global online fitness platform, today lifts the lid on many of the exciting new product developments and content experiences planned to launch this coming season. From planning in Zwift Companion, more levels to chase in both running and cycling as well as a dedicated event map for gravel, there is something for every Zwifter to explore This Season on Zwift.

Personalized Recommendations Go Outdoors

Launching in April

Personalized Recommendations recently launched in Zwift, helping Zwifters spend less time thinking and more time doing. Based on a combination of your recent ride history and preferred activity types, every Zwifter now receives a recommended next activity in the ‘Next Up’ card in Zwift Companion. Personalized Recommendations will serve a variety of content, including Robopacer Rides, Routes, and workouts. The first recommendation is the one we think you will enjoy most, but Zwifters have the flexibility to adjust activity type to suit their needs.

As we move towards the Northern hemisphere summer season, Zwifters now have the option to view an Outdoor Recommendation in Zwift Companion. This will be a basic guide to advise how to get the most from your next activity. Simplicity is the name of the game here, giving Zwifters the space to make the most of those sunny summer miles!

Plan Your Week in Zwift Companion

Coming this April

For those who prefer to plan out their weeks and hold themselves accountable through scheduling, Zwift is now giving Zwifters the ability to plan their week within Zwift Companion. At launch, Zwifters will be able to schedule bike workouts, bike routes, bike and run events, Robopacer Rides, and challenge tasks (e.g. Route of the Week) for the days ahead. As activities are added to the weekly calendar, the fitness graph on the Zwift Companion app homescreen will automatically show all future planned activities so Zwifters can see what’s ahead at a glance. For Zwifters with third-party training connections, planned workouts will automatically populate.

Don’t want to plan your full week? No problem. Planning a few events or activities ahead will have the added benefit of improving your personalized recommendations, so if you have a race scheduled for tomorrow, we can give you something to prime those legs.

Zwift Camp: Breakthrough

April 6th – May 17th

The final Zwift Camp of this winter season arrives with Zwift Camp: Breakthrough. Beginning April 6th, Zwift Camp: Breakthrough is designed to support Zwifters in their transition to the summer season. The five workouts will focus not only on fitness but also feature drills to improve technique, stability, and control. The end result should be stronger, smoother outdoor miles for Zwifters.

Configure Your HUD for Workouts

Launching May

Whether participating in Zwift Camp: Breakthrough, or completing any one of Zwift’s 1,000+ workouts, the ability to customise data fields in workout mode is sure to level up the experience. Four configurable data fields can be illustrated on the central workout screen. Zwifters can pick from 13 biometric data points ranging from Cadence (RPM) to Core Temperature or power to weight ratio (W/KG). This update will allow Zwifters to tailor their data inputs, so they can focus on what’s best for them and get the most out of their training.

Gravel Mountain

Ride it from April 6th 

Zwift’s first gravel-only map comes to Zwift on April 6th. An event-only map, Gravel Mountain will be the fastest, most exciting way to experience gravel on Zwift – expect dust, speed, and loose lines set in a red rock environment with new route features including red rock medians, corner berms, and ultra-wide roads.

The full gravel surface means gravel bikes will be optimal, so why not pay the Zwift Drop Shop a visit and enjoy a new virtual bike day to celebrate the launch of Gravel Mountain. 

Pas Racing Series

April 6th – May 3rd

The fastest and most dynamic racing experience on Zwift starts with the Pas Racing Series, which brings the performance and style of Pas Normal Studios to a new kind of gravel racing on Zwift: tough, competitive, and refined. The four-stage gravel series includes the new routes in Gravel Mountain and a new gravel route in Makuri Islands. Races will run hourly, and of course there will be a custom Pas Normal kit to unlock.

More Levels for Running and Cycling

Coming April

Every Zwifter knows how compelling it is to round up their rides to the nearest mile or kilometre – not for bragging rights, but for that extra XP. Chasing levels is incredibly rewarding, and now there’s more to chase than ever before, no matter your Zwift level. The level 100 cap has been lifted, giving Zwifters hundreds of new levels to chase. And for those Zwifters who have hit that century milestone, there is a new status stripe, visible in the rider name list and in Zwift Companion. Runners on Zwift will also see the level cap lifted from 30 to 50.

Tour Fever Challenge

July 2nd – August 16th

Zwift is the official software platform for the Tour de France and Tour de France Femmes avec Zwift, and to celebrate there will be six weeks of festivity as we all get swept up in Tour Fever. Running July 2nd – August 16th, the Tour Fever Challenge celebrates the summer of racing with five stages of rides and races to enjoy. The Tour Fever Challenge includes five new badges to chase in the Paris Map.

Paris Expansion

Launching June 26th

The Paris map, created for the Virtual Tour de France, is set to become even more iconic with the addition of the famous Montmartre climb. Mimicking the new finishing circuit of the Tour de France, which has proven popular with fans since it was introduced for the Paris Olympics, Zwifters will now be able to ride up the cobbled climb to the Basilique du Sacré-Coeur de Montmartre. Short but punchy, this will be sure to put a sting in the legs.

Drop Shop Update

Spring / Summer

The Zwift Drop Shop is the destination for Zwifters to spend their well-earned Drops on the latest bikes and wheels. This year, the Drop Shop is getting its biggest overhaul yet, with a wealth of new bikes and wheels arriving over the next 12 months. This Spring and Summer, 18 new bikes and 13 new wheelsets are set to hit the virtual shelves. The first two ‘Drops’ land in March and April with a distinct gravel focus, giving Zwifters the chance to kit themselves out with the latest tech for the launch of Gravel Mountain and the Pas Racing Series.

Zwift Challenges Go Outdoors

Coming this Summer

Zwift Challenges, with their bonus rewards for completion, have proven to be immensely popular experiences on the Zwift platform. This summer, the fun doesn’t have to stop as cyclists enjoy the great outdoors, as Zwift plans to launch its first indoor/outdoor challenges. To complete, Zwifters will need to have connected their Wahoo, Garmin, or Hammerhead accounts.

Share Your Thoughts!

What do you think of Zwift’s roadmap for the next few months of new features? Comment below!

Zwift has announced its users will be encouraged to go ride their bikes outside this summer, thanks to updates to the platform’s Personalised Recommendations feature.

Announced last autumn, Zwift’s Personalised Recommendations harness AI to suggest your next activity when you load the app.

Now, Zwift says riders will be able to see Outdoor Recommendations – suggesting they should close the app and ride in the real world for a change.

The announcement comes as part of Zwift’s seasonal content reveal (which it dubs ‘this season on Zwift’). It has also teased an expansion to the Paris map, a new gravel-focused world, additions to Zwift’s in-game bike shop – the Drop Shop – and more.

• Read more: Zwift – your complete guide to the world’s most popular indoor training app

Zwift will now recommend outdoor rides

According to Zwift, the recommendations for outdoor rides will differ from indoor rides, without a specific workout or route to ride.

Instead, they’ll simply be “a basic guide to advise how to get the most from your next activity”.

Additionally, the brand says it plans to launch in-game challenges that will reward Zwift users for progress completed both indoors and outdoors.

Is this a tacit admission that Zwifters are spending too long staring at screens and need to go outside and experience the real world?

We suspect it probably has more to do with the brand trying to keep its subscribers engaged over the summer months – a time when usage, and perhaps therefore also subscription, rates in the northern hemisphere almost certainly drop significantly.

Zwift is already giving riders in-game experience points (XP) for outdoor rides completed on connected devices, for example.

These additions are therefore likely designed to help increase retention on the platform during times when people will naturally be less inclined to ride indoors on a smart trainer.

Tour fever

As the ‘official software’ for the Tour de France, Zwift is naturally keen to celebrate the sport’s most important event.

With this in mind, Zwift is expanding its Paris map, which currently features the Tour’s traditional finishing circuit on the Champs-Élysées.

And with the Tour having added the Montmarte climb to its final stage last year, Zwift is following suit.

