Fancy an adventure? With the latest iteration of the GRIZL, Canyon gave their popular adventure gravel bike a full update. But Canyon wouldnt be Canyon without a handful of clever innovations, a uniquely styled cockpit and loads of extras. We tested two very different build options and can now tell you whats new and which GRIZL is right for you.Left: Canyon Grizl CF 8 Escape Eclips | 9.90 kg in size L | 4,499 | Manufacturers Website Right: Canyon Grizl CF 7 | 10.17 kg in size L | 2,999 | Manufacturers WebsiteOops, they did it again! Just as the gravel world had recovered from the Hoverbar shock of the Canyon Grail, the German manufacturer is fanning the flames with a new handlebar concept. The Full Mounty Cockpit is set to spark fresh debate but its far from the most interesting feature on this bike.Together with Lupine and SON, Canyon put together a complete package for true bikepacking enthusiasts: dynamo hub, integrated power bank, smart lighting system and a USB-C port for charging your phone, GPS or camera the GRIZL becomes your off-grid power station for long days out.And theres more. Alongside a new in-house carbon wheelset and redesigned bikepacking bags, the GRIZL has undergone a technical makeover with increased tire clearance, revised geometry and a look that clearly says: Im ready for your next adventure.Weve ridden two different versions of the new GRIZL and can tell you whether all these features hold up in real life and who stands to benefit most.Canyon GRIZL 2025 buildsCanyon split the new GRIZL into two main categories. First up is the standard version, featuring a traditional drop bar, typical gravel-specific drivetrains and Schwalbe G-One RX tires. In total, five models are available, with clear differences in spec and price:Canyon Grizl CF 9 Eclips 7,999The flagship model features an electronic SRAM RED XPLR AXS 113 drivetrain . It also comes with the new ECLIPS Power Supply System, powered by a dynamo hub for charging devices on the fly. DT Swiss supply the GRC 1400 wheelset, which has 30 mm rim depth.Canyon Grizl CF 8 Di2 4,999This model relies on an electronic Shimano GRX Di2 112 drivetrain. The GR30 CF carbon wheels are built in-house by Canyon and have a 30 mm rim profile.Canyon Grizl CF 8 RIFT 3,999The entry point to the RIFT series, built around the SRAM Rival XPLR AXS 113 drivetrain, with a DT x Canyon suspension cockpit and DT Swiss G1800 wheels.Canyon Grizl CF 7 2,999This version uses the mechanical Shimano GRX 820 112 drivetrain. The DT Swiss Gravel LN wheels are entry-level, but robust enough for everyday use.In addition to the standard line-up, Canyon are launching a second GRIZL range under the new Escape series. The standout feature here is the proprietary Full Mounty Cockpit, which gives you a wide range of mounting options. Its paired with mullet drivetrains combining gravel-specific chainsets with wide-range MTB cassettes and more rugged Schwalbe G-One Overland tyres designed with touring and bikepacking in mind.Canyon Grizl CF 9 Escape RIFT 6,999The top-tier Escape build combines a SRAM Force AXS front derailleur with an XO Eagle Transmission drivetrain at the rear. It also comes with the DT x Canyon suspension cockpit and Canyons GR30 CF wheels with 30 mm rim depth.Canyon Grizl CF 8 Escape Eclips 4,499This version uses a mechanical Shimano GRX 112 drivetrain in a mullet setup. It also includes the ECLIPS Power Supply System. Wheels are DT Swiss GR1600.Canyon Grizl CF 7 Escape 3,499The entry-level Escape build comes with a Shimano GRX 820 112 mullet drivetrain and DT Swiss Gravel LN wheels.So, Canyon now offer eight GRIZL models with different cockpit concepts, drivetrain options and features with or without a power system, with or without a suspension fork, suitable for everything from round-the-world adventures to daily commutes.And if youre wondering what exactly Canyon GR30 CF 30 mm wheels are thats where were heading next.The new Canyon GR30 CF wheelsetWith the launch of the new GRIZL, Canyon are entering the wheel game for the first time. The GR30 CF is the brands first gravel-specific wheelset, developed especially for the GRIZLs intended use. According to Canyon, more of their bikes will be fitted with in-house wheels in future.Key features at a glance:Weight: 1,525 g per set (manufacturers claim)Warranty: 6-year manufacturers warranty, plus crash replacement programmePrice: 1350The hookless rims use a carbon layup specifically tailored to gravel applications. With 27 mm internal width, theyre designed for high air volume and wide tires. Compatible tire widths range from 35 mm to 71 mm (2.8 inches). The rim construction prioritises impact resistance, while the rim bead shape aims to reduce the risk of snakebites.But Canyon havent gone fully in-house theyve brought in proven DT Swiss technology for spokes and hubs.The wheels use DT Swiss Aerocomp spokes, chosen for their balance of low weight, strength and aero performance. Hubs are DT Swiss 350 Spline models, known for their durability. Maintenance is designed to be as simple as possible. The widespread availability of spares and the distinctive shape of the Spline hub mean you can even replace a spoke on the go if needed.A practical touch: Canyon print the so-called TechBox directly onto the rim a small reference area listing tire compatibility and recommended pressures. This information is always to hand, without digging through a manual. A particularly handy feature with hookless rims, where setup and pressure are critical for safe performance.The Canyon GRIZL CF 7 in detailCanyon Grizl CF 7 2025 2,999SpecificationsSeatpost Canyon S15 VCLS 2.0Brakes Shimano GRX BR-RX820 160/160 mmDrivetrain Shimano GRX 820 1 x 12Chainring 40TStem Canyon ST0046 60 mmHandlebar Canyon HB067-01 440 mmWheelset DT Swiss Gravel LN 12 x 100 / 12 x 142Tires Schwalbe G-One RX 700x 45cCranks Shimano GRX FC-RX820-2 172,5 mmCassette Shimano GRX 10-45Technical DataSize 2XS XS S M L XL 2XLWeight 10,17 kgHang on a second arent those the new Canyon GR30 CF wheels in the photos? Thats right! Canyon sent us the test bike fitted with their new wheelset so we could put those through their paces as well. However, if you go out and buy the Grizl CF 7, itll come with heavier DT Swiss LN aluminium wheels. The listed weight, though, was measured with the stock wheelset.The GRIZL CF 7 is one of the more traditional builds in the new GRIZL range. No suspension fork, no power system, no experimental cockpit just a classic gravel setup without too much fuss. Still, a few new features have made their way onto this OG version too:One noticeable update is the new frame design, which adopts the kinked top tube from Canyons Inflite cyclocross bike. The kink is meant to make shouldering the bike easier at least on the Inflite. For bikepacking, this CX carryover could actually make a lot of sense.The new frame bag is colour-matched and shaped to fit the GRIZL perfectly. It bolts directly onto the frame using mounting points, giving it a clean look and eliminating strap wear. To ensure a precise fit, the bags are tailored to each of the seven frame sizes.Fitted with the Shimano GRX 820 112 mechanical groupset. The frame is now 1x specific and compatible with SRAMs UDH standard.Tire clearance has been increased to 54 mm, which creates more space and allows you to combine up to 50 mm with mudguards. Theres no shortage of mounting points or storage options either: the new GRIZL supports an optional front rack, a rear rack, and plenty of places for bags, bottles and cargo cages. As seen on the latest Grail, the downtube also houses a small compartment for tools or spares.The Canyon GRIZL CF 8 ESCAPE ECLIPS in detailJust how many tech features can a gravel bike have? If you ask Canyon: all of them. The GRIZL CF 8 ESCAPE ECLIPS introduces two key additions: the modular Full Mounty Cockpit and the fully integrated ECLIPS power supply system.Canyon Grizl CF 8 Escape Eclips 2025 4,499SpecificationsSeatpost Canyon S15 VCLS 2.0Brakes Shimano GRX BR-RX820 160/160 mmDrivetrain Shimano GRX 820 1 x 12Chainring 40TStem Canyon CP0050 Full Mounty 60 mmHandlebar Canyon CP0050 Full Mounty 440 mmWheelset DT Swiss GR1600 - SON 29 S Dynamo 12 x 100 / 12 x 142Tires Schwalbe G-One Overland 700x 45cCranks Shimano GRX FC-RX820-2 172,5 mmCassette Shimano XT 10-51Technical DataSize 2XS XS S M L XL 2XLWeight 9,90 kgCanyon claim that the new cockpit offers a particularly flexible setup for bikepacking. You get a range of ergonomic hand positions, room for aero extensions, and a mounting surface for larger cargo cages with 128 mm bolt spacing. A purpose-built bar bag for the cockpit opening, called the LOAD Cockpit Bag, is also available and fits seamlessly into the design.The ECLIPS power supply systemWith the Eternal Charge & Lighting Integrated Power System, or ECLIPS, Canyon want to offer a power and lighting solution that doesnt rely on external electricity sources.The system is fully integrated into the frame and cockpit. It combines a SON 29 S dynamo hub with a 3,500 mAh Lupine SmartCore buffer battery, a Lupine Nano SL front light and a C14 rear light. Charging is taken care of by a dynamo hub, which, according to Canyon, delivers about 12% battery capacity per hour at 20 km/h. Thanks to the integrated battery, power and lighting remain available even when stationary. The lights are designed not to flicker, and they remain steady even at low speeds a key advantage over many traditional dynamo setups.The system includes a USB-C port to charge external devices, and the battery itself can also be recharged externally via USB-C for example, using a power bank. ECLIPS is controlled via the Canyon app, which also shows firmware updates and battery status.The geometry of the 2025 Canyon GRIZLCanyon also updated the GRIZLs geometry for 2025. The aim was to offer a more relaxed pedalling position and improved stability particularly for long tours and loaded bikepacking setups.Size2XSXSSMLXL2XLReach369 mm380 mm388 mm404 mm420 mm429 mm448 mmStack550 mm559 mm578 mm596 mm619 mm638 mm660 mmChainstay 440 mm440 mm440 mm440 mm440 mm440 mm440 mmSeat Tube432 mm462 mm492 mm522 mm552 mm582 mm612 mmHead Angle68.7569.570.571717171Seat Angle73.573.573.573.573.573.573.5Horizontal Top Tube532 mm545 mm559 mm581 mm603 mm618 mm643 mmHead Tube120 mm126 mm141 mm158 mm183 mm203 mm226 mmWheelbase1047 mm1054 mm1059 mm1076 mm1100 mm1115 mm1142 mmSpecifically, the head angle has been slackened to 71 degrees. Combined with a fork rake of 56 mm and a longer wheelbase, the result is more composed steering and predictable handling. Stack has been increased too, enabling a more upright position and reducing pressure on the upper body.Whether the new geometry also boosts fun on the bike depends on your personal preferences and how you ride. But the direction is clear: the new GRIZL puts a stronger focus on comfort and stability.The 2025 Canyon GRIZL on testCanyon set out to make the new GRIZL even more stable and composed. Thats impressive, considering the previous GRIZL already offered intuitive handling and plenty of confidence on rough ground.With the new version, that character has been refined even further. The slacker head angle, longer wheelbase and wide tires all contribute to a clear increase in stability especially at higher speeds and when fully loaded. On fast descents, the GRIZL feels calm and composed, and even on loose gravel it maintains a high level of control.But this extra stability comes at the cost of agility. If you love tight corners, playful handling and post-work rides with a lively feel, you may miss the more direct steering of earlier models. The handling now clearly caters to bikepacking and adventure riding. That doesnt mean the GRIZL isnt fun anymore. Quite the opposite on high-speed descents over rough ground, this adventure buddy loves to let loose.The tires perfectly suit the concept. The Schwalbe G-One RX in 45 mm offer plenty of traction on rough trails and come into their own in wet or muddy conditions. The G-One Overland also in 45 mm roll more quietly and efficiently on tarmac, and can hold their own against the RX tires in most situations, apart from really muddy trail descents.None of the GRIZL builds are race bikes the relaxed geometry makes that clear. For ambitious riders chasing maximum speed, the Canyon Grail remains the sportier option within Canyons gravel line-up. Still, the GRIZL offers a solid response when you push the pedals. The frame is stiff and channels power efficiently to the rear wheel. In size L, the GRIZL CF 8 weighs about 9.8 kg. The ESCAPE version, with integrated lighting and power, adds around 100 grams a respectable figure that doesnt feel heavy on tour and comes in below the average from our recent adventure gravel group test.Thanks to the wide gear range, the bike remains rideable even on steep climbs with luggage. On flat sections, it rolls easily and holds pace well in its comfortable riding position. The GRIZL offers a pleasantly upright position that never feels stretched or overly aggressive. Thats ideal for long days in the saddle and a clear win for anyone planning extended tours. The combination of wide tyres and the flexing VCLS carbon seatpost adds extra damping and comfort on rough ground.The ECLIPS lighting system works reliably, provides enough brightness for night rides and charges your smartphone or GPS at the same time. The app control is handy, and battery status is easy to check. The dynamo creates barely noticeable drag even at low speeds or when stopped, the lights stay on, which traditional systems without a buffer battery often cant manage.The Full Mounty Cockpit will divide opinions. Without accessories it looks a little odd, but once fitted with extensions or luggage, it makes sense. If you dont use these features in everyday riding, it adds little beyond an extra hand position and a mounting point for a small bag.The frame bag is tailored to each frame size and bolts directly to the frame without straps which ensures a very tidy appearance. The gap between the seat tube and the bag makes it easier to lift the bike fair enough. But the gap at the front spoils the otherwise clean look.Canyon say that it helps with cable routing, but wed have hoped for a neater solution from a bag specifically designed for the frame. The mesh pockets on the outside are probably intended for snacks, but the tension is so low that wed worry about losing an energy bar on bumpy descents.The integrated storage compartment in the downtube has enough space for a full puncture kit always there when you need it, and it frees up your saddlebag.Canyon are clearly pushing the GRIZL further down the adventure path. The new model is even more targeted at long-distance travellers, bikepacking fans and anyone keen to spend several days off the grid.With eight model variants, different cockpit concepts, optional