BMC has updated its entry-level Teammachine SLR road race bike with fully integrated cable routing to match the flagship Teammachine SLR 01.

Previously, customers had to shell out $8,499 / €8,499 for a complete Teammachine bike with modern integrated cable routing – that figure is now $2,999 / €2,999. 

The brand’s Teammachine SLR 01 remains unchanged.

No more external routing

The Swiss brand’s proprietary ICS routing system, which has been applied here, sees cables and hoses routed inside the upper headset bearing, between the steerer tube. 

Some might lament the loss of an externally routed option on ease-of-servicing grounds, but each bike is offered with a two-piece cockpit with a standard front-facing four-bolt stem faceplate (rather than the brand’s more stylised ICS2 design). 

This sees cables and hoses fit under the stem, before entering the frameset, and means the stem can be swapped over without having to unravel the system.

BMC says the ICS system confers both aerodynamic and aesthetic benefits, but those purported upsides are left to the rider’s perception – the brand doesn’t offer data on the aerodynamic improvements between the old Teammachine SLR and the updated model.

Is the Teammachine SLR just an SLR 01 without the fancy builds?

In a word, no – the Teammachine SLR isn’t quite a carbon copy of its higher-spec sibling, which is now approaching five years old.

BMC says the updated frameset has the same layout as the top-spec 01 frameset, including compatibility for the brand’s one-piece ICS Carbon Aero, ICS Carbon or latest ICS Carbon EVO cockpits, the D-shape seatpost and semi-integrated Aerocore bottle cages.

Tyre clearance is also identical, at 30mm – a little shy of the latest race bikes.

However, the carbon layup features a lower stiffness-to-weight ratio compared to the premium bike – BMC claims the frame “shares the same stiffness targets as the Teammachine SLR 01”, but that complete builds come in from “around 8kg” in an unspecified size.

For context, Warren Rossiter reviewed the current-generation BMC Teammachine SLR 01 in a size 56cm with a Shimano Dura-Ace Di2 R9100 groupset, which weighed 7.09kg. 

What Teammachine SLR builds can I have?

The BMC Teammachine SLR is available from today in three builds – the Two, Three and Four – with a One-spec build confirmed to follow later in the year.

BMC says riders have the choice of three seatpost setbacks (15mm as standard, with 25mm and inline options also available).

The brand hasn’t yet confirmed whether these are free of charge to choose at point of purchase.

BMC Teammachine SLR Two

• Groupset: Shimano Ultegra Di2 R8150
• Wheels: BMC AR 27, alloy
• Tyres: Pirelli P Zero Road, 26mm
• Saddle: Fizik Argo Vento R5
• Claimed weight: 8kg (unspecified size)
• Price: $4,999 / €4,999 / CHF4,999

BMC Teammachine SLR Three

• Groupset: Shimano 105 Di2 R7150
• Wheels: BMC PRD 23, alloy
• Tyres: Pirelli P Zero Road Sport, 26mm
• Saddle: Fizik Antares R7
• Claimed weight: 8.3kg (unspecified size)
• Price: $3,999 / €3,999 / CHF3,999

BMC Teammachine SLR Four

• Groupset: Shimano 105 R7100
• Wheels: BMC PRD 23, alloy
• Tyres: Pirelli P7 Sport, 26mm
• Saddle: Fizik Antares R7
• Claimed weight: 8.5kg (unspecified size)
• Price: $2,999 / €2,999 / CHF2,999

Canyon has announced a new bike customisation programme dubbed ‘MyCanyon’.

The programme will initially be offered on its flagship Aeroad CFR road bike and will give riders the ability to select from a range of paintjobs, components and accessories.

MyCanyon will also offer riders a choice of stem length, solving one of the biggest headaches riders have on bikes with integrated cockpits.

Swaps and upgrades won’t come for free, although Canyon would likely point out its custom bikes will still offer good value relative to off-the-peg options from its competitors.

At launch, the MyCanyon programme will be available only in the USA, although Canyon says it will get a worldwide rollout by “end-summer” 2025.

Custom Canyons for everyone

Canyon has held off offering spec customisation options on its bikes for many years, but it points out it has a rich history of making “dream bikes”.

The only catch was you had to be someone like Mathieu van der Poel or Annemiek van Vleuten to get a custom Canyon.

Now, though, Canyon says it wants to offer every rider the chance to build “a bike like no other”.

Given MyCanyon is being offered only on its Aeroad CFR platform at launch – prices for which start at $9,999 – you’ll need deep pockets, though.

Curated customisation

According to Canyon, the MyCanyon programme is designed to offer “curated customisation” for three main areas – aesthetics, fit and function.

Aesthetics

Aesthetics covers modifications to things such as the bike’s paintjob and decal colours, with three tiers available.

