Vermette’s Frameworks DH looked more bling than ever as he backflipped his way to men’s junior victory at the Lenzerheide UCI World Cup, with the American’s bike featuring chrome fork crowns, custom brake levers and a possible 5Dev signature crankset.

It also appears that Frameworks is experimenting with anodisation, with the rider’s link now black to match the carbon fibre rear end.

We caught up with the young American in the pits at Lenzerheide to take a closer look at his bike before it crosses the Atlantic to finish the season.

• New SRAM XC drivetrain spotted on Nino Schurter’s retiring race bike
• Prototype SRAM DH AXS and RockShox Boxxer spotted on Troy Brosnan’s Canyon Sender

Frameworks DH

Vermette rides for Frameworks Racing 5Dev, and uses the brand’s simply named DH bike.

The team was founded by ex-racer Neko Mulally, who decided to develop and bring his own bikes to market in 2022.

The bike has been around in various guises for a while, but there appears to be a creeping darkness lately – with the main link now featuring a black anodised coating that not only makes the go-faster flames stand out, but highlights the chrome beauty of the front triangle.

This linkage is connected to a Fox Float X2 Factory rear shock, controlling the frame’s 200mm of rear suspension.

Many riders choose to use coil shocks for their sensitivity, with Vermette in the minority with his air shock.

• Coil shock vs air shock – which is best for you?

The bike can be set up in two travel options, with 200mm of travel in the linear setting or 205mm in the progressive position.

In the centre of the bike are 5 Dev crank arms, which appear to take the shape of Cam Zink Signature Freeride Cranks, but with custom engraving, including more flames and an ‘AV3’ enscription.

Earlier in the year, we saw Vermette using what appeared to be R-SPEC Trail Enduro Cranks, with hollow cutouts.

These are connected to an Ochain device, which reduces pedal kickback from the suspension on large hits.

Pedal kickback comes from the cassette and chainring moving away from each other as the bike compresses, requiring more chain on the topside of the drivetrain.

Ochain’s design enables the chainring to feed that chain to the topside without rotating the crank arms, keeping your feet secure on the pedals.

Asa Vermette’s name features on other parts of the bike, with the TRP DH-R Evo Pro brakes marked with ‘Asa’ on the right reservoir cap.

Vermette has switched to the chrome version of the brakes since we last saw his bike at RedBull Hardline Wales earlier this year.

Up front, the bike is supported by a Fox Factory 40 fork, which features chrome crowns to match the raw aesthetic of the Vermont welded frame.

TRP’s Evo 7 groupset is used for shifting and has one of the only derailleurs found on the DH scene that isn’t made by SRAM or Shimano.

Vermette chooses a Spank Spike 35 handlebar with 40mm rise. While it’s not quite at the ape-hanger heights of 75mm we’ve seen Dakotah Norton riding, more riders are choosing high-rise bars.

Continental’s Kryptotal tyres are wrapped around ENVE rims.

A new helmet technology called RLS (Release Layer System) is said to reduce the risk of concussion by four times, on average, compared with conventional helmets. 

With roughly 55 million cases of Traumatic Brain Injury (TBI) reported globally each year, RLS says “it’s never been more important to develop a solution that reduces TBI”.

RLS is intended to provide that solution through panels on the exterior of a helmet that “roll and release” on impact. 

The panels are connected to a lightweight polycarbonate bearing layer, which ‘activates’ when a significant impact force has been detected. This redirects rotational energy away from the brain. 

The bearings are free to roll in any direction to enable the RLS panels to release, which is said to redirect concussive forces away from the brain.

• Virginia Tech downgrades 139 bike helmets in its influential rankings: these are now the safest according to its independent testing

Discovered by accident 

RLS, based in East London, claims its technology was discovered “almost by accident” by its founder and CEO Jamie Cook. 

Cook was the co-founder of HEXR, a 3D-printed custom helmet company. He noticed the outer shells of his colleagues’ 3D-printed helmets were released in an accident, and this action was found to reduce rotational forces and therefore the risk of concussion. 

“Jamie and his research team began exploring the most efficient ways of releasing panels which led to the use of small lightweight bearings between the shells,” says RLS. 

Sounds familiar? 

If this all sounds familiar, that’s probably because RLS protects against the same kind of impacts as MIPS. 

Short for ‘Multi-directional Impact Protection’, MIPS is also a helmet ‘ingredient’ technology, which protects against rotational impacts. The small yellow dot marking that a helmet has the technology has become commonplace across the best road bike helmets, mountain bike helmets and even budget helmets. 

Many of the safest cycling helmets tested by the HEAD Lab at Imperial College London include MIPS, but RLS aims to distinguish itself from technologies such as MIPS. 

“Some technologies, such as MIPS, aim to mitigate these rotational forces by allowing the helmet to rotate independently from the skull. These technologies, which are generally located on the inside of the helmet, offer a limited range of motion during the critical milliseconds of an impact,” says RLS.

“RLS addresses rotational motion through the free-release of panels located on the outside of the helmet,” it adds.  

How safe is RLS? 

Independent testing by the biomechanics research centre ICUBE at the University of Strasbourg reveals that RLS could play a part in reducing TBI.

ICUBE found that helmets with RLS reduced the peak rotational velocity by an average of 56–66 per cent across different impact locations, compared to helmets without the technology. 

“This corresponds to a 68–84 per cent reduction in the probability of brain injury as estimated by the Abbreviated Injury Scale – Level 2,” says RLS. 

Where can we expect to see RLS?

The first helmet you’ll be able to buy with RLS will be the Canyon Deflectr Trail Helmet, due for release this autumn. 

Canyon has been working closely with RLS to build the technology into its forthcoming helmet. RLS says that as a result of the technology, the Deflectr Trail Helmet is already number one on the Virginia Tech helmet safety ratings, as of September 23. 

Cook says: “RLS is first and foremost designed to protect what makes you, you. Your memories, your personality, your loves and hates are all in the most fascinating part of the body – the brain – and RLS has been developed to protect what matters most. 

“We are incredibly excited to launch this technology today, especially with our launch partners at Canyon as we share a passion for safety and disruption technology.”

RLS says it will reveal further brands and partners that will incorporate the technology over the coming months. 

After winning the MTB World Championships in Champéry, the UCI Mountain Bike World Series in Lenzerheide was the first time we’d seen the world champion stripes on Jackson Goldstone’s bike.

Some interesting tech points were hiding on his Santa Cruz V10, including a prototype Fox 40 fork and new Shimano brake calipers that we believe are prototypes for an upcoming Saint groupset.

While Goldstone showed good speed for the whole weekend, qualifying fourth on Saturday, an unfortunate crash in his race run cost him 8 seconds and resulted in a 22nd place. 

We checked out the new world champion’s bike in the pits to get a close-up look at the rainbow details.

