High mountain passes or fast criteriums? Long valley roads or brutally steep climbs? If you cant decide, Cervlo have built the new Soloist precisely for you. Positioned between the S5 and the R5, this all-rounder is now lighter, faster and more modern than ever. We put it to the test to find out whether one bike can honestly cover it all.Cervlo Soloist | 7.09 kg in size 56 | 7,499 | Manufacturers websiteThe Soloist has always been the all-rounder in Cervlos portfolio. And as the name suggests, it takes the Soloist to bridge the gap between the extremes. Last year, Cervlo pushed the S5 even further as their ultimate aero bike, while the R5 dropped below the 6 kg mark. Now its the Soloists turn.Lighter, faster and more modern arent just the usual launch-day buzzwords. The new Soloist has seen substantial changes, and they go far beyond its looks. Heres everything you need to know about whats new, who this bike is for and whether this all-rounder is the right choice between the two extremes.The New 2026 Cervlo Soloist One Bike to do it All?Rather than simply filling the gap between the climbing-focused R5 and the aero-optimised S5, the Soloist is designed to combine the strengths of both. True to its name, its meant to be the only road bike you need in your garage, without requiring a team sized fleet like Visma Lease a Bike. Cervlo have carried that all-round philosophy into the latest generation of the Soloist. The new bike is claimed to be lighter and faster, while also introducing a fresh new look and redesigned bottle cages with matching aero bottles.That doesnt make the Soloist any less of a race bike than its two specialist siblings. It may not be the bike the pros race, but its every bit as capable when the numbers are pinned on. According to Cervlo, the Soloist was developed for criterium racers who demand razor sharp handling and explosive acceleration, as well as performance focused riders looking for one bike that can excel in every scenario.Whether its the explosive acceleration or the sleek new look, the 2026 Soloist is an entirely new bike.The development of the new Soloist focused on two key objectives: lower weight and improved aerodynamics. According to Cervlo, theyve achieved both. The new Soloist is claimed to be 8.6 W faster and 176 g lighter than its predecessor. These gains come from a completely redesigned frame. The improved aerodynamics are largely the result of a slimmer head tube with increased surface area, a deeper fork, a deeper and narrower downtube, and more widely splayed seat stays. The bike also features the HB18 cockpit, which we already know from the R5. Altogether, the new Soloist is claimed to be 8.6 W faster than the previous model, while sitting 11.8 W behind the aero focused S5, which uses a different cockpit and deeper section wheels.The new Cervlo Soloist aero bottles blend seamlessly with the frame and are surprisingly easy to use.The new seat clamp helps save weight, but tightening it requires an unusually long tool. That means a standard multitool wont get the job done if you need to make adjustments on the road.Cervlos new aero bottles and matching cages round off the package, claiming a saving of 4.3 W over standard round bottles. Thats not their only advantage. With a capacity of 650 ml and a flat base that lets them stand upright without toppling over, the bottles are more practical than most aero designs. If you prefer conventional bottles, the cages accept standard round bidons too.There are plenty of smaller updates, too. The fork now uses a new brake mount, which is identical to the one on the S5, and compatible exclusively with 160 mm brake rotors. The seatpost clamp has also been redesigned with a new cover, primarily to reduce weight. Cervlo have also revised the steerer tube, introducing updated cable routing and a narrower mid section to create space for the rear brake hose. Tire clearance has increased to up to 36 mm, and, needless to say, the frame now also adopts the UDH standard.Single Chainring on an All-Round Race Bike The Cervlo Soloist in DetailAs an all-rounder, the Cervlo Soloist is designed not only to handle every kind of ride, but also to keep things as simple as possible. To achieve that, Cervlo have chosen the components carefully. Up front, it uses the HB18 cockpit already seen on the R5. With full cable integration, low weight and excellent ergonomics, its a perfect match for the Soloist. The Reserve 42|49 TA wheelset also comes from within the Cervlo family, paired with DT Swiss 350 hubs. At this price point and spec level, however, we would have expected DT Swiss 240 hubs to shave off a few more grams. The tire choice also feels slightly out of place. While the 29 mm Vittoria Corsa N.EXT tires are versatile and offer excellent puncture protection, their relatively slow rolling performance doesnt quite fit the Soloists racing ambitions.A gravel groupset on a road all-rounder raises eyebrows, and thats precisely what Cervlo have specced: SRAM Force XPLR AXS with a wide-range 13-speed cassette spanning 10 to 46 teeth. The 48-tooth chainring up front keeps the gearing honest for road duty, producing an overall range roughly comparable to a Shimano ULTEGRA setup with 52/36 chainrings and an 11-34 cassette, though with larger jumps between gears. Every Soloist ships with the new aero bottles and cages as standard. Our size 56 test bike weighs 7.09 kg and costs 7,499, undercutting the similarly equipped R5 and S5 specialists by a comfortable margin.With the HB18 cockpit, Cervlo have finally given the Soloist a fully-integrated cockpit.The 48 tooth chainring not only looks the part, it also suits the bikes all-round character perfectly.In addition, Cervlo now offer a new flagship model equipped with a SRAM RED AXS 212 drivetrain. Priced at 10,999, it tips the scales at just 6.85 kg, meeting the claimed weight target. The model range also includes a SRAM Force AXS spec variant for 7,499, and a SRAM Rival AXS version for 5,999. Riders who prefer Shimano can opt for the ULTEGRA Di2 build, also priced at 5,999. If none of these builds suit your needs, Cervlo also offer a frameset for 3,799, giving you the freedom to create a fully custom build.Cervlo Soloist 2026 7,499SpecificationsSeatpost Cervlo SP27 Carbon D-ShapedBrakes SRAM Force AXS 160/160 mmDrivetrain SRAM RED XPLR AXS 1 x 13Chainring 48 TStem Cervlo HB18 100 mmHandlebar Cervlo HB18 400 mmWheelset Reserve 42|49 TA 350 12 x 100 / 12 x 142Tires Vittoria Corsa N.EXT 700 x 29cCranks SRAM RED AXS DUB 170 mmCassette SRAM RED XPLR XG-1391-E1 10-46TTechnical DataSize 48 51 54 56 58 61Weight 7,09 kgThe Geometry of the 2026 Cervlo SoloistThe geometry has also been thoroughly revised, primarily to bring the Soloist in line with modern demands and position it more clearly within the Cervlo range. Fit geometry now matches the R5 exactly. The bottom bracket sits 2 mm lower to compensate for wider tires, while size-specific seat tube angles across frame sizes 48 to 54 cm keep the riding position consistent through the range.With a stack to reach ratio of 1.45, the Soloist places you in a sporty, stretched riding position without becoming overly aggressive exactly what youd expect from an all-rounder. The 73 head angle and 45.5 mm of trail ensure neutral, predictable handling that feels agile without becoming twitchy. The steep 73 seat tube angle promotes efficient power transfer, while the 74 mm bottom bracket drop adds stability through corners. Short 410 mm chainstays give the bike a direct, lively response when you put the power down. The result is a well balanced race geometry that feels agile, stable and performance focused, without pushing into extremes.Size485154565861Top Tube506 mm526 mm545 mm565 mm581 mm595 mmSeat Tube432 mm482 mm507 mm530 mm553 mm572 mmHead Tube90 mm109 mm132 mm156 mm183 mm204 mmHead Angle717273737373Seat Angle757474737373Chainstay410 mm410 mm410 mm410 mm410 mm410 mmBB Drop77 mm77 mm74 mm74 mm72 mm72 mmWheelbase977 mm978 mm978 mm993 mm1010 mm1025 mmReach369 mm377 mm383 mm391 mm400 mm408 mmStack496 mm520 mm545 mm568 mm591 mm611 mmEverywhere Between the Sprint and the Summit The 2026 Cervlo Soloist on ReviewThe Soloist is designed to bring together the best of every world. But does that all-round performance come at the cost of outright speed? We put the bike to the test to find out what the new Cervlo is really capable of. One thing is clear from the outset, the Soloist is one of the most popular bikes in Cervlos line-up. Less extreme than the S5 and more versatile than the R5, its clearly aimed at riders looking for one bike that can do it all.Unsurprisingly, the Soloist delivers a thoroughly convincing ride. Its standout characteristic is the smooth yet direct steering. Handling is exceptionally predictable and composed, allowing you to place the bike with precision, with never a hint of nervousness. Acceleration is equally impressive. Whether youre sprinting for the finish line or racing your mates to the town sign, the Soloist responds eagerly and builds speed with ease. Only the relatively slow rolling tyres and the slightly compliant wheelset prevent it