The cheapest aesthetic upgrades come from the Fabrio collection. These paintjobs cost $500 (pricing for the rest of the world is yet to be confirmed), and there are three different styles designed to respond to light.

For $700, you can have a paintjob from the Mano collection, which features four “uniquely hand painted” designs inspired by “the largest known nebulae in our universe“.

At this tier, riders can also select to customise the designs with different decals, giving a total of eight options.

The most expensive upgrade in the looks department comes in the form of the Opus edition paintjobs, which cost $1,500 each.

These feature “artworks” from artists Felipe Pantone and Elena Salmistraro, which Canyon says are “deeply labour intensive to produce”.

Fit

Canyon has long held off giving riders the ability to customise parts in its webshop, but riders will finally have the option to swap stem lengths at the point of purchase with MyCanyon.

There are some caveats – stems can only be swapped between -10 and +20mm lengths from the default size (which scales with each frame size).

A size-medium Aeroad CFR, for example – which has a default stem size of 100mm – can be specced with a 90, 110 or 120mm stem.

Swapping your stem length doesn’t cost more, although it’s worth noting riders are required to select one of the upgraded paintjobs in the MyCanyon programme (prices for which start from $500, as previously noted).

Handlebar-width and stack-height changes are already accounted for by the Aeroad’s adjustatble PACE Bar Aerocockpit, which can be adjusted between 370 and 420mm wide (centre to centre at the brake hoods).

Canyon’s PACE Aero drops (which replace the stock handlebar drops with a set of narrower, flared ones) will still need to be purchased separately.

Stem adjustments aside, riders will also be able to upgrade from the stock Selle Italia SLR Carbonio saddle to either the 3D-printed Boost 3D Kit Carbonio ($100 surcharge) or the full-carbon Boost Tekno ($150 surcharge).

Function

The other areas riders will be able to change through the MyCanyon programme are the bike’s drivetrain and wheels, although the options are for simple swaps rather than detailed customisation.

Riders will be able to select between Shimano’s Dura-Ace Di2 R9200 groupset and SRAM Red AXS, for example, but won’t be able to customise the gear ratios.

Likewise, there’ll be two choices for the bike’s ‘rolling stock’ – DT Swiss ARC 1100 wheels with 28c Continental Aero 111 and GP5000 S TR tyres (front and rear, respectively) or Zipp 454 NSW wheels and 28c Pirelli P Zero TLR RS tyres.

Bar tape will also be upgraded (from Canyon’s own to Lizard Skins) to match the bike’s decals.

Riders will also be given the opportunity to add extra details and accessories such as name stickers and bike computer mounts.

MyCanyon lead times and availability

As noted previously, the MyCanyon customisation programme will only be available in the USA and with the Aeroad CFR at launch.

Following the initial launch, Canyon says it aims to extend the programme to Asia–Pacific by the end of April 2025, with the rest of the world following by the “end of summer 2025”.

Canyon also says it is considering extending the MyCanyon programme to other models in its range, beyond the Aeroad CFR, but hasn’t yet made any final decisions.

In terms of lead times for MyCanyon builds, Canyon says custom bikes should be ready within “six to twelve weeks”, depending on the availability of parts.

In the US, riders will also have the option of shipping their MyCanyon bike to a local bike shop, which can handle the out-of-the-box setup.

Picture the scene: I’m a week into a cycling tour and have unloaded a pile of panniers into the vestibule of my palatial tent. I’m ready to relax and now must find clean/dirty pants to lounge in as I reflect on the day’s route.

I plunge my arm into the cavernous depths of my pannier bags, fingers rooting around for the fragrant goods like a subterranean mole hunting out polycotton worms.

After a few seconds of guessed fumbling, my hand grasps something. Yanking at the tangled mess of cycling kit and civvies, I eventually wrestle free a travel towel, sigh with frustration, give in, and dump the lot at the foot of the tent.

Cycling kit removed and bedclothes donned, I stuff it all back into my pannier, only to repeat the sorry affair when I need kit again the following morning.

• A diary of a perfect two-week Scottish cycle tour
• How to choose the right touring bike for you

But it needn’t be this way!

Spotted at Corebike, it turns out Ortlieb makes a range of clever packing cubes that fit perfectly into its Back-Roller panniers – my preferred panniers for touring.

With divider pockets and a plastic stiffening structure, the cubes look like the best way to bring sense to my panniers.

Roll-top stuff sacks would achieve the same thing, but they have two key drawbacks.

First off, stuff sacks are generally designed to be waterproof.

That goes both ways, so stuffing stinky kit into these only encourages a funky miasma to develop. I’ve used mesh stuff sacks to achieve order, but these lack structure and tend to become tangled.

Secondly, round bags don’t pack neatly into the square shape of a pannier.

