The Zwift Big Spin kicked off this week with some big pelotons, so it’s my top pick for the weekend. But we’ve also got a Fuego Flats world record attempt, an FRR race series kickoff, and two fun group rides. See details below!

Zwift Big Spin, Stage 1

WOW-VTO Tempus Segment World Record Attempt

FRR Classica Italia

LA GRUPETTA DE ZABI

(Rubber-Banded) TDZ Ride with James’ Friends!

How We Make Our Picks

We choose each weekend’s Notable Events based on a variety of factors including:

• Is the event unique/innovative in some way?
• Are celebrities (pro riders, etc) attending/leading?
• Are signup counts already high, meaning the event is extra-popular?
• Does the ride include desirable unlocks or prizes?
• Does the event appeal to ladies on Zwift? (We like to support this under-represented group!)
• Is it for a good cause?
• Is it just plain crazy (extra long races, world record attempts, etc)?
• Is it a long-running, popular weekly event with a dedicated leader who deserves a shout out?

In the end, we want to call attention to events that are extra-special and therefore extra-appealing to Zwifters. If you think your event qualifies, comment below with a link/details and we may just include it in an upcoming post!

Mountain bikers often have a fascination with the lightest materials, with many sniffing out carbon components in a search for time savings and bling factor.

Despite there being plenty on offer, one area many deem too delicate for the material is handlebars.

I used to be a strong defender of carbon fibre mountain bike handlebars, having seen a similar number of alloy bars snap on my friends’ bikes through the years, but my feelings have changed since crashing at Dyfi Bike Park last year and feeling my bar break through my fingers.

While the crash wasn’t the bar’s fault, it left me unable to ride for the rest of the day and made me consider how far I could have ended up walking with my bike if it wasn’t for the uplift driver picking me up from the fire road.

I’ve used alloy bars ever since to avoid any further hassle.

However, another material is often overlooked that is maybe more lust-worthy than carbon fibre.

Titanium offers lighter-weight parts than aluminium due to its strength-to-weight ratio, without feeling as vulnerable as carbon fibre to impacts and invisible cracks.

• Read more: Carbon fibre is cycling’s wonder material, but titanium is having a renaissance – here’s why

Handlebars made from the material are rare, but Berm Cycle has turned its expertise to the Roam Riser Bar.

The bar is made from aircraft-grade titanium, which is said to give it increased strength and a shock-damping feel.

There’s only one size available, and the dimensions see 9° backsweep, 5° upsweep, 30mm rise and a 780mm width – good luck cutting these down.

Berm Cycle says the bar weighs in at 290g, which is lighter than an alloy bar, for example Race Face’s Turbine at 315g, but heavier than carbon bars such as OneUp’s V2 Carbon Handlebar at 265g for the 800mm variant.

Matching the bar, the brand also offers the RAD2 Stem, which embraces the carbon fibre in its construction.

It’s an interesting use of the material, with the main body of the stem being made from carbon fibre, with the faceplate made from titanium.

Berm Cycle says it gives the stem a lightweight, strong and super-stiff quality that reduces the overall weight of the cockpit and absorbs impacts.

It features a wide clamp area that is said to enhance bar stability, while the edges are rounded off for safety.

The brand says it is designed for XC, trail and enduro riding, and is available only in a 35mm length.

It has 0º rise, a stack height of 34.5mm and a clamp width of 53mm.

Berm Cycle claims the stem weighs 138g and includes titanium bolts.

The RAD2 Stem is priced at $292 / €260 and the Roam bar is $215 / €190.

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

I’ve tested dozens of bike lights over the past decade, and they almost always have one thing in common. Too. Many. Modes.

Being generous, I’m sure it comes from a good place, where product managers and engineers have layered feature and mode on top of feature and mode over a number of years as they seek to improve their products.

But maybe it’s always been a simple game of one upmanship – where more equals better, even if it overcomplicates what should be a simple-to-use safety device.

Even the very best bike lights have plenty of redundant modes – a nuisance we put up with, because that’s just the way it is.

However, Knog’s Modemaker web app is an elegant and fun solution to this problem.

Enter The Matrix

Rather pleasingly to this fan of science-fiction, the Modemaker app presents itself a bit like a Web 1.0 scrolling code screen – all monochromatic green tones, reminiscent perhaps of the hacker-turned-humanity-saviour Neo’s workstation CRT monitor in The Matrix.

Or maybe it’s more like the Grid from 1982’s Tron? Or something like the operating system governing Knight Rider’s KITT?

Whatever it is, it’s fantastic. Original, fun and – most importantly – useful.

I was shown the ropes by Knog’s director of brand & marketing Colin Brown, who explained that the Modemaker was developed by enterprising Knog engineers. They recognised the pre-programmed modes of bike lights weren’t always optimised for individual users.

“You can tell when you use it that someone cared enough to develop something fun and interesting to engage with, but ultimately makes our products even better,” Brown says.

Of course, he’d say that, but I find myself hooked on the Modemaker – a bit like that arcade game you couldn’t walk away from when you were a child, and just had to put another quid in the slot to beat the final (OK, first) boss.

Plugging in

The software only works for select devices at present, but according to Brown that’s set to change as more customisable Knog lights roll out.

Once I was set up on the Modemaker web app, I plugged in a Cobber Reflex rear light and added it to the dashboard. It instantly began rotating in that nostalgia-laced ‘select-player-one’ way.

From there, you can update firmware when needed, and change the name of the light to make it more recognisable in case you have more than one.

The app shows all the modes pre-programmed onto the light, plus a library of other modes, which can be selected and customised.

The simple drag-and-drop functionality is as simple as it comes, while the sensitivity of certain modes can be tweaked to suit your needs.

In the example shown for the responsive tilt mode, I can adjust the sensitivity of the internal accelerometer and the brightness, and choose whether I want the built-in brake function to override the mode (and how sensitive I want it to be).

Naturally, this sits alongside the other modes Knog offers. But, mercifully, I can choose to remove almost all of them, leaving me with the two or three modes I would need, and saving me from clicking through a whole cycle of modes every time I turn on my lights. Bliss.