from feeling quite as explosive as it could.The bike is just as impressive once the road starts climbing. Whether youre tackling rolling hills or long mountain ascents, the Soloist feels at home on any gradient. That performance continues beyond the climbs too, as the bike is surprisingly efficient on flatter terrain. Cervlos designers have clearly done their homework, creating a bike that not only looks sleek and purposeful but is genuinely fast as well. When it comes to comfort, the Soloist stays true to its racing DNA. The tires and Reserve wheels provide a degree of vibration damping, and the frame offers a little compliance where needed, but overall this is a firmly performance focused road bike, exactly as its intended to be.The only real mismatch is the choice of tires. While the 29 mm Vittoria Corsa N.EXT tires offer plenty of grip and do a good job of absorbing small bumps and road buzz, their noticeably slower rolling performance feels out of place on a race bike. Why Cervlo chose this setup for the Soloist instead of fitting the faster Corsa Pro remains unclear. Tuning Tip: Fit a set of faster tires to unlock the bikes full racing potential.Who is the 2026 Cervlo Soloist the right bike for?True to its name, the Soloist is built for riders looking for one bike that excels in every kind of terrain. It combines a genuine race bike character with a premium frameset and beautifully balanced handling. If youre after a fast road bike that can hold its own against the quickest bikes on the market in almost any situation, but dont want either a heavy aero specialist or a lightweight climber with aerodynamic compromises, the Soloist is an outstanding choice.Helmet Oakley Velo Mach | Glasses Oakley Velo Kato | Jersey PAS NORMAL STUDIOS Mechanism Jersey Bibs Castelli | Shoes EkoiConclusions about the 2026 Cervlo SoloistWith the 2026 Soloist, Cervlo have created an all-round race bike that is far more than just the missing link between the R5 and S5. It impresses across the board with its efficient, well balanced ride, excellent speed and high quality spec. Combined with the sleek design and new aero bottles, it adds up to a highly appealing package for ambitious amateur racers. The only weak point is the tire choice, which falls short of the bikes performance potential and would benefit from a set of faster rolling tires.TopsBalanced handlingDirect handlingSleek frame designWell integrated aero bottle systemFlopsSlightly slow rolling tiresMore information at cervelo.comDer Beitrag Cervlo Soloist 2026 on Review More All Rounder Than Stopgap? erschien zuerst auf GRAN FONDO Cycling Magazine.

An endurance bike from Pinarello? It feels almost like an oxymoron. The brand is steeped in WorldTour pedigree, its bikes wrapped in decades of myth. After all, exclusivity is built on extremes. So has Pinarello achieved what countless manufacturers have failed to do: create an endurance bike thats every bit as desirable as its race-winning sibling?Pinarello Dogma X | 7.06 kg (size 53) | 14,900 | Manufacturers websitePinarello have always been a bit different; few brands lean into their racing pedigree with quite the same confidence as the company from Treviso. The Dogma F isnt just one of the most successful bikes in the WorldTour it has become a cultural object. A bike people lust after. Owning a Dogma F says something. The sculptural silhouette, extravagant paint schemes and endless list of victories have elevated it beyond mere bike and into the pantheon of Italian road cycling.The trouble is; that desire has a habit of drowning out common sense. Comfort, fit and geometry suddenly seem like secondary concerns. Until the first six-hour ride, anyway. Thats when the doubts drop in. The Dogma F is an extraordinary bike; it just isnt everybodys bike. Its uncompromising, unapologetically aggressive and, for some riders, simply too much. Plenty of Dogma Fs have ended up as very expensive lessons in self-awareness. Or, if were being cruel: Those with the engine rarely have the budget. Those with the budget rarely have the lower-back mobility. By the time you can afford a Dogma F, youre no longer comfortable riding it.Thats exactly where the Dogma X comes in. Introduced in 2023, it pairs the unmistakable style of the Dogma F with a more relaxed geometry, and a rear end tuned for greater comfort. Pinarello itself files the Dogma X under the endurance category a label that conjures up images of dolce vita, long caf rides and taking life at a gentler pace. But attenzione! We escaped to the Prosecco Hills with the new Dogma X before its official launch, and came away convinced its anything but a conventional endurance bike. In fact, that may well be its greatest strength.The Dogma DilemmaEndurance. Its hardly the sexiest word in cycling. It sounds like compromise and compromise rarely gets anyones pulse racing. Unfairly so. Race bikes are sold on aerodynamics, weight and WorldTour victories. Endurance bikes, by contrast, have to make their case with comfort, versatility and all-day ride quality. They appeal to common sense rather than desire, and can sometimes feel like race bikes for riders whove simply grown older. Pinarello see things differently. In their eyes, the Dogma X isnt for riders whove grown old its for riders whove grown wise. And wisdom often starts with asking the right questions. If the answer is meant to be Dogma X, the question might look something like this:Which bike am I actually fastest on?As race bikes become ever more aerodynamic, and climbing bikes ever lighter and more single-minded, a new space is opening up between the two. A space for road bikes designed not for laboratory test rigs or smooth race circuits, but for real roads ridden over real distances. On paper, they may give away a few watts of aero efficiency, carry a few extra grams and steer with a little less urgency. In return, they offer something far more valuable: the ability to keep producing power five hours into a ride. Because out on real roads, the fastest bike isnt always the one thats quickest for the first hour. Its the one that lets you stay fast the longest.Good Vibrations The Dogma X Up CloseBeyond geometry, Pinarello have identified vibration damping as the key to sustained speed. The thinking is simple: the fresher the rider, the faster theyll be at the end of the ride. The original Dogma X approached this with one of the most distinctive rear ends in the category. Its X-STAYS 1.0 connected the seatstays to the seat tube at four separate points, reinforced by the signature X-shaped brace that gave the system its name. For the new generation, the X-shaped bridge is gone. The name and the underlying philosophy remain. The new X-STAYS 2.0 still rely on four connection points, but theyre positioned much lower on the frame. This allows the seatstays and seatpost to flex more freely, increasing comfort over rough roads while giving the rear triangle a cleaner, more elegant silhouette. It looks more cohesive, more refined and considerably less fussy than its predecessor. Interestingly, Pinarello are almost at pains to dismiss any aerodynamic benefits. According to the brand, the X-STAYS 2.0 exist for one reason only: to reduce rider fatigue.Riders chasing watts, however, should look to the front of the bike. The ONDA fork, Talon Ultra Fast cockpit and elliptical head tube are lifted almost straight from the Dogma F. Together with the sculpted down tube and Pinarellos signature kinked top tube, the front end looks virtually identical to its uncompromising WorldTour sibling. Under the paint, the two bikes share more than just their looks. The Dogma X uses the same Torayca M40X carbon fibres as the Dogma F. The difference lies in the lay-up. According to Pinarello, the carbon schedule has been specifically tuned for greater compliance and improved vibration damping. The message is clear: the Dogma X isnt a watered-down endurance bike. Its a Dogma with a different set of priorities.Anyone interpreting the X as an invitation to head off-road, however, is likely to be disappointed. With clearance for tires up to 35 mm, the Dogma X is perfectly equipped for the unpredictable surfaces of Italian backroads. Serious gravel lies beyond its remit, though.Speaking of the frame, theres no mistaking its origins. Where many brands favour sharp edges and an overtly technical aesthetic, the Dogma X embraces Pinarellos trademark curvaceous exuberance. Flowing transitions, generously sculpted tube profiles and countless thoughtful details from the elegantly integrated UDH dropout to the fork wings inspired by the Pinarello logo give the frame an almost sculptural presence. What can look a little overdone in photos feels remarkably natural in the flesh. In the midday heat, the flowing surfaces and shimmering paint merge with the light, forming a single, harmonious whole. A Pinarello is a bike you should see in person before dismissing it for its looks.With its aero cockpit, ONDA fork, elliptical head tube and signature kinked top tube, the front end is almost indistinguishable from the Dogma F.No Bargains Here The Dogma X BuildPinarellos refusal