• New SRAM XC drivetrain spotted on Nino Schurter’s retiring race bike
• Prototype SRAM DH AXS and RockShox Boxxer spotted on Troy Brosnan’s Canyon Sender

Fox 40 prototype

At the front of Goldstone’s bike is a new Fox Factory 40 fork, which features stickers from the brand’s RAD (Racing Application Development) programme.

Unlike the Podium fork, Fox has kept a traditional design for downhill racing.

The crown looks to feature the generative architecture we’ve seen on Fox’s latest forks, including the new 36, where the brand says it increased torsional stiffness by 20 per cent.

At the top of the stanchion, it appears the fork is using a GRIP X2 damper, the same as that found on the current 40. However, we’d expect the insides to be different from how it’s labelled.

New Shimano Saint brakes

It’s been nearly 13 years since Shimano last updated its Saint groupset, with many fearing the Japanese brand had forgotten its gravity-inspired riders.

While we’ve seen nothing of a new drivetrain, these chunky stoppers suggest Shimano has something in the works.

The calipers are much larger than the recently released XTR 9220 brakes, closer to SRAM’s Mavens, hinting that these may be the big-power brakes many fans have been waiting for.

An XTR lever is used in conjunction with the caliper on Goldstone’s bike, which we assume means the lever on upcoming Saint brakes may be the same.

With SRAM showing a prototype DH AXS at the weekend, could we see the big brands bringing updates to their downhill bikes next year?

Rainbow delight

Goldstone took the stripes two weeks ago in Champéry, but we’ve had to wait until now to see them.

The 21-year-old American’s team have gone to great lengths to make sure his victory is well celebrated across the bike, with the stripes featuring on various components.

Goldstone’s bike features other techy details, with his raceplate hiding a tuned mass damper.

We’ve seen a few riders experimenting with this, with the component said to reduce the amplitude and duration of vibrations down the trail.

At the centre of the bike, an Ochain device is used to reduce pedal kickback, while a STFU Trail chain damper is used to silence the chain.

Keeping the rainbow scheme together were these hand-painted Chris King hubs, which Goldstone’s mechanic, Woody, has laced into Reserve DH rims with rainbow nipples.

Lezyne has released its Radar React front and rear lights, which use radar tech to alert you to cars approaching from behind.

The system is available as a Radar Drive single rear light or can be linked to the React Drive front light.

With the combined setup, the system doesn’t need to be used in conjunction with a GPS bike computer, with LEDs on the rear of the front-mounted React Drive light signalling when a vehicle is behind you. 

The price for the single Radar Drive rear light is £100 / $179.99 / €169.95, with the React Drive front light priced at £170 / $124.99 / €119.99.

Both lights can be bought as a system for £250 / $279.99 / €259.99.

The rearview radar-equipped Radar Drive light can be used on its own or with Lezyne’s Radar Ally app to use the radar feature, removing the need for a bike computer or the React Drive light.

• What are rearview radar bike lights and should you use one?
• Best bike lights 2025 – our pick of the best front and rear lights to keep you visible out on the roads

Safer rear light

Lezyne says the Radar Drive provides increased safety even when not connected to the system, with the rear light using a special flash pattern when it detects a rear-approaching vehicle to improve visibility.

But as with Garmin’s Varia radar, it can be connected to a head unit to alert you to vehicles behind.

Lezyne says it can spot vehicles up to 150 metres away, and the device is able to detect how fast they are approaching.

If the vehicle is coming fast, the head unit or React Drive light will show a different set of visual cues to indicate that it may be dangerous.

The visual cues are shown via the translucent rear portion of the unit, lighting up when a car is behind you.

Changing lighting patterns indicate the distance to the approaching vehicle, with faster flashing indicating greater danger.

The React Drive front light doesn’t only show visual cues, with a built-in speaker giving audible alerts to vehicles passing.

Lezyne says the Radar Drive light is compatible with most GPS bike computers that support radar, or it can be used with the Radar Ally app.

The Radar Ally app also enables you to customise system alerts, control the front and rear lights, and check for system firmware updates.

The lights connect via ANT+ and Bluetooth, meaning they should work with a range of cycling computers.

Bright enough for the road

Both lights are IPX7-rated, so they should be able to keep you visible even on the wettest days.

Charging is via USB-C, with the front light having a claimed 70-hour max runtime and the rear 20 hours.

Lezyne says the React Drive front light has an output of 1,200 lumens on the maximum setting, which should be enough to navigate by on the road.

The rear light has a 300-lumen maximum output, which should ensure you’re seen from far away down the road.

We at Good Time Riders (GTR) noticed that our Copper and lower Bronze-ranked riders (on ZwiftRacing.app‘s vELO Rating) were getting dropped in ladder races and not having as much fun as we’d like them to have. So we changed the game, creating the GTR Bronze and Copper race series! It’s a monthly series with a new GC starting every month.

Our aim is simple: create a fun, inclusive space for riders to compete with others of similar abilities, to get stronger whilst having fun and hopefully give them a boost to join ladder races in the future.

And the feedback and attendance from across the Zwift platform has been fantastic. So much so that in September, we added a race for Silver-ranked riders. 

Races tend to be around 25km in distance and bumps that test the legs are kept to a max 300m incline, so everyone can feel challenged but enjoy the race experience. 

vELO Score Groupings

Instead of the ‘old’ categories ABCD or Zwift Racing Score, we use vELO scores from Zwiftracing.app. We find that this is a better way to make sure that riders in a race are of similar strength, which makes things more fun than getting dropped out of the gate by much stronger riders.

Of course, there will still be differences in strength, but that’s part of racing.

Schedule and Route Details

Races are on Fridays at 5:30pm UTC (1:30pm ET/10:30 PT).

In October we race on the following:

• Friday October 3: 2 laps on London Flat 
• Friday October 10: 3 laps of Loch Loop 
• Tuesday October 14: 3 laps of Two Bridges Loop 
• Tuesday October 21: 1 lap of Turf ’n Surf 
• Tuesday October 28: 1 lap of BRAEk-fast Crits and Grits 

How to Join

To register, you must first become a member of the series Discord server at https://discord.gg/FNR5TXndAH. Racepasses are only available on this Discord server, in the “#racepasses” channel.

Remco Evenepoel romped to a third consecutive victory in the men’s elite time trial at the UCI Road World Championships on Sunday, and here’s his weapon of choice.

As you’d expect, Evenepoel’s Specialized Shiv TT Disc time trial bike is fully kitted out with all of the latest kit, including a custom carbon fibre cockpit, a monster 1x carbon chainring and Roval’s latest aero wheels.

This year also appears to be the first time Evenepoel has won the event using tubeless tyres, rather than clinchers.

Let’s dig into why that might be and take a closer look at the rest of the Belgian’s tech picks for riding against the clock.

3, 2, 1, go…

Evenepoel is one of cycling’s most dominant riders against the clock, and he proved this by catching none other than Tadej Pogačar around 2km from the finish line – despite the Slovenian star starting 02:30 minutes ahead of him.