power supply, loads of mounting points and well-thought-out features, the new GRIZL covers a huge range of uses. Whether youre commuting through the woods, riding round the world with full gear, or cruising with aero extensions the GRIZL gives you all the options. And thats its biggest strength.Who should take a closer look at the 2025 Canyon GRIZL?Helmet Abus Airbreaker | Glasses 100% Hypercraft | Jersey Rapha Explore Zip Neck T-Shirt | Shorts Rapha Cargo Bib | Shoes Fizik x PNS Vento Ferrox | Socks Rapha Pro TeamFrom off-road commuters to long-distance adventurers, the 2025 GRIZL covers a wide spectrum. With eight build variants, multiple cockpit options and the ECLIPS power supply system, its more versatile than ever. Its no longer just for bikepacking enthusiasts doing overnighters its for touring riders covering big miles off the beaten track and anyone looking for a capable everyday bike with off-road chops.The updated geometry, with its increased stability and relaxed, upright riding position, should particularly appeal to those who value comfort and confidence more than razor-sharp handling. Even with luggage, the intuitive handling delivers loads of control.If youre after speed, sharpness and agility though, the GRIZL probably isnt the bike for you. It shines in situations where versatility, durability and practicality matter whether youre commuting to work, heading out on a weekend trip, or tackling your next big tour.Helmet Specialized PREVAIL 3 | Glasses Adidas prfm shield spo108 | Jersey Morvelo Overland | Shorts Straede Cargo Bib | Shoes Shimano | Socks Riding rules TEDDYConclusionsCanyon continue to push the GRIZL further into the adventure gravel niche. Its not just the wide range of build options and cleverly integrated features that make the new GRIZL a true long-distance companion. The updated geometry, thoughtful mounting points and composed, stable ride all reinforce its focus on self-supported touring and long days in the saddle. If youre looking for a versatile, robust gravel bike that prioritises comfort, control and flexibility, the GRIZL could be your perfect adventure buddy.Der Beitrag Adventure Everything! Canyon GRIZL CF 2025 on Review erschien zuerst auf GRAN FONDO Cycling Magazine.

A first for RAYMON! With the Arva Ultimate, the German brand from Schweinfurt are launching their very first purpose-built aero race bike. We had the chance to check it out at Eurobike 2025 and heres a quick overview of its spec, tech and pricing.With the Arva Ultimate, German bike manufacturer RAYMON has unveiled its first true aero road bike. Known primarily for their e-mountainbikes, RAYMON are now entering the world of high-performance road machines with the new ARVA series.We got our hands on the flagship model at Eurobike 2025 and took a closer look. The range includes four versions: Comp, Pro, Ultra and Ultimate. Sitting at the very top of the line-up, the Ultimate model was the centre of our attention.The Arva Ultimate comes equipped with the latest Shimano Dura-Ace Di2 212 groupset, including a power meter crankset. It rolls on Vision Metron 60 RS carbon wheels and features a fully integrated Vision carbon cockpit. Fitted with 30 mm wide Continental Grand Prix 5000 S TR tyres, it promises plenty of comfort and grip. The price for the top-tier Ultimate model is 8,999.The Arva Ultimate is available in six frame sizes, ranging from 49 to 60 cm. Its frame design is all about aerodynamics, with wide, flat tube profiles and a deeply dropped seat tube. One of the standout features is the oversized bottom bracket area, built to maximise stiffness under load. Cables are fully integrated through the fork, head tube and cockpit, ensuring a clean, seamless look. The frame is UCI-certified, comes with a UDH dropout and houses the Di2 battery neatly within the bottom bracket area.ConclusionsOn paper, the Arva Ultimate looks like a thoroughly developed aero race bike with a race-ready spec and a high level of system integration. If youre after a no-compromise race machine with smart details and premium components, RAYMON might now be worth a serious look. Whether the concept holds up out on the road as well as it does in the spec sheet, though, is something only a proper test ride will reveal.Der Beitrag First look: New RAYMON Arva Ultimate erschien zuerst auf GRAN FONDO Cycling Magazine.

Aero is everything? DT Swiss go wider, deeper and more modern! The update to their most popular all-round racing wheelset promises to deliver uncompromising performance, sharper handling and refined aerodynamics developed in partnership with Swiss Side and tailored specifically to the Continental AERO 111 tires. Weve already tested the new 2025 DT Swiss ARC 1100 for you heres what really makes it through to the road!DT Swiss ARC 1100 DICUT DB 55 | Weight: 1,483 g (incl. tubeless rim tape & HG freehub body) | 2,699.80 | Manufacturers websiteDT Swiss are rolling out the third generation of their ARC carbon wheelset and not a moment too soon. Its been nearly five years since the last version launched, and in the meantime, tire widths and rim geometries have moved on significantly. A growing number of manufacturers are opting for wider rim profiles, designed to work optimally with 28 to 30 mm tires. Internal widths of 23, 24 or even 25 mm on road bike rims? No longer a rarity. Now, DT Swiss are catching up with the completely revamped ARC 1100 version, which is claimed to be lighter and more aerodynamic than ever.To make that happen, the Swiss wheel expert once again teamed up with the aerodynamic wizards at Swiss Side. The result is an all-new rim profile, engineered specifically for the front wheel and tailored to work in harmony with the purpose-built Continental AERO 111 tire for maximum efficiency.Visually, the new ARC range borrows design cues from DT Swiss GRC gravel wheels. The rim narrows towards the tire with a distinctive step in the lower third. A bold A on the rim marks the model series, while glossy decals and silver accents on the hub add a touch of premium vibe.In our big carbon wheel comparison test at the time, DT Swiss were represented by the freshly updated ERC 1100 Endurance model a long-distance specialist designed with comfort and balanced handling in mind. A slightly surprising choice, given that the focus of that test was squarely on performance.Now, with the third generation of the ARC series, DT Swiss are stepping fully back into the limelight. Their goal? To reclaim the top spot in the aero segment. And theyre doing so with a keen eye on an emerging debate: the UCI is considering a ban on rim depths over 65 mm in road racing. DT Swiss move from 62 to 65 mm for the mid-range option feels like a calculated decision, pushing right up against that limit. The new ARC 85 is likely to disappear from the WorldTour peloton as a result and will probably find its future home with triathletes and time trial specialists instead.For this test, we had whats arguably the most interesting version on hand: the 55 mm depth, which DT Swiss call the sweet spot for riders who want aero gains without sacrificing crosswind stability and handling for everyday applications. But does the new model deliver just on paper or also on the road?A closer look at the new DT Swiss ARC 1100The third generation of the DT Swiss ARC 1100 DICUT is wider, deeper and more modern than even. But anyone comparing it directly to rival offerings will quickly notice: at 22 mm internal width, DT Swiss are taking a relatively conservative approach. While other brands are already pushing 23 or even 25 mm, the Swiss team sticks to their own aero concept and for good reason, according to DT Swiss.According to the manufacturer, the new internal width represents a carefully balanced compromise between aerodynamics, tire support and compatibility with modern 28 to 30 mm tires specifically the Continental AERO 111 in 26 or 29 mm widths. Developed in collaboration with Swiss Side and DT Swiss, the AERO 111 is based on the popular GP5000 S TR model and was developed to work seamlessly with the new rim profile.The thinking behind wider rims doesnt come out of nowhere: a broader rim provides better lateral support for the tire, which translates to more stability through corners. The casing is supported more securely, minimising deformation and enhancing ride precision.. At the same time, it allows you to run lower air pressures, which not only boosts comfort but also improves grip and puncture protection. Sounds good and it is, provided the aerodynamics arent compromised.Thats exactly where the new V-shaped rim profile comes in. Instead of the classic U-shape used previously, the rim now tapers more sharply towards the hub. According to DT Swiss, this reduces the frontal area and guides airflow more efficiently, especially in crosswinds.DT Swiss ARC 1100 DICUT DB 55DT Swiss ARC 1100 DICUT DB 65DT Swiss ARC 1100 DICUT DB 85The new ARC rims havent just grown wider theyve also gone deeper: 55 instead of 50 mm, 65 instead of 62 mm, and 85 instead of 80 mm. While most brands love to claim less weight with more performance, DT Swiss allow themselves a refreshingly honest exception. The 55 mm version is actually said to be 6 grams heavier than its predecessor though that comes with an extra 5 mm of rim depth. As far as were concerned, thats perfectly reasonable.On our scales, the ARC 1100 55 mm marks 1,483 g, including tubeless rim tape and freehub body. For comparisons sake: the ERC 1100 with a 45 mm depth weighs just a touch less at 1,465 g.DT Swiss ARC 1100 DICUT DB 55 2,699.80Weight: 1,483 g (incl. tubeless rim tape & freehub body)Rim depth: 55 mm (front and rear)Hub: DT Swiss 180 DICUTInternal width: 22 mmExternal width: 28.5 mmSpoke count: 20 front / 24 rear (DT aerolite)Maximum system weight: 110 kgIntended use: All-round raceCompatibility: Tubeless & tube-type (hooked rim)A key element of the new concept is the Wheel Tire System (WTS) a carefully tuned pairing of rim and tire, available pre-installed for an additional 100. The front comes fitted with a 29 mm Continental AERO 111 tire, while the rear is paired with a 30 mm GP5000 S TR. The AERO 111 features a unique tread pattern that DT Swiss refer to as vortex chambers, designed to manipulate airflow and direct it cleanly towards the rim straight out of the Formula 1 playbook. In theory, this should reduce flow separation and improve stability in crosswinds. Steering input is meant to feel more linear, more predictable and less twitchy at least in theory.How much of that effect youll actually feel on the road depends as always on wind conditions, riding position and speed. Whats clear, though, is that the system feels well thought-out and consistently executed.Another subtle aero upgrade lies in the spoke count: the front wheel now uses 20 DT Aerolite spokes instead of 24. This doesnt just save weight, but according to DT Swiss, also reduces aerodynamic drag. Specifically, were talking about rotational drag the resistance caused by rotating parts moving through the air. Fewer spokes mean fewer elements cutting into the wind, so it makes perfect sense that this is another area where DT Swiss have found room for aero fine-tuning.DT Swiss ARC 1100 first ride reviewOn paper, the new ARC 1100 DICUT DB 55 is positioned as an aero all-rounder but how does the 55 mm deep carbon wheelset perform in the real world? Our first ride shows: acceleration is clearly efficient, though not explosive. The high stiffness delivers solid drive, especially when sprinting out of the saddle or powering through mid-ride efforts, and still delivers that familiar DT Swiss ride feel. That said, these wheels definitely lean towards the stiffer side and havent lost any of their rigidity compared to the previous generation.At the same time, the relatively modest weight (by aero standards) is noticeable on the road. If youre chasing KOMs on steep alpine climbs, there are lighter options out there. But as a balance between aerodynamic performance and race-ready handling, this setup hits the mark.Crosswind sensitivity? Noticeable, but never sketchy. With steady side winds, the wheels actually seem to settle into the airflow the sail effect is clearly present. On straight, open roads, the ARC 1100 track as if on rails, offering a reassuring sense of stability and confidence at high speed.Handling is precise, close to sporty in its responsiveness theres no hint of flex here. The wheels deliver clear, direct feedback and remain composed even through quick changes of direction. If youre after a smooth, stable ride that still feels sharp and connected, these wheels wont disappoint.Comfort isnt the top priority here. The rims offer minimal compliance, with most of the cushioning coming from the wide Continental tyres used in the WTS setup which can be run at reasonably low pressures. For long days in the saddle, the setup is perfectly adequate, particularly if your main focus is on speed. Tuning tip: if youre after more compliance, try experimenting with tIre pressures when running 30 mm tires.Who should take a closer look at the DT Swiss ARC 1100 wheelset?The new ARC 1100 DICUT DB 55 is aimed at riders looking for a true all-round wheelset that can handle a bit of everything from fast flat stages and epic solos to rolling terrain with constant pace changes. It really comes into its own with varying wind conditions: handling is always composed and predictable, and paired with the Continental AERO 111 tires, the setup delivers a smooth, composed ride with calm, confident steering.That said, at 1,483 g, this isnt a featherweight. If youre counting watts per gram on every climb or chasing razor-sharp acceleration, youll be better served by a pure climbing wheelset. On the other hand, if youre after maximum aero performance for crit racing and full-gas sprints the 65 mm version of the ARC series is a strong option. It sits right at the proposed UCI depth limit and is designed to squeeze every last bit of aero advantage.And for those who love the satisfying buzz of a premium freehub on fast descents, the DT 180 DICUT hubs wont disappoint.ConclusionThe new DT Swiss ARC 1100 wheelset is a well-executed evolution, reflecting the characteristically conservative Swiss approach to rim width If youre looking for a true aero all-rounder that balances performance and everyday usability, this wheelset delivers. With precise handling, impressive stability and a finely tuned wheel-tire system, this package goes beyond pure racing. It also shines in ambitious training rides and everyday fast-paced efforts.TopsHigh stiffnessPrecise handlingImpressive efficiencySatisfying freehub sounddFlopsA bit sluggish on climbsLimited complianceFor more information, head to dtswiss.com.Der Beitrag DT Swiss ARC 2025 Carbon Wheelset on Test: Wider + Deeper = Better? erschien zuerst auf GRAN FONDO Cycling Magazine.