to build a conventional endurance bike doesnt stop at the frame. The spec sheet follows the same philosophy. While many brands distinguish their comfort-focused models with more affordable groupsets or wheelsets, the Dogma X reaches straight for the very top shelf.Our test bike arrived equipped with SRAM RED AXS, Princeton CarbonWorks Grit 4540 wheels, and 32 mm Continental Grand Prix 5000 S TR tires. Buyers can also choose between Campagnolo Super Record or Shimano Dura-Ace Di2, paired with flagship wheelsets from Campagnolo and DT Swiss. Pinarello claim a weight of just 7.06 kg for a size 53. Its light. Very light.The finishing kit is equally lavish, with a beautifully integrated cockpit, a painted seatpost and four paint options: Moonlight Frost (white, as mortals would call it), Etna Lucente (black), Aqua Veil (metallic blue) and Jade Eclipse (chameleon green). And if thats still not exclusive enough, Pinarellos MyWay custom paint programme lets you make it your own.Pricing sits firmly in nosebleed territory. The frameset alone costs 6,700, while complete bikes start at 14,900. None of this is remotely sensible. Then again, it isnt supposed to be. By Pinarellos logic, the Dogma X isnt trying to be a value-oriented endurance bike. Its trying to be a Dogma. And Dogmas cost what Dogmas cost. Tuning tip: The stock 32 mm tires already feel excellent. Wed be tempted to squeeze in a set of 35s.Pinarello Dogma X 2026 14,900SpecificationsSeatpost Pinarello Aero Seatpost D-ShapedBrakes SRAM RED AXS 160/160 mmDrivetrain SRAM RED AXS 2 x 12Chainring 48 / 35 TStem Talon Super Fast 100 mmHandlebar Talon Super Fast 420 (Gemessen auen in den Drops) mmWheelset CarbonWorks Grit 4540 12 x 100 / 12 x 142Tires Continental GP 5000 S TR 700 x 32cCranks SRAM RED AXS DUB mmCassette SRAM RED XG-1290 1033TTechnical DataSize 43 46,5 50, 51,5 53 54 55 56 57,5 59,5 62Weight 7,06 (Size 53) kgThe Dogma X GeometryIf the word endurance makes you picture a towering head tube and an almost upright riding position, the Dogma X might come as a surprise. In a size 57.5, just 17 mm of stack and 7 mm of reach separate it from the Dogma F. The X is slightly more upright and a touch shorter, but it remains remarkably close to its race-bred sibling. Pinarello call it Endurance Plus Geometry.The more interesting story, however, lies in the bike-fitting philosophy. The Dogma X is available in 11 frame sizes, each of which can be paired with a choice of cockpit configurations. Size increments are particularly fine through the middle of the range, making it easier for riders to dial in a genuinely personalised fit, rather than settling for the closest option. That attention to fit extends to smaller riders, too. With a smallest frame size of 43 cm, complemented by appropriately sized cockpits and crank lengths, the Dogma X should offer a well-proportioned setup across virtually the entire size spectrum. One thing to watch, however, is handlebar width. Pinarello measure their bars outside-to-outside at the drops their widest point. As a result, a 42 cm Talon Ultra Fast cockpit corresponds roughly to what most manufacturers would label a 38 cm bar.Size4346.55051.55354555657.559.562Top tube505 mm515 mm525 mm535 mm545 mm552 mm557 mm565 mm575 mm595 mm620 mmSeat tube430 mm465 mm500 mm515 mm530 mm540 mm550 mm560 mm575 mm595 mm620 mmHead tube111 mm123 mm128 mm133 mm142 mm150 mm161 mm169 mm182 mm218 mm258 mmHead angle707070.57171.5727272.572.87373Seat angle74.474.47473.773.773.473.4737372.472Chainstay422 mm422 mm422 mm422 mm422 mm422 mm422 mm422 mm422 mm422 mm422 mmBB Drop77 mm77 mm77 mm77 mm77 mm77 mm77 mm77 mm77 mm72 mm72 mmReach349.3 mm358.1 mm365.4 mm371.7 mm379.4 mm381.2 mm383 mm384.6 mm390.8 mm395.3 mm403.8 mmStack524.2 mm535.5 mm542.1 mm548.6 mm559 mm568.4 mm578.9 mm588.4 mm601.7 mm632 mm670.3 mmReality Racer First Ride on the Pinarello Dogma XMy first ride on the Dogma X begins with a misunderstanding. Based on the stack figures Id supplied beforehand, Pinarello had removed every spacer from beneath the stem on my test bike. On the one hand, that made perfect sense it brought the fit remarkably close to my own race-bike position. On the other, it turned the Dogma X into exactly the uncompromising race bike it was never meant to be. So the first job is simple: put the spacers back in.Unlike the Dogma F, the Dogma X hides its seatpost clamp inside the top tube. Adjusting saddle height therefore requires a long Allen key, a steady hand and a healthy dose of patience. Its also worth taking your time, as the painted seatpost looks particularly susceptible to scratches. With everything finally adjusted and mercifully still unmarked I swing a leg over the saddle.Crack.The seatpost? The extra helping of tagliolini from the night before? Porca miseria! The mechanic barely looks up. He just smiles. Upon tightening, the seatpost settles audibly into the seat tube, by design. Perfectly normal, apparently. But not very reassuring.Back goes the spacer stack we preferred the more relaxed setup.Talon Super Fast cockpit with minimal flare.After that, everything becomes silent and unexpectedly effortless. Within the first few pedal strokes, it becomes clear that the Dogma X isnt trying to wow you with exaggerated comfort. It simply feels right. Every watt translates into forward momentum, every steering input into a precise change of direction. Rather than feeling like a brute, the bike behaves more like a scalpel.The biggest surprise, though, is how quickly you forget youre supposedly riding an endurance bike. The riding position is marginally more upright than on a pure race bike, yet it remains purposeful and unmistakably sporty. At no point do I feel like Im sitting on the bike. Instead, I feel completely integrated with it. The Dogma X rides far more like the Dogma F than its endurance label would suggest light on its feet, agile and, at the same time, impressively composed.Princeton CarbonWorks wheels with variable-depth rims.Attenzione! Pinarello measure handlebar width outside-to-outside at the drops.A big part of that comes down to the Princeton CarbonWorks Grit 4540 wheels. With their 45 mm rim depth, they never dominate the ride, remaining impressively composed even in crosswinds. Even more influential, however, are the 32 mm Continental Grand Prix 5000 S TR tires. The extra air volume smooths out rough tarmac, while the larger contact patch inspires confidence through fast corners and over broken descents.Yet the Dogma X never feels sluggish: quite the opposite. It carries speed with remarkable ease and thats exactly what encourages you to stop chasing every watt and simply let it run. Pinarello have made vibration damping the central theme of the Dogma X. And yes, it takes the sting out of rough roads. How much of that compliance comes from the X-STAYS 2.0 and how much is down to the 32 mm tires is impossible to say after a relatively short test ride. What stood out far more, however, wasnt comfort. It was the bikes eagerness to accelerate, its razor-sharp steering, and the effortless agility youd normally associate with a thoroughbred race bike.The Dogma X is far closer to the Dogma F than its endurance label would suggest.Goodbye Spacer Tower Who Is the Dogma X For?The answer starts with a simple self-test. Take a look at your current race bike and measure the stack of spacers beneath your stem. If its less than 15 mm, the Dogma X probably isnt the bike for you. If its more than 15 mm, youre exactly the kind of rider Pinarello has in mind. For the second part of the test, youll only need two things: a healthy credit score, and a friendly relationship with your bank manager.At just under 15,000, its difficult to argue that buying a Dogma X is a rational decision. But if you set the price aside for a moment, the bike itself makes remarkable sense. Its aimed at riders who want an uncompromising high-end road bike, without forcing themselves into the uncompromising geometry of a WorldTour race machine. At the same time, it delivers everything youd expect from a Dogma: exclusivity, unmistakable design, a no-expense-spared specification, and plenty of opportunities for personalisation.Helmet Bontrager Velocis MIPS | Glasses Alba Optics | Jersey PAS NORMAL STUDIOS Solitude Jersey Bib Shorts Gonso SQlab GOConclusionThe Pinarello Dogma X defies the traditional endurance category. Its too sharp, too capable and carries too much racing DNA. Thats exactly its appeal. Rather than chasing compromise, it carves out its own niche: a highly engaging road bike, with just enough extra comfort to make a real difference. Will it be the fastest bike on paper? Probably not. But it just might be the bike that lets you stay fast for the longest. In the end, the Dogma X isnt really an endurance bike at all. Its a race bike for the real world.TopsThe sweet spot between race and enduranceDialled fit with 11 finely spaced frame sizesStunning finishFlopsSeatpost makes an unsettling crack after tighteningFor more information, visit pinarello.comDer Beitrag New 2026 Pinarello Dogma X First Ride Review The Real-World Racer erschien zuerst auf GRAN FONDO Cycling Magazine.