Should I want to use my lights across several bikes, I can create profiles with suitable modes within the web app – for example, one to suit my weekend road rides during the day and one for my urban commutes in the dark.

Naturally, the Modemaker web app is also a natural home for troubleshooting any issues, which I’m told will be expanded upon as new lights are made available.

Simplicity reigns

Knog’s Modemaker taps into the one thing I suspect most riders want from their bike lights: simplicity.

The opportunity to scrap the unnecessary programs and the annoying mode scrolling of a congested menu, giving you the bike light you really need, is something I’d like to see every brand introduce.

Knog’s approach is fun, too, which is the icing on the proverbial cake.

Felix Stehli rode a 32in-wheel bike to the top of the podium on Stage 3 at the Cape Epic, alongside his teammate Marc Pritzen on a 29in bike. To our knowledge, this is the first time a 32in-wheel bike has taken an elite-level UCI race.

The Cape Epic, which takes place in South Africa’s Western Cape, is widely regarded as one of the most difficult stage races in the mountain bike calendar, with the men’s race seeing teams of two taking on seven stages across 707km.

An interesting detail is that Stage 3 is the longest in the race, perhaps showing the 32in wheels’ ability to cover ground faster.

• Read more: Are we on the cusp of a 32in wheel revolution? This is what pro XC racers are riding in 2025

Stehli and Pritzen are on Team Honeycomb 226ers and were both riding Stoll bikes, although they chose two different platforms for the race, with Stehli opting for the 32in P32 and Pritzen picking the M3 SR.

Stehli’s P32 features an Intend 32 fork up front, which gives between 100mm and 120mm of travel, and was seen using 32in Maxxis tyres.

It’s hard to see what wheels he was using, but looking at Stoll’s spec list for the bike, they’re likely to be the Pi Rope Duke Lucky Jack 32.

The frame itself is said to weigh in at 1,880g, with Stoll saying this is competitive with 29in bikes of the same ilk.

The suspension linkage is one we’ve come to expect in mountain biking, although the frame features an oddly dissected top tube, perhaps to minimise weight.

The UCI officially approved 32in wheels for XC racing in November 2025, and they are expected to be raced at all levels of the sport throughout this season.

Icelandic brand Lauf, best known for its gravel race bikes, has joined the eMTB market with the eElja – an electrified trail version of its Elja XC bike – and a keep-it-simple philosophy.

The eElja is a ‘true’ SL eMTB, with a lightweight 130mm-travel frame, 140mm fork, compact 360Wh battery and TQ’s latest lightweight HPR60 motor contributing to a claimed weight of less than 17kg.

Lauf wanted to build an eMTB for those who are happy to put a bit more effort into their assisted rides, who value the bike’s handling and motor feel over all-out power.

As per the non-powered Elja XC bike, Lauf employs a simple single-pivot design, while a bit of digging through TQ’s catalogue revealed a simpler solution to motor and battery displays.

In doing so, Lauf has built an electric mountain bike that blends on-trail capability with a bit of subtle assistance in a package that’s as fuss-free as they come.

I travelled to Lauf’s home in Iceland to see the new eElja and get in a first ride in its natural habitat.

• Read more: Best lightweight electric mountain bikes 2026 – 7 top-rated light eMTBs, plus our buyer’s guide

Simple but effective

The relationship to the non-assisted Elja is clear, with the two bikes sharing an almost identical silhouette.

The front triangle has a deep head tube, which is slightly bulkier than the XC bike to cope with weight and the additional travel on offer, while the tubes’ form is a little more angular than on the XC bike.

The down tube’s svelte cross-section holds the 360Wh battery, with the charging port at the top of the tube.

The motor is non-structural to the frame, so it shouldn’t impact ride quality. Given its prominent position at the base of the bike, there’s a guard to protect its leading edge from damage.

Above and forward of the motor is the main pivot, from which the asymmetrical rear triangle emerges.

In a nod to durability and serviceability, the main pivot consists of a SRAM DUB bottom bracket – no proprietary or difficult-to-source bearings here, and as long as you have a DUB BB tool to hand, no bearing presses are needed when the bearings wear out.

This system, says Lauf, is durable and stiff, while simplicity is a definite side benefit.

Towards the back

The main pivot is a touch lower than on the non-assisted Elja.

This reduces the anti-squat value of the frame, providing a smoother ride, because there’s less interaction between the chain and the suspension.

With a motor adding some extra oomph, there’s less requirement for the suspension to be as pedal-efficient as the XC-focused Elja.

The swingarm has two thin arms driving the shock, dubbed LSP. The Lauf Single Pivot system’s arms are laterally flexible, designed to isolate the shock from lateral loads, which cause stiction and wear.

The forward portion of the swingarm is built to be stiff, while flex is allowed further rearward in the arms, to ensure the rear wheel can track off-cambers and roots effectively.

To give the extra 10mm of suspension travel the eElja has over the Elja, Lauf has mounted the shock lower in the frame and lengthened the chainstays by 13mm.

How it’s powered

The Lauf team wanted to use TQ’s new HPR 60 motor because of its “elegant and fascinating” harmonic drive system.

The brand was originally founded by a pair of prosthetic engineers, whose experience with glass fibre springs in prosthetic blades gave rise to Lauf’s unique Trail Racer and Grit leaf-sprung suspension forks.

Prosthetic knees, which founder Benedikt Skulason also worked on, use harmonic drive system motors, similar to those found in the HPR60.

The recently updated motor is IP67-rated against water and dust ingress – something useful in Iceland, where rides frequently involve river crossings, and the wind can whip up rolling clouds of lava-based dust.

The motor has up to 350W of assistance, with 60Nm of torque, placing it squarely in the lighter-weight and lower-assistance bracket.

The three modes are pre-programmed to give 50%, 100% and 150% assistance up to 350W, although the modes can be tuned via the TQ app.

While the 360Wh battery is small in comparison to most other eMTBs, this works with Lauf’s intention of building a true SL eMTB. The battery capacity and motor strength are subtle rather than punchy, with an aim of giving a more natural ride feel. 