Launched in 2019, the Specialized S-Works Shiv TT Disc is getting somewhat long in the tooth now, but Evenepoel keeps proving that it remains a competitive frameset.

This year’s hilly parcours in Rwanda saw Evenepoel on an all-black version of the bike, with excess paint presumably stripped away, in order to save weight.

As is de rigueur for top TT riders, Evenepoel has a set of custom aero extensions, which are moulded to fit his forearms and keep him locked into an aerodynamic position.

A touch of grip tape on the tips of the extensions and bull horns is all he needs – there’s no bulky handlebar tape causing extra drag here.

The extensions feature minimalist padding for a close fit, while a bridge between the two extensions acts as a bike computer mount for Evenepoel to monitor and record his efforts.

Evenepoel’s hand grips are tilted in to be almost touching, and there look to be shift buttons underneath so he can change gear while in his compact aero tuck.

In terms of wheels, Evenepoel was rolling on options from Specialized’s in-house brand, Roval – with what looks like a carbon-spoked Rapide Sprint CLX up and a 321 full carbon disc out back.

The Rapide Sprint CLX wheel features a 63mm-deep rim, and is said to be the most aerodynamic front wheel the brand makes.

These are wrapped with Specialized’s as-yet unreleased Turbo Cotton TLR tyres, which we saw on his gold-painted Specialized S-Works Tarmac SL8 at this year’s Tour de France.

This represents a significant change for Evenepoel, who has used Specialized’s Turbo Cotton clincher tyres for each of his previous TT victories at the UCI Road World Championships.

We’re yet to receive detailed information on the new Turbo Cotton TLR tyres, but we can only assume they represent a decent improvement on the clincher model in terms of performance.

Zooming in shows Evenepoel was running an unusually wide 30mm tyre up front, though from our experience at the Tour, these tyres generally measure up slightly narrower than the printed width on Roval rims.

Regardless of how wide they are, given that both the tyres and wheels were developed in-house, it’s likely Specialized will have optimised them to work together in harmony.

Finishing off the build is a Shimano Dura-Ace Di2 R9200 groupset, with a single Digirit carbon chainring up front and what looks like a wide-ranging 11-34t cassette out back.

Evenepoel also has what looks like an Alugear bolt cover, which smooths the interface between the third-party chainring and his Shimano power meter crankset. As on his road bike, we expect Evenepoel was running relatively short, 165mm cranks.

A K-Edge chain guide replaces the front derailleur to ensure there are no untimely chain drops, and Evenepoel opted for a Tacx aero water bottle, instead of a classic round one, for a final aero gain.

Remco Evenepoel’s custom Specialized S-Works Shiv TT Disc for the 2025 UCI Road World Championships individual time trial

• Frameset: Specialized S-Works Shiv TT Disc
• Groupset: Shimano Dura-Ace Di2 R9200 with 1x Digirit carbon chainring
• Wheelset: Roval Rapide Sprint CLX front, Roval 321 Disc rear
• Power meter: Shimano Dura-Ace R9200, 165mm cranks
• Tyres: Unreleased Specialized S-Works Turbo Cotton, 700x30c
• Handlebar: Specialized S-Works Shiv TT Disc with custom carbon extensions
• Seatpost: Specialized S-Works Shiv TT Disc
• Saddle: Specialized Sitero
• Bottle cages: Tacx Aero
• Pedals: Shimano Dura-Ace
• Weight: Unknown

Another SRAM prototype has been spotted, hanging from the rear of Troy Brosnan’s Canyon Sender at the UCI Mountain Bike World Series in Lenzerheide.

The new derailleur looks to signify an electronic shift for SRAM’s downhill groupset, and appears to be in the final stages of development, with the now-traditional electrical tape covering the name of the upcoming groupset.

It wasn’t the only prototype technology on Brosnan’s bike, with the Sender featuring a prototype RockShox Boxxer and Vivid with Flight Attendant, as well as a rear end that looks to add stiffness adjustability.

• Read more: New SRAM XC drivetrain spotted on Nino Schurter’s retiring race bike

SRAM DH AXS

It’s been nearly 10 years since SRAM released a downhill groupset, and within that time electronic shifting has taken over the sport.

We have seen SRAM prototype wireless downhill derailleurs in the past, but never have they appeared so close to production as this.

The new drivetrain looks to use the brand’s AXS Transmission technology, bolting directly onto the bike via SRAM’s UDH (Universal Derailleur Hanger).

It appears to adopt the battery placement of GX AXS Transmission, sitting within the clutches of the UDH mount, rather than hanging off the rear as seen on X0 AXS Transmission.

While the architecture on GX AXS Transmission features pins in its top construction, this new DH AXS looks to be fully cast.

The design looks to be up to the rigours of racing, with the lower portion showing some battle scars.

We’re not yet sure on the capabilities of the derailleur, but Brosnan was running a 7-speed cassette, which looked to push the cage length to its limit.

At the centre of the bike are new cranks that look more substantial than those found on X0, and feature a dark and silver colour scheme.

This is connected to an Ochain device, which helps fend off pedal kickback.

SRAM recently acquired Ochain, so it’ll be interesting to see if the new groupset will come with one as standard.

The bike also uses a RockShox Blackbox-labelled Boxxer fork and Vivid rear shock that feature the brand’s Flight Attendant technology.

We assume the technology will perform similarly to the trail and XC versions, creating a platform for pedalling and pumping while opening up for gnarly terrain.

We’ve seen a few suspension brands trialling electronically adjustable dampers for downhill racing, with Öhlins’ electric shock recently breaking cover at the Les Gets UCI World Cup.

Elsewhere, Brosnan was using a prototype rear end that features a bonded aluminium insert to enable stiffness adjustability.

A number of brands have experimented with stiffness adjustability at the UCI World Cup, but it seems strange to see Brosnan playing with this on the recently launched Sender.

It’s a common thought in cycling that stiffer means better, but that isn’t always the case.

The new rear end enables metal plates to be added to the seatstay bridge to adjust the stiffness, with Brosnan opting for two plates for Lenzerheide.

There are also some unusual cable mounts running down both seatstays, which we assume is for telemetry equipment.

Founder and CEO of Factor Bikes Rob Giletis has said the brand’s sponsorship of Israel–Premier Tech will no longer be tenable without a name change and a disassociation with the country of Israel, according to reports. 

Factor has met with Israel–Premier Tech’s owner Sylvan Adams to discuss the partnership, a change of name and the nationality of the team, reported Cyclingnews. 

“I’ve already told the team: Without a name change, without a flag change, we won’t continue,” Gitelis said to Cyclingnews. 

“It’s not a matter of right or wrong anymore. It’s become too controversial around our brand, and my responsibility is to my employees and my shareholders, to give them maximum space with which to grow this company and make it profitable. Adding additional level of conflict or complexity, we just can’t accept that any more.