BMC are aiming high with the new 2025 Teammachine SLR 01. Its designed to shine on long alpine climbs and demanding mountain stages, promising to deliver a fine blend of stiffness, low weight, and modern aerodynamics. But can the fifth generation of this long-standing favourite really deliver when the road tilts skyward? We took it for a first spin through the Swiss Alps to find out.BMC Teammachine SLR 01 | 6.8 kg in Size 56 | 12,999 | Manufacturers WebsiteWith the new Teammachine SLR 01, BMC gave their climbing and all-round race bike a thorough overhaul. But expectations are high the Swiss brand has set a high bar for itself. After all, the uncompromising aero-focused sibling, the Teammachine R 01, took the overall win in our 2025 road bike comparison test. BMC clearly know what it takes to build a fast bike. The 2025 Teammachine SLR 01 is no exception. It stays true to BMCs DNA, with a clear focus on racing performance and a particular emphasis on kicking ass in the mountains. And what better place to put that to the test than the Swiss Alps? Even before its official launch, BMC invited us to take the new model for a spin. We jumped at the chance and pushed the bike through its paces riding in everything from freezing rain to sweat-soaked climbs under blazing sunshine.Light, Stiff and Fast the Concept Behind the New 2025 BMC Teammachine SLR 01Few bikes embody racing spirit and climbing performance as passionately as the BMC Teammachine SLR 01. And the latest version is designed to impress not only on the way up, but also on fast, technical descents. To make that happen, BMC set themselves ambitious targets. One of them: shaving a whopping 222 grams off the frameset compared to the previous model. The result? Our test bike in size 56 tips the scales at exactly 6.8 kg bang on the UCI weight limit.Built to climb its on the ascents where the BMC Teammachine SLR 01 truly comes to life.But a true race bike isnt defined by weight alone stiffness plays a crucial role, too. To make sure the new Teammachine SLR 01 stays true to BMCs DNA, it boasts the same stiffness values as both the Teammachine R 01 and the previous SLR model. That gives the bike the sharp, precise handling BMC are known for, especially on high-speed descents and through tight corners. Its a trademark quality that BMC have confidently carried over into the latest generation.When designing a stiff and precise bike, the area around the head tube plays a crucial role.Bottom bracket stiffness doesnt just give the bike a fast feel it also translates into impressive efficiency when putting the power down. The BMC Teammachine SLR 01 responds instantly to every pedal stroke.This was achieved in part by keeping the same frame geometry as the previous model. But this choice comes with a catch: the geometry is optimised for 26 mm tires a width thats virtually vanished from modern road cycling.. Even in the pro peloton, 30 mm tres and wider have become the norm, making BMCs decision feel a little out of step with current trends. That said, the bike does allow for a maximum tire width of 32 mm, so you can still fit chunkier rubber. Still, its not quite ideal. On a climbing bike that hasnt been fully aero-optimised, we would have liked to see a bit more tire clearance. After all, the highest mountain passes rarely come with the smoothest tarmac.Not just Big Talk Whats New on the 2025 BMC Teammachine SLR 01Big promises are one thing but whats actually changed beyond the weight savings? Quite a bit, actually. The aerodynamics of the Teammachine SLR 01 have seen a significant update. For starters, BMC replaced the classic D-shaped seatpost from the previous model with a new, more aero-optimised design. This also means a new seatpost clamp, which is now secured via two bolts and clamps from the rear, following a similar approach to the Teammachine R 01. Up front, a narrower head tube reduces frontal area, while a redesigned fork helps cut drag at the nose. And in true BMC fashion, integrated bottle cages are still part of the package. In fact, the Teammachine SLR 01 now borrows the cages from the R model along with the distinctive kink in the down tube thats become a signature design feature.By narrowing the head tube, BMC reduced the Teammachine SLRs frontal area, improving aerodynamic efficiency.True to BMC tradition, the bottle cages are seamlessly integrated and matched to the frame design.This allows the bottles to sit as aerodynamically as possible on the Teammachine SLR 01.All in all, the technical updates add up to a noticeably fresher design. The bike is still instantly recognisable as a Teammachine SLR, but the 2025 model has evolved at every edge and angle, ensuring a much more modern and refined look. That evolution is also reflected in the new BMC branding. With the stretched logo across the downtube and head tube, BMC are clearly moving away from their previous design language.What doesnt quite hit the mark, however, is the choice of cockpit. The BMC ICS Carbon Evo, with a width of 400 mm at the tops and 436 mm in the drops, feels too wide for a modern race bike. On top of that, the 20 mm of added rise makes the front end unnecessarily tall. BMC do have a more suitable cockpit in their line-up the aero bar found on the Teammachine R and Kaius but that wont be available on the new SLR straight from the factory.The new seatpost clamp makes securing the post both easy and reliable.This is made possible by the seatpost clamp being integrated directly into the frame.The Specs of the 2025 BMC Teammachine SLR 01Our test bike came in the top-tier spec, which retails at 12,999 and features a SRAM Red AXS groupset and DT Swiss ARC 38 1100 Dicut wheels. The rims are paired with 28mm Pirelli PZero Race TLR RS tires slightly wider than the official spec, which lists 26 mm. All models come fitted with the previously mentioned BMC ICS Carbon Evo cockpit. Fully built, our test bike tips the scales at 6.8 kg including bottle cages, but without pedals. Alongside our test model, BMC also offer a second top-tier build with a Shimano Dura-Ace Di2 groupset and otherwise identical spec for the same 12,999. There are also two additional models priced at 8,499, each featuring a heavier wheelset and a choice between SRAM Force AXS or Shimano Ultegra Di2 drivetrains. For riders who prefer a custom build, theres a frameset available for 4,999. It comes without a cockpit but is offered in four different colour options. New for BMC is a ready to paint version, alongside a striking special edition in Metallic Blue Purple. However, if you were hoping to build the Teammachine SLR with a SRAM XPLR groupset, youre out of luck the frame isnt UDH-compatible.BMC Teammachine SLR 01 2025 12,999SpecificationsSeatpost BMC Aero D-ShapedBrakes SRAM RED AXS 160/160 mmDrivetrain SRAM RED AXS 1 x 12Chainring 48/35Stem ICS Carbon Evo mmHandlebar ICS Carbon Evo 400 mmWheelset DT Swiss ARC 38 1100 Dicut 12 x 100 / 12 x 142Tires Pirelli P Zero Race TLR RS 700 x 28cCranks SRAM RED AXS DUB 172,5 mmCassette SRAM RED XG-1290Technical DataSize 47 51 54 56 58 61Weight 6,80 kgStiff and light the combination of DT Swiss wheels and Pirelli tires delivers speed, but not much in the way of comfort.The SRAM Red brakes ensure powerful,reliable deceleration, even on long descents.The Geometry of the 2025 BMC Teammachine SLR 01The geometry of the BMC Teammachine SLR 01 takes its cues, like much of the bike, from its predecessor and the R-model in BMCs line-up. This means a layout optimised around 26 mm tires, though wider ones will fit. The stack-to-reach ratio of 1.43 ensures a balanced ride that feels both sporty and efficient. With a trail of 63 mm, the handling strikes a confident middle ground composed at speed but still nimble through tight corners. The 73.5 seat angle places you in a central, powerful pedalling position, while the 410 mm chainstays are spot on for a climbing-focused bike. All in all, the geometry strikes a perfect balance between stability and punchy acceleration. Size475154565861Reach368 mm378 mm387 mm393 mm402 mm409 mmStack504 mm528 mm548 mm563 mm582 mm606 mmChainstay410 mm410 mm410 mm410 mm410 mm410 mmBB Drop69 mm69 mm69 mm69 mm69 mm69 mmSeat Tube418 mm463 mm499 mm519 mm541 mm570 mmHead Angle71.571.572.372.372.372.3Seat Angle747473.573.57373Head Tube Length108 mm133 mm149 mm165 mm185 mm211 mmWheelbase968 mm986 mm989 mm999 mm1015 mm1030 mmFast and Focused BMC Teammachine SLR 01 on TestBMC make some bold claims about the new Teammachine SLR but above all, they promise that signature BMC ride feel. So how did the latest generation hold up during our first test in the Swiss Alps? Just a few metres into the first climb, its clear: BMC werent promising too much. The stiff frame defines the bikes character the Teammachine SLR responds instantly to every pedal stroke, translating your input into forward momentum without hesitation. Paired with the equally stiff DT Swiss wheelset, the bike demands an active riding style and delivers sharp, immediate feedback. That pays off especially when climbing. Even on steep ramps, the bike accelerates with ease, almost playfully, turning effort into elevation with surprising efficiency.True to BMCs reputation, the handling is sharp and precise, giving you loads of control on the descents and a seriously fun ride provided youve got the skills to match. The centred riding position also plays its part, keeping you fully in control whether youre grinding uphill or carving your way down. The one downside? The cockpit. Even with no spacers under the stem, the front end of our test bike still felt a touch too high. An aero cockpit, like the one of the Teammachine R, would not only improve the fit but also bring the front end lower and more in line with a modern race bikes aggressive posture. Tuning Tip: Mount wider tires and the BMC aero cockpit for a faster, more aggressive bike. With the Teammachine SLR 01, BMC placed particular emphasis on race readiness at pro team level.Swiss Cycling Technology if the ride feel doesnt give it away, the discreet lettering on the seat stay will.This brings us to compliance another trait that feels very much in line with BMCs DNA. While the frame does offer noticeably more give than the Teammachine R 01, calling it comfortable would be a stretch. The ride is firm and communicative, which perfectly suits a race bike. But considering that the stock spec comes with relatively narrow tires on the already very stiff DT Swiss wheels, the first upgrade for many riders might well be a switch to wider tires. This would take a bit of the edge off the ride but pay off with better grip and improved confidence on fast descents. All in all, the BMC Teammachine SLR 01 is a versatile race bike that really comes into its own in mountainous terrain, where the sharp handling and stiff frame deliver outstanding performance.Youd be hard pressed to find more contrasting test conditions blazing sun and heat in the valley, with rain and near-freezing temperatures up in the mountains.Who should take a closer look at the BMC Teammachine SLR 01?High speeds in the mountains thats what the BMC Teammachine SLR promises to deliver and it certainly does. This is a bike for riders who love racking up vertical metres and thrive on an active, engaged riding style. With its stiff frame and razor-sharp handling, every mountain pass becomes a playground for cycling enthusiasts. But its not just about performance. Thanks to the premium spec and sleek design, the Teammachine SLR 01 looks just as good on fast training loops as it does rolling up to the caf or stopping for an ice cream. Its a race bike that doesnt just perform it makes a statement.Helmet POC Ventral MIPS | Glasses KOO Alibi | Jersey Straede Aerlig | Shorts Straede Aero | Shoes Canyon Tempr CFR | Socks Straede SocksConclusions about the 2025 BMC Teammachine SLR 01Fast, light and stiff the 2025 Teammachine SLR 01 2025 impresses above all with BMCs trademark ride feel: extremely sporty, yet seriously fun to ride. Add in the modern look and punchy acceleration, and youve got a race bike that feels right at home in the mountains. That said, its not without flaws. The stock cockpit and narrow tire choice feel a little outdated by todays standards. But with a few tweaks, youre looking at an incredibly capable and exciting companion with full-blooded race bike character for just under 13,000.TopsBMC handling with sharp, stiff ride feelSleek, modern designIntegrated bottle cagesFlopsSlightly wide cockpit26 mm tyres in the standard buildMore information at bmc.com.Der Beitrag BMC Teammachine SLR 01 2025 First Ride Review Swiss Climbing Craftsmanship at its Finest? erschien zuerst auf GRAN FONDO Cycling Magazine.