Should you want a little more juice, a 160Wh range extender can be fitted into the frame triangle, while still leaving room for a 500ml bottle, even on a small-sized bike.

I measured a size-medium bike at 16.7kg, although it had lighter Goodyear Peak tyres fitted, rather than the more aggressive 2.6in Goodyear Escape Trail Max that will come fitted to the bike.

Should you want the faster-rolling Peaks, they can be specced when ordering the bike.

Keeping it simple

It feels like simplicity has been a key consideration during the construction of the eElja.

The single-pivot suspension, with its DUB bottom bracket, is as pared down as it gets.

This extends to the motor’s implementation, too.

Rather than fit a large screen into the top tube, which increases weight and price, Lauf noticed the TQ catalogue included a small road bike bar-end display. 

This simple five-LED display shows basic battery and mode selection data.

Lauf has used this as the only on-bike display for the system, placed on the top of the top tube.

Its argument goes that if you need more data on the motor, its modes and other information, you’re able to get this via your computer.

With bikes designed for riders looking to go further, many will double up on displays, adding a bike computer to the bar for ride data and navigation.

Likewise, with the frame being wireless-only – gears and dropper – the spare button on the SRAM AXS left-hand pod can be used to toggle through the motor’s three modes, thus removing an item of hardware from the bar.

In practice, it’s an incredibly elegant solution.

Well kitted out

As hinted at, both models are fully wireless to keep the bike as fuss-free as possible. SRAM’s AXS Transmission groupsets and AXS Reverb dropper keep the battery count high and cables non-existent.

To keep handling calm, FSA’s damped ‘Honey’ stabilising headset bearings are fitted. These help filter out trail chatter through the bar.

The Weekend Warrior build, priced at $6,990, comes with a GX Transmission, RockShox Pike Select fork and a Deluxe Select shock.

The Race build ($8,490) comes with Select+ level Pike and Deluxe suspension, an X0 Transmission, carbon rims and cranks, and, in a nod to keeping the ride as smooth as possible, e*thirteen Sidekick hub.

The hub disengages itself while freewheeling, so the chain can’t tug on the rear wheel when the suspension compresses – as such, there’s little to no pedal feedback.

Lauf eElja initial ride impressions

So, how does the eElja ride?

From the off, as per any lightweight eMTB, the eElja rides trails much like a non-powered mountain bike, but with a hint of additional smoothness and stability.

The suspension system may be simple, but it’s effective, offering decent control over hits – large and small. 

With the pivot placement designed to give less intersection between chain and suspension, as well as the Sidekick hub in the rear, it’s incredibly smooth over trail ripples. On bigger hits, the bike eases into its mid-to-late stroke without any harshness.

I didn’t spend enough time on the bike with the more aggressive Goodyear Escape tyres, but my experience of the Peaks is that, even with minimal tread, in all but muddy conditions, there is far more grip on tap than the tread pattern might suggest. 

The Escapes have much chunkier tread blocks, so I should imagine grip levels will be high.

While Lauf hasn’t gone wild with the geometry, the bike’s shape is definitely modern.

The head angle sits at 65 degrees, while reach figures across the four sizes range from 416mm to 502mm. Chainstays are moderately long at 448mm across all sizes, boosting the wheelbase for increased stability.

The eElja proved confident on swooping woodland trails, wide-open rocky tracks and through the bike park – at least in the context of it being a shorter-travel, lightweight trail bike.

I was certainly happy giving it as much of a hammering as I was able to on blind tracks.

The lightweight motor and battery don’t offer the same punchy uphill performance as a full-power ebike motor does, and so if you were moving from a full-fat eMTB to a bike such as this, you will be putting more effort into your ascents.

But if you’re coming from a non-assisted ride and are looking for a little extra help, the TQ HPR60 motor is one of the best out there.

It’s quiet, with minimal whirring or buzzing, adding to the very natural ride feel the motor provides.

There’s no jerk as you set off from standing, instead a nice feed-in of power. Likewise, on rolling terrain, the motor doesn’t give you a boot up the backside when you put in a few pedal strokes; it massages your efforts into something just a little more impressive.

Lauf’s simple integration of the motor and battery is a nice counterpoint to the jungle of wires, displays and controllers that some eMTBs can suffer from. The system is integrated very neatly and not in your face.

If you want a simple but effective assisted ride, where the motor’s performance isn’t front and centre of your experience, Lauf’s eElja might be right up your street.

Four colours will be offered – Sóley Yellow, Basalt Black, Geysir Gray & Borealis – with bikes available directly from Lauf.

HBO Max launches in the UK next week and new ‘saver plans’ have been revealed for customers looking to stream TNT Sports. 

After a series of changes to how you can watch cycling races in the UK – which saw GCN+ close, Eurosport UK axed and coverage move to TNT Sports – it was revealed last month that cycling streaming would be absorbed into HBO Max from Thursday 26 March. 

The move is part of Warner Bros. Discovery’s continued plan to consolidate its global streaming service, but it saw TNT Sports remain as an add-on, costing viewers £30.99 per month. 

But now HBO Max has announced ‘saver plans’ in the UK, which could save you between £60 and £131.88 per year. 

“Fans who only wish to purchase TNT Sports, can subscribe via HBO Max for a minimum 12-month term, saving £5 per month or £60 a year, when compared to the monthly plan,” HBO Max said on Wednesday. 

HBO Max is now offering a standalone TNT Sports subscription for £25.99 per month, with a 12-month minimum term, which is £5 less than the regular monthly plan. 

If you opt for an HBO Max with TNT Sports saver plan, the price varies from £27.99 to £34.99 per month, depending on the package. 

HBO Max and TNT Sports plan comparison 

What does this mean for cycling in the UK? 

Many of our UK readers will have fond memories of watching the Tour de France live on TV. 

But after ITV’s long-standing coverage came to an end last year, you now need access to TNT Sports to watch the world’s biggest bike race – and others, such as the Tour de Flanders which is just weeks away on 5 April and Paris–Roubaix the following weekend. 