That’s a very minor point, but if you’re at the limit of what you can carry – a fairly frequent occurrence if I’m venturing into the back of beyond for a few days on my tandem – every little bit counts.

If it isn’t clear already, I’m sold. I’ll report back on whether they deliver on my hopes of life-improving order after this summer’s tours.

SQUIRREL_13190815

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Give yourself that Monday smile that only comes from Sunday miles! Shimano’s Super Cycling Sunday campaign has come to Zwift with a series of weekly rides scheduled from March 2 through the end of the year.

These open-paced group rides feature newer Zwift routes, a #SuperCyclingSunday kit unlock, special guest riders, and more! Read on for details…

Kit Unlock

Complete any of the rides to unlock the exclusive Shimano Super Cycling Sunday kit in game!

March + April Route Schedule

Routes will be decided two months in advance. These are full routes so riders earn route badges for completing the event.

Events take place every Sunday at 3pm UTC/10am ET/7am PT or 4pm UTC/11am ET/8am PT.

Sign up at zwift.com/events/tag/shimanosupercyclingsunday

Ambassadors

The first #SuperCyclingSunday ride of each month will be hosted by a special guest rider who will be announced a few days before each ride. The March 2 kickoff event features Khory, a Shimano ambassador who knows what the brand and Super Cycling Sunday are all about:

I’m content creator with a long running passion for photography and videography, a recently turned 40 year old dad of two and a self confessed cycling geek! If I’m not on the bike, I’m creating content around bikes or at very least in the pub talking about them. Zwift has been a game changer when it comes to year round riding being based in the UK with our long winters and short days putting the comfort and convenience back into winter miles for the summer smiles!

Find Khory on Insta @khoryzfmedia

Questions, Comments… Free Socks?

Learn more on Shimano’s Super Cycling Sunday homepage, including IRL events and a chance to get some free socks if you’re an EU resident!

Got questions or comments? Share below!

New, supposedly more eco-friendly waterproof fabrics have made a few headlines in recent months.

The strongest opinion I’ve heard boils down to an outright rejection of the efficacy of the new fabrics – while the general consensus among experts is they aren’t quite as effective as their forbears. To me, the extreme view is (very) wide of the mark.

I’ve tested seven waterproof jackets, two deep-winter jackets and a set of winter gloves in recent months, which can all lay claim to being PFC/PFAS-free. In reality, all the fabrics are perfectly capable.

While I’d never advocate buying a new jacket or gloves for the sake of doing so – using existing products remains the most environmentally conscious decision – I’m very impressed by the performance the latest waterproof fabrics can offer.

In fact, I think the latest technology could be more desirable than the old when riding through rainy conditions, for more than purely ecological reasons.

Less waterproof… but more breathable?

The experts say, broadly speaking, we should expect reduced durability and ‘performance’ from new PFC/PFAS-free fabrics – but that, in time, performance should be recovered as brands develop new iterations.

While I agree that water resistance (both from the durable water repellent treatment you often see in action, and the membrane between the inner and outer-face fabrics) has generally dropped a little compared to previous-generation fabrics, most of them feel very breathable.

Of course, they don’t circumvent the laws of physics and breathe while it’s especially humid (raining), but when it’s drier, they seem to offer an equal or greater sense of gas exchange compared to older fabrics I’ve tested.

In turn, I’ve felt less clammy when working hard in comparable conditions wearing PFC/PFAS-free clothing than older-style fabrics. A notable exception is thinner two-layer fabrics, such as Gore-Tex Shakedry and the PFC/PFAS-free Pertex Shield variant used for the Scott RC Weather WP Men’s Jacket, which have the physical advantage of fewer layers blocking airflow.

That said, I think many of the latest fabrics with the same layered construction feel thinner (lighter) than before.

This would seem to help air penetrate a little more. That might seem undesirable (I certainly prefer a waterproof that feels more like a barrier than a flimsy shell), but remember this simple gas exchange is key to moving warm air through, which can help keep you from overheating and sweating as readily.

While comparing the performance of any fabrics is a little like comparing apples and oranges – or, at least, different kinds of apples – I’d argue that many of the latest three-layer fabrics, such as Gore ePE, Pertex Shield and Polartec Power Shield RPM, feel at least as breathable as their predecessors (such as Gore-Tex Active).

Gore doesn’t commit to a specific breathability figure for Gore-Tex ePE, while Pertex is also secretive on details for Shield. However, Polartec is more forthcoming: both Power Shield RPM and Power Shield Pro (the latter is used on the Santini Guard Neos jacket) have 20,000g/m²/24hrs ratings – on a par with similarly pitched PFC/PFAS forebears on paper.

Add in the relative lightness, though, and that can help make them feel even better.

Why would I want a less-waterproof waterproof jacket?

This is a good question – the answer lies in an honest appraisal of how well waterproof jackets perform in reality.