The new Orbea Orca Aero 2026 is here, promising a lower riding position, clearance for wider tires, and the speed to remain one of the fastest race bikes on the market. We tested the bike that Lotto Intermarch will be racing at the upcoming Tour de France, ahead of its launch during the teams high altitude training camp in the Sierra Nevada.Orbea Orca Aero M10i LTD | 7.06 kg in size 53 | 10,999.00 | Manufacturers websiteOrbea began life in 1840 as a pistol manufacturer. These days, the Basque brand build race bikes instead of firearms, although theyre no less deadly when it comes to speed. The latest missile from Mallabia is called the Orca Aero. As one of the worlds oldest bicycle brands, the rider owned co-operative have remained committed to a two bike strategy: the Orca for climbing, and the Orca Aero for pure race pace. While rivals like Specialized, Trek and Cannondale have spent the last few years pushing the idea of a single aerodynamic all rounder, Orbea have stuck with this clear division of roles, refining the concept even further with the latest generation.For 2026, the next step in its evolution is built around a simple idea: a fast frame alone is no longer enough. The new Orca Aero approaches aerodynamics as a complete system of bike and rider, something Orbea are calling the Total System Approach. A lower bottom bracket than ever before, an all new frame design, and tire clearance of up to 37 mm are all part of the package. We had the chance to test the concept in the real world during Lotto Intermarchs high altitude training camp in the Sierra Nevada.More Than the Sum of its Parts: The Orbea Orca Aero 2026 in DetailOrbeas answer to an increasingly fast peloton is based on a clear principle: a fast frame alone is no longer enough. What matters is the complete system. Thats exactly where the new Orbea Orca Aero 2026 comes in. The Basque brand see aerodynamics not as a collection of isolated improvements, but as the interaction between the frame, fork, cockpit, bottle cages and rider.Visually, the new Orca Aero is unmistakably Orbea, though it looks sharper, more muscular and more modern than its predecessor. The down tube cut out carried over from the previous generation is reminiscent of Cervlo, while the slimmer seatpost and narrower, flattened head tube reinforce the bikes aero focused design. Our M10i LTD test bike came finished in a glossy gold paint scheme, with exposed carbon sections and titanium coloured accents. One familiar feature that remains is the Service Box beneath the down tube. It provides integrated storage, while also serving an aerodynamic function. However, it isnt permitted in WorldTour racing and its appearance is something of an acquired taste.To reduce aerodynamic drag, Orbea focused primarily on the front end. The head tube is now narrower, reducing the bikes frontal area. The fork has also been completely redesigned to work efficiently with the down tube, regardless of tire width or the angle of the airflow. Orbea also tested a wide fork design similar to the one used on the Factor ONE, but found that it became less efficient at anything other than a direct 0 degree yaw angle.While the head tube is narrower, the down tube has grown noticeably, and now plays a central role in the bikes aerodynamic concept. Its designed to channel airflow more efficiently along the frame, while working in conjunction with the new aero bottle cages. Orbea have also paid close attention to the area beneath the bottom bracket, where a fin shaped structure acts a bit like a Formula 1 diffuser, guiding the airflow and helping to reduce turbulence.When it comes to tire clearance, Orbea have been remarkably generous. The frame can accommodate tires up to 37 mm wide. Under UCI regulations, the limit isnt set by tire width itself, but by a maximum outer wheel diameter of 700 mm. The wider the tire, the more of that allowance is taken up by its overall height. At 37 mm, Orbea are pushing right up against that limit. The extra clearance is intended to improve comfort and control, while also helping to reduce rolling resistance. From an aerodynamic perspective, however, the system is optimised for tire widths between 29 and 35 mm. That makes the Orca Aero more versatile than many traditional aero race bikes, without losing sight of its focus on outright speed.Top Spec From the Configurator: The Orbea Orca Aero 2026 Build SpecificationOur test bike, the Orbea Orca Aero M10i LTD, comes equipped with Shimanos flagship DURA-ACE Di2 R9200 groupset, Orbeas own Oquo Road Aero RA57LTD wheelset, and 29 mm Vittoria Corsa Pro Speed tires. The specification is clearly aimed at delivering maximum speed. In a size 53, the bike weighs just 7.06 kg, and costs 10,999. If youre after a more affordable option, the new Orca Aero is also available in lower spec builds, starting at 5,699. Orbea use the same premium OMX carbon construction across the range.Orbea Orca Aero M10i LTD 2026 10,999SpecificationsSeatpost OC Road Aero RA11 Carbon 52/36Brakes Shimano DURA-ACE BR-R9200 160/140 mmDrivetrain Shimano DURA-ACE Di2 R9200 2 x 12Chainring 52/36 TStem Integrated Bar and Stem OC SH-RA10 80 mmHandlebar Integrated Bar and Stem OC SH-RA10 360 mmWheelset Oquo Road Aero RA57LTD 12 x 100 / 12 x 142Tires Vittoria Corsa Pro Speed 700 x 29cCranks Shimano DURA-ACE FC-R9200 170 mmCassette Shimano DURA-ACE CS-R9200 1134TTechnical DataSize 47 49 51 53 55 57 60Weight 7,06 kgAs is typical for Orbea, youre not locked into a fixed specification. Through the MyO configurator, you can customise everything from the paint finish and colour scheme to the cockpit and components. On the M10i LTD, Orbea pair the bike with a classic 212 Shimano DURA-ACE Di2 drivetrain, featuring 52/36 t chainrings up front and an 11-34 t cassette at the rear. That means the Orca Aero isnt just built for flat out speed on fast terrain it also offers enough gear range for long mountain climbs and rolling one day Classics.You Cant Go Any Lower: The Orbea Orca Aero 2026 GeometryFor Orbea, the biggest aerodynamic gain comes from the riders position. After all, the rider creates far more drag than the frame itself. Thats why the new Orca Aero is designed to place you lower, more centrally and more securely within the bike.The most significant change is the much lower bottom bracket. In a size 53 frame, the bottom bracket drop increases to 78 mm. This positions you deeper between the wheels, lowering the centre of gravity and improving stability at high speeds. Compared to its predecessor, the geometry feels more balanced and more contemporary. Chainstay length has increased slightly from an extremely short 408 mm to a still compact 410 mm, the wheelbase has grown marginally depending on frame size, and the front end is fractionally taller thanks to a small increase in stack.Orbea offer 13 different cockpit sizes, giving you plenty of scope to dial in