Breaking out of the back corner. Canyon are out to shed the stigma of e-road bikes with their brand-new Endurace:ONfly. Their recipe? A sleek, stealthy look, a system weight of just 11 kg, and a compact TQ HPR40 mid-drive motor. We got to test the ONfly before its official release to find out if it really delivers on its promise of a natural ride feel.Canyon Endurace:ONfly CF 8 | 11.01 kg (size L) | 6,999 | Manufacturer websiteWait a minute werent we testing an e-bike? At first glance, the Endurace:ONfly looks like a classic road bike. Thats no accident. Canyon pulled off a masterstroke by integrating the TQ HPR40 mid-drive motor so seamlessly into the carbon frame that even seasoned eyes might hesitate on second look. Is there really a motor in there?The truth is, appearance isnt the main thing holding e-road bikes back. Design-wise, the industry has largely figured things out.. The real issue lies in their performance: too heavy overall, awkward to handle, and an unnatural riding experience. Below the 25 km/h threshold you often get too much assistance, and above it youre left dragging around a sluggish bike that struggles to keep up with analogue groups especially on rolling or flat terrain.The TQ HPR40 motor was developed specifically to meet the demands of road and gravel bikes. The goal is clear: a more natural riding experience that still feels like a real road bike even above the 25 km/h limit, while giving you that crucial boost on climbswithout disrupting the ride feel.Canyon paired this compact motor with their signature attention to detail, high-end components and smart integration. The result is an e-road bike that aims to blend traditional riding fun with the benefits of modern e-mobility more freedom in the hills, and more fun on long rides. So how well does the concept work? We put it to the test to find out.The Canyon Endurace:ONfly in DetailAs youd expect from Canyon, the Endurace:ONfly comes packed with well-thought-out features and practical touches that make it more versatile and easier to use in everyday scenarios. One standout feature is the integrated lighting system developed in collaboration with Lupine: the Canyon x Lupine SightStays setup includes a sleekly-integrated rear light (Lupine C14) with 70 lumens, a brake light function and full road approval. It sits flush within the seatstays and ensures youre always clearly visible.Up front, the Lightskin U1 Ultra headlight provides 150 lumens and is discreetly integrated into the cockpit perfect for twilight rides or tricky traffic commuting. Its not bright enough for proper night rides or fast descents in the dark, though, which is a shame considering the battery capacity is there.The Endurace:ONfly doesnt skimp on versatility either. It comes with mounts for mudguards and has tire clearance for up to 35 mm, which makes it ideal for commuting and all-weather touring. Instead of an integrated storage compartment like the analogue Endurace, youll get conventional mounts for a top tube bag.A particularly clever feature is the built-in GPS tracker, which draws its power directly from the main battery and is controlled via the Canyon app. Tucked away safely above the motor, it offers live tracking, motion detection in case of theft, and a backup battery that can power the tracker in standby mode for up to four weeks even if the main battery is empty.The TQ HPR 40 Motor system of the Canyon Endurace:ONfly.The HPR40 is TQs latest mid-drive motor, which was developed specifically for the use in lightweight road and gravel bikes. Weighing just 1.17 kg, it delivers up to 40 Nm of torque and is powered by a 290 Wh battery fully integrated into the frame. The whole system motor, battery and supporting hardware adds just 2.7 kg. If you need more range, you can opt for a 160 Wh range extender in the shape of a standard bottle.On the Endurace:ONfly, both the lights and the Shimano Di2 electronic groupset are powered by the TQ battery. The motor and lights are controlled via a discreet LED display in the handlebar end, the Di2 shift buttons or the TQ app.The HPR40 precisely regulates support by continuously measuring cadence and torque at the crank. These values can also be displayed on your bike computer. The TQ E-Bike app lets you fine-tune support levels, responsiveness and power delivery across the different assist modes. Weve already done a deep dive on the HPR40 click here for the full review.Spec Overview of the Canyon Endurace:Onfly CF 8The CF 8 build we tested comes equipped with a proven, high-performance setup. At its core is Shimanos electronic Ultegra Di2 212 drivetrain with 50/34T chainrings delivering crisp, reliable shifting and a versatile gear range for both steep climbs and fast descents.Braking power comes from 180 mm rotors front and rear, offering superb control and heat resistance even on long, loaded descents.DT Swiss supply the HEC1400 carbon wheelset light, stiff, and aerodynamic. They play a big role in giving the bike its race-ready road feel. Theyre fitted with Schwalbe Pro One Evo tyres in a 32 mm width, which offer a good balance between speed, grip and comfort, even on rougher surfaces.Adding to comfort is Canyons VCLS S15 carbon seatpost. The built-in flex really makes a difference on long days and broken tarmac. Apart from the bigger brake rotors, theres nothing here you wouldnt also expect to see on a high-performance analogue endurance bike.Canyon Endurace:ONfly 2025 6,999SpecificationsSeatpost Canyon VCLS S15 27,2 mmBrakes Shimano Ultegra 180/180 mmDrivetrain Shimano Ultegra Di2 R8150 12s 2x12Chainring 50/34TStem CP0048-02 100 mmHandlebar CP0048-02 410 mmWheelset DT Swiss HEC1400 12 x 100 / 12 x 142Tires Schwalbe Pro One 700 x 32cCranks Shimano Ultegra FC-R8100 50/34 172,5 mmCassette Shimano Ultegra 8100 11-34TTechnical DataSize 2XS XS S M L XL 2XLWeight 11,01 kgThe Geometry of the Canyon Endurace:ONflyThe geometry of the Endurace:ONfly is built around comfort and control. Compared to its analogue sibling, the ONfly features a slacker 72 head angle, slightly longer chainstays (420 mm) and a stretched wheelbase (1,016 mm in size M), All of which add stability without dulling the bikes sporty character.The 73.5 seat angle remains unchanged and helps achieve an efficient pedalling position. Combined with the longer wheelbase, the riding position stays sporty yet relaxed. Toe overlap has also been reduced especially on smaller frame sizes thanks to optimised tube shaping.As usual with Canyon, the Endurace:ONfly CF 8 is available in seven sizes, 2XS to 2XL, ensuring a good fit for both shorter and taller riders something thats still far from standard across the industry.Size2XSXSSMLXL2XLReach370 mm370 mm385 mm388 mm397 mm415 mm424.5 mmStack529 mm548 mm568 mm589.5 mm611 mm637 mm656 mmChainstay420 / 413.6 mm420 / 413.6 mm420 / 413.6 mm420 / 413.6 mm420 / 413.6 mm420 / 413.6 mm420 / 413.6 mmBB Drop73 mm73 mm73 mm73 mm73 mm73 mm73 mmSeat Tube432 mm462 mm492 mm522 mm552 mm582 mm612 mmHead Angle70.170.371.57272.2572.2572.5Seat Angle73.573.573.573.573.573.573.5Horizontal Top Tube517 mm522 mm543 mm553 mm568 mm594 mm609 mmHead Tube111 mm130 mm147 mm167 mm189 mm216 mm235 mmWheelbase995 mm1000 mm1011 mm1016 mm1029 mm1055 mm1068 mmOn the road: The Canyon Endurace:ONfly CF 8 on testFrom the first pedal strokes, the Endurace:ONfly feels more like a classic road bike than an e-bike. The deep-section carbon wheels hum reassuringly, the frame feels tight and responsive, and the overall ride feel is impressively analogue. The only giveaway? The integrated rear lights are always on and shine brighter when braking. The headlight is tucked away in the cockpit and controlled via a long press on the left Di2 button good for visibility, but not bright enough for full-on night riding. Pity, really, since the power supply is there.So how does the TQ HPR40 perform? In short: subtly brilliant. Visually, the motor almost disappears into the frame, with no display or clunky control unit to clutter the lines. Everything is controlled via the Shimano STI buttons or a tiny bar-end switch. You can even control the lights via the same buttons. This level of seamless integration between Di2 and e-drive is unmatched on the market right now.Noise-wise, the HPR40 is whisper-quiet, even under full load. All you hear is the wind and tyres on the road. Theres no jerky on-off transition at the 25 km/h threshold either. The power fades in and out so smoothly you barely notice it. The support feels intuitive, natural and far more refined than most other systems weve tested.After a rolling test ride, we checked Strava and were surprised to see an average speed over 30 km/h. On most of that ride, the motor wasnt even in use just on one longer climb. And yet, the bike didnt feel sluggish or heavy.Sure, this isnt a featherweight 6.8 kg race bike, but the low, centralised motor mass and lightweight chassis make for agile, reactive handling that we havent felt before on an e-road bike.That low centre of gravity really pays off on descents too. The ONfly feels stable, confident and planted at high speed. The wide tires generate plenty of traction in corners, the steering is precise, and the added weight of the motor actually helps keep the bike tracking downhill.When the road tilts upward, the HPR40 delivers up to 200 watts of support. Thats enough to take the sting out of climbs, but not so much that you can just coast your way to the top. This is still a bike you have to ride actively the motor is more of a gentle breeze of tailwind than a turbo boost.Comfort is another highlight. The 32 mm tires, flexing VCLS seatpost, compliant frame and ergonomic cockpit all work together to smooth out rough roads and light gravel. The relaxed riding position and pleasant cockpit feel round off the package nicely.The Canyon Endurace:ONfly does a lot right and quite a few things differently from your typical e-road bike. Its genuinely fun to ride, even beyond the 25 km/h cut-off, and the natural, direct ride feel bridges the gap between classic road bikes and e-bikes better than anything weve tested so far. With its balanced geometry, composed handling and smart integration, this is a machine that performs in the hills, on the flats and in day-to-day life.Helmet KASK Elemento | Glasses 100% Hypercraft | Jersey Rapha Pro Team | Bib Rapha Pro Team | Shoes Shimano SH-XC903Who should take a closer look at the Canyon Endurace:Onfly CF 8?The ONfly CF 8 is made for sporty roadies who still want to rely mainly on their own legs, but appreciate a helping hand when it counts. Its a great way to even out performance gaps in a group without holding anyone up on the flats. Thanks to the integrated lighting system, comfort features, GPS tracker and mounting points, it also doubles nicely as a commuter or adventure bike for light bikepacking trips.ConclusionThe Canyon Endurace:ONfly CF 8 sets a new benchmark for what an e-road bike can be: lightweight, quiet and natural. The TQ HPR40 delivers just the right amount of assistance subtle on the flats, supportive uphill. With outstanding integration, clever features and a well-balanced ride feel, the ONfly brings together the best of both worlds. If youre looking for a road bike that rides like the real thing but offers a touch of tailwind when you need it, this ones for you.TopsNatural ride feelEfficient beyond 25 km/hLoads of riding funVersatile across use casesFlopsFront light not powerful enough for night ridesMore info on canyon.comDer Beitrag Next-Level E-Road Bike? Canyon Endurace:ONfly on Test erschien zuerst auf GRAN FONDO Cycling Magazine.