As we know, they can’t keep rain out and breathe at the same time – for the most part, they can do one or the other in the moment (resist rain when it’s wet, or let water vapour out when it’s dry and the required atmospheric gradient exists).

When I ride, I produce my fair share of sweat if I’m working hard. When it’s raining and I’m zipped up, that sweat builds up under the jacket because it has nowhere to go.

Thus, in quick order, my baselayer is often wet through, even when the jacket is doing a grand job of keeping rain water out. This isn’t comfortable and can lead to me feeling chilly in the longer run.

The more pertinent question, then, is ‘“’if I’m getting wet anyway, what can I do to make myself more comfortable?’.

For many, the answer has historically lain in softshell jackets such as the Castelli Perfetto (née Gabba). Although these typically offer limited protection from the rain compared to a proper waterproof jacket, they make up for that with far greater breathability. 

They’re no magic bullet, but they offer greater scope to ride without getting uncomfortably wet inside as quickly.

Perhaps, then, PFC/PFAS-free fabrics offer a similar alternative, except (as far as I’ve seen) with a greater bias to more waterproofing. A halfway house, if you like, between what older hardshell waterproof fabrics could do, and what softshells offer.

If I’m remaining drier for longer inside my jacket, because the garment is more breathable overall, then I’m more comfortable, while the water resistance of PFC/PFAS-free fabrics is still better – up to around a 20,000mm water column rating – than a softshell.

This has proved more than enough to protect me from even a heavy and prolonged rain shower in testing. For the kind of conditions when even greater water protection is needed… perhaps it wasn’t a wise choice to go cycling that day in the first place.

As a result, with bans beginning to roll out across the world on sales of clothing made with PFC and PFAS chemicals (as of 1 January 2025, the US states of New York and California have banned them, according to clothing brand Patagonia), I wouldn’t lament the loss of them. 

In reality, the new-age tech is just as effective as the old when riding in real-world conditions.

The family of Brian Lambert have thanked Rapha for “owning up to the false narrative” in its film documenting Lachlan Morton’s Auckland to Wellington record. 

Morton set a new record in January by riding 648km between the two New Zealand cities in under 19 hours. 

The Australian rider said he completed the ride in honour of one-time record holder Brian Fleck. 

• Rapha apologises over Lachlan Morton’s Auckland to Wellington record
• Lachlan Morton breaks Auckland to Wellington record by cycling 648km in under 19 hours

However, the Chapter 1: In One Day film published on Rapha’s YouTube channel, documenting Morton’s ride, failed to mention Brian Lambert, who held the record for more than 40 years.

Owning up to the false narrative

Met with uproar from cyclists in New Zealand, as well as Lambert’s family, Rapha then published an apology, stating: “We would like to sincerely apologise to Brian Lambert’s family, friends, and fellow riders for this omission.”

Rapha then corrected its communications around the record, which it had originally intended to use to launch its new Rapha Pro Bib Shorts III.

Following the changes Rapha made, Brian Lambert’s son, James Lambert, said: “The team at Rapha have done well with owning up to the false narrative created by the film.”

Brian Lambert set an initial record for cycling from Auckland to Wellington in 1982, which Brian Fleck broke a year later.

Rapha said it focused on Brian Fleck’s record attempt because of former professional cyclist and Kiwi Hayden McCormick’s relationship with Fleck and memory of the record.  

“We regret not recognising Brian Lambert’s record-breaking rides and the place he holds in history,” Rapha said in its apology. 

Another chapter in the folklore

Determined to reclaim the record, Lambert began training intensely, sometimes riding more than 1,000km a week.

Lambert took the record back in 1984, cycling between the two cities in under 20 hours.

His time stood for 41 years until Morton’s ride in January, where he cut 91 minutes off Lambert’s time. 

On behalf of his family, James Lambert had originally requested that Rapha remove the film from YouTube – a request Rapha denied. 

But after speaking with the cycling clothes brand, he said: “We completely understand the film staying up, adding another chapter to the folklore of the history of the record.”

Brian Lambert died after a long battle with Parkinson’s in 2022. His family requested that any monetisation of the film be donated to the Parkinson’s Society of New Zealand.

Rapha has said the film will not be monetised. 

James Lambert described the film and the ensuing back-and-forth with Rapha as “bizarre” and said he hopes Rapha’s apology and actions “puts everything [to] bed once and for all”. 

A few months back, Jesper from ZwiftHacks and Jonathon from ZwiftHype announced the release of Pedal Games, “a collection of mini games and info panels to users of all kinds of virtual cycling platforms.”

Read Jesper’s post >

In some ways, you can think of Pedal Games as similar to Sauce for Zwift, in that it provides game overlays that let you customize your indoor cycling experience. But Pedal Games also offers lots of fun stuff that Sauce does not, and it’s a free app!