your fit. If you prefer a low, narrow riding position, you can opt for a cockpit thats just 360 mm wide. The rear of the bike is equally adjustable. The seatpost features an integrated saddle clamp with two offset options, allowing for precise fine tuning of your riding position, without the need for extra parts.The lower centre of gravity, slightly longer wheelbase and marginally longer chainstays should make the bike feel more stable at high speeds, in crosswinds and on fast descents. At the same time, the combination of reach, cockpit options and spacer adjustment keeps the riding position aggressive enough for racing. The new Orca Aero isnt just designed to look faster; its designed to position you in a way that makes you faster, reducing aerodynamic drag.Size47495153555760Top tube505 mm518 mm530 mm543 mm555 mm571 mm584 mmSeat tube459 mm474 mm499 mm524 mm545 mm565 mm592 mmHead tube84 mm92 mm107 mm122 mm145 mm163 mm190 mmHead angle70.871.372.272.87373.273.2Seat angle74.57473.773.573.573.273.2Chainstay408 mm408 mm408 mm408 mm408 mm408 mm408 mmBB Drop966 mm971 mm973 mm974 mm985 mm995 mm1,009 mmWheelbase370 mm375 mm380 mm385 mm390 mm397 mm404 mmReach723 mm734 mm754 mm776 mm798 mm816 mm842 mmStack495 mm504 mm520 mm540 mm560 mm578 mm604 mmHigh Altitude Testing in the Sierra Nevada: The Orbea Orca Aero 2026 ReviewHow does the Basque aero weapon perform out on the open road? To find out, we put the new Orca Aero through its paces on the rolling and mountainous roads around Granada, and into the foothills of the Sierra Nevada. Under the blazing Andalusian sun, against strong winds, the bike had every opportunity to prove what it was really capable of.It doesnt take long to figure out what this bike is all about: the Orca Aero lives for speed. On flat roads, rolling terrain and gentle descents, the Orca Aero carries momentum with impressive efficiency. Once youre up to speed, it feels as though the bike clings to every last kilometre per hour, and refuses to give any of them back. Stamp on the pedals in a sprint or accelerate out of a corner, and the stiff frame together with the carbon-spoked Oquo wheels respond instantly, delivering every watt without hesitation.The Orca Aero is surprisingly lively once the road starts climbing. At 7.06 kg, its light enough to perform impressively even on longer ascents. It may not be quite as playful or as eager to dance uphill as the standard Orbea Orca, but its an exceptionally fast all round race bike that feels right at home on demanding mountain stages just as much as fast paced training rides. Comfort is equally well judged for a race bike, smoothing out smaller bumps and imperfections with ease.Once the road turns downhill and the speed really builds, the low centre of gravity comes into its own. The Orca Aero feels exceptionally planted, carving confidently through fast corners and inspiring trust from the outset. The fun doesnt come from the ultra sharp, playful handling but from its sheer, unfiltered speed. It constantly encourages you to push harder, rewarding every acceleration with immediate forward drive.There is one minor downside when strong gusts sweep across exposed roads. The deep section Oquo wheels are noticeably affected by crosswinds, requiring a firm grip and full concentration on fast descents. The Vittoria Corsa Pro Speed tires are a mixed bag too they roll exceptionally quickly, and smooth out rough surfaces while offering predictable grip, but puncture protection is somewhat lacking. One of the highlights is Orbeas extensive range of factory fit options. The integrated OC cockpit is available in no fewer than 13 different sizes. For our test bike, we deliberately chose the extremely narrow version, with a 360 mm width at the tops. Tuning Tip: Upgrading to wider, more robust tires such as the Continental GP5000 could unlock the full potential of the generous tire clearance, while adding an extra margin of puncture protection.Overall, the Orbea Orca Aero 2026 is a blisteringly fast race bike with genuine all round capability. It excels whenever maintaining high speed is the priority, it climbs far better than you might expect, and it inspires huge confidence on descents thanks to its outstanding stability. If youre looking for a race bike that performs just as convincingly in hard racing, fast group rides and demanding mountain stages, the Orca Aero delivers a highly cohesive package with an exceptional level of customisation.Who Is the Orbea Orca Aero 2026 For?The Orca Aero 2026 sits at the very top of Orbeas speed focused range and was developed primarily with the Lotto Intermarch WorldTour team in mind. Even so, the bike isnt reserved exclusively for the sports elite. While it was created for the toughest races in the world, it remains surprisingly accessible for ambitious amateur riders too. Rather than feeling like an uncompromising wind tunnel special, Orbeas aero machine combines impressive climbing ability, exceptional stability on descents, and outstanding efficiency on the flat into a remarkably well rounded package.If your priority is an ultra light, razor sharp climbing bike for long alpine ascents, the standard Orbea Orca remains the better choice. At 10,999, the flagship model is firmly aimed at the premium end of the market, although Orbea broaden the appeal with more affordable builds starting at 5,699 all based around the same high end OMX carbon frame. Visually, the bike is likely to divide opinion. The contrast between the slim head tube and the chunky fork gives the front end a slightly unbalanced appearance, while the distinctive golden brown paint finish does little to soften that impression.Helmet ABUS Gamechanger 2.0 | Glasses Oakley Encoder 24K | Jersey MAAP Evade Pro Base Jersey 2.0 Shorts Pas Normal Studios Mechanism Bib | Shoes Specialized S-Works Ares 2 | Socks Gobik ICONShorts Pas Normal Studios Mechanism Bib | Schuhe Specialized S-Works Ares 2 | Socken Gobik ICONConclusion: Orbea Orca Aero 2026With the new Orca Aero 2026, Orbea have launched an uncompromisingly fast aero race bike that stands out thanks to its versatility and remarkable efficiency. The modern geometry, generous tire clearance and razor sharp acceleration make it one of the most well-rounded aero bikes currently available. Its fast enough for the Tour de France, yet practical enough for ambitious amateur racers. If the 10,999 flagship model is beyond your budget, the range also includes more affordable builds starting at 5,699, offering a more accessible way into the Orca Aero family.TopsOutstanding efficiencyGenerous clearance for wide tiresWell balanced comfort for a race bikeExtensive customisation through the Orbea MyO configuratorFlopsStyling won't appeal to everyoneFor more information, visit orbea.com.Der Beitrag New Orbea Orca Aero 2026 First Ride Review An Aero Bike with 37mm Tires?? erschien zuerst auf GRAN FONDO Cycling Magazine.