“It’s no longer a personal thing of I support this or I support that. There’s just a certain level of controversy we just can’t have surrounding the brand,” said Gitelis. 

Cyclingnews said it understands Adams is on board with Israel–Premier Tech changing its name, but that the Israeli-Canadian business and self-proclaimed ‘ambassador’ for Israel assumed the team would retain Israel’s flag. 

Israel–Premier Tech told BikeRadar: “The team is currently in the planning phase for 2026 team branding and will communicate any potential changes in due course.”

Teams must register their nationality and the nationality of their paying agent by October 15, according to cycling’s governing body, the UCI. 

Rumours of a potential name change follow persistent protests at the Vuelta a España against the participation of Israel–Premier Tech, which led to five stages being shortened and the largest mobilisation of police in Madrid since the city hosted the NATO Summit in 2022. 

The team removed ‘Israel’ from its kit during La Vuelta, citing security concerns. It also raced as ‘IPT’ at the GP of Québec and the GP de Montréal earlier in September. 

Stephanie Adam, a campaigner for the Palestinian Campaign for the Academic and Cultural Boycott of Israel, which called for the protests at La Vuelta, told BikeRadar that Israel–Premier Tech’s participation in the race was “sportswashing pure and simple”. She said that the team “was explicitly created to whitewash and distract from Israel’s grave crimes against Palestinians”. 

Since La Vuelta, a UN commission found that Israel has committed Genocide against Palestinians in Gaza. 

Gitelis told Cyclingnews that the conversions around Israel–Premier Tech changing its name are not new.

“This isn’t something that started a week ago, 10 days ago, a month ago. This has been going on now since nearly two years. We’ve found it difficult for the past two years to really use and activate the team to the level that we would like to. We’ve been politically sensitive, as it’s a difficult time,” he said.

Gitelis said Factor does not have a contract with Israel–Premier Tech for 2026 or beyond. “We did have a verbal commitment to continue, but things have escalated since then that we can no longer continue to meet that verbal commitment, ” he said.

Bristol-based Temple Cycles has launched the new Adventure Disc 3 gravel bike, adding a more affordable option to its steel Adventure Disc range for less than £1,500.

The new model’s £1,488 introductory price tag is significantly cheaper than the other two Adventure Disc bikes in the range.

According to Temple Cycles, the AD 3 is “ideal for first-time gravel riders, daily commuters looking to escape the city on weekends or seasoned cyclists after a rugged, no-fuss companion”.

The Adventure Disc 3 has the same powder-coated Reynolds 725 steel frame and fork as the AD1 and AD2, but Temple has achieved a lower price by speccing more budget-friendly components.

“It’s built to the same standards of quality and craftsmanship as the rest of our range, but with smart spec choices that bring the price down. We wanted to offer something for riders who value the Temple aesthetic and feel, but don’t necessarily need all the bells and whistles of our top-tier builds,” says Temple Cycles’ founder Matt Mears.

• Best gravel bikes in 2025: top-rated carbon, aluminium, titanium and steel gravel bikes reviewed
  

Sora 9-speed gearing

The AD 3 is equipped with a Shimano Sora 9-speed groupset, rather than the AD 1’s 1×12-speed Shimano GRX and the AD 2’s 2×12-speed Shimano 105, both of which are fitted with Hunt 4 Season Disc wheels. 

The AD 3 has an 11-34t Shimano HG400 cassette paired to a Temple-branded 46/29t crankset, so despite Sora being designed primarily for road riding, there’s plenty of low gearing for trickier terrain.

Since there’s no in-series disc brake option for Sora, the bike is fitted with TRP Spyre mechanical disc brakes.

Other features of the AD 3 include a sealed headset and bottom bracket, and Shimano RS470 hubs laced to WTB ST i25 tubeless-ready rims with double-butted stainless steel spokes and brass nipples for durability and corrosion resistance.

Temple fits WTB Vulpine 40mm tyres, with tan sidewalls to enhance the AD 3’s urbane looks, and its own finishing kit.

It’s a build kit that prioritises durability, serviceability and real-world adventure-readiness, according to Temple. 

There are three muted colours on offer – Granite Grey, Lichen Green and Slate blue, and five frame sizes from 47cm to 60cm.  

“The Adventure Disc 3 provides everything you need for adventure riding at a wallet-friendly price,” concludes Temple’s head of product, Tom Bugler.

If you want a higher spec, there’s currently 20% off the list price of both the AD 1 and AD 2.

You can read Gary Walker’s ongoing long-term review of the Temple Adventure Disc 2, to see how it has coped with a range of off-road riding, all-day adventures and the rigours of winter commuting.

Temple Adventure Disc 3 full specs and pricing

• Frame: TIG-welded Reynolds 725 steel
• Fork: Investment cast steel with lugged fork crown
• Groupset: Shimano Sora, Temple crankset
• Gearing: 46/34t, 11-34t
• Wheels: WTB ST i25 TCS on Shimano RS470 hubs
• Tyres: WTB Vulpine Tubeless Ready 700x40mm
• Brakes: TRP Spyre mechanical disc
• Handlebars: Temple AL-6061 Flared
• Stem: Temple alloy
• Saddle: Temple Bristol saddle, black
• Seatpost: Temple Alloy 27.2mm
• Claimed weight: 11.8kg (size M)
• Price: £1,488

SRAM appears to be working on a new cross-country drivetrain, with Nino Schurter’s custom Scott Spark at the UCI Mountain Bike World Series in Lenzerheide sporting a Blackbox derailleur and blacked-out crankset.

It appears the new derailleur is using SRAM’s GX AXS Transmission architecture, with the battery sitting protected in the UDH mount rather than hanging off the rear on XX SL AXS.

This weekend marked the end of Schurter’s illustrious career, with the Swiss rider choosing to retire at his home venue.

With a career spanning back to 2007, when he turned professional, Schurter has been a dominant force in cross-country mountain biking, winning 36 World Cup races and taking the overall title nine times.

If this were football, it would be like Leonel Messi hanging up his boots, with many regarding Schurter as the GOAT (greatest of all time) in the sport.

In support of one of mountain biking’s greatest athletes, Swiss fans were out in full force to cheer Schurter on one last time.

Unfortunately, he couldn’t quite pull off the fairytale ending, finishing in 24th place, but he still crossed the line to a shower of champagne.

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

New SRAM XC drivetrain

Blackbox is SRAM and RockShox’s prototype testing platform, similar to Fox’s RAD development programme.

Under closer inspection, the derailleur appears to share its architecture with the current GX AXS Transmission, with the battery sitting inside the UDH mount rather than hanging out of the rear as seen on the X0, XX and XX SL Transmissions.

The only difference we can see is that the derailleur on Schurter’s bike uses a different cage from that on GX, although it’s hard to tell if this is carbon fibre due to the paintjob.

Elsewhere, the crankset looks very similar to the power-meter equipped version of SRAM’s gravel-specific RED XPLR AXS drivetrain.