For a long time, e-road bikes felt like a contradiction in terms: too heavy, too bulky, and sluggish once you crossed the 25 km/h threshold. Now TQ are aiming to change that with the HPR40 an ultra-lightweight, near-invisible motor designed specifically for drop-bar bikes. We put it through its paces to find out whether the HPR40 lives up to the hype.TQ HPR40 | 40 Nm | 1.17 kg (manufacturers specifications) | 290 Wh | Manufacturer websiteStealth was the clear design brief here and the HPR40 delivers just that. Built specifically to meet the demands of road and gravel bikes, the Bavarian manufacturer now splits their motor line-up for the first time. Until now, the HPR50 served as an all-rounder, appearing in everything from e-road bikes to eMTBs. But things are getting more focused: The new HPR40 is tailored for drop-bar bikes, whereas the HPR60 is geared toward urban and mountain bike use.Weve tested both motors already for the review of the HPR60, head over to our sister magazine E-MOUNTAINBIKE Magazine. For now, lets dive into what the HPR40 has to offer.The new TQ HPR40 motor at a glanceWith just 40 Nm of torque, the HPR40 is one of the lightest and weakest mid-drive motors on the market. But thats no accident. TQ intentionally pared the system back, fine-tuning it it for use in road and gravel bikes. The motor itself weighs just 1.17 kg. Throw in the 290 Wh battery and minimalist system components, and the total system weight lands at just 2.7 kg.This opens up new possibilities: fully integrated e-road bikes with mid-drive motors tipping the scales below 10 kg something previously considered near-impossible. And while the motor maxes out at a modest 200 watts on paper, thats enough to catapult an averagely fit rider into power-to-weight zones normally reserved for the pros. The motor is barely bigger than a clenched fist and, according to TQ, boasts the highest torque density on the market. The compact, round shape allows for a clean integration into the bottom bracket area. Like a stem clamped to a steerer, the motor is fixed to the frame with two mounting bridges, which simplifies removal and any maintenance work.Hard to spot the compact motor disappears in the frame.Internally, the HPR40 relies on TQs proprietary Harmonic Pin-Ring gearbox, which allows for a more compact design and, according to the brand, highly efficient power transfer with minimal loss. The gear ratio has been tuned for quiet operation and optimal performance at typical road bike cadences between 75 and 95 rpm.A built-in torque and cadence sensor in the bottom bracket adapts motor output to your pedalling input and can transmit the data to your head unit if needed. Unlike many other mid-drive motors, the HPR40 connects the crank directly to the chainring. This means when you backpedal, the chain moves with it, and on the road, the pedal-to-wheel power transfer feels even more direct.Battery and range extender of the new TQ HPR40The motor draws its power from a sleek 290 Wh battery integrated inside the frame. If your ride demands more, you can extend the range by 160 Wh using a range extender that mounts like a standard 500 ml bottle and weighs 900 g. How far thatll actually take you? Well get to that in the ride impressions below.The compact battery can be fitted in the downtube.The TQ HPR 40 display and remote controlMatching the minimalist design of the system, the remote is cleverly integrated into the end of the handlebars. Nearly invisible, it blends perfectly into the cockpit with a clean and functional look. A small LED light strip provides battery status and current support mode. It saves space, avoids clutter and ditches the typical bulky e-bike aesthetic a win for style-conscious riders.One standout feature: the support modes can be controlled using the auxiliary buttons of your electronic shift levers. This means that you can toggle modes or activate lights directly from the shifter without needing a separate remote. TQ went for maximum compatibility too: the system includes multiple ports for powering external devices like integrated front and rear lights straight from the main battery. On our test bike the Canyon Endurace:ON Fly the entire lighting system was integrated and powered from the TQ battery, as was the electronic drivetrain.The control unit is neatly integrated into the end of the handlebars and offers two free ports for external devices.Manufacturers can also wire in charging ports for your head unit, radar tail lights or even a smartphone. The internal control unit housed in the handlebars provides two additional outputs for accessories a smart touch that expands the HPR40s potential and simplifies integration. TQ havent just built a motor, theyve created a complete system for modern, connected drop-bar bikes.TQ E-Bike AppSpeaking of connectivity, the HPR40 pairs with the TQ E-Bike app via Bluetooth. Just like the motor itself, the app is refreshingly streamlined no gimmicks, no bloat, just a clean, focused interface.You can view key data like the battery charge status and ride metrics, but more importantly, you can set up rider profiles and fine-tune the three support modes. Adjust maximum power output, support intensity and pedal response to dial in the ride feel for long gravel adventures, fast road rides or laid-back evening spins.Real-world test: the TQ HPR40 in actionClaiming a drop-bar e-bike looks like a regular road bike is hardly headline material in 2025. Sleek integration is now the standard. But TQ have raised the bar again not just visually, but also acoustically and functionally.The motor virtually disappears into the bikes downtube. The removable cover can even be painted to match the frame. Theres no display on the top tube, no obvious buttons or bulky interfaces. Just a tiny LED indicator tucked into the bar end, barely noticeable even on second glance. Mode and light controls are handled via the shift levers, whether youre running SRAM or Shimano. Alternatively, you can use the app or the button at the bar end.But its not just about looks. The HPR40 is whisper-quiet, even under full load. The hum of your tires or the wind around your helmet will be louder. And then theres the weight historically the Achilles heel of many e-road bikes. But TQ are bringing the dream of a normal road bike with a stealthy motor support much closer to reality. The Canyon Endurace:ON Fly stays under the 10 kg mark with the HPR40, and with going full weight-weenie on components.On the road, it rides naturally. Power transfer is direct, and the weight pleasantly balanced. Cruising at 30 km/h on rolling terrain just like you would on a standard road bike feels totally natural. The HPR40 doesnt hold you back; its integrated so well that riding without support is genuinely enjoyable.And thats a big deal. Until now, e-road bikes were great for climbing with friends who are fitter than you, but once on the flat, the motor would cut out, and the extra weight would leave you working twice as hard to keep up. The HPR40 changes that.On climbs, the assistance kicks in smoothly and fades out just as gently no jerky transitions, no sudden cut-offs. Even in the highest mode, the support feels subtle. It helps, but it doesnt take over. With a max assist of 200 watts, add in your own effort, and youre comfortably powering up steep gradients think double-digit percentages and still feeling like youre doing the work. Or push it harder, and youre flying up climbs at 7 watts per kilo.In short: the HPR40 is made for riders who want to earn their ride but appreciate a little boost when the road turns skyward. In our test, it was one of the most discreet, natural and seamlessly integrated e-bike systems weve ever ridden. In terms of sound, ride feel, power delivery and integration, it sets a new benchmark and brings the dream of a lightweight, agile, near-invisible e-road bike tantalisingly close.Climbing range test: how many vertical metres can you get with the TQ HPR40?Theres little point quoting range figures for e-road bikes after all, youre usually above the 25 km/h limit on the flat, so riding happens mostly without motor support. The real question is: how much climbing can the battery handle?We ran the numbers. Our test rider (72 kg) rode the 10.9 kg Canyon Endurace:ON Fly in the highest support mode, holding a constant 200 watts of personal power. The motor matched that output with a consistent 200 watts of assist. Result: after 1,217 vertical metres, the 290 Wh battery was empty. This equates to 23.83 Wh per 100 vertical metres a solid result that shows the motor is working efficiently. Most importantly, the HPR40 maintained full power right up until the final percentage of battery no throttling like with some other systems. That gives you confidence and control when planning big rides.And of course, youll go further if you vary the support level. With a decent level of base fitness, 2,000 metres of climbing is well within reach using Eco or Medium mode. Add the range extender, and even more ambitious adventures become possible.Who should take a closer look at the TQ HPR40?The HPR40 is built for sporty road cyclists and gravel riders who want an e-bike that doesnt scream e-bike. If low weight, stealthy integration and a natural ride feel matter to you, this system ticks all the boxes. Thanks to its great efficiency and balanced system weight, its just as suited to punchy climbs as it is to fast-paced flat rides even above the 25 km/h limit. If you like riding fast on your own steam but want a hidden ace for the climbs, the HPR40 is your perfect riding partner.ConclusionsWith the HPR40, TQ took a major leap forward, delivering a motor that sets new standards. The blend of natural ride feel, efficiency beyond the assist cut-off and ultra-clean integration makes this compact mid-drive motor hard to beat. TQ arent chasing maximum power. Instead, theyre doubling down on discretion and its exactly what so many performance-minded riders have been waiting for: an e-bike you cant see, barely hear, but will definitely feel when you need it most.TopsClean, seamless integrationExtremely quietNatural ride feelEfficient pedalling even without assistanceFlopsNoneMore info at tq-ebike.com.Der Beitrag TQ HPR40 On Review: Stealth Motor for Drop-bar Bikes erschien zuerst auf GRAN FONDO Cycling Magazine.