With the new Tarmac SL9, Specialized sharpen their all-rounder even further, increasing aero optimisation across the frame, fork and cockpit, without turning the bike into a pure-bred aero machine. The Californians are staying true to their one-bike-fits-all principle, but how much Tarmac DNA is left in the visibly more muscular SL9?Specialized S-Works Tarmac SL9 | 6.66 kg in size 54 | 13,999.00 | Manufacturers websiteFor years, the Specialized Tarmac has been one of the most sought-after race bikes around. For many riders, the Californian all-rounder is the benchmark for modern road bikes, not least because Specialized used it to replace the pure aero Venge, putting the one-bike-fits-all approach firmly centre stage. The idea remains crystal clear today: a Tarmac should be light enough for long climbs, stiff enough for hard accelerations, and aerodynamic enough for sprints and high speeds. Details about the Specialized S-Works Tarmac SL9 Highs Balanced handling Well-tuned comfort Lows Only available as a 13,999 S-Works model Key Facts 687 g FACT 12r carbon frame Tire clearance up to 32 mm Drivetrain: SRAM RED AXS, 50/37, 10-36 Almost exclusively in-house components With the new S-Works Tarmac SL9, Specialized continue to refine this formula, sharpening it up in clearly visible ways. The frame gains a little more surface area, while the fork and front end look more aerodynamically focused, without turning the bike into an uncompromising aero specialist. The DNA is still meant to be pure Tarmac as you would expect, just a little faster. We were able to test the 13,999 S-Works model ahead of its official launch.Evolution Instead of Revolution: The Specialized S-Works Tarmac SL9 in DetailJust in time for the Tour de France, manufacturers are rolling out their fastest new race bikes. While many are pushing their bikes ever further towards aerodynamic optimisation, pursuing low weight suddenly feels almost rebellious. After all, deeper profiles and larger surface area usually leads to a heavier bike.Specialized look at the frame, rider, wheels and tires as one complete system. It is an approach familiar from Formula 1, and one that makes perfect sense for a brand that produces all of the components involved. The result is meant to be lighter, stiffer, and more aerodynamic. In doing so, Specialized stay true to their one-bike-fits-all principle, much like Cannondale with the SuperSix EVO.The system approach is convincing; at least where Specialized define the parameters themselves. In the accompanying white paper, Specializeds engineers have calculated, as you would expect, that the SL9 is the fastest bike in the field. Its rivals were tested in Specializeds own WinTunnel, using Specializeds own methodology, then evaluated with Specializeds own ride time calculations. The result? Specialized win.What stands out is that Cervlos S5 actually posts a better weighted CdA than the SL9 in Specializeds own comparison table, something Specialized explain through the SL9s weight advantage on climbs. That may well hold true in theory, but it also shows that the title of fastest bike is always a question of assumptions.At the core of the SL9 is the new FACT 12r carbon frame. To get the new model ready in time for the 2026 Tour, the American brand have tailored the bike sharply towards their pros: for now, it will only be available as the flagship S-Works model at a hefty 13,999, or as a frameset for 5,799. Whether more affordable versions will follow remains to be seen.Visually, Specialized pull out all the stops for the S-Works Tarmac SL9. While rivals such as MERIDA take a different route with the REACTO and its striking angular rear wheel cut-out, the SL9 sticks with a more traditional approach, curving the seat tube closely around the rear wheel. However, according to Specializeds own measurements with their dummy, the front end is where the biggest aerodynamic gains are made, and that is exactly where the most noticeable visual update sits: the fork is significantly bulkier, especially where it flows into the head tube. The latter still features the Speed Sniffer introduced with the SL8, though its not as pronounced, and has a more angular transition into the top tube.When it comes to tire clearance, the Californians take a classic, or perhaps simply realistic, approach. While the rest of the market is increasingly opening things up to 34 mm and beyond, with the science backing wider rubber when it comes to rolling resistance, Specialized draw a clear line. For the developers, tire clearance is not an isolated figure for more comfort or lower rolling resistance, but just one part of the overall picture.The credo from Morgan Hill: 32 mm is more than enough, even for the toughest Classics. Anything more would blur the calculated aero silhouette of the complete system too much. Whether 32 mm really is enough for every use case is definitely open to debate in our eyes, but the aerodynamic logic behind it is harder to argue with. According to the manufacturer, the frame weight increases by a homeopathic 2 g, giving the Tarmac SL9 a fighting weight of 6.66 kg on our editorial scales.The Spec of the Specialized S-Works Tarmac SL9When it comes to spec, Specialized stay firmly in-house: almost everything that gleams on the S-Works Tarmac SL9 comes from their own shelves. As usual, Specialized rely on a neatly integrated system of frame, wheels, tires and cockpit.The Roval Rapide CLX III wheels, introduced last year, use carbon spokes, making them extremely light and stiff. However, they are not fitted with the RapidAir TLR tires developed specifically for the Rapide CLX III, but with the new Cotton TLR tires instead. Although officially listed as 30 mm, they measure just under 29 mm on the wide Roval rims, allowing them to sit aerodynamically flush with the rim sidewall.Specialized S-Works Tarmac SL9 2026 13,999SpecificationsSeatpost S-Works Rapide Post D-ShapedBrakes SRAM RED AXS 160/160 mmDrivetrain SRAM RED AXS 2 x 12Chainring 50/37 TStem Roval Rapide Cockpit 90 mmHandlebar Roval Rapide Cockpit 380 mmWheelset Roval Rapide CLX III 12 x 100 / 12 x 142Tires Specialized Cotton TLR 700 x 30cCranks SRAM RED AXS DUB 170 mmCassette SRAM RED XG-1290 10-36TTechnical DataSize 49 52 54 56 58 61Weight 6,66 kgSpecific FeaturesVery light and stiff Carbon-FrameThe drivetrain is the only place youll find any components from outside the Specialized range: the SRAM RED AXS groupset comes with 50/37 t chainrings and a wide 10-36 t cassette, giving the Tarmac a surprisingly climb-friendly gear range despite its race focus perfectly in-keeping with its all-rounder brief. The package is rounded off with the narrow 380 mm Roval Rapide cockpit, and the proven S-Works Power Mirror saddle.The Geometry of the Specialized S-Works Tarmac SL9The geometry of the Specialized S-Works Tarmac SL9 makes one thing clear above all else: revolution was never the goal here. Specialized stick with the Tarmacs proven race concept, changing its character less through new angles than through its aerodynamically sharpened silhouette.In size 56, the sporty stack-to-reach ratio of 1.43 results in a stretched, efficient riding position. The narrow Roval Rapide cockpit fits neatly into that concept, helping the rider adopt a more compact posture. Interestingly, the narrower the cockpit gets, the more pronounced the flare becomes, ensuring that even the 36 cm version still meets the UCI limit of 40 cm outside-to-outside in the drops.The compact 410 mm chainstays across all sizes promises a direct rear end and crisp acceleration out of corners. At the same time, the generous 72 mm bottom bracket drop and slightly shorter 170 mm cranks in size 54 create a low, integrated feel in the bike, without reaching the limits unnecessarily early when leaning into corners.On paper, it reads like a classic Tarmac, with virtually identical geometry: aggressive enough for racing, stable enough for fast descents, and direct enough to keep its lively edge.Size44495254565861Top tube496 mm508 mm531 mm540 mm562 mm577 mm595 mmSeat tube433 mm445 mm456 mm473 mm494 mm515 mm545 mmHead tube100 mm109 mm120 mm140 mm157 mm184 mm204 mmHead angle70.571.872.572.573.573.574Seat angle75.575.5747473.573.573Chainstay410 mm410 mm410 mm410 mm410 mm410 mm410 mmBB Drop74 mm74 mm74 mm72 mm72 mm72 mm72 mmWheelbase970 mm973 mm975 mm986 mm991 mm1,005 mm1,012 mmReach366 mm375 mm380 mm384 mm395 mm402 mm408 mmStack501 mm514 mm527 mm544 mm565 mm591 mm612 mmThe Perfect Race Bike? The Specialized S-Works Tarmac SL9 in ReviewThe Tarmac has proven to be one of the most versatile and well-balanced race bikes on the market for years; a bike ridden by pros and ambitious gran fondo riders alike. No wonder, then, that the Tarmac SL8 secured our coveted Best Buy recommendation in the last 2025 road bike group test.With its successor, the SL9, Specialized are now promising the next evolutionary step, as expected: lighter, stiffer and, above all, even faster. But what has really changed compared to the already outstanding SL8, and can you actually feel it in the saddle?We rode the SL9 on the winding roads of the Costa Brava, and on our home loops in the Black Forest, taking in steep climbs, fast flats and long descents. The most noticeable difference compared to its predecessor comes less from the frame and more from the wheels.With their stiff carbon spokes, the Roval Rapide CLX III wheels eliminate the last hint of sluggishness when you press on the pedals. Paired with the relatively new 29 mm Specialized Cotton TLR tires, they deliver impressively fast rolling performance, and a beautifully smooth ride feel.At the same time, the Tarmac stays true to its proven geometry. The SL9 retains the intuitive and predictable handling that we liked on its predecessor: the sufficiently low centre of gravity provides stability at high speeds and inspires confidence on fast