While securing the broadcast rights to the Tour was described as “colossal” by TNT Sports, it could diminish road cycling’s profile in the UK. BikeRadar’s Ashley Quinlan has argued that easy access to the Tour helped the sport grow in the UK, and so that growth could slow. 

Of course, anyone with access to TNT Sports on linear channels will still be able to tune in. But for a race with viewing figures that have been in slow decline since 2012, having it disappear behind a paywall doesn’t paint the rosiest picture. 

That’s particularly pertinent considering the Tour de France returns to the UK next year and gets underway in Scotland. Scottish first minister, John Swinney, said having the Tour de France start in Edinburgh would be “a moment of real national significance”. But will that be true if it’s harder to watch? 

The best place to catch the action might be on the roadside rather than the sofa, unless you’re willing to fork out for that subscription. 

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

See zwiftinsider.com/portal/koppenberg/

Ever covet what other Zwift clubs have? You see the fancy data they pull, the spreadsheets, the grass being greener on the other side, and think, “Why can’t we all have it? But not in multiple places, just one?”

Now imagine a system that incorporates a process that is so streamlined and efficient that you have time to enjoy the club you’re in and the people you’re with.

Cue the music and let ZwiftRoster swoop in to swoon you by making lives easier and leveling the playing field across clubs! Think of it as a one-stop shop where you don’t need 50 million spreadsheets just to organise schedules or have the rider data you need. Riders also benefit by feeling more in control of how they submit and view information.

ZwiftRoster is the passion project we created and are still building to meet the needs of the smallest clubs to the largest. Regardless of role – riders, captains, team managers, event organisers – you’ll find something to love here.

Club Creation

As a club, you can set up teams easily in the club admin panel, which is only accessible with specific roles, and you appoint who has those roles within the club. When creating the teams, you have control over the team types you want (ZRL, Ladder, TTT, etc) and it follows the rules of that specific team type, so you don’t have unnecessary overthinking during the process, such as “Am I in the right Google Doc or spreadsheet?”

Availability

Ever find yourself wondering if there’s a better way than asking people to fill out the 60th Google Sheet or Form asking for their availability? Problem solved! In ZwiftRoster, riders are asked for their availability for the race series, and if it changes, it’s just a quick click of the button on here for them.

Our priority is making things as simple as possible for all users, holding onto our sanity so we can burn it all to the ground by signing up for too many races or thinking a Four Horsemen contest sounds like a chill time.

Using the Rider Pool

After completing Four Horsemen and realising all the mistakes you and your teammates made, that slow ebbing fear of a rider being sick, injured, or just suddenly unavailable because their husband got tickets to the ballet that night just starts coming to light for tomorrow’s race. Never fear! Anyone who has indicated interest in a specific race type and is available to race can be snapped up in the rider pool.

In the rider pool, you can filter riders according to Open, Women’s, Category, and power stats. If they are already part of a team and haven’t been outsourced too many times according to race organizer rules, then it’s a quick notification to their captain to approve the loan. You can rest easy and know that one rider taking a rest day at the ballet isn’t the end of the world!

Rider Height and Weight Verifications

Did your club set up mandatory verifications, or do you just need them for a specific one-off race series? No problem! We have handy-dandy toggles in the club admin panel of ZwiftRoster that will allow you to activate collecting verifications.

These can be optional or mandatory, and if mandatory, you can select when the verification expires so riders are asked for it again. All verifications go straight to the rider’s captain or to the role in charge of new recruits. As the verifier, you can either approve or reject the riders’ submissions with a note.

What’s Next?

All of this is just the high-level view of what we’ve put together thus far, and it definitely doesn’t cover everything. We are all about transparency on what is to come for ZwiftRoster, and we have big dreams. Dreams as big as our Haribo supply!

So in that candy-fueled spirit, this is next on our list to punch out: incorporating a TTT planner, a Discord bot (for those clubs that use it), and external notifications via email as needed, such as reminders for riders.

If you’re interested, sign up for the beta here today: zwiftroster.com.

Fizik has launched the Lyra, a new mid-range road cycling shoe designed to complement the latest bike geometry and rider-position trends.

Drawing on the brand’s latest flagship Vega road shoe design, the Lyra’s rounded toe box is said to enable more natural toe splay and reduce pressure, while the rearward cleat positioning accommodates the latest forward-leaning ride positions.

In theory, the new shape should help those riders who struggle with toe-crush issues and forefoot pressure points, while the cleat position enables pressure to be distributed more easily through the mid-foot.

The new Lyra is priced at £229.99 / $249.99 / €249.

• Read more: Best cycling shoes 2026 – 18 top-rated road cycling shoes for every budget

A new shape for modern riding positions

According to Fizik, changes in bike geometry and rider positioning in recent years have influenced how cyclists interact with their bikes – particularly at the shoes.

Given this, the Lyra’s last design is shaped to better support modern pedalling positions, which see riders pitched more steeply over the bottom bracket. In general, riding in this position opens the hip angle, which is said to confer a benefit in pedalling efficiency, and therefore power output.

A wider, rounder forefoot and a new low-drop platform are intended to reduce pressure across the front of the foot while maintaining support. Fizik says this updated shape reflects a broader shift across its latest shoes toward wider toe boxes, rounder forefoot profiles and lower-drop designs.

Alex Locatelli, Fizik’s brand manager, also explains that the Lyra makes it easier to fit custom insoles: “Our stock insole shape is flatter than before, but we see lots of riders adapting their insole support to suit their specific needs – so the extra volume you get inside the shoe creates more space for custom insoles.”

The outsole design features fixed cleat holes, but these are laid “7-10mm” further back than Fizik’s previous-generation shoes.

Locatelli says the Vega offers a more extreme rearward cleat position thanks to its slidable bolt holes, but the Lyra should accommodate the vast majority of riders modifying their cleat position around their bike fit.

• Read more: Cleat position explained – how to set up & replace cycling cleats

Stiff sole, breathable upper

The Lyra is built around an ‘R4’ fibre composite outsole, which Fizik says delivers an 8/10 rating on its internal stiffness index. This places it between Fizik’s stiffest R1 carbon outsole, and the more compliant outsoles featured on the Vento Omna and Tempo Powerstrap R5.