The iconic cobbled climb, which was added to the Tour’s finishing circuit last year following its use in the road races at the 2024 Olympic Games, will be incorporated into the game’s Paris map, adding a tough climb to an otherwise relatively flat parcours.

Zwift says the expanded map will be available to ride from 26 June, and will feature the Basilique du Sacré-Coeur de Montmartre at the summit of the climb.

We don’t yet have details of how closely the virtual climb will match its real-world counterpart, although at only 0.6km in length, with an average gradient of 4.7 per cent, we imagine Zwift will stick closely to the real thing.

To mark the 2026 Tour de France and Tour de France Femmes, Zwift will be running the Tour Fever Challenge from 2 July to 16 August 2026.

There will be both races and group rides to participate in, with five new route badges to collect in the Paris map.

Gravel Mountain

Also coming this Spring is Gravel Mountain – a new, event-only map designed specifically for virtual gravel racing.

Gravel Mountain, Zwift says, “will be the fastest, most exciting way to experience gravel on Zwift”.

Set in a “red rock environment”, Zwift says riders can expect “dust, speed and loose lines” and a “distinct handling and racing experience compared to road racing [on Zwift]”.

It’s not clear exactly how these “loose lines” or handling differences will play out in-game, although Zwift says dedicated gravel bikes will be the “optimal” pick from a performance perspective.

We suspect Zwift is simply trying to sell the vibes of the new world, given how important ‘the spirit of gravel’ is to that genre of bike racing.

In any case, Zwift says the Gravel Mountain world map will launch as part of the PAS Racing Series – a four-stage gravel racing series organised in collaboration with the PAS Racing pro team.

Races will run hourly from 6 April to 3 May 2026, across routes in Gravel Mountain and the Makuri Islands (another of Zwift’s virtual worlds), with a Pas Normal kit to unlock for those who participate.

Drop Shop update

The Drop Shop is Zwift’s in-game shop for bike and wheel upgrades, and the brand says it will be seeing “its biggest overhaul yet” this year.

Specifically, Zwift says 18 new bikes and 13 new wheelsets will land in the shop this spring and summer, with the first two bundles having a gravel focus.

Another bundle is slated to arrive around the Tour de France, with (we expect) a focus on the bikes used in that race.

Although it hasn’t yet revealed details of exactly which bikes and wheels will be coming to the platform, Zwift says they are all from “leading brands”.

As well as releasing new models, the brand also says it will be tidying up the Drop Shop and “retiring” some outdated bikes. It says users who have already purchased these bikes will still be able to ride them, even once they’ve been removed from the Drop Shop, however.

Everything else this season on Zwift

Beyond the world and map updates, Zwift has announced a slew of other updates to the platform.

Users will now, for example, be able to schedule workouts, routes and events via the Zwift Companion app.

Zwift says the personalised recommendations will also take planned events into account, so it won’t, for example, suggest a hard workout the day before a race.

You’ll also now be able to customise the HUD for workouts, with four configurable data fields and 13 different data points to choose from. Zwift says this change will enable riders to “focus on what’s best for them” during workouts.

The final themed workouts of the winter season are also coming in April, with Zwift Camp: Breakthrough.

Designed to “support Zwifters in their transition to the summer season”, Zwift says the five workouts will feature pedalling drills to “improve technique, stability and control”, rather than a singular focus on improving your fitness.

Lastly, with an eye on the platform’s most dedicated users, Zwift has announced it will be lifting the rider level cap – which currently sits at 100.

The new limit has yet to be revealed, but Zwift says riders will have “hundreds of new levels to chase”.

For tips on the fastest ways to level up, check out our Zwift walkthrough guide.

Pirelli has launched the new P Zero Race TLR SL-R, a tyre claimed to be up to 15 watts faster than the P Zero Race TLR RS used by Mathieu van der Poel.

Using new patented PAAS (Pirelli Advanced Aerodynamic System) tech, this sees a ‘spoiler’ built onto the lower sidewall of the tyre, which decreases the effective inward depression caused when fitted to a rim.

PAAS is the result of a research project in which the interaction between tyre and rim was studied to improve airflow efficiency over the tyre and outer wheel rim.

Pirelli says the P Zero Race TLR SL-R is the most aerodynamically efficient tyre in the world across a +/- 20-degree yaw range, without sacrificing rolling resistance or grip.

• Read more: Best road bike tyres in 2026 – 13 of our favourite clincher and tubeless tyres

Inspired by the P Zero Race TLR RS

The P Zero Race TLR SL-R can be thought of as an evolution of the brand’s P Zero Race TLR RS lightweight race tyre, which until now has been used by its sponsored pros, including Mathieu van der Poel and Mads Pedersen.

It uses the same SmartEVO 2 compound, which Pirelli says is based on motorsport-developed polymers, and a 120 TPI (threads-per-inch) carcass construction. Pirelli says this offers high levels of suppleness and grip in both wet and dry conditions.

The tyre is also said to maintain aerodynamic performance consistently as it wears and is compatible with wide-profile rims.

Pirelli claims the SL-R also improves rolling efficiency compared to the RS, delivering around a 10% reduction in rolling resistance according to its own testing (equating to roughly 2 watts per set).

Where pro teams differ is in their usual choice of tyre size. According to Carlo Di Clemente, Pirelli’s road and gravel product manager, van der Poel’s Alpecin team will usually opt for a 30mm tyre to better match the team’s Shimano wheels, while Pedersen’s Lidl-Trek team’s Bontrager rims are best suited to 28mm tyres.

Accordingly, the P Zero Race TLR SL-R is available in both sizes at launch, while a 32mm version is set to follow later in 2026. Pirelli says the 28mm version weighs a claimed 275g, making it the lightest tyre in the current P Zero Race TLR range. We’ve weighed our test tyres at 288g apiece, in a 28mm size.

The P Zero Race TLR SL-R will be offered in Black-Silver and Black Team Edition colour options, costing £94.99 / $127.90 / €99.90 each. The Team Edition will cost £99.99 in the UK.

How does PAAS make the P Zero Race TLR SL-R faster?

The PAAS research project is said to have taken 18 months, incorporating CFD simulations, lab testing, road testing and wind-tunnel validation, with four different wind tunnels used across 10 test sessions.

Put simply, PAAS is intended to keep air attached to the tyre and rim for longer across the typical +/- 20-degree range of yaw angles cyclists are exposed to most often. Pirelli says the system is also designed to enhance the so-called ‘sailing effect’, where aerodynamic lift generated at yaw can contribute a small forward force, reducing overall resistance.

In normal circumstances, a typical bike tyre will exhibit a lightbulb effect, whereby the rim grips to the tyre bead and the tyre’s sidewall expands outwards under pressure. According to Pirelli, this can encourage airflow separation at the tyre–rim interface, increasing drag.

Alongside this ‘standard’ tyre profile, Pirelli says it has tested other tyre-profile solutions it has observed from rivals, including a narrow tyre, a pointy tyre and a vortex-generating tyre (such as the Continental Aero 111 front tyre).

Pirelli says the PAAS ‘geometry construction’ optimises the position of the tyre’s maximum width and smooths the transition between tyre and rim, helping to reduce airflow detachment – and therefore drag.

This carries a natural small weight penalty given the additional material applied to the tyre’s sidewall, but Pirelli says this is outweighed by the aerodynamic gains made, especially at racing speeds.

In testing at 45km/h (where Pirelli used a 60mm-deep hooked rim with a 23mm internal width), a 28mm P Zero Race TLR SL-R produced lower drag by 15 watts at certain yaw angles compared to a same-size P Zero Race TLR RS tyre, with smaller but consistent gains compared to other-brand rivals across a broader range of conditions.

The brand adds that tyres and the front wheel together can account for up to 5% of total aerodynamic drag, underlining the importance of optimising this interaction.