No More Cable Chaos! With the GRX RX827, Shimano launch their first wireless 112 Di2 groupset for gravel bikes. A fresh new look, significantly more gear range, and improved shifting performance but does it deliver in real life? Weve already put the new GRX through the wringer and can reveal whether Shimanos entry into the wireless gravel segment lives up to their promise. While the dust has yet to settle around Shimanos brand-new XTR Di2 Wireless mountain bike groupset which our sister magazine ENDURO has already tested thoroughly the Japanese manufacturer is already turning its attention to the gravel segment. With the launch of the GRX RX827, Shimano bring their popular gravel-specific groupset into the wireless era. At first glance, the update may seem modest after all, its only the derailleur thats been replaced. But its precisely this detail that could have far-reaching consequences.Just a week after American rival SRAM launched its new RIVAL and FORCE XPLR 113 groupsets, which offer a wider gear range and long-standing mullet compatibility, Shimanos update feels almost like a delayed counterattack. This, despite the fact that Shimano only revised their gravel-specific lineup last year though genuine leaps in innovation have remained elusive.So is the RX827 essentially a technological trial balloon and perhaps even a quiet signal that a wireless DURA-ACE or ULTEGRA could be on the horizon? Shimano are staying vague for now. But one thing is clear: the cables have disappeared. And with them, perhaps, the final barrier on the road to a fully wireless future for drop-bar bikes. Just a Rebranded XTR Derailleur? A Closer Look at the New Shimano GRX Di2 WirelessIt may look like an XTR and in many ways, it is. But the arrival of the new GRX Di2 Wireless marks more than just a simple rebranding exercise. With this launch, Shimano introduce their first fully-wireless 112 Di2 groupset designed specifically for gravel use a significant milestone for drop-bar enthusiasts.At the heart of the system is a redesigned derailleur with an integrated battery. With this move, Shimano are saying goodbye to the traditional Di2 frame-mounted battery and fiddly internal cable routing in the gravel segment. Instead, the power source now sits directly inside the RD-RX827s housing protected, removable, and externally rechargeable, much like SRAMs approach. Shimano claim a range of 700 to 1,000 km per charge, depending on riding style and shifting frequency. Self-charging systems like Shimanos new QAuto remain off the table for gravel, at least for now.As usual, the system can be customised via the E-Tube app and is compatible with all 12-speed wireless shifters whether from the GRX, DURA-ACE, ULTEGRA, or 105 Di2 series. Flat-bar riders are covered too: the RX827 works seamlessly with XTR and DEORE XT levers. The result is a flexible ecosystem that finally brings Shimano closer to SRAMs modular approach but without the requirement for a UDH. The RX827 can be mounted on virtually any frame, including older models.Technically, the GRX derailleur closely mirrors the XTR: the low-profile, wedge-shaped design is intended to deflect impacts rather than snag. In the event of a collision, the servo motor automatically disengages and resets itself.Also new is the chain management system. Instead of relying on a clutch mechanism, Shimano use a dual-spring construction to increase chain tension. Whether this holds up under rough, real-world conditions remains to be seen. Whats clear is that the RX827 is offered exclusively in an SGS long-cage version, compatible with 1051T cassettes. Paired with 40 or 42-tooth chainrings, the setup feels a bit limited, especially for riders looking for more customisation. Expanding these options would have been a welcome move.At 449g, the RX827 derailleur is around 10% heavier than the XTR version, which tips the scales at 408g but with a retail price of 489.95, its significantly more affordable than the XTR derailleur, which costs 664.95. So the question Why not just go for XTR? is certainly justified but not without context.The new GRX RX827 isnt a gamechanger for racers; it lacks the fine-tuned gearing options and customisation some riders demand. A 1051T cassette does offer an enormous range, but with only two chainring options available, fine-tuning is limited at least straight out of the box. Riders chasing maximum weight savings or looking to run smaller cassettes like a 945T might be better served by the XTR with a short cage. Which raises the question: why doesnt Shimano offer the short cage format for gravel as well?Then theres the emerging playground of mullet setups. What was once a DIY workaround is now a fully supported option. Combine a GRX chainring with an MTB cassette and optionally flat-bar shifters and youve got yourself a rugged, wireless adventure bike with either drop or riser bars. Shimanos new GRX Wireless makes it possible. First Ride: The New Shimano GRX Di2 Wireless We had the chance to take a quick spin with the new GRX derailleur heres our first impression.As expected from Shimano, shifting is fast and precise. Gears change without hesitation or grinding. Only when shifting up under load do the gears produce a noticeable clunk. Still, the new GRX Di2 Wireless remains impressively quiet overall the derailleurs motor is totally quiet. Configuration is done via Shimanos familiar E-Tube app.Removing the battery takes a bit of care: a small lever must be flipped and a cover removed the latter can be easy to misplace on the go. Compared to a central battery housed in the frame, the process is slightly more finicky but it completely eliminates the need for internal cable routing.The derailleur is solid and also holds its own against the XTR version in purely visual terms. Thanks to the integrated battery, both look noticeably more substantial than their predecessors. Conclusions With the new GRX Di2 Wireless, Shimano bring wireless mullet setups to gravel bikes for the first time a small but significant step toward greater modularity and a more future-proof ecosystem. In our test, the new derailleur impressed with quiet, precise shifting performance. But while gravel has now gone wireless, road fans are still waiting for an update. Whether Shimano can deliver its signature Di2 quality without cables in the road segment remains to be seen. More info at shimano.comDer Beitrag New Shimano GRX in Detail: First Wireless 112 Di2 Groupset for Gravel Bikes erschien zuerst auf GRAN FONDO Cycling Magazine.

Theres just one earth, but two Terras. With the 2026 Terra Race, Orbea present the adrenaline-hungry sibling of the recently introduced Orbea Terra. Lower, lighter and built with a new carbon layup, the Terra Race has its sights set firmly on the top step of the podium. But is the race version always the faster bike? We took it for a spin to see if it could awaken our inner Van der Poel.Orbea Terra M11eLTD 1X | 7.7 kg in size L | 9,999 | Manufacturers-WebsiteAsk an open question, I tell myself. Avoid talking. Every gram of oxygen needs to go to the legs. But the creeping onset of anemia is slowing my brain. Hows your season going? I just about manage to squeeze out then glance to my right. Riding next to me is Gustave Orien, a young French gravel racer supported by Orbea. Gustave starts chatting about the Traka360, about watts and fueling strategies. Then he attacks VO2 max interval. The Van der Poel in me is fast asleep.Im left behind between scarlet poppies and muddy puddles alone with the 2026 Terra Race and one lingering question: what actually is gravel racing? A UCI World Cup event? The Traka360? Or maybe even the Traka560? More of a self-supported soul-searching mission or a gravel crit with compression socks? The spectrum is vast. There are endless ways to push yourself to the limit once the tarmac ends. But what kind of racing is the Terra Race built for? The frame makes no secret of it: this ones made for podium finishes, not for rain-sodden escapades through the Scottish Highlands. No mounts, no mercy.Tapered head tube and a sleek, integrated cockpit the front end of the 2026 Terra Race says it loud and clear: AERO!But aero isnt everything the 2026 Terra Race focuses primarily on torsional stiffness and rider ergonomics.Speed Dating: First Impressions of the 2026 Orbea Terra RaceUnlike its adventure-ready namesake, the 2026 Orbea Terra, the new Terra Race skips the fork mounts and downtube storage compartment a gentle reminder that you should not spoil that sleek silhouette with bikepacking clutter or sneak an espresso maker into your kit. The lack of integrated storage isnt just about looks, though. Its mainly for the claimed benefit of increased frame stiffness. And lets be honest: most of us are happy to sacrifice a bag of gummy bears for a few extra Newton metres of torsional rigidity, right?Visually, its the smooth transitions around the head tube and the slender top tube that set the tone. And while you might expect an aero-style D-shaped seatpost, Orbea have gone with a classic round one instead. That means you can fit a dropper post. However, the seat tube itself does hint at the bikes aero ambitions, tapering down into a Kammtail profile where it meets the low-slung seat stays. The junction between the seat stays and the seat tube is aerodynamically optimised, too. Further down, the tube profile hugs the rear wheel with a slight cut-out. The Terra Race doesnt pretend to be a jack of all trades. Rather its out to make a statement. Its distinctive, quite obsessed with engineering details, and even a touch aggressive in its matt metallic coat. Looks are always subjective, of course, but the 2026 Terra Race exudes serious champagne-shower vibes just standing there.Purple Rain the paint job looks even better in real life than it does in the photos.Go Low, Go Fast the Geometry of the 2026 Orbea Terra RaceUp front, Orbea debut a brand-new, fully integrated carbon cockpit with a built-in GPS mount. Its designed to shave off a few more watts in the wind, and promises optimum ergonomics in every racing scenario whether youre cruising on the hoods or hammering out a final sprint in the drops. The cockpit is available in eleven different stem length and bar width combinations, ranging from 360 to 440 mm.As always, Orbea offer an impressive depth of customisation. Since the frames are painted and assembled at their factory in the Basque Country rather than being shipped in bulk from Asia, Orbea can respond flexibly to individual customer requests. The option to personalise your bike at no extra cost is one of the brands USPs.The clean cockpit is a perfect match for the Terra Race, but it could be a touch stiffer.45 mm tire clearance. At minimum.Chances are high, the Terra Race will even accommodate 50 mm tires.Alongside bar widths, stem lengths and, if you like, the handlebar rise, the MyO configurator also lets you choose the number of spacers, crank length, and seatpost setback. If youre feeling creative, you can go wild with the design, too: the colours, finishes and decals are all fully customisable. Just remember, it still has to match your rainbow jersey in the end.XSSMLXLXXLTop tube523 mm538 mm555 mm567 mm585 mm600 mmSeat tube405 mm440 mm470 mm505 mm540 mm575 mmHead tube95 mm120 mm139 mm162 mm181 mm205 mmHead angle7070.5717171.572Seat angle747473.573.57373Chainstay420 mm420 mm420 mm420 mm420 mm420 mmWheelbase1,005 mm1,018 mm1,026 mm1,40 mm1,48 mm1,058 mmReach375 mm383 mm389 mm395 mm402 mm409 mmStack535 mm558 mm580 mm602 mm625 mm645 mmNo matter which finish you choose, youll always find Orbeas premium OMX carbon underneath the paint, which is said to offer an ideal balance of low weight and high stiffness. The frame of the 2026 Orbea Terra Race tips the scales at just 910 grams (size M, unpainted), making it around 15% lighter than the standard 2026 Orbea Terra, which comes in at 1,040 grams (size M, unpainted). The fork adds another 425 grams.More important than the weight, however, is the geometry and thats where the Terra Race really differs from its adventure seeking sibling. Its noticeably more aggressive, with around 20 mm less stack and a slightly shorter reach, making the bike lower and more compact overall. The chainstays and wheelbase are also shorter compared to the regular Terra. According to Orbea, the 2026 Terra Race hits the sweet spot between agility and high-speed stability two key ingredients if you dont want Van der Poel lapping you at the next UCI Gravel World Champs. We cant wait to find out for ourselves.Champagne shower or just another Basque downpour?Tool-Free Bliss the OQUO RP50 Ltd WheelsWe were equally curious about another exciting debut: the brand-new OQUO RP50 Ltd wheelset. With these, Orbea are kitting out the 2026 Terra Race with the top-tier wheels from their tongue-twisting sister brand. OQUO are part of the Orbea group, but they operate independently, building wheels near Bilbao and now theyve unveiled their first in-house hub, the Q10.Until now, OQUO have relied on Zipp hubs for their flagship models. But with the Q10, the Basque brand introduce a beautifully CNC-machined and laser-engraved piece of kit, designed and manufactured entirely in-house.The Q10 hub from OQUO is the first in-house creation from the Basque wheel builders.OQUO use a high-strength 7075-T6 aluminium alloy for the one-piece machined hub shell. At its core is a newly developed ratchet system with 45 teeth and a tight 8 engagement angle. According to OQUO, this setup delivers highly efficient and direct power transfer. A special ceramic coating is also said to reduce friction and boost durability. While these claims are tricky to verify, a visit to their production facility confirmed the impressive manufacturing precision and tight tolerances of their components.That said, the real highlight lies in the fact that the hub can be fully disassembled and serviced without any tools. The laser-etched finish turns the lightweight aluminium part (175 g rear, 105 g front) into a feast for the eyes too.The laser-etched finish makes a serious impression.The hub was developed in-house and is manufactured on site.The standout feature: the Q10 hubs can be taken apart and serviced without any tools.All About Aero or Is It?Regarding aerodynamics, the Terra