descents. And because the rear end remains agile thanks to the short 410 mm chainstays, the SL9 is still a beautifully balanced bike.On climbs, the low weight of just 6.66 kg really comes into its own. When attacking out of tight hairpins or powering up long ramps, you can feel just how effortlessly the whole package accelerates. Unlike the wind-cheating gains of pure aero machines, which are most effective at higher speeds, it is an advantage even amateur riders can immediately appreciate.The SL9 retains an impressive level of comfort. The frame works effectively with the 3D-printed S-Works Power Mirror saddle to filter out vibrations, while the cockpit feels exceptionally comfortable in the drops.Overall, the Specialized S-Works Tarmac SL9 lives up to its reputation: a modern race bike that shines in almost every situation. Anyone coming from the SL8 is unlikely to feel much of a difference. But anyone looking for a bang-up-to-date race bike will once again find what is probably one of the best race bikes on the market. Tuning tip: order the new 360 mm narrow cockpit for maximum aero gains.Who Is the Specialized S-Works Tarmac SL9 For?The Tarmac SL9 is the right bike for anyone who is not looking for a race bike for one discipline, but one bike for everything. Ambitious amateur racers who want to blast up punchy climbs on training rides and line up at a criterium at the weekend will find a machine that never feels out of its depth. On the climbs, its low weight impresses. In sprints, its the stiffness that stands out. On long rides, its the comfort. And all of that comes without any notable compromises.Available as a complete build for 13,999 or as a frameset for 5,799, the SL9 is aimed exclusively at well-heeled riders for now. More affordable versions have not yet been announced. Anyone who already has an SL8 in the garage simply does not need the SL9. And anyone focused purely on flat routes should know this: according to Specializeds own data, dedicated aero bikes still have the edge on pan-flat courses.Helmet Specialized S-Works Evade 4 | Glasses Oakley META Vanguard | Jersey Universal Colors Mono Short Sleeve | Shorts Velocio LUXE Bib Short | Shoes Specialized S-Works Torch Socks Specialized Air Tall Logo | Vest Pas Normal Studios Mechanism Stow Away GiletConclusionThe Tarmac SL9 is less of a revolution than we had hoped, and the differences to the already excellent SL8 feel smaller in the saddle than they look on paper. Regardless, Specialized prove once again that they have mastered the all-round formula. The Californians have refined the details, improving aerodynamics while maintaining the same weight and character. The intuitive handling, paired with impressive stability, continues to make it a first-class race machine that asks for no compromises on long climbs or in all-out sprints. Anyone buying into the platform for the first time, or looking for a contemporary top-end race bike, will once again find what is probably one of the best road bikes on the market.TopsWell-tuned comfort combined with high stiffnessMaximum riding funHigh level of stabilityComfortable cockpit and saddle ergonomicsFlopsTire clearance still limited to 32 mmFor now, only available as an S-Works frameset, or complete S-Works buildMore information at specialized.com.Der Beitrag New Specialized Tarmac SL9 2026 on Review: Aero Isnt Everything? erschien zuerst auf GRAN FONDO Cycling Magazine.

Your opinion counts! By taking part in the GRAN FONDO Reader Survey 2026, youre actively helping shape the future of the bike industry. Be part of the evolution and enter our prize draw for a chance to win a Merida REACTO PRO worth 7,699!By taking part in our reader survey, youre helping us make GRAN FONDO Magazine even better. Your feedback will not only influence the direction of our magazine but will also help the industry build better, safer, and smarter bikes.Needless to say, your data stays private we will only use your responses anonymously for statistical analysis.Head straight to the 2026 reader survey hereAnd because we know how valuable your time is, we want to give something massive back. Together with our partners, were giving away a true dream bike worth 7,699 this year!Were dropping a real asphalt rocket into the prize draw for the drop-bar segment: the brand-new MERIDA REACTO PRO! Weve already rallied the flagship model of this aero platform extensively on the pristine tarmac around the cycling mecca of Girona, and our entire team was absolutely thrilled. The best part? The race-proven DNA and outstanding riding characteristics carry over one-to-one to the PRO version!The REACTO PRO turns heads with its sharp, angular silhouette, breaking radically away from the sea of generic, rounded aero bikes. Out on the asphalt, it reveals itself as a pure speed machine: it accelerates crisply, glides almost weightlessly, and delivers a perfectly balanced handling mix of agility and composure. No complex setup, no nonsense: just hop on, clip in, and fly! You can read our full impressions in our MERIDA REACTO review.Head straight to the 2026 reader survey here!It takes less than 15 minutes to complete. The reader survey runs until 31 August 2026.Der Beitrag GRAN FONDO Reader Survey 2026 Win a Merida REACTO PRO! erschien zuerst auf GRAN FONDO Cycling Magazine.

CYCPLUS are raising the bar with a new addition to their line-up: an ultra-compact battery-powered mini pump. Tipping the scales at just 106 g including the silicone sleeve, the AS2 Ultra is a true featherweight. Yet it still features a built-in display that lets you dial in your target pressure with precision. Bold move, because CYCPLUS clearly want to claim the crown in the world of portable electric pumps. Can it pull it off? Weve put the AS2 Ultra to the test for you.CYCPLUS AS2 Ultra | 90 g (without silicone sleeve) | 100 | Manufacturers WebsiteIn our big group test, we already put the best electric mini pumps through their paces. Now CYCPLUS are entering the ring with the AS2 Ultra, a pump that at first glance looks more like an oversized lighter than a serious bit of kit. But looks can be deceiving. With the AS2 Ultra, CYCPLUS are making a bold statement when it comes to miniaturisation.Armed with the insights from our group test, we subjected this new contender to our proven test protocol. The figures alone are impressive. At 90 g without the silicone sleeve (106 g with it), the CYCPLUS AS2 Ultra is lighter and more compact than any pump weve previously tested, and that includes models without a display. Despite the tiny housing, it comes with a 400 mAh battery. On paper, that might not sound like much, but given the size, its surprisingly big. The key question is whether that capacity is enough to bail you out on the road and beyond.On Review: What is the CYCPLUS AS2 Ultra really capable of?The first time you pick up the AS2 Ultra, you cant help but wonder where the power is hiding. Measuring just 65 x 48 x 29 mm, it almost disappears in the palm of your hand when you close your fist.Straight out of the box, the AS2 Ultra is compatible with Presta valves. If youre using Schrader valves, youll have to use the supplied hose attachment. Speaking of whats included, CYCPLUS also provide a drawstring carry bag, a ball needle, a charging cable and spare seals.Press the power button and the tiny compressor whirrs into life. In just under a minute, it pumps a 28 mm Schwalbe Pro One road tire up to 5 bar, and manages to do this three times in a row on a single charge. On the fourth attempt, though, it runs out of battery.In terms of speed, the CYCPLUS sits comfortably in the top half of our 2025 group test. After three full inflations, however, the battery is toast, which drops it into the lower half of the rankings for outright endurance. But lets be honest. By the time youre dealing with your third puncture on a single ride, it is not just the pump that has had enough.One critical issue with such small, high-revving compressors is heat build-up. Friction generates warmth, and high compression does the same. That much is obvious. Thankfully, CYCPLUS include a silicone sleeve, and its far more than a cosmetic extra. Its essential if you value your fingertips. The sleeve absorbs vibrations and shields you from the heat the pump produces. That heat can quickly become a real concern, especially if you are running temperature-sensitive TPU inner tubes.Who is the CYCPLUS AS2 Ultra for?The AS2 Ultra is the ideal companion for road riders and performance-focused cyclists who count every gram but would rather avoid the unpredictability of CO cartridges. Its also a great fit for commuters who plug in their kit regularly anyway and can keep the battery topped up without a second thought. However, if youre heading off-grid for weeks at a time with no access to power, or you need to inflate seriously high-volume tyres such as those on a fat bike, you would be better served by a larger electric pump or a traditional track pump. The AS2 Ultra is a specialist built for quick, precise top-ups. It is not a long-haul workhorse.Conclusions: Would we Buy the CYCPLUS AS2 Ultra?Yes, we would. The CYCPLUS AS2 Ultra is about as mobile as it gets. At just 106 g including the silicone sleeve, and with an exceptionally compact housing, its the ideal companion on the road and disappears even into the smallest jersey pocket. Being able to inflate three tires on a single charge is impressive for a pump of this size. On top of that, you can set your desired pressure precisely via the display, something most mini pumps in this class simply do not offer. At around 100, CYCPLUS have put together a very compelling overall package.TopsVery small and lightweightAdjustable pressure via displayFlopsNoneFind out more on cycplus.comDer Beitrag Hot or Not? CYCPLUS AS2 Ultra Electric Mini Pump on Review erschien zuerst auf GRAN FONDO Cycling Magazine.