Notably, the Tempo Overcurve R4 is rated at 7/10 on its index, which suggests the new R4 sole has been made marginally stiffer to balance out the comfort offered by the new shape.

An engineered mesh upper provides ventilation, with additional airflow channels designed to keep your feet cool during harder efforts. This is reinforced with PU-laminated zones around the closure and midfoot, lending structure and support while maintaining breathability, according to Fizik.

The shoes are tightened by two Boa Li2 dials, which Fizik says complements the comfort aspirations by offering independent adjustment across the forefoot and midfoot, while enabling incremental tightening and loosening, and easy on-the-fly adjustment.

In order to help riders achieve the best fit possible, the Lyra is available in sizes EU36-48, with half sizes offered from EU37-47.

At last year’s Unbound Gravel, Cameron Jones averaged a staggering 22.49mph for more than eight hours to win the men’s race and Karolina Migon won the women’s Unbound 200 with a speed of 20.21mph.

In other words, gravel racing is fast, and Fulcrum has created the new Soniq GR and Sharq GR wheelsets to support these lightning speeds.

• Read more: Best gravel wheels in 2026: top-rated gravel wheelsets and buying advice

Wavy, wider rims

The Soniq GR and Sharq GR feature Fulcrum’s 2-Wave Rim profile. This is similar to the profile we’ve seen on wheels from companies such as Zipp and Princeton CarbonWorks.

“The variable wave profile, with a height of 47/52mm, improves air flow management and reduces the yaw moment and frontal drag,” Fulcrum says.  

Fulcrum also uses this rim profile on the shallower Soniq and Sharq wheels, which straddle road and gravel riding. 

But the new ‘GR’ variants of the wheels increase the internal rim width from 25mm to 30mm. This means the wheels can work “in perfect synergy” with gravel tyres that are 47–50mm wide.

Fulcrum says gravel tyres of this width have become “standard in today’s fastest gravel races” and are also “the ideal solution for everyday rides”. 

It adds that its new gravel wheelsets are compatible with specific 45mm tyres, which it lists on its website. 

The combination of the 30mm rim width and wider gravel tyres means you can better tailor your tyre pressure to your needs, according to Fulcrum. 

“The larger air volume of the system allows for a wider adjustment range, to optimise the setup and find the best balance between speed, control and stability in relation to terrain, conditions and riding style,” Fulcrum says. 

The combination is also said to improve airflow over the tyre and rim interface to enhance aerodynamics, and to help increase the tyre’s contact patch with the ground for greater grip and control. 

Elsewhere, the two new wheelsets use Fulcrum’s mini-hook system, which it says ensures broad tyre compatibility and aids safety. They also have Fulcrum’s undrilled rim bed, which means you don’t need rim tape to set the wheels up tubeless.

So what’s the difference between the Soniq GR and Sharq GR?

On the surface, Fulcrum’s new Soniq GR and Sharq GR share many of the same features and dimensions. But the two wheelsets have several key differences. 

The Sharq GR wheels are said to represent “the maximum expression of Fulcrum’s performance for gravel races”. To this end, they have rims made from FF100 carbon fibre, cup and cone bearings and aero spokes laced in a 2:1 pattern. They tip the scales at a claimed 1,550g.

Meanwhile, the Soniq GR wheels are “less competition oriented”. The rims use the lower-spec FF80 carbon fibre, round spokes and sealed bearings, which should require less maintenance. These wheels weigh a bit more at a claimed 1,695g.  

These differences result in a difference in price. The Sharq GR costs £1,790 / $2,490 / €1,990 and the Soniq GR costs £1,290 / $1,790 / €1,290. 

The wheelsets are available with XDR, NSW, HG and MS12 freehub bodies.  

Zwift is full of challenges for those seeking something to chase. There are riders on Zwift who chase badges. Riders who chase jerseys. Riders who chase that one perfect KOM attempt where the stars align and the watts land exactly where they need to.

And then there’s Matt Ladd, aka “Mads Matt”, who spent 2025 chasing something very few Zwifters, or cyclists for that matter, will ever attempt, let alone complete: one million vertical meters of climbing in a single year.

That number sits somewhere between ridiculous and mythic. It’s the kind of number that you throw out when you want to be sure the absurdity is evident. But across long nights, early mornings, and relentless virtual ascents, Matt turned mythic absurdity into routine.

What makes the story even more remarkable is how unremarkably it began.

The Initial Goal: Beat Last Year

Coming into 2025, Matt wasn’t chasing a headline. The goal was simply to beat his 2024 total of just over 700,000 meters. Through the first three months of the year, he rode with structure and restraint, averaging roughly 60k meters each month. Big numbers for most riders, but nowhere near the 2,740 meters per day required to reach a million. It was on pace with his goal.

Then May arrived, and the tone shifted.

A New Achievement Stretches the Goal

During the Flamme Rouge Racing Charity Day Ride, Matt took on one of Zwift’s most iconic challenges and refused to stop. He climbed Alpe du Zwift 19 times in a single ride, covering 481 kilometers and logging 20,000 meters of elevation in just under 26 hours.

That’s more than a double vEveresting in one session. For context, many riders plan months to complete a single Everesting and treat it as a once‑in‑a‑lifetime achievement. Matt essentially completed two, mid‑season, and logged more elevation than the Giro d’Italia accumulates in its opening week.

Realizing he was capable of amassing elevation gain like that in a single session, he reconsidered his goal. He had been climbing at a relentless pace. What was he actually capable of? 800k? A Million? 

And yet, the math wasn’t friendly.

By early June, Matt found himself 78,000 meters behind million‑meter pace. For most riders, that’s the point where a stretch goal quietly disappears.

Instead, it became the turning point.

Building Momentum Up Ventoux

In late June, Matt launched what may have been the most ambitious block of his year: a multi‑day effort centered around Ventop, Zwift’s virtual take on Mont Ventoux. Between June 26 and June 29, with breaks only for sleep and recovery, he climbed Ventop 18 times, riding 728 kilometers and accumulating 27,112 meters of elevation.

That’s a triple vEverest. Yes, Triple.