Whether these are final designs is hard to tell, with SRAM possibly using current equipment as testing mules for new technology.

Either way, it looks as though SRAM has something in the oven.

For his last race, Scott honoured Schurter with a custom bike that shares some of the Swiss rider’s story.

There are nods to Schurter’s career throughout the bike, with rainbow stripes and flakes of gold representing his various world championship successes and 2016 Olympic Gold medal.

His SRAM Motive Ultimate brakes combine both, with the levers painted white with stripes and the caliper featuring the red and gold design.

SRAM’s Motive brakes were released earlier this year and replaced the Level and Guide line-up, with improved braking power and a shift to mineral oil as braking fluid.

Some have complained that the brakes are heavier than the previous Level options, but this doesn’t seem to be holding riders back.

Running through the new derailleur is a custom gold chain that has been stamped with the words ‘Nino’ and ‘Goat’.

Elsewhere on the bike, Schurter is using RockShox suspension in the form of the SID Ultimate fork and SID Luxe rear shock.

Both components are Flight Attendant models, meaning the bike should be able to sense automatically when Schurter needs open suspension for descents, firm suspension for better pedalling and locked-out for smooth sections of the track.

The Scott Spark cleverly hides the rear suspension inside the frame, keeping it safely away from water and dust ingress.

Schurter also uses a Reverb AXS B1 dropper post from RockShox, which is lighter than the previous generation.

The bike rolls on Syncros Silverton carbon rims with DT Swiss 180 hubs booted in Maxxis Aspen ST rubber – well suited to the dry, fast-rolling course.

Carrying on the celebrations, Schurter’s custom HT Component pedals commemorate his last world championships win in 2022.

Zwift’s big fondo events are a popular tradition where thousands of riders push themselves to finish long weekend rides. And while the ZFondo Series took a year off last year, it’s back for the 2025/26 indoor season, with the first event happening this weekend!

Here are all the details for this year’s ZFondo Series…

Routes and Schedule

The last weekend of each month is designated as a Fondo Weekend, and each month features a different route.

Events are scheduled every three hours on Friday, Saturday, and Sunday on Fondo Weekends.

September 26-28, 2025

• Route: Bambino Fondo
• Length: 52.6km (32.7 miles)
• Elevation: 581m (1906’)

October 24-26, 2025

• Route: Medio Fondo
• Length: 73.4km (45.6 miles)
• Elevation: 1010m (3314’)

November 28-30, 2025

• Route: Gran Fondo
• Length: 97.8km (60.8 miles)
• Elevation: 1196m (3924’)

December 2025 – March 2026 details to be announced…

How Categorization Works

You must choose a category when you sign up, but the category you choose is entirely up to you, and all categories start together and are visible to each other.

The idea is that you’ll choose a category at the approximate pace you plan to ride, making it easy to see and group up with other riders targeting a similar pace.

Available categories:

• A: 4.2 W/kg
• B: 3.2 W/kg
• C: 2.6 W/kg
• D: 1.8 W/kg
• E: 1.5 W/kg

1000 XP Bonus + Kit Unlocks

Past fondos have typically featured jersey unlocks, but some of the designs weren’t always a hit. (Does anyone wear the salmon/chocolate 2023 kit?)

So Zwift is switching things up this year by giving a 1000 XP bonus the first time you complete each month’s fondo event.

Read All About Zwift XP, Levels, and Unlocks for Cyclists >

Of course, a fondo wouldn’t be a fondo without a kit unlock. But instead of releasing another set of fondo kits, Zwift is awarding different legacy Zwift Fondo kits each month:

September (ZFondo Medio 2023)

October (ZFondo February 2022)

November (ZFondo November 2020)

Is this a race?

Officially, no. But hundreds (possibly thousands) of riders will turn out for each of these popular “fun race” events, and the front of each event will certainly be filled with strong riders going all out.

With so many riders participating, everyone should be able to find a group that suits their desired pace. You do you!

Questions or Comments?

Post below!

Castelli has added to its jacket collection with the Do.Di.Ci, which it says is the “spiritual heir” to the original Gabba.

The Do.Di.Ci has the high breathability of Castelli’s revolutionary Gabba jacket, but without the water resistance. Castelli says this makes it great for dry weather when the temperature is between 8 and 15°C (46 and 59°F).

According to Steve Smith, Castelli’s global brand manager: “There’s never been a jacket like the Do.Di.Ci. We see it as the spiritual heir to the Gabba for the way many people use the Gabba. 

“The original Gabba was created for professional riders racing in the rain, but given its phenomenal success, we see that many cyclists use it in conditions that it wasn’t designed for: cool and dry.” 

• How the Castelli Gabba left us ‘flummoxed’ when it launched – but changed cycling kit forever

Highly breathable

Castelli rather missed the mark when it launched the Gabba R in 2024. That jacket is super-aero and also waterproof, wind-resistant and very packable. But with minimal insulation and a skin-tight fit, not to mention a sky-high price, it’s one for the racers rather than an everyman piece.

So, the new Do.Di.Ci (minus the dots, the name is Italian for ‘twelve’) skips the waterproofing in favour of good windproofing, paired with plenty of airflow to prevent a boil-in-a-bag feel inside. Castelli says the Do.Di.Ci is 12 times more effective at evaporating sweat than the original Gabba, hence its name.

According to Smith: “While the Gabba R provides the ultimate protection for racing in the rain while being as aerodynamic as a speedsuit – the Do.Di.Ci excels in high intensity rides in cool dry conditions.

“With water protection taken out of the equation, we’ve designed the Do.Di.Ci. to make performance cyclists more comfortable than they’ve ever been during high-intensity efforts in cooler, dry conditions.”

The Do.Di.Ci uses Castelli’s Ristretto fabric, which has plenty of stretch and incorporates a PFAS-free membrane to restrict the airflow through the fabric. Castelli says the Do.Di.Ci is the most breathable jacket in its winter range, claiming air permeability of 3 cubic feet per minute. 

If you want water repellency, too – not a bad idea for UK riders – Castelli points you to the Perfetto RoS 3. Launched earlier this month, it’s made from Polartec AirCore fabric, which is less breathable with a 0.7 cubic feet per minute rating. 

The Do.Di.Ci is not a cheap winter jacket, but is still around £100 / $100 less expensive than the Gabba R. You can choose between men’s and women’s versions with long sleeves, as well as a short-sleeve variant available for men only, with four colours and sizes from XS to 3XL for men, and two colours and sizes from XS to XL for women.

The men’s Do.Di.Ci short-sleeve is priced at £220 / $240 / €199.95, and the men’s and women’s long-sleeve at £250 / $280 / €229.95.

Lace-up fans, rejoice – Giro has finally revived an icon with the long-awaited release of the Empire SLX II, the first update to its flagship lace-up road shoe since 2019.

The previous generation Empire SLX was famously favoured by riders like Bradley Wiggins and Taylor Phinney – clearly firm favourites with riders who, among other things, are as stylish as it gets.