So today, I want to run through a quick intro to what Jesper and Jonathon have built, because it really is quite an amazing Zwift community project. Let’s go!

Getting Set Up

Prerequisites

Pedal Games is a Windows application that requires Windows 10 or 11 to run.

You’ll also need indoor cycling software (such as Zwift), since Pedal Games is just an add-on to whatever cycling software you use. Pedal Games works particularly well with Zwift and TrainingPeaks Virtual, but supports getting data via ANT+, MQTT, WebSocket, HTTP, and UDP, which means in theory it can be combined with just about any platform.

Signup

To get started, head to pedalgames.online and click to Sign Up. You’ll need to create an account, download the app, then sign into it to get started.

Setup

Once you’ve signed in, you’ll need to set up your basic user info (FTP, Max HR, and weight) on the homescreen. You can then set the power source to Zwift and start up Zwift.

When you see “You’re ready” at the bottom, you’re ready to go! Start up your Zwift session…

Mini Games

Let’s begin by looking at some of the mini games, since these are what’s most new and different about Pedal Games vs Sauce for Zwift.

The app includes a pile of mini games, which you access by clicking “Games” from the main home screen.

See full list of games on the Pedal Games website >

The games are created to encourage you to hold a particular target power, cadence, or heart rate – and various combinations of those. Each game includes a HUD element you can drag and drop to wherever you’d like on your screen.

Let’s start with a simple example, great for recovery days:

Underwatter

So at its simplest, a game will have you try to stay above or below a particular target. As you hit the target, time accumulates. Your goal is to accumulate as much as possible in the target zone.

Underwatter has you stay under a particular power target. “The Band” has you try to keep your power in a particular range:

The Band

“Spin” is a similar idea, but the target is cadence-based, not power-based. With spin, you’re trying to keep your cadence at or above the target:

Spin

Things get more interesting when you mix and match power, target, and/or cadence targets. “Under The Radar”, for example, has you work on your efficiency by requiring you to stay above a certain power threshold while keeping your heart rate below a certain target.

Unstructured Training

The big idea with these mini games is “unstructured training.” Instead of a structured ERG workout that requires you to hold particular power numbers for precise time intervals, these games push you to accumulate time at target power in a more flexible way.

What’s the value of unstructured vs structured training? Jonathon Levie explains it very well:

I’m pretty good at 1 minute power. I had a series of coached training sessions to improve that. The workout was 20s on (700w?), 40s off, for about 10 minutes. Rest, then another set.

First week’s session was impossible. I get it, it’s the coach’s guess and he’s going off what I should be able to do based on my 1 minute power. We dropped the power for next week. The intervals felt okay, but the rest felt like it ended sooner and sooner. I completed the first set, but had nothing for the second set and didn’t even try.

We lowered the power for the next week. I felt slightly better during the first set, and attempted to start the second set, and quit. Was I improving? I was making it farther each week, as we lowered the power. Was I motivated? Nope, I wanted to quit cycling. If I can’t complete a session to improve the one thing I’m great at after 3 weeks, then feels hopeless.

When I first livestreamed Pedal Games a few years back, I had set the game’s target power to 700w. To score, just ride higher than that. I expected short efforts with long recoveries. I found that as soon as my HR was ready I was sprinting again. Recoveries felt perfect, I was in control. It was all self selected intervals and recoveries.

Looking at the power data after, I was sprinting for about 20s at 700w, then took around 40s to recover before going again, all while laughing and riding the keyboard.

That was the workout I couldn’t do coached. Why?

Because the coached workouts are written backward. You are going to do #w for #s and recover for #s. But that recipe may not be what you’re capable of, or capable of that day. Riding to score over #w means the workout is being written to fit the rider’s legs that day. Slightly shorter attack, or slightly longer recovery, and suddenly the athlete is capable of doing much more than their coach thought was possible. Rather than feeling like a failure, I rode this feeling like I was winning a race the whole time and in control!

Later, a coach showed me their own impossible workout through PG and was in disbelief…

These mini games are, in many ways, similar to XERT’s XSS Buckets idea. Instead of super structured intervals, just work to accumulate time at a particular power level. Fill the buckets.

I think the world of cycling training is only beginning to dip its toe into this “unstructured training” idea, and I really hope Zwift jumps into that fray in some way soon.

Custom HUD Panels

Pedal Games also includes a pile of “info panels” that you can use to customize your Zwift HUD, sort of like what Sauce for Zwift offers. There are lots of panels available, including:

• Standard Zwift HUD data like power, cadence, HR, speed, gradient, etc
• Various Lap Data Trackers (a much-requested Zwift feature)
• ETA for Zwift Routes (how long until I finish this route? Handy in races…)
• Draft Info (some really interesting stuff here…)
• Efficiency Score (Weighted Average Power, divided by the Average Heart Rate)
• Calories/min
• Ride On Counter
• And many, many more

See full list of info panels on Pedal Games website >

Here’s a quick video showing how you can start using these info panels in Zwift:

Right-clicking any of the panels gives you access to a pile of customization options like transparency, size, etc.