Pirelli says it has applied PAAS to prototype tyres ranging from 28-35mm wide, across a range of contemporary road-racing wheels, and claims PAAS will inform its tyre construction going forward.

Famous for its inclusion as the finishing climb in La Flèche Wallonne, the Mur de Huy is a steep climb that is typically raced 3x by the men and 2x by the women.

Tadej Pogačar added the fourth of five Monuments to his one-day race tally this weekend, leaving only Paris-Roubaix remaining to finish the set. 

Should he win Paris-Roubaix, Pogačar would become only the fourth rider – behind the Belgians Eddy Merckx, Roger De Vlaeminck and Rik Van Looy – to complete the feat, with all three of those winning between 1958 and 1979. There’s even talk of Pogačar becoming the first rider to win all five Monuments in one year.

Pogačar has already won Strade Bianche in 2026 and seems to be in unstoppable form again this year. But what does it take to win road cycling’s longest race? Here are the key numbers that underpinned Pogačar‘s 2026 Milan-San Remo win. 

45.5

Pogačar covered the race’s 298km at an average speed of 45.5km, finishing after 6hrs 35mins 49secs in the saddle. That’s a little slower than Mathieu van der Poel’s average of 47.70km/h for the 2024 Paris-Roubaix. But Milan-San Remo has over 2,000m of ascent en route, including the Passo del Turchino and the five climbs in the final 50km.

79.9

Pogačar‘s maximum speed during the race was 79.9km/h, according to Strava, recorded on the run-in to the Cipressa climb. His maximum cadence shown on Strava was 129rpm, apparently on the same stretch of road.

8.49

Pogačar‘s time to the top of the Cipressa, the penultimate climb of the race and the longest in the finale, was 8mins 49secs. This beat by a few seconds his time in last year’s race, when he set a time of 8mins 57secs, before finishing third behind van der Poel and Filippo Ganna.

It was all the more impressive, considering Pogačar had started towards the back of the field, having crashed along with others as he approached the base of the climb.

According to Strava, Pogačar also recorded the third fastest time ever on the 6.84km ascent and descent of the Poggio, the last climb before the finish, where he was bested by Matej Mohorič in 2024.

5

The number of times Pogačar has ridden Milan-San Remo. His first Milan-San Remo was in 2022, when he finished fifth, having been out-descended by Mohorič with his dropper seatpost.

He was back in 2023, finishing fourth in a race won by van der Poel. The next year, Pogačar was up to third, behind Jasper Philipsen and Michael Matthews, then third again in 2025.  

It’s only at the fifth attempt, this year, that Pogačar has added this fourth Monument to his tally, leaving him only a win in Paris-Roubaix needed to have completed all five. We reckon he might win all five this year, becoming the first rider to do so.

35

Pogačar beat Tom Pidcock by around 35cm in the final two-up sprint to the line. Although Pidcock won the unofficial sixth Monument, Strade Bianche, in 2023, he’s yet to garner a Monument win. Pogačar was only four seconds ahead of the charging bunch, led in by Wout van Aert.

415

Pogačar‘s estimated FTP in watts is 415. The actual numbers are kept a close secret within his UAE Team Emirates-XRG team, but this is a value that’s been estimated based on ride data shared in 2024. That gives him a power-to-weight figure close to 7W/kg and he can keep up 340 watts on a five-hour zone two training ride. His resting heart rate? That’s around 37.

3,898

The number of calories Pogačar burned during the race, as estimated by Strava. According to Mark Zuckerberg, founder of Facebook, he was matching that number in 2023. Maybe he should take to the start line next year…

Late in the evening in an unfinished basement outside St. Louis, Missouri, Scott Richards settles onto his bike and clips in. The room is quiet except for the hum of the trainer and the fan he sometimes forgets to turn on until the ride is already underway. Within seconds, the screen in front of him fills with motion—avatars climbing mountains, spinning through volcanic circuits, chasing route badges and finish lines.

For Richards, the scene is more than a workout. It is a daily reminder of how far he has come, and how much further he plans to go.

“You Don’t See Old Guys That Are Fat”

Four years ago, the life he is living today would have felt almost impossible. At the time, Richards weighed more than 330 pounds and was facing a reality that had slowly crept up over years of stress, poor habits, and long workdays. When a doctor told him he was pre-diabetic, the warning landed harder than he expected. He had recently married, and conversations about the future, about longevity, about the possibility of children, suddenly felt more urgent. “You don’t see old guys that are fat,” Richards said. “That really scared me.”

Around that same time, Richards and his close friend Charles Hays made a decision that would alter both of their lives. The two had worked together in a high-stress environment where stress eating had become routine, and both had begun to realize the consequences of those habits. On New Year’s Day 2024, they made a pact to hold each other accountable and start turning their health around. The agreement was simple: take their health seriously and see what was possible if they committed to the process. What followed was anything but ordinary.

The Compound Effect

Like many people facing a major lifestyle change, Richards did not begin with dramatic athletic goals. Instead, he started with manageable steps—hiking, tracking calories, and simply moving his body more often. “I made it work for me,” he said. “Instead of forcing myself to do something I hated, I tried to find things I actually enjoyed.” As the weeks passed, those small decisions began to compound. Weight came off gradually, confidence returned, and the idea of attempting something bigger eventually emerged.

That “something bigger” turned out to be a triathlon. Richards had one advantage that many first-time triathletes lack: he had been a competitive swimmer from age six through eighteen. While swimming felt natural, the other disciplines, particularly running, were far more difficult. Even so, he and Hays committed to the challenge.

Standing at the start line of their first race, Richards remembers feeling something he had not experienced in years. “We were standing there waiting to start and realized we hadn’t felt that feeling in a long time,” he said. “That feeling that you’re about to compete for the next few hours. It’s going to hurt, but it’s going to be worth it.” Since then, Richards has completed seven triathlons and is currently preparing for a half Ironman later this year.

Winter Regression To Zwifting Obsession

Despite the progress he had made, winter presented a familiar obstacle. After that first season of racing, colder weather arrived in Missouri and outdoor cycling disappeared from his routine. Months passed without riding, and when he finally returned to the bike in the spring, the loss of momentum was obvious. “It felt like I was back to square one again,” he said.

That realization pushed him toward a tool he had been researching for months.

In September 2025, Richards ordered the Zwift Ride bundle and set it up in his basement. What began as a practical way to keep riding through the winter quickly turned into something much more significant. “I became obsessed quickly,” he said with a laugh. The difference, he explained, was immediate. Traditional indoor riding had never appealed to him. Sitting on a stationary bike while watching television felt dull and disconnected from the experience of riding outdoors. Zwift changed that dynamic entirely. “The first time I did Alpe du Zwift, I felt super accomplished,” he said. “It made me look forward to killing myself in a workout.”

For Richards, the appeal of Zwift extended beyond fitness. As a lifelong gamer, he immediately recognized the structure behind the platform’s design. “I played a lot of RPG games growing up where you level up your character,” he explained. “Zwift scratches that same itch. You’re leveling up, unlocking bikes, getting gear. It’s the perfect way to hook me.” The same mechanics that once kept him playing video games for hours now kept him riding. “I used to be addicted to video games,” he said. “Now I’m addicted to Zwift.”

Community As Motivation

Group rides soon became one of his favorite aspects of the platform. Over time, he began to recognize familiar riders who appeared again and again in the virtual peloton. Conversations in the in-game chat gradually created a sense of connection that surprised him. “It’s wild how you start to see the same people over and over,” he said.

One of his most memorable rides came during the Rapha Festive 500 challenge, when Richards organized a ride that attracted more than 130 participants. Together, the group completed 25 laps of the Volcano Circuit, riding more than 65 miles in a single session. “The first half was a lot of fun,” he said. “The second half was definitely a struggle.” What made the effort special, however, was the support that emerged among riders. “The people pulling the group were telling me, ‘Scott, you need to get up here for the finish.’ That kind of support is what makes it special.”