We first spotted what looked like an update to the shoe at this year’s men’s Tour de France on the big Dutch feet of double stage winner, Thymen Arensman. They then appeared on the brand’s site, confirming it was the new Empire, without fanfare, but this is the first time we’ve seen them in the flesh.

• Read more: Best cycling shoes 2025

The updated Empire’s upper is made of Synchwire – a seamless material, which Giro says offers “incredible airflow and structural integrity.” This is paired with large mesh panels for lighter weight and more breathability. 

The shoes feature a removable heel block, which should enable riders to eek a bit more life out of their shoes if the sole starts to wear. The outsole is forged carbon, completing what Giro tells us is an “ultra-lightweight, supremely efficient update to the icon that reimagined laces.”

The Empire SLX II has a claimed weight of 195g (size 43). For reference, the previous Empire SLX model was slightly lighter at 185g (size EU 42.5). 

For comparison, the Specialized S-Works Torch Lace shoes have a claimed weight of 200g (size 42).

We’re yet to hear pricing in the UK and Europe, but the Empire SLX II costs $449.95 – a steep price tag, but in-keeping with the broader market for premium road shoes.

Aside from the Specialized Torch Lace, there are few high-end lace-up options available, so no doubt the return of the Empire SLX will please a lot of cyclists looking for the ultra-adjustable fit, low weight, and retro charm of a lace-up shoe.

Ratio Technology appears to be preparing to launch its first complete rear derailleur, which, as far as we’re aware, would be the first non-SRAM model to use the Universal Derailleur Hanger (UDH) standard in the direct-mount format it was originally designed for.

Ratio Technology – a small brand based in the Lake District of England – is best known for producing aftermarket conversion kits for SRAM and Shimano drivetrains. 

Its products enable riders to mix and match components across brands and disciplines – for example, SRAM mechanical road shifters with mountain bike derailleurs, or converting 11-speed SRAM shifters to run 12- or even 13-speed cassettes.

The brand also offers replacement pulley cages and jockey wheels, often marketed as like-for-like upgrades over OEM components.

• Read more: Upgrade to a 1x SRAM XPLR drivetrain without replacing your derailleur with this conversion kit from Ratio

The appearance of a complete derailleur – which appears to be called the Mech – marks a significant step beyond Ratio’s previous focus on small parts and conversion kits.

Fitted to a Hope HB.916 enduro bike, the derailleur mounts using a system similar to SRAM’s T-Type, with an extended ‘B-knuckle’ that clamps on either side of the Universal Derailleur Hanger. 

Unlike SRAM’s design, however, the Ratio derailleur features a B-adjust screw. This would, in theory, enable users to run different cassette sizes, rather than being restricted to one option, as is the case with SRAM.

Limit screws for high and low gears are also present. These also point to a wider adaptability of the derailleur compared to SRAM’s existing UDH-mounted designs.

According to Bikepacking.com, which spotted the derailleur at the Made handmade bike show, the derailleur can be adapted to both UDH and conventional hanger mounts. 

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A post shared by Ratio Technology (@ratiotechnology)

It can also be adjusted to work with a wide range of cable pulls using interchangeable fins, enabling compatibility with Shimano and SRAM shifters across road and mountain bike platforms. 

The site reports that the derailleur is compatible with almost all 1×12 and 1×13 drivetrains and will be offered with cages for 46- and 52-tooth cassettes. Ratio also told Bikepacking.com it is aiming to make the derailleur fully user-serviceable.

The sample pictured was paired with a standard SRAM cassette, with no visible modifications. 

The derailleur features notably clean cable routing. The cable enters near-vertically at the back of the derailleur, running around what appears to be a fin or roller before joining the main knuckle at the bottom, where it clamps.

It is reasonable to assume the derailleur incorporates a clutch mechanism. A small screw cover on the body suggests the clutch may be either serviceable or adjustable.

Ratio has been contacted for comment.

The UCI has expressed concern over the Belgian Competition Authority’s (BCA) announcement that it has opened an investigation into its proposed gearing restrictions, following a formal complaint filed by SRAM.

The BCA confirmed on 19 September that it had begun looking into “the adoption by the International Cycling Union of a technical standard limiting the maximum gear ratio allowed in professional road cycling events.” The move came after SRAM alleged the UCI’s Maximum Gearing Protocol unfairly disadvantaged its equipment and riders.

In a response published on its website, the UCI said it is “puzzled by the issuance of the Belgian Competition Authority’s press release before the UCI has even been served with the complaint and by the obvious inaccuracies contained in this statement”.

The governing body added that it “understands that the investigation relates to the maximum gearing test which will be carried out at the 2025 Tour of Guangxi taking place from 14 to 19 October 2025”.

According to the UCI, “the test had been communicated by the UCI on 20 June and 3 July and a dedicated ‘test protocol’ adopted by the UCI Management Committee at its meeting of 10-12 June 2025 to enable the implementation of the test”.

The organisation said: “The test was recommended by SafeR, the entity which gathers the representatives of riders, teams, organisers and the UCI, with the purpose of increasing the safety in men’s and women’s professional cycling, in particular for riders”.

The UCI argued that “the statement does not reflect the fact that the UCI has publicly indicated that it will consider the findings of this test before considering if further tests are relevant in 2026. Only then, would the UCI potentially consider any changes to the regulations”.

It continued: “Even more surprisingly, the release does not even deem it necessary to indicate that the test… is aimed at exploring measures aimed at increasing rider safety, which is a fundamental prerogative of all sport governing bodies.”

SRAM disagrees, saying in a statement published on 19 September that: “Although the UCI refers to the Maximum Gearing Protocol as a ‘test’, its implementation has already caused tangible harm. 

“SRAM’s gearing has been publicly labelled as non-compliant, creating reputational damage, market confusion, team and athlete anxiety, and potential legal exposure.”

SRAM CEO Ken Lousberg added: “This protocol penalises and discourages innovation and puts our riders and teams at a competitive disadvantage. We rely on the sport’s governing body to foster an environment that encourages innovation for the benefit of riders and racers today, and riders in the future. We also rely on the governing body to make science-based, impactful changes for rider safety.”

The governing body says it is “confident that its proposal to test limitations to gearing is compliant with EU and Belgian competition law”, adding that it feels “it is not the role of competition law to lead to a ‘levelling down’ in regulatory and safety standards”.

The statement concluded: “The UCI will continue to collaborate with the stakeholders of cycling through SafeR for the improvement of safety and shall not make any further comments on these proceedings.”

Fulcrum has teamed up with Polartec to launch a waterproof wheel bag for its Sharq aero carbon gravel/all-road wheels, producing a Sharq Polartec Edition with special graphics to mark the collaboration.

The Polartec Power Shield Pro wheel bag, made from fabric usually reserved for high-tech waterproof clothing, is aimed at riders who want to keep their Fulcrum Sharq wheels in pristine condition – at least until they hit the trails.