Race sends mixed signals. If youre expecting wind tunnel data or detailed watt-saving figures, youre out of luck the 2026 Orbea Terra Race has never seen the inside of a wind tunnel. However, that doesnt mean its lacking in aero features. Quite the opposite: fully integrated cockpit, internal cable routing, a sculpted head tube, 50 mm deep profile wheels, dropped seatstays and a Kammtail seat tube with a hidden seat clamp all speak of aero optimisation.On the other hand, as Joseba Arizaga, Road Product Manager at Orbea, points out: aero isnt everything. His formula is simple: 80% rider, 20% wheels and front end. Thats why the focus is squarely on rider positioning, which is precisely where the 2026 Terra Race 2026 shines thanks to its customisable geometry.What you cant customise, however, is the tire clearance, and the 2026 Terra Race is officially cleared for up to 45 mm wide tires (700 45c), which is on par with the benchmark for modern gravel race bikes. Still, given the ongoing trend towards ever wider rubber, that might seem a bit limiting in a few years time. However, Orbea are quick to point out the generously shaped stays and their conservative approval rating in other words, 50 mm tires are likely to fit just fine depending on your tire and rim combo. What definitely fits is SRAMs latest generation of direct-mount derailleurs as the frame uses a UDH mount.The tires can only handle bad weather to a certain extent.Seamless lines the Orbea Terra Race looks fast even when its standing still.Spec Options for the 2026 Orbea Terra RaceThe entry point for the Orbea Terra Race starts at 4,999. That gets you the mechanical GRX 820 groupset along with a classic stem-and-bar setup. From 5,499, you move into electronic shifting territory with the new SRAM Rival XPLR, benefitting from 13-speed direct-mount drivetrain technology. Above that are builds featuring electronic GRX as well as the latest SRAM Force XPLR groupsets. Sitting at the top of the range is the model on test, boasting the SRAM Red XPLR groupset and premium OQUO RP50 Ltd wheelset. This setup weighs just 7.7 kg and comes in at 9,999. Compared to the regular Terra, Orbea are offering the Terra Race at a noticeably more premium price point.Orbea Terra Race M11eLTD 1X 2026 9,999SpecificationsSeatpost OC Performance XP10 Carbon 27,2 mmBrakes SRAM RED AXS HRD 160/160 mmDrivetrain SRAM RED XPLR AXS 1 x 13Chainring 42Stem Integrated Bar and Stem OC SH-RA10 100 mmHandlebar 400 mmWheelset OQUO RP50 Ltd Laufrder 12 x 100 / 12 x 142Tires Vittoria Terreno T30 700 x 40cCranks SRAM RED XPLR AXS Powermeter 172,5 mmCassette SRAM RED XPLR XG-1391-E1 10-46TTechnical DataSize XS S M L XL XXLWeight 7,70 kgSpecific FeaturesOQUO RP50 Ltd LaufrderIntegrated cockpit First Ride: 2026 Orbea Terra RaceAt 186 cm tall, I felt compact but not cramped on the size L frame. The geometry is aggressive without going over the top. Even in the drops, the riding position feels nicely balanced. When the flag drops, the Terra Race doesnt hang about, offering responsive, race-ready acceleration. Despite its featherweight build, the bike feels calm and composed, delivering precise handling and holding its line with assurance. On endless gravel straights, the Terra Race is more than happy to take the lead.No wobble, no chatter the Orbea Terra Race remains undeterred even at high speeds.Every watt goes exactly where its meant to.The wheels certainly play their part. They hold speed effortlessly and provide a relaxed, unobtrusive freehub sound the perfect soundtrack for your solo escape into the rainbow jersey. They also handled light crosswinds with confidence and delivered a surprisingly high level of comfort. The fast-rolling, 40 mm wide Vittoria Terreno T30 tyres match the Terra Races speed-focused character, but their grip reached its limits in the wet. While traction on damp grass was still decent, they lacked lateral grip in wet, muddy corners not ideal when youre aiming for the front of the pack.In fairness to the tyres, it wasnt exactly world championship weather more like end-of-the-world conditions. Tuning tip: Run two wheelsets one with grippy 45 mm gravel tyres, the other with 32 mm all-road rubber.Alongside its low weight, the Terra Race also scores with an exceptionally torsionally stiff frame.The Orbea Terra Race responds to every pedal stroke with serious punch.Dont Blame the Terra Race if You Get Dropped, Its Not the Bikes FaultOn dry ground, the Terra Race generates ample traction and delivers impressive efficiency when you put the power down. Whether youre out of the saddle or tucked in aero mode, it doesnt waste your hard-earned watts on lateral flex, turning them straight into forward momentum instead. And thats a lot of fun. In fact, its a bit addictive. The torsional stiffness is noticeable every time you launch an attack.What you dont notice are unpleasant vibrations. The carbon layup soaks them up quietly in the background. For a race bike, the 2026 Terra Race rides surprisingly comfortably. The integrated cockpit, however, felt a touch too forgiving and flexy for my taste.The shifting performance of the SRAM Red XPLR is so smooth, you barely even notice it thats exactly how it should be.The brakes are on world-championship level, too.The 2026 Terra Race offers precise and predictable steering, though it doesnt stand out for its razor-sharp agility. With a 71 head angle, the bike is clearly tuned more for straight-line stability than lightning-fast cornering. Tight, twisty routes arent its natural habitat. Unfortunately, we havent yet had the chance (or the legs) to truly put the Terra Race through its paces in race conditions. But were confident that if you miss the podium at a high-speed, hardpack race, its not the fault of the 2026 Terra Race. Its more than efficient enough to carry you right to the front.And the SRAM Red XPLR groupset? Its so smooth and intuitive, you hardly notice its there, which is exactly what you want. The shifting is quick and crisp, even under load, and the 1046 t range means it wont let you down, even when your legs are screaming and youve got lactic acid coming out of your ears.If you ask us, the brakes are still the icing on the cake. The powerful, easy-to-modulate one-finger braking from the hoods opens up a whole new way of riding. One finger on the lever means youve got four on the bars, and that extra grip translates into noticeably more control, especially on rough descents.Who Is the 2026 Orbea Terra Race For?Hardpack, compact gravel or even a bit of relaxed tarmac the faster the surface, the more at home the Terra Race feels. If youre after proper race-bike vibes when youre headed off-road, or aiming for the podium at high-speed gravel events, the 2026 Orbea Terra Race could be your perfect match. And the idea of turning it into a fast, confidence-inspiring all-road bike with a second wheelset is appealing to say the least.What its not built for is adventure or bikepacking races. If your idea of gravel riding involves technical trails and playful line choices, youll likely find its limits rather quickly, too. For that, youll find more capable and versatile options on the market like the newly updated 2026 Orbea Terra, for example.VerdictThe geometry and pricing say it loud and clear: racers only. We cant recommend the 2026 Orbea Terra Race for everyone its simply not versatile enough. That said, its explosive acceleration, unwavering stability at speed and aggressive looks, complete with endless customisation options, will definitely tempt even us mere mortals to hit the order button. And the best part? The Terra Race is at least as fast as we feel we are.Topshigh-speed stabilitytop notch acceleration and tractionextensive customisation optionsFlopstoo much flex in the one-piece cockpitDer Beitrag The 2026 Orbea Terra Race gravel bike on test Road to Rainbow Jersey erschien zuerst auf GRAN FONDO Cycling Magazine.

Ready to rave? The new Wilier Rave SLR ID2 is louder, wider, and promises to be a whole lot faster, too. Forget the all-road compromises its predecessor called for this ones all-in on gravel racing, with fresh aero touches, 52 mm tire clearance, and a look thats straight out of an acid trip. And no, despite the ID2 name, this isnt Volkswagens electric hatchback.Wilier Rave SLR ID2 | 8.00 kg in Size L | 9,900 | Manufacturers WebsiteID2 might sound like a charging cable or voice assistant at first, but what Wilier delivered with the new Rave SLR ID2 is anything but streamlined monotony. Its bold, loud, unapologetic and it wants just one thing: to win races. With the Rave SLR ID2, the Italian cult manufacturer brings an update to the stage thats not just visually reminiscent of a neon rave party. Technically, too, this bike breaks new ground and ditches old-school all-road compromises without a second thought.With an entry price of 9,900, the new flagship model isnt just 300 cheaper than its predecessor, but also comes specced with chunky 50 mm tires and room to go even wider, up to 52 mm. Finally! The predecessors 42 mm clearance was barely enough for muddy conditions, let alone modern gravel racing. So the big question is: does this rave-styled racing monster truck have what it takes to make it onto the gravel podium? We put it to the test to find out.Pixel green, not Hulk green: a closer look at the Wilier Rave SLR ID2Just last year, Wilier made a bold statement in Hulk green with the Verticale SLR now comes the sequel in a slightly darker shade. According to Wilier, the new Pixel Green draws inspiration from old CRT monitors and rave lasers lighting up the dancefloor. So if youre after a bike with race-day attitude and disco flair, youve just found it. The frame alone means business. The wide, dropped seat stays are even more pronounced than on the Wilier Filante SLR, giving the rear triangle a look thats closer to a road bike than a gravel rig. The downtube features a distinctive aero profile narrow and flat near the head tube, broad through the midsection, and then tapering down towards the bottom bracket. Its a silhouette that instantly recalls the 3T Exploro RaceMax and not by accident. The narrow upper section reduces frontal drag, while the broader lower profile is designed to guide airflow cleanly around the bottles.Lettering, detailing and shimmering decals on the Miche Graff Aero 48 wheels round off the visual fireworks. Only the neon green highlights on the fork and seat stays seem a little out of sync with the otherwise harmonious chromatic palette.At just 8.0 kg in size L, the new Rave SLR ID2 is one of the lightest race gravel bikes money can buy considering it rolls on generously sized 50 mm tires. According to Wilier, the frame alone tips the scales at just 900 g.For contexts sake: the 3T Exploro RaceMax Italia, running similarly wide tyres, came in noticeably heavier in our group test. The Rose Backroad FF is in the same class in terms of total system weight, but it comes with narrower tires. Compared to the previous model, the ID2 has put on around 400 g, but its a well-judged trade-off: you get far more clearance for wide tires, increased stiffness and a clear bump in aero performance. theres still plenty of clearance at both the front and rear.Room to grow! The 50 mm tires are nowhere near the limit While the previous model tried to walk the thin line between all-road and gravel, the new Rave SLR ID2 doesnt zigzag around anymore. Its predecessor aimed to be a bit of everything: part all-road racer, part gravel machine, with two cockpit options and limited tire clearance a compromise that never fully committed to either asphalt or gravel. It was a bike caught between worlds, but without a clear focus on the start line. The new Rave SLR ID2 changes all that. Its a purebred race gravel bike, built for speed, efficiency and all-out attacks on the dirt. Tyre clearance has been bumped up to 52 mm, the front derailleur mount has been ditched, and the aero shaping has been taken up a notch. And despite its generous clearance and plenty of mounting points, the new Rave SLR is anything but a laid-back bikepacking rig the aggressive look makes this clear straight away. The spec leaves no doubt either.Low-flying mode: our tester Jan puts the new Rave SLR ID2 to the test to see if its all showor really as fast as it looks.Italo disco vibes: the spec of the Wilier Rave SLR ID2Our Wilier Rave SLR ID2 test bike makes one thing clear right away: gravel racing, according to Wilier, means top-tier components with unmistakable Italian flair. True to Wiliers philosophy, most components are from Italian brands everything except the drivetrain, which comes from across the pond. At its core is a SRAM RED XPLR AXS groupset, paired with a 1046 cassette and a 40-tooth chainring. Its a setup that delivers a pleasantly wide gear range for punchy climbs and rolling terrain. But lets be honest, when it comes to racing, speed is the name of the game. And before long, youll be wishing for a bigger chainring up front.Small but mighty: the 40-tooth chainring gives you the cadence you need for steep climbs.but if youre racing, youll soon be craving moreespecially a power meter.Alongside the new green and two additional colour options, theres also a welcome comeback for the familiar, vibrant purple. The new Rave SLR ID2 is available in a total of nine spec options, and four paint jobs: Pixel Green, Glitch Black, Neon Purple and Byte Cream. Prices start at 4,400 for the entry-level model with a mechanical Shimano GRX 112 drivetrain, and go up to 9,900 for the top-tier spec with wireless SRAM RED XPLR AXS.Wilier Rave SLR ID2 | Pixel Green |Sram RED XPLR | Miche GRAFF Aero 48 | 9.900Wilier Rave SLR ID2 | Glitch Black | Sram FORCE XPLR | Miche GRAFF Aero 48 | 7.800The more affordable versions with GRX or RIVAL groupsets come with a conventional two-piece cockpit and alternative wheelsets, also from Italian brand Miche. These setups feature shallower rims, which are designed for all-round performance. Whether a SL version will be offered remains to be seen.Wilier Rave SLR ID2 | Neon Purple | Sram RIVAL XPLR | Miche GRAFF Allroad | 5.600Wilier Rave SLR ID2 | Byte Cream |Shimano GRX 112 | Miche GRAFF Allroad | 4.900Wilier did it again no power meter. And on a bike pushing to 10,000 thats clearly built with the