Here’s another video showing how to use the draft-related panels in Pedal Games:

Wrapping It Up

There’s a lot more to Pedal Games than what I’ve summarized above, but I hope this post gave you a good idea of what the app offers and how to start using it. Jesper and Jonathon have been working on this app for years, so it’s been fun to finally start using it and seeing what two of the greatest minds in the Zwiftiverse have come up with. Well done, guys!

Questions or Comments?

Share below!

Boys are almost twice as likely to cycle regularly compared to girls of the same age, according to Sustrans’ all-new Children’s Walking and Cycling Index, published today.

While the active travel charity’s biannual Walking and Cycling Index has helped to demonstrate trends in the UK adult population over the last decade, this new report aims to help us understand the behaviours, attitudes and barriers faced by children between the ages of 6 and 15.

“Children are all too often left out of the conversation when it comes to policy making and investment decisions. They are too young to vote, ignored in research and left out of consultations and engagement exercises,” Sustrans says.

The cycling gender gap starts early

We already know there’s a sizeable gender gap when it comes to cycling in the UK, with the 2023 Walking and Cycling Index revealing 21 per cent of men cycle at least once a week, compared to only 10 per cent of women.

But the new Children’s Walking and Cycling Index reveals a staggering difference in childhood, with 28 per cent of boys cycling at least five times in the last week, compared to 17 per cent of girls.

That gap is compounded by the figures for the proportion of children who see themselves as someone who often cycles, with 17 per cent of boys and only 8 per cent of girls.

These differences are minimised when other methods of active transport are combined (walking, or using a wheelchair or scooter). A total of 63 per cent of boys and 61 per cent of girls reported having used these methods of transport at least five times in the previous week.

When asked whether they think their local area is a good place to cycle, 72 per cent of boys and 66 per cent of girls said it is.

We recently heard from active travel expert Laura Laker about women’s safety concerns while cycling. We – as a cycling community – talk a lot about how we can eliminate the barriers preventing more women cycling, but does the issue really lie much earlier in life?

Children want to cycle more

Gender differences aside, the encouraging news is that children are keen to ride, with 51 per cent of respondents reporting they would like to cycle more, compared to 33 per cent wanting to walk or wheel more, 28 per cent wanting to take public transport more, and 26 per cent wanting to be driven more.

81 per cent of children area also in support of more traffic-free paths, and quiet routes for walking and cycling, 78 per cent wanted more cycle paths along roads separated from cars, and 70 per cent support reducing the speed of cars.

About the Children’s Walking and Cycling Index

1,089 children were surveyed in May 2024 as part of YouGov’s Children and Parents Omnibus Survey, designed to be representative of the UK population.

This factored in age, ethnicity, gender, school level, disability and socio-economic group.

The Children’s Walking and Cycling Index is due to be published every other year, with the next report in 2027.

Intro To Team Velos

Team Velos is a long-established Zwift club with an active racing team encompassing all levels of riders and a women’s team. Velos prides itself on helping riders improve and holds nine group rides weekly including beginner-friendly events, sprint and climb training rides, monthly route badge challenges, and our flagship Poursuite de la Lanterne Rouge with its three challenges, including a chase of the red beacon.

See upcoming Team Velos rides at zwift.com/events/tag/velos

The Classics Competition

Team Velos also hosts three weekly races: an individual time trial (Race of Truth), a “handicap” chase race, and our Monument Races on Fridays. Beginning 28 February, Velos will host a series of special events under our Monument series: The Classics Competition.

Spring is Classics season, and our goal with The Classics Competition is to present something instantly recognizable every week to cycling fans, who, for many, follow the one-day classics with as much enthusiasm as three-week grand tours. 

Team member and Classics country resident Vincent Van Gestel devised our Classics Competition, which comprises 12 weeks of races on Fridays (including the five cycling Monuments), with our events corresponding to the weekends each pro event is held (liberty taken with Il Lombardia, which is held in autumn).

In addition to the 5 Monuments, seven other famous one-day classics have been selected to complete the 12-week Classics Competition. Each week, a Zwift course has been chosen to be most representative of the pro races, but every route has also been chosen to be enjoyable and competitive for D Cat to reflect the team’s ethos of helping riders at every level achieve their goals.

Schedule and Route Details

Classics Competition races happen each Friday at 7:15pm UTC/2:15pm ET/11:15am PT.

The five events marked with * count toward the Monuments Series general classification.