For many riders, that would stand as a career highlight. For Matt, it was momentum.

Two months later, he returned to Ventop and went even bigger. From August 29 to September 2, he climbed the mountain 20 times in one continuous effort, totaling 30,206 meters of elevation—creeping into the rarefied air of near‑quadruple Everesting territory.

Those monster rides didn’t exist in isolation. They were layered into months that were already pushing the limits of what seemed possible.

July: Chasing Tourmalets and Le Tour

July became its own chapter. Matt called it “Chasing Tourmalets.” Over the course of the month, he climbed Zwift’s Col du Tourmalet 60 times (at 125% no less), finishing July with 101,618 meters of total elevation gain.

One ride stood out even among that chaos: 352 kilometers, 10 Tourmalets, and 15,555 meters of climbing over roughly 21 hours, broken only by a brief two‑hour nap.

Then came the Tour de France.

As the professional peloton battled across France, Matt decided to replicate—and surpass—the race’s climbing totals on Zwift. By the time he finished, he had ridden 2,077 kilometers and climbed 89,263 meters, nearly double the Tour’s actual elevation gain. He completed the challenge a full week before the real race ended.

August pushed the year into another dimension.

A Restless August

In 31 days, Matt climbed 130,026 meters, exceeding his previous monthly best by nearly 50,000 meters. Somewhere inside that relentless block, the numbers quietly flipped. The deficit disappeared. By early September, Matt was no longer chasing the million meter pace.

Another detail makes the project even harder to comprehend: there were no rest days. There simply isn’t time for rest when each day you’re off the bike leaves you 2,740 meters you need to tack on to other days.

Matt’s Strava may suggest occasional days off, but those were artifacts of multi‑day Everesting efforts logged as single activities. In reality, Matt was active every day. The very few that were on the bike were when he was running—often commuting 9 to 15 kilometers with a 20‑liter pack, frequently at paces faster than 4:30 per kilometer.

His last true rest day was December 20, 2024.

Achievement Unlocked

As autumn turned into winter, milestones and meters continued to stack up. In October, Matt logged 35,200 meters in just nine days during FRR’s Matt Ladd Challenge. On December 16, he crossed 2.5 million lifetime meters of climbing on Zwift. Nearly one-third had come in 2025!

And then, on December 26, during yet another climb—because of course it was on a climb—it finally happened.

Mads Matt passed one million vertical meters for the year.

By New Year’s Eve, the final total stood at 1,020,002 meters for good measure. He finished the year with 10 official Everestings on everesting.com’s Hall of Fame, nine of them earned during 2025 alone. That total ranks second all‑time globally for annual climbing on Zwift, behind only Keith Roy and ahead of ultra‑endurance standout Jack Thompson.

For most riders, a year like that would mark the end of the story. For Matt, it’s simply a waypoint. Since April 2024, he has climbed more than 1.5 million meters, and the next target is already set: three million total meters on Zwift by June 2026. Along the way, he credits the Coalition and FRR communities for helping keep motivation high through the biggest days and the hardest climbs.

A million meters in a year isn’t something many riders will ever attempt, let alone complete. But on a platform built around ambitious challenges—route badges, virtual competitions, and endurance epics—it’s a reminder of what’s possible when someone keeps showing up.

One climb at a time.

Factor has partnered with Bugatti to create the Bugatti Factor One, a highly exclusive version of its aero bike, which promises “a radical fusion of hypercar engineering and elite cycling performance”. 

Factor says it partnered with the luxury car manufacturer to create a bike around the two companies’ shared philosophy of an “obsessive attention to detail and performance without limits”. 

The lack of limits is taken quite literally, with this aero bike not complying with UCI regulations, and instead focusing on a “no-holds-barred-approach”. 

The Bugatti Factor One in detail 

When the Factor One first appeared at the 2025 Critérium du Dauphiné, it caught the cycling world’s attention thanks to its radical front fork.

The fork has a similar bayonet design as the Cervélo S5 and Colnago Y1Rs, where the fork legs continue into a narrow head tube. But the One takes things a step further with a wide arch that’s said to help air pass through the fork more efficiently. 

This design makes use of the UCI’s updated regulations, which specify forks can be no wider than 115mm. But Bugatti and Factor’s collaboration goes further with a special-edition fork that is wider than the UCI’s limit.

The fork also differs from the one you’ll find on the typical Factor One near the thru-axle. There are effective ‘wings’ and channels at the bottom of the fork, presumably to further smooth airflow and reduce aerodynamic drag. 

“This design not only enhances high-speed efficiency but also improves front-end stability, ensuring precise handling under race conditions,” Factor says. 

The bike isn’t a complete rule breaker. At 62mm deep, the Bugatti Factor One’s wheels are 3mm shy of the UCI’s maximum rim depth. Yet Factor says these Black Inc Hyper 62 wheels are far from ordinary. 

According to the brand, they are “conceived as the cycling equivalent of a hypercar wheelset, where aerodynamic science, structural integrity, and aesthetic precision converge”.  

The wheelset is said to weigh 1,298g and the rim profile has been optimised for high speeds. 

“The advanced carbon layup has been tuned to maximise torsional stiffness and power transfer under load, while maintaining controlled compliance for refined ride quality,” Factor adds.

Elsewhere, the aero bike has a suite of bespoke components. There are Bugatti carbon chainrings, carbon and titanium rotors, a bespoke Selle Italia saddle and Continental GP5000 TT TR tyres that have been customised exclusively for the bike. 

Finally, the bike is complete with a split paintwork, which is a design signature of Bugatti’s cars, with ‘Bugatti’ written boldly across the down tube.

Who exactly is this for? 

A collaboration between Factor and Bugatti might leave you scratching your head, and even more so when you know there will only be 250 bikes available, for the princely sum of $23,599 / €25,799. So the questions might be, why have they done this? And who exactly is it for? 

Factor’s founder, Rob Gitelis, says: “The Bugatti Factor One is not simply a bicycle. It is a statement. This project challenged us to rethink every assumption and push engineering boundaries the same way Bugatti has done in the automotive world for over a century.”