UCI Gravel Series in mind, this feels like a step back into the analogue era. The previous model already showed up to our race gravel group test without one, and once again, its a real missed opportunity.Wilier Rave SLR ID2 2026 9,900SpecificationsSeatpost Wilier D-ShapedBrakes SRAM RED AXS HRD 160/160 mmDrivetrain SRAM RED XPLR AXS 1 x 13Chainring 40Stem Wilier F Bar 114 mmHandlebar Wilier F Bar 390 mmWheelset Miche Graff Aero 48 12 x 100 / 12 x 142Tires Vittoria Terreno T50 Mixed 700 x 50cCranks SRAM RED XPLR AXS 172,5 mmCassette SRAM RED XPLR XG-1391-E1 10-46TTechnical DataSize XS S M L XL XXLWeight 8,00 kgSpecific FeaturesPlenty Tire ClearanceWide SeatstaysNo PowermeterWilier forgo a front derailleur mount to make room for wider tires a clear statement in favour of 1x drivetrains and maximum clearance. But this also means that 2x groupsets like Shimanos GRX 212 are off the table.With its 114 mm stem and 390 mm wide bars, the in-house F-Bar cockpit echoes the clean, elegant setup already seen on the Wilier Filante SLR. The Miche Graff Aero 48 carbon wheelset rounds off the look deep, fast and finished with glossy decals, it brings plenty of style to the party. Wrapped around them are chunky Vittoria Terreno T50 Mixed tires in a generous 700 x 50C, offering loads of volume for traction, comfort and control on rough terrain.Deep, wide and built for speed the Miche Graff Aero wheels and Vittoria T50 tires leave no doubt about the Rave SLR ID2s racing ambitions.The geometry of the Wilier Rave SLR ID2The geometry sends a clear message too. With a stack-to-reach ratio of 1.47 in size L, it promises a sporty yet not overly aggressive riding position. For comparisons sake, the winner of our 2025 race gravel bike group test, the Rose Backroad FF, comes in at a noticeably more stretched 1.41. Add in short 421 mm chainstays and a compact wheelbase, and youve got all the right ingredients for quick handling and punchy acceleration. Wilier opted for classic race gravel geometry performance-focused, but without pushing the boundaries.SizeXSSMLXLXXLReach375 mm381 mm387 mm393 mm400 mm408 mmStack532 mm546 mm561 mm579 mm597 mm617 mmChainstay419 mm419 mm421 mm421 mm423 mm423 mmSeat Tube450 mm480 mm500 mm520 mm540 mm560 mmSeat Angle75.574.77473.57373Head Angle69.27070.871.271.672Top Tube516 mm532 mm549 mm566 mm583 mm597 mmHead Tube107 mm118 mm131 mm148 mm166 mm185 mmWheelbase1014 mm1017 mm1022 mm1031 mm1042 mm1052 mmNeon green dance moves? Testing the Wilier Rave SLR ID2The new Wilier Rave SLR ID2 looks like a dancefloor on two wheels and rides like one too. The integrated F-Bar cockpit impresses with excellent ergonomics: 390 mm across the tops and 420 mm in the drops pair perfectly with the size L frame. Narrow enough for flat-out speed, wide enough for confident control in the drops. The gracefully flared lower section also gives you a secure grip when the trail gets rough. Everything fits, everything clicks and you feel it in the handling. The Rave SLR ID2 steers with razor-sharp precision, and despite the 50 mm Terreno tires, its surprisingly nimble. It inspires instant confidence. Tight corners turn into playgrounds, and evasive moves at high speed feel natural and controlled.And on technical descents? Thats where the Rave plays its comfort card. While the frame stays relatively stiff, the voluminous tires smooth out the rough stuff with ease. The result? More confidence, more speed and that one perfect line youd never have dared to ride before.Mud? That used to be a problem. With 52 mm tire clearance, the Rave SLR ID2 now ploughs through puddles with total confidence.Out of the saddle, the Wilier shows its true colours. The acceleration is explosive and immediate no hesitation, no sponginess. Put the watts in, get pure drive out. And thats not just on loose terrain: even on tarmac, the Rave feels surprisingly light on its feet given the sheer volume of rubber. At the same time, the frame stays impressively stiff under power and load theres no energy lost, just full-on efficiency. Despite what you might expect, those chunky tires roll smoothly over gravel and asphalt alike. This means you can carry serious speed not just downhill, but also on the flats and even on the climbs. A power meter would make pacing even better, of course. All in all, the new Rave SLR ID2 is an absolute blast to ride and it delivers on every promise when it comes to gravel race performance. Tuning Tip: If youre serious about racing, its worth considering an upgrade to a larger chainring with an integrated power meter.Who should take a closer look at the Wilier Rave SLR ID2?The Rave SLR ID2 is aimed at riders who crave precision, agility and responsiveness in gravel races. Whether youre pushing hard through tight corners, launching attacks or flying over fast courses, Wilier built a tool thats up for the job. Ambitious racers looking to fight for the front at events like The Traka or Unbound will find in the ID2 a race platform that doesnt just follow the pace it sets it.But even if your names not on a UCI Gravel Series start list, and youre simply after a sharp, sporty gravel bike with serious style, the Rave still delivers. Despite its race-ready DNA, it surprises with comfort, confident grip and a playful character that makes every ride genuinely fun.Helmet Sweet Protection Falconer 2Vi | Glasses 100% Hypercraft | Jersey Angry Pablo Cycling Jersey | Shorts POC Cadence Cargo Cycling Bib | Shoes Fizik x PNS Vento Ferrox | Socks Pas Normal Studios Solitude Socks | Vest Universal Colors Mono GiletConclusionsWith the Rave SLR ID2, Wilier didnt just deliver a simple update theyve made a bold statement: no more all-road compromises, this is a true gravel race machine. Agile, precise and surprisingly comfortable, it feels right at home in corners, on fast courses and across rough terrain. The look might divide opinion, but the performance is undeniable. The only real drawback is the lack of a power meter. Even so, this is a seriously fun gravel racer with unmistakable race DNA.TopsLight weightSuper-wide, grippy tires with loads of control and reserveExplosive accelerationFlopsNo power meter on a nearly 10,000 race-focused gravel bikeFrame design wont be to everyones tasteFind out more on wilier.comDer Beitrag Gravel Racer With Disco Vibes: the Wilier Rave SLR ID2 First Ride Review erschien zuerst auf GRAN FONDO Cycling Magazine.

Road bike? Gravel bike? Who says you have to choose? If youre just getting into cycling and dont want to tie yourself down, the Canyon Endurace Allroad gives you the best of both worlds and all for under 1,000. We got our hands on this budget all-rounder ahead of its official release, to find out how much bike you really get for your money.Canyon Endurace Allroad | 10.9 kg (size L) | 999 | Manufacturers websiteCanyon are setting the price again but this time in the right direction. If youre new to road cycling, or youre simply after an easy-going, versatile and affordable drop bar bike, this might just be the one. For under 1,000, the new Canyon Endurace Allroad comes equipped with hydraulic disc brakes, Shimanos brand-new CUES groupset, and a low-maintenance setup that doesnt require a bike mechanics diploma to keep rolling.On paper, it sounds like the perfect everyday companion, whether youre sticking to the tarmac or venturing onto gravel. But is it truly a capable all-rounder, or just another entry-level compromise? We wanted to find out, so we took the Canyon Endurace Allroad across tarmac, trails and gravel roads to see what its really made of. Can it live up to its do-it-all promise? How much bike do you actually get for 999 in 2025? Lets find out.The Canyon Endurace Allroad in DetailTake a closer look at the only available build spec and its clear: Canyon havent just cut costs theyve made smart choices. At the heart of the bike is Shimanos brand-new CUES drop bar groupset, launched for the 2025 season. With a 210 setup, compact 50/34 chainrings and a wide-ranging 11-39 cassette, this drivetrain isnt just geared for climbing; it has enough range to pick up the pace on fast rides too. Whether youre grinding up steep climbs or cruising on a weekend loop, this setup has you covered, even if youre new to the game. Also on board: hydraulic disc brakes that dont just offer plenty of stopping power, but impress with a well-defined bite point and ergonomically shaped shift-brake levers. At this price point, cable disc brakes are far more common.The aluminium frame is fitted with a generous set of mounting points. Mudguards? No problem. A top tube bag for your snacks? Sorted. Theres even room for a pannier rack, making the Endurace Allroad a solid choice for commuters, grocery runs or even full-on bikepacking adventures.Quietly but confidently, the Canyon Endurace Allroad is edging into gravel bike territory. With clearance for up to 40 mm tires, and stock 35 mm Schwalbe G-One Comp tires offering decent tread, the aluminium frame is sending a clear signal: its not afraid of a bit of off-road action.Unlike Canyons high-end models, the Endurace Allroad doesnt shout about cutting-edge innovation. External cable routing and a traditional seatpost clamp? It almost feels nostalgic. But retro doesnt have to mean outdated. Quite the opposite: if you like to tinker with your own bike, anything you can do without specialist tools is a win. Its a solid plus for riders who prefer DIY wrenching over expensive workshop visits, or just want to avoid hefty servicing costs.Canyon havent skimped on sizing either. With seven frame sizes ranging from 2XS to 2XL, theres a good fit available for both very small and very tall riders. And thats a big deal, especially for beginners getting their first taste of drop bar cycling. What you get is a well-thought-out package that doesnt try to wow with flashy looks, but focuses instead on practicality and versatility, offering an accessible gateway into the drop bar world. The Endurace Allroad isnt here to steal the show. Its here to get the job done. The only question is: does it deliver?Canyon Endurace Allroad 2025 999SpecificationsSeatpost Canyon 27,2 mmBrakes Shimano Cues 160/160 mmDrivetrain Shimano Cues 2x10Chainring 50/34Stem Canyon 90 mmHandlebar Canyon 440 mmWheelset 12 x 100 / 12 x 142Tires Schwalbe G-One Comp 700 x 35cCranks Shimano Cues 172,5 mmCassette Shimano CS-LG300 11-39TTechnical DataSize 2XS XS S M L XL 2XLWeight 10,90 kgCanyon Endurace Allroad on TestIf we had to sum up the ride of the Endurace Allroad in one word, it would be relaxed. As soon as you swing a leg over the saddle, its clear this bike isnt chasing KOMs. Its all about comfort at cruising pace. For a road bike, the position is pleasantly upright. Racers might raise an eyebrow, but if youre looking for a smooth, pressure-free ride, youll feel right at home. No stiff neck, no aching wrists, just great visibility and control whether youre gliding along cycle paths or weaving through city streets.Shimanos new CUES groupset fades into the background in the best possible way: it just works. Shifting is clean, braking is dependable, and theres no fuss involved. The gear range is cleverly chosen too, meaning even without a Zwift subscription or Alpine experience, steep climbs stay within reach. And when the road opens up, the big gears are more than capable of delivering that speedy road bike buzz.A lot of the bikes sure-footed feel comes down to the 35 mm Schwalbe G-One Comp tires. With a grippy tread that looks more gravel than road, they offer confident traction even in wet or loose conditions. And despite all that grip, they still roll fast enough on tarmac to keep that classic road bike feeling alive. Out of the box, the bike comes with butyl inner tubes, which dont do much to enhance comfort, but keep things nice and straightforward.The frame itself is pretty stiff, passing on a fair bit of road buzz. If youre after more comfort, a wider tire or tubeless setup is well worth considering. Its a budget-friendly upgrade thatll make a big difference, especially if you plan to spend more time off the beaten track.In terms of handling, the Endurace Allroad stays true to its road bike roots. Its direct, nimble and feels lively under power. When the pace picks up, it remains composed and easy to manage. With grippy tires, powerful brakes and balanced geometry, this bike offers confidence and fun in equal measure, whether youre commuting, heading out for an adventure or just exploring your local lanes.Bottom line? The Canyon Endurace Allroad is a brilliant entry into the world of drop-bar bikes: uncomplicated, versatile and refreshingly honest. Its not trying to dazzle you. It just wants to get out and ride, and show you where the tarmac ends.Helmet KASK PROTONE Icon | Glasses Adidas SP0103 | Jersey Rapha Core Jersey | Shorts Straede Cargo Bib | Socks POC Essentail Road | Vest Straede Vest MenWho is the Canyon Endurace Allroad for?The Endurace Allroad is made for anyone after a solid, well-specced bike at a fair price, especially those torn between a road bike and a gravel bike. With its smart component choices, its perfectly tailored to the needs of beginners: dependable, versatile and refreshingly free of performance pressure. Even experienced road cyclists will appreciate the Endurace Allroad as a low-maintenance, no-nonsense ride for everyday use and weekend fun, without compromising on handling or ride quality.ConclusionWith the Endurace Allroad, Canyon have created a true entry-level all-road bike with a clear vision. If youre looking for a reliable, low-fuss drop bar bike for under 1,000, thats happy on both tarmac and light gravel, this is it. The component choices are practical, and the build is deliberately simple; no gimmicks, just solid function. If youre aiming for more adventurous gravel rides, Canyon offer more specialised options with extra comfort and capability. As a versatile daily companion with a sporty edge, the Endurace Allroad delivers exactly what it promises: honest riding fun in a well-balanced package.TopsThoughtful spec choicesNo compromise on function or funVersatile across a range of usesFlopsLimited comfort on rougher gravelMore info on canyon.comDer Beitrag Canyon Endurace Allroad in Review: A Do-It-All Bike for just 999? erschien zuerst auf GRAN FONDO Cycling Magazine.