• Feb 28: Omloop Het Nieuwsblad
  • Innsbruckring (Innsbruck) – 4 laps
  • 35.4km, 309m
• Mar 7: Strade Bianche
  • Kappa Quest (Makuri Islands) – 3 laps
  • 31.3km, 541m
• Mar 14: Canadian Classics
  • Downtown Dolphin (5 laps) + Castle Crit (4 laps)
  • 10km, 85m + 15.5km, 223m
• *Mar 21: Milano-Sanremo
  • Navig8 (Watopia) – custom finish at Sasquatch Sprint
  • 38.7km, 281m
• Mar 28: Gent-Wevelgem
  • Greatest London Flat (London) – 1 lap
  • 31.3km, 223m
• *Apr 4: Tour of Flanders
  • Richmond UCI Worlds (Richmond) – 3 laps
  • 49.1km, 383m
• *Apr 11: Paris-Roubaix
  • Petit Boucle (France) – custom finish at Ballon Sprint
  • 54km, 365m
• Apr 18: Amstel Gold Race
  • Royal Pump Room 8 (Yorkshire) – 1 lap
  • 27.5km, 490m
• *Apr 25: Liège-Bastogne-Liège
  • The Muckle Yin (Scotland) – 2 laps
• 47km, 564m
• May 2: La Flèche Walonne
  • Peak Performance (Watopia) – custom finish atop The Grade
  • 27km, 542m
• May 9: Giro dell’Emilia
  • Time Trial Lap (Bologna) – 2 laps (1 full lap + 1 climb)
  • 24km, 708m
• *May 16: Il Lombardia
  • Rising Empire (NYC) – 2 laps
  • 41.4km, 750m

See upcoming Classics Competition events at zwift.com/events/tag/velosmonument

Race Results

Results for all races (including cumulative scoring for the 5-race Monuments series) will be published on a dedicated race page. For details and updates, go to: velosmonuments.co.uk

Questions or Comments?

To learn more about Team Velos, go to: teamvelos.co.uk. Got questions? Share below!

UDOG has treated us to a preview of its new Sempre road shoe, a simplified, less costly version of the popular Cento. Its £160 / €180 price tag could make it a compelling option.

The brand’s wrap-around tensioner design is used in models including the gravel-focused Distanza, road lace-up Tensione and Cima, and UDOG’s latest dial-tensioning premium Cento shoe.

The new Sempre has a laser-cut upper, complete with the full wrap-around tension bands unique to UDOG. Here, it’s matched to a single-dial closure system, whereas the Cento has twin dials.

The minimal seamed upper wraps around the forefoot to enable the tensioning closure to compress in order to fit without creasing.

The carbon-composite outsole has mid-foot venting and moulded cleat markers.

At £160 / €180, the Sempre could be a serious challenger to some of the best road shoes at this price point. We’ll have to wait until June, however, for the final version and official launch.

The Union Cycliste Internationale (UCI) has announced that the 2025 Gravel World Championships will not take place in Nice as previously planned.

The Championships were originally scheduled to be held on 18 October, but the governing body confirmed the rumoured cancellation yesterday. 

It is now looking for a new venue and date for its mixed-surface Championships.

“The UCI and the City of Nice acknowledged the difficulties of organising the event in the capital of the French Riviera on that date, and in view of various constraints, technical and regarding the calendar, it was mutually agreed not to organise the 4th edition of the UCI worlds for gravel in Nice,” the UCI said in a statement published on its website. 

The UCI says it is studying options to find a new organiser, venue and date, which “will be announced as soon as possible”. 

Hosting the Gravel World Championships in Nice posed issues for the UCI. 

Navigating out of the city and through Côte d’Azur would have been harder than previous editions of the race in Veneto, Italy, and Leuven, Belgium. 

The decision follows pressure on the UCI regarding the 2025 Road World Championships, which are set to take place in Kigali, Rwanda.

The European Parliament called for the race’s cancellation if Rwanda “does not change course” on the ongoing conflict in the Democratic Republic of Congo. 

UCI president David Lappartient told Cyclingnews that there is “no plan B” for the Rwanda championships. 

The Zwift Games are upon us, and with them big race packs on fresh routes. Having finished third in stage 1 (read about that here), I had to keep chasing the podium for stage 2, so I entered the 450-570 group once again…

The Warmup

It was Saturday, my long ride day, so I was on the bike early for a 1-hour spin with Coco and friends to loosen up the legs. I dusted off the ol’ Safety Bike, too, wanting to have a little fun since equipment was neutralized for Zwift Games races:

Soon enough, I found myself in the pens, with the countdown clock nearing zero. Let’s race!

Start In Glasgow

Scotland Smash begins with a lap of the Glasgow Crit Circuit, so out of the pens 86 of us headed through the Champion’s Sprint banner and around to the Clyde Kicker, our first incline of the day.