Bugatti’s Wiebke Ståhl adds: “It translates the meticulous engineering and attention to detail of Bugatti hypercars into a completely new category. It demonstrates that our pursuit of excellence and craftsmanship extends beyond hypercars.” 

So, in short, the project enables the companies to push the boundaries of what they’re doing. But whether this project is one that leads to performance gains on Factor’s UCI-legal bikes is yet to be seen.

And in terms of who the bike is for, Factor says it’s aimed at “collectors, enthusiasts and athletes”. Note the order of those words. 

But all this framing probably misses something more fundamental. After all, Factor isn’t the first cycling brand to team up with a sports car manufacturer. Cervélo has collaborated with Lamborghini, Colnago has a long history of working with Ferrari, and BMC has drawn upon Red Bull Advanced Technologies’ Formula One experience. 

Maybe for these cycling companies there is something irresistible about tapping into the luxury and speed of supercars, while turning a few heads in the process.

You may like

• How Formula One tech is helping Tour de France racers ride faster than ever (without breaking the rules)
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The latest episode of Nowhere Fast: A Virtual Bike Racing Podcast welcomes Jeremy Rae to the show, and the conversation quickly proves that when you mix bike racing, internet culture, and Canadian dairy logistics, things are going to get weird in the best possible way.

Jeremy joins the hosts to talk about his background in cycling and how he became a recognizable personality in the online racing scene. What starts as a fairly normal chat about racing quickly drifts into the unique culture surrounding virtual cycling: the personalities, the community drama, and the strange little traditions that develop when thousands of riders spend their winters staring at avatars pedaling through digital volcanoes.

The episode also dives into Jeremy’s infamous “Milk Bag King” nickname, a very Canadian piece of lore that sparks a surprisingly deep conversation about regional quirks, cultural oddities, and how random inside jokes can take on a life of their own within the cycling community.

As always, the Nowhere Fast crew mixes genuine cycling insight with the kind of chaotic humor that tends to happen when people who spend hours on indoor trainers start telling stories. The discussion jumps between racing tactics, community personalities, and the absurd moments that make virtual racing culture uniquely entertaining.

If you enjoy the intersection of Zwift racing, internet cycling culture, and the occasional completely unhinged tangent, this episode with Jeremy Rae is a fun listen and a reminder that the virtual peloton is as much about the people as it is about the watts.

About the Podcast

Nowhere Fast is a member of the Wide Angle Podium network. To support this podcast, head to wideanglepodium.com to become a member and support stories that lead you to question everything you thought you knew about indoor bike racing.

To keep up to date on all our real coverage of fake bike racing, subscribe via Apple Podcasts or Spotify. 

Are you losing watts with your indoor setup? In this week’s top video, one Zwifter gets a bike fit with his indoor setup to make sure he isn’t losing crucial watts and comfort.

Also included: videos about the new version of the Zwift launcher, a first Zwift race, Zwift’s Spring Classics Challenge, and a training routine for increasing FTP.

Got a Great Zwift Video?

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

If you’re looking to improve your training this spring, one of the best investments you can make is a good-quality GPS cycling computer.

High-end devices from Garmin and Wahoo can cost over £500, but you don’t need the latest and greatest to spur on your training.

That’s why this Garmin Edge 840 Solar – now with a 20% saving – has caught our eye in LeisureLakes’ sale.

Whether you’re looking to broaden your horizons with new routes or dissect new data sets, the Edge 840 Solar should make a great companion for road and gravel riding or mountain biking.

Supreme touchscreen

The device is in Garmin’s 800-series, which sits between the 500- and 1000-series in size, but features a colour touchscreen for navigation.

• Buy the Garmin 840 Solar now with 20% savings from LeisureLakes

It’s not the latest model, with the 840 being replaced by the 850 at the end of last year.

Despite this, the bike computer still has many of the same features as the latest model.

This model features a solar panel, giving it a battery life of up to 32 hours and up to 60 hours in battery saver mode.

We gave the Edge 840 Solar 4 stars when we tested it, and praised its flawless mapping and precise touchscreen.

The device bundles plenty of functionality into its 57.8×85.1×19.6mm body, with multi-band GNSS, ClimbPro and Garmin Coach training plans helping to track accurate results and push you harder.

This deal sees the Edge 840 Solar reduced from £449.99 to £359.99 – a 20% saving.

If you’re looking to open up your riding or focus harder on your training, the Edge 840 Solar is a serious GPS to consider.

• Buy the Garmin 840 Solar now with 20% savings from LeisureLakes

Look’s X-Track pedal has been in its clipless line-up for nearly 10 years, and now it’s joined by two new designs aimed to meet the needs of the wide spectrum of gravel riders.

The two new pedals are the X-One-G, a new ultra-lightweight option aimed squarely at racers, and the X-Venture+, intended for adventure riders and bikepackers.

Look’s product manager, Alexandre Lavaud, explains: “When we quizzed a wide range of gravel racers, including some of our own sponsored riders, we found many that used road pedals when race conditions allowed.

“They are looking for those marginal gains, lighter weight, the solid connected feel a road pedal gives, and improved power transfer. 

“The major downside of using road pedals off-road is the wear and stresses on pedals. The grit and grime cause premature wear to cleats, seals and platforms.”

• Read more: Best gravel bike pedals in 2026

X-One-G

With a year of development behind the new X-One-G, Look has arrived at a single-sided SPD-compatible pedal with the largest surface area yet seen on a lightweight off-road clipless pedal.

Lavaud explains: “The target for the X-One-G was to create a gravel pedal with the durability of an off-road pedal but the feel and performance of a road pedal.”

The 650mm² surface area is in fact 30% greater than that found on Look’s own pro road-race Keo 2 Max pedal. It’s also significantly larger than the X-Track at 515 mm².  

The range-topping X-One-G Ti weighs in at an impressively light 240g, with the cro-mo axle Max version tipping the scales at a claimed 290g a pair.

Compared to current lightweight clipless pedals, the new Look pedals are competitively light. Crankbrothers’ Eggbeater 11 pedals weigh 179g a pair, Time’s ATAC XC12s weigh in at 244g and Shimano’s top-of-the-range XTRs are 310g.