That sense of community has become a powerful motivator on days when the ride itself feels difficult. Even when fatigue or lack of motivation creeps in, the thought of joining a group ride often brings him back to the bike. “Sometimes I think, ‘I don’t really want to ride tonight,’” he admitted. “But the social side makes it entertaining. It’s better than just sitting on a spin bike.”

Looking Behind/Looking Ahead

The results of that consistency have been remarkable. Since beginning his health journey, Richards has lost more than 116 pounds and now weighs roughly what he did as a teenager. The improvements show up everywhere—in climbing hills that once felt impossible, in average speeds that have increased by several miles per hour, and in the simple reality that everyday life has become easier. “Every aspect of my life is easier,” he said.

The changes have also altered the way he sees himself. “If you told me four years ago that I’d be excited to sweat my butt off in my basement every day, I wouldn’t have believed you,” he said. What began as a weight loss effort has evolved into something closer to a lifestyle. Exercise now functions as a mental reset as much as a physical one. “If I don’t work out for three or four days, I get cranky,” he said. “I never thought I’d be that kind of person.” The effect, he says, feels almost therapeutic. “It’s tough when you’re doing it, but afterwards you feel so good—physically and mentally.”

Richards and Hays now document their ongoing journey through their weekly podcast, 2 Guys 1 Scale, where they talk openly about the ups and downs of trying to lose weight and stay healthy. The podcast began primarily as a way to keep themselves accountable, but over time, it has grown into something more meaningful. Their transparency and frankness resonate deeply with listeners, prompting them to reach out with their own stories of struggle or questions about how to begin fitness journeys of their own. Some friends started hiking more frequently. Others began exercising regularly after watching Richards’ progress. “If I can inspire one person to turn their life around,” he said, “then everything I’ve put into this has been worth it.”

The road ahead remains full of goals. This year alone, Richards plans to complete a half marathon, tackle his first half Ironman in Michigan, and ride Missouri’s 240-mile Katy Trail over several days. Zwift will remain a central part of that preparation, particularly during the cold or rainy months when outdoor riding becomes difficult.

Perhaps the most meaningful change, however, is how he feels about himself and the life he is building. “I love the person I’ve become,” Richards said.

For an athlete who once struggled simply to begin moving, that transformation may be the most powerful achievement of all.

Chinese bicycle brands had a seminal year in 2025. More Chinese brands began to appear in Western countries and they bagged major sponsorship deals. XDS teamed up with Astana, while IGSport joined Groupama–FDJ United. Meanwhile, Britain’s Harry Hudson won the Junior World Road title at the Rwanda UCI Worlds on a Quick Pro road bike.

But what’s behind the surge in Chinese cycling brands? One person who is well placed to explain their newfound success is British expat Joe Whittingham. 

Whittingham started out reporting on Chinese bikes, components and kit in 2016 through his YouTube channel China Cycling. He then co-founded Panda Podium, a website that curates the best of China’s home-grown products for sale overseas, and sponsors Hudson. 

So we sat down with Whittingham for his take on the rapid development of Chinese brands and where he sees the future of this rapidly growing market.

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BikeRadar: For a long time in the ‘West’, the perception of Chinese products and brands has been one of very low quality, both in manufacturing and design. How do you think today’s Chinese products and brand design compares to when you first started to report on the industry?

Joe: The difference between Chinese products and brands now and 10 years ago is night-and-day. But first, we have to define what we mean when we say ‘Chinese bike’. If it’s just something that’s ‘Made in China’, then around half the pro peloton is riding Chinese bikes, as the mainstream western brands have been using China and its factories for production for many years.

However, when most people say ‘Chinese bike’, they mean a bike from a Chinese brand.

Western brands originally moved carbon fibre manufacturing to China, attracted by cheap labour and relatively lax environmental laws (carbon fibre production is a pretty messy business).

In the early days, Western faces were a common sight in the factories as they worked on setting up the production lines and training the local engineers. As more and more brands moved production to mainland China, the local expertise and supply chain grew rapidly.

It’s not only the carbon fibre factories. It’s the factories that make the moulds, the EPS inserts, the paint factories, the water-transfer decal factories and even the pre-preg carbon fibre itself.

Most high-end frames use Japanese Toray carbon fibre, but the raw carbon fibre is imported into China and turned into prepreg – a ‘ready to bake’ mixture of resin and carbon fibre in Chinese factories.

Why do you think Chinese brands got such a poor reputation early on?

In the early days, there was the odd hiccup. Western brands would prototype a product in their own lab in their head office. It would work no problem and pass all the testing. 

However, due to small differences in the actual manufacturing, the ‘same’ products being produced out of Chinese factories would encounter issues.

Many product recalls can be traced to issues during the manufacturing process. A difference in temperature or humidity in the factory compared to the headquarters, or even just inexperienced staff, would lead to critical differences in the composite.

These are differences that are invisible to the naked eye and only rear their head when frames start cracking or failing in the field.

These examples were few and far between as most Western brands had ‘boots on the ground’ with employees overseeing the factory’s production, but they definitely happened.

As the local expertise and experience grew, the Western brands enjoyed reaping the seeds of their hard work. The Chinese expertise and knowledge had grown to the point that many Western brands simply had to send a 3D drawing of a frame to the factory.

The details of the layup and the tooling were all being handled by the Chinese factories. Less back-and-forth communication, less expensive business class tickets to Asia, and fewer product recalls.

Some of the larger brands put protection in place. They had agreements with factories that, in return for training them on the knowledge to produce the frames, these factories would exclusively produce for that Western brand.

To this day, many of those agreements are still in place. But the key engineers who were trained at those factories have since left to start their own factories or brands.

These new brands and factories also started producing for Western brands, offering a full service from frame design through to delivery.

For smaller brands, they offered a catalogue of ‘open mould’ frames. These are frames that a factory would design and manufacture in-house, and smaller Western brands could order with their own paintjobs and logos applied. This removed the need for the Western brands to do their own R&D.

At the same time, these new factories started offering some of their products for sale directly to consumers. 

The mainstream still viewed Chinese products as ‘too risky’. This was perhaps partly due to earlier mishaps, but maybe also due to a constant propaganda campaign of the established brands or the elitist mindset of many road bike riders. They couldn’t accept that someone on an $800 frame had gotten the same (or close) to the same quality as their $4,000 frame.

But at this point, the Chinese brands were still limited. They knew there was no way any Western consumer was going to pay over $1,000 for a Chinese frame or Chinese wheelset. This meant they were limited to producing relatively low-end frames.

So, China had a whole bunch of factories capable of making top-tier frames, but Western consumers weren’t willing to pay anything but low prices because the Chinese brands were missing one thing: branding. 

How do you think the balance has shifted when it comes to the balance of design and branding?

Many consumers will claim they don’t care about branding: they want the fastest bike or the lightest bike, and they don’t care what brand it’s from – but for most people, that’s just not true. 

The clothes we wear, the car we drive and the bike we ride are all an expression of our personality.

So, what did riding a Chinese bike say about you? The same old-school mentality that means if your neighbour brought a new Audi, you had to buy a new Mercedes was alive and well. 

But then a shift started to take place. Instead of consumers wanting to show how rich they were, some consumers wanted to start showing how smart they were.

If your neighbour brought an Audi, you didn’t buy a Mercedes; you bought a Tesla. It showed that you were smart with your money. This was before Elon [Musk] went crazy and before EVs had to pay road tax, but you were getting supercar acceleration, not paying road tax, and you could take the kids to school.

The same consumer-thinking shift started to happen in bikes, too. Suddenly riding a pair of Farsports wheels, for example, showed you were smart with your money, and you understood bikes.

The smarter Chinese brands leaned into this. But it wasn’t just marketing. This change in thinking meant that Western consumers were now willing to pay more for the Chinese brands.

This removed the previous restrictions on them, and they could finally start selling their own high-end models using high-end raw materials. Of course, not all the Chinese brands took this approach. Many brands just saw the mainstream adoption of Chinese brands as an excuse to raise their prices without improving their product at all. 