The wheel bag is made from Biolon nylon with PFAS-free DWR waterproofing and a ‘monolithic membrane’ – no, we don’t know what one of those is either, but according to the dictionary, it’s made from a single large block of stone, which doesn’t sound right. It’s claimed to be breathable and weatherproof, however. 

• Read more: Fulcrum Sharq wheelset review

A bold fashion accessory

The brands say the new wheel bag is “engineered to protect the wheel rim and spoke while not in use”. They reckon the wheel bag “cleverly becomes a bold fashion accessory” too, while “reflecting the companies’ commitment to sustainability and long-term resilience”.

To reinforce the message that your wheels aren’t run-of-the-mill alloy, there’s a matching Polartec cycling cap thrown in with your wheel bag purchase.

Made from the same Power Shield Pro fabric, it’s said to be both breathable and quick-drying, so you’re protected from sun and rain on your gravel rides.

Aside from the über-engineered wheel bag and the special graphics, you’re getting the Sharq wheels’ asymmetric wavy rims with 25mm internal width.

Fulcrum says these are aero optimised for 30mm to 42mm tyres, with the Fulcrum 2-Way Fit non-drilled rim bed and a claimed weight of 1,440g. They’re laced to hubs with Fulcrum’s USB ceramic bearings.

With the Polartec x Fulcrum Sharq wheels carrying a £2,289 / $2,807 / €2,460 list price (the same as the standard Sharq wheels), including the limited-edition Polartec bag and cap, we’d guess there’s some incentive to keep them out of harm’s way. 

So is this the strangest cycling collab of 2025? Possibly. But that honour may still belong to Castelli and SpongeBob SquarePants.

SRAM’s CEO Ken Lousberg says the company tried to engage the UCI over its new Maximum Gearing Protocol, but its concerns went “unheard”. 

The UCI, cycling’s governing body, announced in June that it would trial gearing restrictions in a bid to improve rider safety. 

Due to the gear ratios used by SRAM, concerns were raised at the time that the company’s athletes and teams would be most affected by the restrictions.

On Friday, SRAM announced it has filed “a formal complaint” with Belgium’s Competition Authority against the UCI, stating that it’s the only major manufacturer whose current pro team setup would be disadvantaged by the new UCI regulations. 

• Read more: SRAM announces it is taking legal action against UCI over gearing restrictions

In an open letter, Lousberg said: “The UCI’s new Maximum Gearing Protocol is set to restrict the equipment many of you rely on to ride and race at your best. It limits choice, stifles innovation, and unfairly targets SRAM riders – and SRAM itself.”

“We’ve tried to engage the UCI, cycling’s governing body, in good faith, but our concerns went unheard. That’s why we’ve taken legal action – not just to protect SRAM, but to protect the right to compete on equal footing,” added Lousberg. 

“We’re not asking for much. We simply want our racers to compete on a level playing field, and for the industry to be recognized and included as a core stakeholder – working together to make our sport safer for athletes and more inspiring for fans.” 

Lousberg added that he knows the rule has “already caused confusion, anxiety and disruption” and said SRAM’s commitment to rider safety and innovation “remains unchanged”. 

SRAM said in an official statement: “Although the UCI refers to the Maximum Gearing Protocol as a ‘test’, its implementation has already caused tangible harm. SRAM’s gearing has been publicly labeled as non- compliant, creating reputational damage, market confusion, team and athlete anxiety, and potential legal exposure.” 

Gearing restrictions are a divisive issue in professional cycling. Chris Froome and Wout van Aert called for gear restrictions in January. Froome said: “At some point, I think we’re maybe going to have to even have the discussion about limiting the progression of technology in the sport to accommodate for the safety aspect. That could be something as simple as limiting the gears we’re using.”

But following the UCI’s announcement in June, others objected to the proposal.

Ahead of the Arctic Race of Norway in August, Tom Pidcock said: “Limiting gears will only make everything more dangerous.”

Dan Bigham, head of engineering at Red Bull – Bora – Hansgrohe, also presented his research into the restrictions at the Science and Cycling Conference in Lille. He said the restrictions would have no impact on the speed of the peloton and therefore would not improve safety. 

“We have the power to make changes. But restricting gear ratios simply distracts from making meaningful changes to rider safety,” said Bigham.

Dangerholm’s latest project is this incredible Scott Scale RC SL, reimagined as a gravel bike. 

Weighing only 7.19kg, it blurs the lines between XC race and gravel bikes, and is dripping in carbon exotica, including new components from Spanish weight-weenie specialist, Darimo. 

The build uses 40mm-wide (internal) rims paired with 2.1in tyres, which Dangerholm – the nom de plume of Gustav Gullholm – says transforms how the bike rides: “You probably want much, much wider rims on your gravel bike – you just don’t know it yet,” he wrote on Instagram, explaining that the combination enabled him to lower tyre pressure without a squirmy feel. 

Darimo provided several bespoke components to make the project possible. These included a one-piece saddle and seatpost designed specifically for Dangerholm’s measurements.

100 per cent specific

“The saddle and seatpost are 100 per cent specific for this build because we need to know the exact height of the seatpost over the clamp to reinforce there,” says Darimo spokesperson, Thomas Skubiszewski. 

“The angle and the shape of the saddle are completely bespoke for Gustav and for this build.” 

Skubiszewski explains the seatpost is not something Darimo intends to bring to market, yet: “We aren’t going to sell it anytime soon because it is so time-consuming to produce. It’s more a proof of knowledge or concept, unless someone offers us 3 million euros or whatever,” he jokes.

The cockpit is Darimo’s Nexum Drag bar-stem combo, here built with a -12-degree stem. 

Like all Darimo bars, it was tailored to Dangerholm’s exact needs.

“First you decide the geometry [of the cockpit] – the dimensions, the width, the length, the angle and everything,” Skubiszewski explains. 

“Then you tell us your body weight and riding style, and we adapt the carbon layup. 

“Then you choose the aesthetic – 3K, UD or forged carbon, matte or shiny – and it’s your bespoke bar.”

Darimo stresses that the finish is as much about honesty as it is about weight. “There are some very small imperfections, but we never hide them under a thick layer of paint,” Skubiszewski says. “Whatever product you see with a Darimo sticker is raw carbon with quality fibres that don’t fade under the sun.”

The bike also provided a showcase for Darimo’s new Sigma crankset, shown here in its final form for the first time.

The pictured crankset is 175mm long and weighs 280g without a chainring – impressively light, but not the lightest on the market. 

However, creating the lightest crankset possible was not the aim of the project: “The aim is not to be the lightest because we can go lighter, but it would be fragile in some situations,” Skubiszewski says. 

“We want our customers to fall and not feel it is going to break. We don’t want you to feel fragile when you ride your bike.”