The X-One-G has a 53mm Q-factor and a stack height of 10.7mm. That’s the same as the X-Track. The pedal and cleat combined have a stack height of 16mm.

While there is no word yet from Look on adding a power meter pedal to the gravel range, Lavaud hasn’t ruled out the development of such a product.

X-Venture+

The X-Venture+ provides an option for the other extreme of gravel riding, a pedal designed for adventure riders and bikepackers, who seek out more extreme trails and technical terrain.

Like the X-One-G, the X-Venture+ shares a single-sided SPD design. However, here the flipside to the retention mechanism is a wide mountain-bike style platform replete with moulded pins.

At 380g, the X-One-G is light for a pedal with a platform. In comparison, Shimano’s XTR enduro pedals weigh in at around 435g a pair. Look’s own range-topping enduro pedal, the X-Track En-Rage, weighs in at 450g a pair.

The X-Venture+ is compatible with Look’s Easy Cleat (multi-directional release). Alongside the premium X-Venture+ is the X-Venture, with a resin platform, weighing in at 400g a pair.

New Look gravel pedals range and price information

• X-One-G Ti: £275 / $365 / €299
• X-One-G Max: £165 / $225 / €179
• X-Venture+: £75/ $99 / €99
• X-Venture: £45 / $60 / €49.90
• X-Track: £44.90 / $60 / €44.90
• X-Track Gravel Edition: £44.90 / $60 / €44.90
• X-Track Race: £100 / $100 / €78
• X-Track Race Carbon: £124 / $165 / €124
• X-Track Race Carbon Ti: £210 / $300 / €210

Like its big brother the Koppenberg, the Paterberg is a cobbled climb known for its inclusion in the Tour of Flanders spring classic.

Shimano faces an $11.5 million penalty after the US Consumer Product Safety Commission (CPSC) concluded the company failed to promptly report a defect in its 11-speed road cranksets.

The regulator claims Shimano received “thousands” of warranty claims globally between 2013 and 2022, alongside reports of injuries “including bone fractures, joint displacement, and lacerations”.

According to the CPSC, Shimano possessed information that “reasonably supported the conclusion that the bicycle cranksets contained a defect which could create a substantial product hazard,” but did not immediately report this to the commission as required.

The penalty follows a large-scale recall announced in 2023, which saw a reported 2.8 million 11-speed Shimano cranksets returned globally as part of an inspection and replacement programme.

Affected cranks commonly saw the compound bonding the two cast halves fail, leading to delamination and potential crank failure.

• Read more: Understanding an unusual Shimano crankset failure

In addition to the civil penalty, the settlement requires Shimano to maintain internal controls and procedures to ensure compliance with the Consumer Product Safety Act. 

The company has also agreed to submit annual reports on its compliance programme, internal controls and audits.

The settlement has been provisionally accepted by the CPSC and remains subject to public comment.

A Shimano representative told Bicycle Retailer and Industry News the company could not comment beyond what was included in the public settlement.

It would cost £18.62 billion and take 12 years to repair all the local-authority controlled tarmac in England and Wales, according to a report published today by the Asphalt Industry Alliance (AIA).

Each year, the AIA commissions an independent survey of local authority highway departments in England and Wales to “take a snapshot of the general conditions of the local road network”.

This year, the Annual Local Authority Road Maintenance (ALARM) report found a total of 1.9 million potholes were filled in 2025 – more than 5,200 every day – at a total cost of £149.3m. 

But local authorities say they do not have the budget to maintain their networks, despite a 17 per cent increase in the average annual highway maintenance budget. 

• Read more: Ending the UK’s pothole plague “will save lives” but government funding boost is only the start

“National disgrace”

David Giles, chair of the AIA, says in his introduction to the report that the condition of local roads in the two countries “has become a national disgrace”.

“Tracking ALARM data over the last decade shows that the amount needed to bring the carriageway up to scratch has increased dramatically, not helped by the inconsistent funding levels that local authorities have reported over this period.” 

“Meanwhile, our ageing network has become more fragile and vital resurfacing takes place less frequently – now reportedly only once every 97 years on average,” adds Giles. 

The report says that just over half of the local road network is now reported to be in good structural condition, while 49 per cent of the network is said to have less than 15 years’ structural life remaining. 

AIA says its estimate of £18.62 billion to fix the backlog of local road repairs has increased by more than 54 per cent from the £12.06 billion reported in 2016. 

The report found there is a £1.37 billion shortfall in the total carriageway maintenance budget, which is roughly £8.1 million per local authority. 

The government has allocated £1.6 billion to local highway maintenance for this financial year, and has pledged to allocate £7.3 billion over the next four years. 

Alongside additional allocations from local authorities’ own sources, this financial commitment has led to an increase in the average highway maintenance budgets in England and Wales.

But this has “only resulted in marginal improvements in condition”, with highway engineers telling the AIA that it is not a “silver bullet that will clear the backlog of repairs any time soon”. 

The risk to cyclists 

The condition of roads in England and Wales can pose particular risks to cyclists. In February, the cycling insurance specialist Cycleplan revealed that the damage to bikes caused by potholes leads to costs that are 50 per cent higher than the average claim. 

After analysing a decade of internal claims, Cyclepan found pothole-related incidents – such as buckled wheels and twisted bicycle frames – result in an average repair cost of £1,017.74. 

“Many cyclists reported being forced to ride over potholes after vehicles passed too closely or at speed, leaving them little room to manoeuvre safely,” Cycleplan said. 

“Another concern highlighted by the data is delayed awareness of damage. Riders often did not realise their bike had been compromised until days later, sometimes continuing to ride with hidden faults that could pose safety risks,” it added.

Alan Thomas, CEO of Cycleplan, said: “Potholes remain a major frustration for everyone on the road, but cyclists can face far greater consequences.

“Beyond repair costs, there is a genuine risk of serious injury when a rider hits a pothole – particularly during colder months when freeze-thaw cycles worsen road surfaces.” 

• Read more: This UK county has the most potholes, with 66,000 reported in 2024