While all this was happening, another ‘perfect storm’ brewed. Covid. This is another long story, but here’s the short version.

Before Covid, many Chinese factories were happy just producing for Western brands. They paid their bills on time, and for the factories, it was a low-stress, reliable income. 

Then Covid hit and demand for bikes in the West skyrocketed. Western brands were throwing money at the factories to increase production.

Production lines were added and new factories were built. Capacity in many factories doubled or tripled within the space of a year. Then, as quickly as the demand rose, it disappeared.

Western brands quickly realised they were overstocked and started cancelling orders. Factories that had spent millions developing new production lines found the whole factory empty.

At the same time that the market went downhill in the West (2023-2024) road cycling in China had its own boom. So, there was the perfect storm. The factories had this almost endless supply due to their increased production capacity, and an almost endless demand as a country of 1.4 billion people suddenly became obsessed with road bikes.

Many of the factories that had been too scared to start their own brands for fear of angering their Western customers found themselves with nothing to lose and everything to gain.

Their western customers were all cancelling orders anyway; there was nothing to lose from angering them. So, they started their own brands, and the local markets ate it up. Don’t get me wrong, there’s still huge demand for Western brands in China, but the low prices and the ‘patriotic’ edge of buying a local brand skyrocketed sales.

With that in mind, how do you see the situation today?

‘Chinese bikes’ is now a term that encompasses a huge range of products. Frames, for example, probably range from roughly $600 for a no-brand, open mould frame to  more than $4,000 for something like the Incolor SSR, which is an aero frame that weighs just 750g, but tests faster than a Cervélo S5 in the Silverstone wind tunnel.

There really is something for everyone and every budget, but it can be a bit of a minefield for the uninitiated. That was the whole premise of Panda Podium: trying to simplify the process of buying directly from China.

Part of that is the testing and product vetting. A bunch of us in the office are avid cyclists. We train, race and have even Everested on the products we sell.

Every brand that wants us to sell its product has to first undergo strict testing. We visit their factories, inspect their production lines and give the bikes a good thrashing on the road.

There are plenty of products that we get sent that never make it to the website; rejected for bad quality, bad design or just blatantly copying existing products. The other aspect of simplifying the experience is the actual purchasing process itself.

Our team is able to offer advice on what’s compatible, what’s best for the roads you ride, or what length stem you should get to best replicate your current fit. By making Chinese brands more mainstream, more Chinese brands will emerge with more products and more choice for consumers.

The rise of the Chinese brands will hopefully also put pressure on Western brands to lower their prices. So, even if you don’t plan on riding a Chinese bike, it’s a win-win for everyone.

When it comes to the emergence of this new generation of bikes and components that are getting more exposure in the West, how long do you think it’ll be before we see the larger brands arriving in Western retailers under their own names?

I think Chinese brands are going more mainstream, but a part of that process is appearing in brick-and-mortar stores.

Many consumers don’t have the time, patience or knowledge to build their own bike, so having the option to just walk into a bike shop and buy with local support is a prerequisite of becoming fully ‘mainstream’. 

The biggest thing preventing this at the moment is profit margins. As most of the Chinese brands have built their reputation on being value-for-money brands, it means there simply isn’t enough room for a decent profit margin for distributors and dealers.

There are a few solutions for this. Either the Chinese brands can open their own retail locations in the West (popular Chinese brand RockBros has already started doing this with stores in the USA and Germany).

Another approach is that Chinese brands will have to raise prices to the point that there’s enough profit margin for offline stores. Finally, the brands can continue to operate as direct-to-consumer brands, but with warehouses and distribution in the West.

Canyon thrives with its direct-to-consumer model, and there’s no reason a Chinese brand couldn’t replicate that. It will be interesting to see which brand chooses which approach.

With the likes of X-Lab sponsoring a WorldTour team, not to mention Harry Hudson’s junior worlds win on a Quick Pro, do you think a Tour de France podium is within the reach of one of the brands coming out of China?

Is a Chinese bike good enough to win in the Tour de France? Of course. But winning Grand Tours is less about the performance of the bike and more about the economics of it all.

Sponsoring a men’s WorldTour team is a huge investment.  And unless you’re sponsoring Jumbo or UAE, the chances of a victory are slim.

If I were a brand, I probably wouldn’t sponsor a WorldTour team. I believe the average age for a viewer of the Tour is over 60. A consumer like that already has their brand loyalty. You’re not going to change their mind. 

But the younger generation is on social media. TikTok, Instagram, etc. You can sponsor a lot of influencers for €2 million. 

Finally, do you think we’re now approaching an era of Chinese expertise stepping out of the shadowy world of being vendors for the larger, well-known brands and becoming not just a challenger technically but also a challenger in desirability?

Technically, no problem. They’re already there. But for desirability, that’s a tough one.

What we ride is still an expression of ourselves. For many consumers, the bike you ride is still in the realm of fashion. 

I think you can look at the NBA for a good example. Chinese footwear brands like Li-Ning and Anta make great shoes and are spending hundreds of millions of dollars sponsoring athletes such as Dwyane Wade and Klay Thompson, but if you walk around the streets of America, you’re not seeing anyone walking around in Li-Ning or Anta T-shirts. And for what it’s worth, you see plenty of people wearing those T-shirts in China. 

I think it might happen, but it will be a long-term change. Twenty to thirty years ago, many people thought of Skoda as an uncool brand. Now they’re sponsoring the Tour, and people drive them with pride. So, give it a few decades and let’s see.

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For years, cyclists were seen by many as pariahs and I had plenty of road-rage abuse thrown at me. Tropes such as ‘pay road tax or get off the road’ were hurled at me by people driving worse cars than I do – and mostly not worth as much as the bike I was riding. I had lots of near misses too, either from ignorance or – I’m sure of it – sometimes malice.

Then, the London 2012 Summer Olympics saw incredible success for Britain’s cyclists, with no fewer than 12 medals won by British legends Sir Chris Hoy, Sir Bradley Wiggins, Dame Laura Kenny (nee Trott), Sir Jason Kenny, Victoria Pendleton, Geraint Thomas, Ed Clancy, Joanna Rowsell, Dani Rowe (nee King) and more. That year also saw Sir Bradley Wiggins winning the Tour de France, with Chris Froome rolling in second. 

This led to British Cycling gaining a foothold in the mainstream media and our riders rightly being celebrated as national heroes. There was an upsurge in cycling participation, too, with claims of cycling being ‘the new golf’.  

For me and my long-time riding friends, we started to notice a new-found respect on the roads. Other road users seemed more considerate and courteous. They gave us more room, and were just generally nicer.

But while I thought the sunny uplands of the post-2012 world would last, sadly, that hasn’t been the case.

• Read more: A collision with a car has left me angrier than ever about cycling culture wars

Dark days are back

Politics and society in general have become much more polarised, and the same has happened on our roads.

Instead of the mainstream media celebrating success from the new generation of riders such as Tom Pidcock or Junior world road champion Harry Hudson (I bet you never saw any reports of that in a national newspaper or news website), what do we get now? 

Apparently, London is full of balaclava-wearing, cycling terrorists who’ll steal your phone, watch or necklace as soon as you step outside. We’re told ULEZ is bad, Lime bikes are a nuisance, that “cyclists are turning UK roads into death traps”, and more. 

This is all rather than reporting that London is cleaner than ever thanks to 1.5 million daily bike journeys in 2025, an upshift of 43% since 2019. At the same time, the reduction in traffic has made it better for motor vehicle users. 

Meanwhile, pollution can have a devastating effect on the health of the young and elderly. And guess what: cycling can help reduce that. 

You’d think people would be grateful for cyclists, not targeting them for hate.

Electric bike terror!