So many riders used their draft boost powerup in the opening minutes of the race, apparently unaware that they wouldn’t get another powerup. Ouch! Gotta read that event description, folks…

I’m not a strong climber, but I can usually punch my way to survival over shorter kickers like the Clyde. 32 seconds at 446W saw me finishing this segment near the front of the group, so I eased up and recovered in the draft as we finished the circuit and headed out to greater Scotland for a big lap.

60 riders left in the front pack.

The Middle Bit In Greater Scotland

The bulk of this route takes place outside of Glasgow as you go around the greater Scotland loop in a (mostly) clockwise direction. We began with the slack ~1.2km climb up “The Cliffs” toward the lap banner, the same climb and banner that would host the finish of the race.

While a few riders went off the front for a bit, this first time up The Cliffs was pretty tame, and I sat in the draft, betting on our group’s ability to pull back any small breakaways. I was trying to race smarter, not harder. To save what energy I could, so I could have maximum energy when I needed it.

Through the lap banner and down “The Postcard” descent, I grabbed a bit of recovery before we hit the Corkscrew Castle climb, where I knew another dig was imminent. Fortunately, this climb is a short one too, only requiring around 20 seconds of well-timed but hard effort:

After a bit of descending and recovery near Nessie’s pond, we hit Breakaway Brae, our next timed climb. Another ramp up in effort, but not hitting the redline. This race was feeling punchy, and not easy, but I definitely wasn’t on the rivet either. (As a point of reference, I averaged 282W in the first 17 minutes of Stage 2 vs 256W in the first 17 minutes of Stage 1.)

48 riders remained as we entered Glasgow again.

Return to Glasgow

With only 5km left in the race, we entered Glasgow for another lap. Would anyone try a serious attack up the Clyde Kicker? I doubted it, as anyone who could go long from there could also go long from The Cliffs climb a few kilometers up the road.

Sure enough, nobody went, and an almost identical effort landed me near the front of the group as we created Clyde.

Descending the Clyde, one “M Robbins” attacked in earnest. It looked like we were going to reel him in, but then he pushed again on the way out of Glasgow, stretching the gap out to 4 seconds before nervous riders began swarming to the front of the peloton as we headed out of Glasgow for the final climb to the line.

There were 43 riders left in the peloton and 1 up the road as we entered our finishing climb. The field had shrunk by 50% since the start of the race.

The Finish

With 2km left, we began the climb up The Cliffs. Robbins was 4s ahead, and one rider (JaRou) jumped off the front to give chase, followed by another (T Totti). I upped my watts a bit when I saw Totti jump, figuring I could grab his wheel for a possible free tow up to Robbins. But JaRou and Totti didn’t put in enough work to fully close it to Robbins, so instead we all blobbed up again, with Robbins holding a 3-4 second gap.

With 800 meters to go, I triggered my draft boost powerup, executing the first step in my grand race-winning plan:

My thinking was this: most riders would hold their draft boost for the final sprint of the race, so I would do something different, using the boost earlier so my legs were fresher heading into the final 15-30 seconds of the race. Then as my draft boost ran out, I would go all-in, rocketing through the pack and off the front, to ultimate glory!

But I soon realized I’d activated my powerup a bit early, and my draft boost ran out with 400 meters to go. I didn’t up my power to rocket through the peloton with the draft boost still active, because I didn’t think I could hold out in the wind for that long. Instead, I sat behind a couple of wheels, waiting for someone to attack hard so I could follow their wheel to get off the front with a bit less work.

One “L Rabound” jumped hard and came around with orange numbers, so I revved it up as well, benefiting from their draft even though I was 5 meters back. We quickly caught M Robbins on the front, and with 30 meters left I passed Rabound… but a the same time I was passed by a hard-charging E Held!

Second place. First loser!

See my ride on Zwift.com >
See my ride on Strava >

Watch the Video

Takeaways

This race felt a lot more like a typical Zwift race, versus stage 1‘s odd “super easy until the final 2km” feel. Scotland is a rolling, pitching place, so there’s always a bit of work to do just up the road, and plenty of places to attack and drop weaker riders.

My Strava power curve showed me hitting lots of new PRs for 2025 in this race, so I was happy with that:

Could I have played the finish differently, for a better result? Perhaps. But it was fun to be a bit contrarian with my powerup usage, and attack early. (Elle Held definitely timed it perfectly, holding those orange numbers for quite a while and slingshotting to victory in the final 30 meters. Well done!)

My 2nd place finish earned me a racing score upgrade from 543 to 550, and a finishing time for the Zwift Games GC of 26:06. That puts me at (wait for it) 1,456 out of 44,598 in the Sprint Classification. Almost on the podium…

Your Thoughts

Did you race Zwift Games stage 2? How did it go? Share your experience below!