Darmià Rizo Morant, CEO and founder of Darimo, emphasises that it isn’t a conventional, three-part bonded design – the crankset is a two-piece design, with the non-driveside arm and axle formed in one piece. This results in a lighter and more robust design, according to Darimo.

The chainring mounting sleeve is not bonded to the axle in the usual sense, where you make two parts and then glue them together: “In our process, the carbon fibres expand during production and the same resin that forms the carbon also adheres to the aluminium, creating a mechanical bond.”

He adds that the crank is produced in a single shot: “We don’t manufacture separate pieces and then join them later. Everything is made together, so if you try to separate it you’ll just end up breaking it. It’s impossible.”

Morant says the crankset passed ISO testing, withstanding 100,000 cycles at 280kg of force per side without failure. Multiple axle lengths will be available, covering road, gravel and MTB standards, with crank arms offered down to 160mm if demand exists.

The rest of the build is suitably premium, with a top-end SRAM drivetrain and RockShox SID fork.

Dangerholm describes the result as “riding like nothing else I’ve experienced – in a good and very fast way”.

The UCI has confirmed the use of a GPS tracking system to enhance rider safety at the Road World Championships, which begin this Sunday 21 September in Kigali, Rwanda.

The UCI, cycling’s governing body, announced rider trackers would be used at the World Championships back in August – but the introduction of the tech led to disputes with pro riders and their teams. 

As part of the UCI’s SafeR initiative, which is intended to enhance rider safety in professional road cycling, the use of GPS trackers was trialled at the Tour de Romandie Féminin in August. 

However, several teams raised concerns with the UCI about the “imposition” of GPS tracking devices on one member of each team. 

EF Education–Oatley said the team would “not select a rider ourselves, nor install, remove or maintain the device”. 

They added that the UCI chose to impose this measure “without clear consent” and that it is unclear why the UCI did not want to nominate riders to trial the GPS trackers.

Five teams refused to nominate a rider, and therefore, the UCI disqualified them, leaving only 63 riders in the race. The UCI said their decision was “deplorable” and undermined “the cycling family’s efforts to ensure the safety of all riders”. 

But despite the objections at the Tour de Romandie Féminin, the UCI now says all riders in all categories (the elite men and women, plus under-23s and juniors) will be equipped with a GPS safety tracker attached under their saddles. This will be across the road races, and individual and team time trials.

The system will be operated from the UCI’s control centre and will enable real-time monitoring of rider position. This will allow for the identification of any unusual situations, such as a rider suddenly stopping on the course.

“In such a case, the rider’s exact position will be transmitted to the relevant parties in the convoy – organisers, UCI Commissaires, medical and security services – so that appropriate measures can be taken without delay,” the UCI said in a press release. 

The decision to use GPS trackers comes after 18-year-old Muriel Furrer died following a crash in the junior World Championship race last year in Zurich, Switzerland. Furrer reportedly lay alone for almost an hour and a half with a serious head injury.

Race radios are not allowed during the World Championships.

The 2025 Road World Championships will take place between 21–28 September.

SRAM has announced it has filed “a formal complaint” with Belgium’s Competition Authority against cycling’s governing body, the Union Cycliste Internationale (UCI), in dispute of its upcoming ‘Maximum Gearing Protocol’ trial.

Following this, SRAM says the BCA has “initiated formal anti-trust proceedings under EU and Belgian competition laws”.

In a bombshell statement, the American brand says it is challenging the UCI’s upcoming gearing restrictions trial because it will “unfairly disadvantage SRAM riders and SRAM”.

This is because, SRAM says, it is “the only major manufacturer whose current pro team setup will be blocked” by the proposed regulations.

SRAM says its formal complaint comes after multiple failed attempts “to engage the UCI and raise concerns about the impact of the Maximum Gearing Protocol”.

Although SRAM notes it will continue to support its pro teams to comply with the proposed trial event at the Tour of Guangxi in October, a “lack of transparency and collaboration left legal action as the only remaining path forward”, according to SRAM’s statement.

SRAM alleges the UCI’s Maximum Gearing Protocol:

• Was adopted without consultation or transparency and lacks supporting empirical evidence, and any safety justification.
• Disadvantages SRAM-equipped riders in professional cycling events.
• Distorts competition in the road drivetrain market by limiting choice for professional teams and ultimately consumers, because SRAM relies on top-level teams to use and market its products.
• Violates EU and Belgian competition law (Articles 101 and 102 TFEU).

Speaking on behalf of the brand, SRAM CEO Ken Lousberg, said: “This protocol penalizes and discourages innovation and puts our riders and teams at a competitive disadvantage.”

“We rely on the sport’s governing body to foster an environment that encourages innovation for the benefit of riders and racers today, and riders in the future. We also rely on the governing body to make science-based, impactful changes for rider safety.”

The statement also notes that while the UCI says the 2025 Tour of Guangxi will be a “test” event for the proposed gearing restrictions, SRAM feels “its implementation has already caused tangible harm” to its brand.

“SRAM’s gearing has been publicly labeled as non-compliant, creating reputational damage, market confusion, team and athlete anxiety, and potential legal exposure.”

Lousberg says: “SRAM-equipped teams will have to race at a disadvantage on compromised equipment with a reduced number of gearing options compared to their competitors. It’s also not clear what is being tested.”

As first reported by Daniel Benson, the UCI has said that “relevant data will be monitored and feedback from all stakeholders will be gathered to study the effects” of the restrictions – but exactly what the “relevant data” is remains unclear.

As we noted back in June, the UCI’s proposed restrictions will affect SRAM-sponsored teams most heavily, due to SRAM’s extensive use of cassettes that start with 10t sprockets.

Under the UCI’s proposed rollout limit of 10.46m, SRAM-sponsored athletes would face using chainrings no longer than 49t – and taking a hit to drivetrain efficiency compared to rivals using bigger chainrings – or artificially limiting their derailleurs to 11 out of the 12 available rear sprockets, so that the 10t isn’t accessible.

Alternatively, SRAM could row back on its use of 10t sprockets, and provide teams and riders with cassettes starting with 11t sprockets, but SRAM notes that “complying with the protocol would require a full redesign and technical step back – a process that would take years”.

SRAM is also critical of the UCI’s framing of the trial as “a safety initiative”, noting that “no evidence has been presented to support such claims”.

It claims its own analysis of “crash data” from the 2025 Tour de France “found no correlation between higher rollout configurations and crash risk”.

SRAM says it has requested “the immediate suspension of the gearing restrictions”, as well as “representation” for manufacturers on the board responsible for the UCI’s technical regulations.

Citing recently announced changes to the UCI’s regulations surrounding handlebar width, rim depth and so on, Lousberg says: “Today, the UCI’s actions unjustly penalize SRAM riders and SRAM. But given the way the governing body makes its decisions… It’s impossible to know who may be impacted in the future.

“We hope to create a more transparent and collaborative climate for teams and component suppliers that ultimately leads to a better and safer sport for all.”

More to follow…