When you consider electric bikes, things get even worse. Apparently, ebikes are both ticking time bombs that’ll burn down your house and the silent tools of those balaclava-adorned thieves, even though in almost all footage I’ve seen of any said criminal activity it’s been a Surron. 

For those who don’t know, a Surron isn’t an ebike. It’s a basic electric off-road e-moto, its speed regulated by a throttle with no human effort at all.

It’s illegal to ride them on the road in the UK, unless it’s a registered road-legal model with a Vehicle Identification Number, insurance and you have a licence (full or CBT). The standard model is off-road only, supposedly sold only to be used on private land. Surely that’s a legal loophole that should be closed as soon as possible.

But this confusion over ebikes and e-motos is further proof of how anti-cycling rhetoric is whipped up, regardless of the facts. 

Abuse is back

In the last year, the abuse has returned, I’ve had SUV drivers screaming at me to get out of the way. I’d suggest they buy smaller cars if they don’t think they have space to overtake a solitary cyclist. I’ve had bags of fast-food trash thrown from moving vans, and I’ve even been purposely squeezed against the kerb when riding in traffic.

Now, I’m not an advocate of the complaining near-miss culture we see in some other cycling media. It simply doesn’t achieve anything other than creating more division. Neither do I see the GoPro-wearing cycle vigilantes doing anything but stir up hate on both sides. 

But this animosity from drivers puts lives at risk, and I can’t help but feel that it’s a consequence of how cycling and cyclists are discussed across the country. 

If you happen to capture abuse, threats or dangerous road users, don’t post the footage on social media, just inform the police via your local police website or Operation Snap, where you can submit footage of driving offences. 

But what can we do?

I wouldn’t advocate any direct action or confrontation; we are the more vulnerable road user compared to car and van drivers. The law now reflects that, too. Amendments to the Highway Code in 2022 enforced a hierarchy of road users, placing pedestrians, cyclists and horse riders at the top and increasing responsibility on drivers of larger vehicles. 

I know how hard it is to take the high road, but I just tend to be as courteous as I can be. If I’m on a climb and traffic is building up behind me, I’ll soft pedal at a layby, or pull in and wave traffic through. I’ll also pull over on single-lane rural roads to let traffic pass. 

And don’t give cause for other road users to get irate. That means not jumping traffic lights. Ever. 

You should protect yourself, too, with the right clothing choices (don’t ride head-to-toe in black, for instance), bike lights even in the daytime, and maybe even a rear-view radar if you can afford one. 

As well as making sure you’re safe on the road, there are other tactics we can all employ. 

If your chosen mainstream media, newspaper or website continually runs anti-cycling rhetoric, boycott it. Don’t buy the paper, don’t give them clicks online. And if brands seem to endorse anti-cycling rhetoric by advertising with the same media, don’t put their products in your shopping trolley.

Comment on and correct media ebike crime reports if it’s not an ebike, and especially if it’s an illegal, unregistered electric moto.

I’ve been riding and writing about bikes for a long time, so I know how depressing experiencing aggression out on the road and reading anti-cyclist rhetoric can be. But I’m hopeful that soon we’ll see a shift back to greater tolerance as people realise the benefits of cycling as a mode of transport, especially when they’re faced by rising fuel costs. 

And who knows? Maybe the Tour de France starting in the UK next year will help change people’s perception of cycling, just as London 2012 did.

• Read more: I’m a cycling journalist and I’m glad Jeremy Vine has stopped his cycling videos – it will help our cause

As part of Women’s History Month, we’re featuring four different women’s clubs with a strong presence on Zwift. Looking to join a women’s club? See our Women’s Clubs on Zwift post!

When was your club founded? 

2021

How did your club come to exist? 

During the COVID‑19 pandemic, Moolman‑Pasio saw how virtual cycling could connect people globally when outdoor racing and travel were impossible. She noticed women were more open, confident and comfortable engaging online, “My avatar has no shame” was one observation she made about how Zwift removed barriers to participation. She wanted to expand that sense of confidence, empowerment and community beyond the professional peloton to everyday cyclists around the world.

Have any/all your club members ever met up IRL? If so, please tell us about it! 

YES. Over the last four years, we have run an annual IRL Camp at the home of the Collective, Rocacorba Cycling in Girona (Ash’s home). Across these years, the purpose has been consistent: turning the online camaraderie of Zwift into real‑world friendships, shared cycling experiences, and deeper engagement through coaching, insightful talks and community spirit. It’s now starting to feel more like a family reunion than a cycling camp!

In addition to these Girona camps, Rhian and Helen, based in London, where many of our members are located, have hosted some adhoc laps in Richmond Park and weekend rides in the Surrey Hills, giving members in the UK a chance to connect offline, experience group rides, and strengthen the Collective community closer to home.

Do most/many/any of your members also ride outdoors? 

Not all of our members ride outdoors, but a lot do. Many of those on our Training Tier work with our in‑house coach, Helen Bridgman, and nutritionist Jenny Powell to train towards outdoor goals. I’d estimate it’s about 70/30. Some members focus primarily on eSports and Zwift racing to maximize their virtual performance, while the majority enjoy a mix of indoor and outdoor riding, blending structured training on Zwift with real‑world cycling adventures.

What do you see as the biggest hurdle for women to start cycling? 

One of the biggest hurdles for women to start cycling is often confidence and a sense of belonging. Last year, during our Women’s Day ride, we asked a few of our riders this same question, and they shared some common concerns: fear of not belonging, unsafe roads, angry drivers, and worries about mechanical issues. That’s why Rocacorba Collective emphasizes creating a welcoming, inclusive environment, both online and in real life, where women of all levels can ride, learn, and grow without pressure, feeling empowered to pursue their cycling goals.

Is the answer the same for women starting cycling on Zwift? 

Not entirely, some hurdles shift in the virtual world. On Zwift, real-world challenges like unsafe roads, angry drivers, or mechanical issues disappear. As Ashleigh has said, “My avatar has no shame” – you can dress it up how you like, you can be whatever you want to be, and always jump out of a ride if you want. Zwift allows women to explore cycling in a safe, judgment-free space.

However, confidence and belonging remain the biggest challenges. Many women aren’t sure how to get started, how the platform works, how to join a ride or race, or feel they’re “not strong enough to race.” That’s why the Rocacorba Collective provides a friendly, inclusive space on Zwift, with women-only beginner rides, live coached sessions on Discord, social rides, and inclusive racing teams led by a DS and Team Captain. These opportunities help women learn the platform, build confidence, meet like-minded riders, and enjoy cycling virtually, whether they’re completely new to the sport or combining virtual riding with outdoor cycling.

Do you have thoughts/ideas/dreams for how we (we as a collective humanity, not necessarily Zwift – but it can include Zwift if you want) get more women riding? 

Getting more women riding, both outdoors and virtually, is about removing barriers, building confidence, and creating community. It’s not just about bikes; it’s about culture, access, and visibility.

Some ideas and dreams include:

• Safe and welcoming spaces: More women-only rides, beginner-friendly groups, and mentoring programs, both in real life and online, so women can learn without fear of judgment.
• Role models and visibility: Highlighting diverse women riders, not just lean-looking influencers in fancy kit, from grassroots to professional, so aspiring cyclists can see themselves represented.
• Education: Teaching bike maintenance, safety skills, and riding confidence so mechanical worries or road anxiety don’t hold anyone back.
• Accessibility: Affordable bikes, safe roads, and community cycling hubs can make riding realistic for more women.
• Digital platforms as gateways: Platforms like Zwift can act as safe, playful spaces to experiment, train, and connect globally, bridging the gap between virtual confidence and outdoor riding.
• Community-driven motivation: Events, challenges, or campaigns that combine social connection with purpose, whether that’s charity rides, local group meetups, or virtual communities like the Rocacorba Collective.
• Reduce the jargon: There can be a lot of boring, technical jargon, “rules”, and chat around bikes and cycling. In reality, most are unimportant (apart from anything relating to safety). Eliminating the noise and enjoying riding your bike is the most important thing of all!

What is a fun fact you’d like to share about your club? 

Rocacorba Collective isn’t just about Zwift rides, it also fundraises and supports real‑world initiatives. A portion of membership goes toward projects such as e‑cycling and learning centres in underprivileged communities in South Africa, particularly through partnerships with organisations like Khaltsha Cycles, helping young girls gain access to bikes, training, and education.

The Collective also supports One More City, an annual cycling campaign that raises funds and awareness for secondary breast cancer research. Each autumn, One More City riders travel between cities worldwide and host Zwift rides in October, sharing the Collective’s ethos of using cycling to bring people together and create meaningful impact.

If you had a magic wand to change one thing about the Zwift product OR the Zwift community, what would you wish for?

Seamless voice chat would make social rides feel less intimidating and far more human. Many riders can’t easily run Discord alongside Zwift, so having voice integrated directly into the game would be truly game-changing. Instead of riding silently beside avatars, women could hear encouragement in real time, ask questions naturally without typing into a public text feed, and build genuine connections as they pedal. That shared conversation, the laughter, reassurance, and collective effort can be the difference between feeling like an outsider and feeling like you truly belong. 

Likewise, making it easier for community leaders to add written prompts and guidance into workouts would help demystify the platform. Clear cues, motivational messages, and step-by-step explanations built into sessions would reduce the “I don’t know how this works” barrier and help women feel supported rather than overwhelmed. It would turn structured training into something more personal and confidence-building, rather than something that feels technical or intimidating.

Ultimately, these changes wouldn’t just enhance features, they would nurture the very things women tell us they need most: connection, clarity, encouragement, and community. And that’s what truly helps people start and stay in cycling.

More about our Monday Women’s Only Workout Ride 

We’re proud to share one of our highlighted women-only rides, a Zwift workout that has become a cornerstone of our community. We host this 45-minute session every Monday at 5pm UK time, with a consistent structure each week featuring 5 x 20-second micro-sprint efforts, while the route varies, often doubling as a recon for Tuesday night ZRL races.

What makes this ride so special is its accessibility and versatility. On paper, it’s a simple, approachable workout for newcomers, but it can be tailored to every rider’s needs. The ride is banded, so no one gets dropped, and the 20-second efforts can be adapted: go all-out for a high-intensity hit OR use them as high-cadence spin-ups for a more recovery ride or pre-race activation. It truly works for everyone, from complete beginners to seasoned Zwifters. The result is a wonderfully diverse group of women joining. The ride is led by one of our Rocacorba Collective ambassador ride leaders, who talks riders through the session and answers questions along the way, often sharing more about Erg Mode or other features in the app. We’ve seen women join who were completely new to Zwift, were positively influenced by the other riders on the ride, and who go on to become regular racers and influential members of our community.

This ride is more than just a workout; it’s a confidence-building gateway into Zwift, community, and belonging. It’s a ride we’re proud of, and one not to be missed.

See upcoming events at zwift.com/events/tag/rocacorba

Follow Rocacorba Collective:

• Zwift Events: zwift.com/events/tag/rocacorba
• Insta: instagram.com/rocacorbacollective
• Facebook: facebook.com/rocacorbacollective
• Website: rocacorbacycling.cc/collective

Felt has launched the Nexar, an aero bike with an 800g claimed frame weight, which leads to a 6.48kg claimed overall weight for the top Dura-Ace spec. Felt also claims aerodynamics within 4 watts of the best-performing aero road bike.

The brand says the Nexar is the lightest and fastest aero bike it has made. It’s the successor to the AR, Felt’s original aero road bike, which was launched a full 18 years ago and last updated in 2020. 

Felt says the Nexar name denotes Next AR. It claims the Nexar is 5% faster than the previous-generation Felt AR and that its commissioned independent testing shows it to be within 4 watts of its (unnamed) fastest competitor at 40km/h. 

Felt’s analysis of the AR showed three areas where aerodynamics could be improved with the new frameset: the width of the head tube, the top tube/down tube interface and the wake behind the head tube. 

So Felt has reduced the frontal area by slimming down the Nexar’s frame tubes and hidden cables, bolts and other hardware. 

It’s also updated critical areas of the frame to enhance stiffness, while adding compliance. That includes larger headset bearings, increased vibration absorption in the rear triangle and a beefed-up bottom bracket. There’s space to fit 32mm tyres.

More comfortable geometry

The Nexar’s geometry has been revised, so that the stack is a little higher and its reach slightly shorter than the AR. The seat tube angle has also been steepened and the seatpost has a zero offset, both placing the rider further over the pedals. 

Felt says the revised position helps the rider stay aero while still delivering power and increased stability. It reckons this benefits 99% of performance riders by making longer rides more comfortable. 

It has also gone with the trend of fitting shorter cranks, with lengths between 165mm and 170mm across the seven frame sizes to ensure consistent biometrics. 

The Nexar will be sold with two frame grades with different carbon specs. The Nexar FRD and Pro have the higher spec, with an 800g claimed frame weight – around 300g lighter than the AR. All specs are fitted with a one-piece cockpit with a sub-300g claimed weight, in place of the AR’s separate bar and stem. 

That leads to a claimed 6.48kg full-bike weight in the top FRD spec for a size-54 frame. That’s close to the 6.56kg of the 2026 Giant Propel Advanced SL 0 in size ML, which we reckon is the lightest aero bike we’ve seen.

New owners

Felt was established in 1991 in California by Jim Felt, who built its original tri bike before branching out into road, track and more, with its bikes ridden over the years by a cluster of star pros including Bradley Wiggins and Wout van Aert.

Felt has gone through a number of owners including, at one time, the Rossignol ski brand.  

Since November 2025, Felt has been 100% owned by a duo of Spanish partners, and is now based in Barcelona, with a string of new performance drop-bar and tri bikes slated for launch this year and next, and distributed via a global dealer network. 

Felt Nexar specs 

The Felt Nexar will be sold in four Shimano specs: FRD with Dura-Ace, Pro with Ultegra Di2 and power meter, Expert with Ultegra Di2 without a power meter and Race with 105 Di2. There’s a framekit with frame, fork, cockpit and seatpost for the top FRD, too.

Felt hasn’t yet provided prices.

Felt Nexar FRD

• Frame: Nexar FRD 12K   
• Groupset: Shimano Dura-Ace 
• Power meter: 4iiii Precision Pro dual-sided 
• Gear ratios: 52/36t, 11-30t
• Wheels: Vision Metron 45 RS
• Tyres: Continental GP 5000 S TR 28mm             
• Bar/stem: Felt 1-Piece                            
• Saddle: Prologo Nago R4 PAS Nack 137 
• Seatpost: Nexar Carbon  
• Weight: 6.48kg claimed 

Felt Nexar Pro

• Frame: Nexar FRD 12K   
• Groupset: Shimano Ultegra
• Power meter: 4iiii Precision Pro dual-sided   
• Gear ratios: 52/36t, 11-30t 
• Wheels: Vision Metron 45 SL
• Tyres: Continental GP 5000 S TR 28mm 
• Bar/stem: Felt 1-Piece             
• Saddle: Prologo Nago R4 PAS T2.0 137 
• Seatpost: Nexar Carbon 
• Weight: 7.04kg claimed 

Felt Nexar Expert

• Frame: Nexar UD Carbon Std
• Groupset: Shimano Ultegra
• Power meter: None   
• Gear ratios: 52/36t, 11-30t 
• Wheels: Vision Metron SC45 i23 
• Tyres: Continental GP 5000 S TR 28mm 
• Bar/stem: Felt 1-Piece         
• Saddle: Prologo Nago R4 PAS T2.0 137 
• Seatpost: Nexar Carbon 
• Weight: 7.53kg claimed 

Felt Nexar Race

• Frame: Nexar UD Carbon Std
• Groupset: Shimano 105 Di2
• Power meter: None
• Gear ratios: 52/36t, 11-34t 
• Wheels: Vision Metron SC45 i23
• Tyres: Continental Grand Prix TR 28mm
• Bar/stem: Felt 1-Piece                   
• Saddle: Prologo Nago R4 PAS Steel 137 
• Seatpost: Nexar Carbon 
• Weight: 7.96kg claimed    

Pre-production linkages, data-acquisition hardware, electronic gears, big rear disc rotors, lead weights and Wynn Masters’ latest DH bike – these were all spotted at the Not A Race test event in Wales, as the unofficial 2026 downhill MTB season opened.

Specialized’s Jordan Williams set the fastest time of the day onboard a pre-production Specialized Demo downhill bike with a hidden chainring, pre-production Öhlins shock, SRAM AXS DH drivetrain and Brembo brakes.

We learned loads from Williams’ bike, and there were plenty of glimpses of downhill tech that will be present on 2026’s fastest bikes, if you knew where to look.

• Read more: Unreleased Öhlins shock spotted on prototype Specialized Demo DH bike with hidden drivetrain and Brembo brakes
  

Energy-saving bar ends

Large bar ends were visible on privateer Josh Lancett’s Scott Gambler at BikePark Wales.

Joe Breeden’s prototypes were top secret when we covered them at the Fort William DH World Championships in 2024, but are now becoming more commonplace.

Lancett was enthusiastic about his bar ends, which he said help reduce arm pump by minimising the amount of energy used to keep your hands on the handlebar, which is most likely to tire riders out on long tracks or rough terrain.

Large 220mm+ rear brake rotors

A few riders at Not A Race were running very large 220mm rotors on the rear of their bikes, while opting for a more conservative 200mm rotor on the front. Adam Brayton was one pro running a larger rear Hope floating rotor and a smaller front one.

I didn’t receive a definitive answer as to why riders had made this choice. However, in theory, the larger rotor provides greater power and increased cooling for the brakes.

Whether one or both of these factors is behind their adoption by multiple riders on the World Cup circuit needs further investigation.

Adding weight

Adding weight to downhill bikes is now standard practice in Elite-level racing, but the amount of weight could be creeping up.

Over the past few years, it’s been possible to spot riders running around 400-500g of ballast on their bikes, usually below the bottom bracket shell.

Jackson Goldstone, one of the lightest riders on the circuit, is said to be running around three times this amount beneath his Santa Cruz V10.

This could become a trend, with veteran of 97 World Cup races Wynn Masters explaining he was running a whopping 1,500g of lead weights from a scuba diving belt cable tied below his new V10.

Masters explained that his sponsor, Focus, does not make a downhill bike, and because it’s part of the PON group along with Santa Cruz, Focus was happy for him to run a V10.

Masters hadn’t been on a downhill bike since the Lake Placid World Cup and was still missing a few parts for his V10, but said he was rapidly warming to the new bike.

He was running a full 29in setup, with the reach-adjustment cups in the shortest position on his V10.

The third-fastest rider of the day, Joe Breeden, was running an even more colossal 2kg of weight below the down tube of his Nukeproof Dissent.

Pro-only customisation

It will come as no surprise that World Cup racers have higher demands for their bikes than Joe Public, and we saw numerous riders at Not A Race running custom parts in order to tailor their bikes for the task of getting the fastest time possible on a World Cup track.

Ethan Craik was running a very shiny CNC-machined linkage on his new Scott Gambler DH bike with a hidden Fox air shock.

Craik and suspension engineer Rich from RSR were tight-lipped on what the new links do, but explained they gave him the rear-suspension characteristics he wanted to go as fast as possible.

Telemetry and suspension data acquisition

RSR Racing was in attendance, and using hardware attached to the fork and shock to record the speed of movement and the position while Craik and Lancett were riding.

These systems have gained popularity over the past few seasons and are now considered by some to be essential; riders have limited runs on the course during the race weekend and it is not only important to find the correct setting for the suspension, but to be able to do so as fast as possible.

What we didn’t see

Even the most well-connected Shimano-sponsored riders were not running the rumoured (and long-awaited) new Shimano Saint components. Instead, riders such as Craik were running a mix of the existing Saint M820 drivetrain and XTR M9200 brakes.

Hopefully, a new Saint groupset is on the way for pro riders and bike shops very soon.

Not A Race results

Despite Not A Race’s non-competitive nature, riders were keen to showcase their talents against their peers ahead of the World Cup season opener in South Korea at the start of May.

Williams set the fastest time of the day aboard his prototype Specialized Demo, at 2mins 44.66secs, only 0.29secs ahead of Craik, whose best was a 2mins 44.95secs. Breeden rounded out the not-a-podium for Nukeproof Axess Racing with a time of 2mins 45.75secs.

Avona has launched the Velum SUB6, a new flagship-spec road bike that slips under the 6kg weight barrier.

Built around a Shimano Dura-Ace R9200 groupset and a carefully selected components package, the Velum SUB6 tipped our scales at 5.92kg in a size medium without pedals.

• Read more: Avona unveils “the lightest full-suspension frame on the market” alongside new road and gravel bikes

Real-world performance

Rather than chasing headline aero gains, Avona says it developed the Velum focusing on reducing rolling resistance, drivetrain losses and overall system weight.

It says these factors are more impactful on speed and riding efficiency, assuming the same rider aerodynamics are at play on the entire system.

Jonas Müller, Avona’s co-founder, says the brand analysed hundreds of real-world ride files to understand where riders spend time and produce power, concluding that climbing and variable terrain play a bigger role in overall performance than often assumed.

Speaking to BikeRadar about the development of the Velum SUB6, Müller says: “We measure performance using normalised power, time above critical power, and anaerobic work done.

“We then introduce hypothetical scenarios – where we save weight from the assumed system, and then an aero drag reduction, a rolling resistance reduction, and drivetrain efficiency.”

Müller claims that improvements in the bike’s aerodynamic drag aren’t as impactful on performance as those other factors.

That said, aerodynamically, Müller says the Velum matches “benchmark race bikes” in wind-tunnel testing, despite accommodating wider tyres, reflecting a design brief that avoids sacrificing ride quality or rolling efficiency for marginal drag reductions.

The Velum SUB6 in detail

The Velum’s frame weight is a claimed 798g (painted, in a size 54cm), but key to achieving the SUB6’s 5.92kg weight are the new Faserwerk Bergreif SL wheels, which come in at a claimed 987g for the pair.

These feature straight-pull Vonoa carbon spokes laced to lightweight NonPlus Primaro hubs, with a 35mm rim depth.

These ultra-light wheels are central to the build’s philosophy, with Avona arguing weight savings can deliver greater benefits than deeper aero profiles in many real-world scenarios – particularly on climbs where riders spend more time at higher-power outputs.

Tyres also play a major role, with the SUB6 specced with Tufo Comtura Prima TT tyres, which Müller says were chosen specifically for their low weight and rolling resistance, offering efficiency gains across all terrain and rider speeds.

The Shimano Dura-Ace drivetrain is supplemented by a QO Race SL carbon crankset, while the Repente Quasar CR2.0 saddle is intended to deliver long-ride comfort. Müller says this choice is reflective of the Velum’s broader emphasis on holistic performance, rather than saving a few grams at the expense of comfort.

Beyond outright weight, the Velum platform also incorporates details aimed at improving real-world usability and speed.

This includes an aerodynamically optimised one-piece integrated cockpit, clearance for up to 35mm-wide tyres (measured), and offering tubeless setups as standard, which Müller says is most efficient in terms of rolling resistance.

The Velum SUB6 is also supplied with a waxed chain to reduce friction losses.

Müller says Avona’s testing shows waxing to be the most efficient chain treatment, and reasons that “it’s much easier to switch to oil-based lubes than to take an oiled chain and switch it to wax”.

The Avona Velum SUB6 costs €9,999 direct from Avona, with prices in the UK and US subject to customs duties and local taxes.