BMC has opened its first Swiss test center in Andermatt, right at the foot of some of Switzerlands most spectacular mountain roads. We joined Fabian Cancellara and BMC CEO John Glett for the official opening, jumped on a bike, and took a first look at the new concept. The idea is compellingbut given the location and its immense potential, we expected more.At first glance, it sounds like a compelling idea: a BMC test center in the heart of the Alps, with five legendary mountain passes right on its doorstep. BMC neither has the capacity nor the need to equip countless dealers with large demo fleets. So why not create a central hub where dealers can send customers for extensive test ridesor that tourists and prospective buyers can visit directly? One of the most appealing aspects is the opportunity to compare different models and frame sizes back-to-back to find the right fit. Thats exactly what Lee, who runs the test center and tour operator Swiss Cycology together with his partner Matt, sees as one of the concepts biggest advantages.Visitors can also book guided tours, and Andermatt is a smart base for exactly that. Right on the doorstep are five of Switzerlands most famous mountain passes: Furka, Gotthard, Oberalp, Nufenen and Susten. While the Tremola road on the Gotthard Pass, with its historic cobblestones and more than 20 switchbacks, ranks among Europes most iconic climbs, the Furka Pass offers spectacular views of the Rhone Glacier and a road that famously appeared in a James Bond film. At 2,478 metres, the Nufenen Pass is the highest mountain pass located entirely within Switzerland, while the Susten Pass impresses with its flowing layout and expansive scenery. The Oberalp Pass links Andermatt with the Surselva region and provides a slightly more relaxed riding experience. While names like Stelvio, Alpe dHuez and Mont Ventoux may carry greater international prestige, Switzerlands alpine passes are every bit their equal when it comes to riding quality and scenery. In fact, some of Europes finest road cycling routes can be found right here.The test center itself is stylish, though not particularly remarkable. It is located in Andermatt Reuss, a newly developed district being built by Egyptian billionaire and investor Samih Sawiris as part of his vision to transform Andermatt into a luxury destination. Outside the winter season, however, the area still feels surprisingly quiet. The test center is intended to help bring more activity and life to the development.The core idea of a centralized test center is a good one and likely relevant for many brands. However, it is not particularly new. To be honest, based on BMCs invitation, we expected something more. The crucial leap from a test center to a true brand experience centerwhere visitors can experience not just the bikes but the brand itself through carefully curated experienceshas not happened yet. And that distinction will become increasingly important in the years ahead.Many Western bicycle brands are facing growing pressure. New Asian manufacturers are entering the market at remarkable speed and with rapidly improving quality, a trend that was clearly visible at the China International Bicycle Fair in May. As a result, the question of how brands can differentiate themselves beyond the product alone is becoming increasingly important. Unique experiences will be a key part of that equation. The experience economy is not only a broad trendit is booming.Clubhouses from brands like Rapha and Pas Normal Studios already offer much more than products and test bikes, creating spaces built around community, events and workshops. Yet even these concepts still leave room for further evolution.The location has the potential to become an emotional catalyst for the BMC brandif it is used to its full potential. As a test center, the concept works. As an experience center capable of creating unforgettable moments and turning both new and existing customers into long-term brand advocates, however, it has yet to realize what is possible. The ingredients for a genuine Swiss BMC Experience are all there.Find out more on swisscycologytours.com/bmcbikehire.Der Beitrag Why BMC Should Think Bigger in Andermatt erschien zuerst auf GRAN FONDO Cycling Magazine.

Looking for a hand-built crit racer, which will also look great on your Instagram feed? Its hard to overlook the Standert Kreissge RS. But Standert are not just trying to fulfil the Berlin stereotype. The latest version gets race-focused handling and an aero-optimised frame, made from a promising new aluminium alloy called Standium. So what really defines the Standert Kreissge RS?Standert Kreissge RS | 8.45 kg | Manufacturer WebsiteWith the Kreissge RS, Standert are setting out to create their ultimate race bike, and theyre doing it without carbon at least when it comes to the frame. Its an idea few riders would back in a market dominated by carbon bikes. After all, combining stiffness, low weight, and aerodynamic efficiency in a modern road bike is no easy feat with alternative materials. Yet it can be done, as the new Cannondale CAAD14 proves, impressing with its uncompromisingly pure ride quality.That ride quality is exactly what Standert want to put centre stage. But the Berlin brand are taking things a step further. Boutique appeal has always been a core part of the Standert identity. As a result, the bikes leaving their Kreuzberg headquarters are more than just road bikes. They tell a story, and embody the spirit of an urban cycling community.Back to Kreuzberg A Very Special Standert Kreissge RSStandert are proud of their roots, and their bikes reflect that identity perfectly. Its a message reinforced by the brands recent Back to Kreuzberg campaign and the brands image as a whole. But the countless Instagram posts and reels featuring stylish Standert bikes alongside fashionable kit, usually outside a trendy coffee shop, inevitably raise the question of how much substance lies beneath the image. How does the Standert Kreissge RS actually perform?Standerts answer comes in a single word: Standium. You wont find any specifics of this new wonder material on Standerts website, other than that its an aluminium alloy containing around 0.1 to 0.15% scandium.. Then again, that hardly matters. Developed in partnership with Dedacciai in Italy, the Kreissge RS promises to be lighter, stiffer, and rarer than bikes made from ordinary aluminium. According to Standert, the result is a ride feel unlike anything else on the market, delivering all the benefits without the sometimes harsh character traditionally associated with aluminium bikes.In pink and white, the Standert Kreissge RS stands out on the start line, and makes a good talking point at the cafe stop.Theres substance beneath the style: Standert cleanly integrate UDH dropouts into the Kreissge RS frame.What really sets the Standert Kreissge RS apart, however, is its looks. With its classic lines, aggressive stance and long cockpit, this is a bike that divides opinion. The pink paintwork certainly does little to change that, sparking plenty of debate in our office. Equally distinctive is the exceptional frame quality. Slim tube profiles, beautifully executed exposed welds, an aero-optimised head tube, and a carbon fork that blends seamlessly into the frame make the Kreissge RS a genuinely impressive package. On top of that, the frame is packed with thoughtful and unique details, so much so that even after days in the saddle, you continue to spot new touches that had previously gone unnoticed.Scandium, the alloying element which gives the tubeset its name and its ride quality.Highly Individual: The Standert Kreissge RS 2026 in DetailWhile the Kreissge RS frame could hardly be more eye-catching, the spec is surprisingly understated. That said, there is plenty of room for personalisation, because Standert dont limit riders to off-the-shelf builds. Their in-house configurator allows you to customise components and equip the bike with a range of specialist upgrades. Options include various CeramicSpeed bearings, and even a factory-fitted waxed chain.With its CFD-optimised head tube, the Standert RS circular saw is intended to be modern and aerodynamic. Visually, the concept certainly works.Our test bike forgoes those extras, but comes equipped with a SRAM Force AXS 2x drivetrain, complete with a dual-sided power meter. The gearing is equally well chosen, pairing 50/37 t chainrings with a 1033 t cassette. To transfer your power to the road, Standert have specified a pair of the aero but aging DT Swiss ARC 1100 wheels in 62 mm depth, shod with a pair of Team Edition Pirelli P Zero Race RS tires. Riders with more specific tire preferences will appreciate the generous 35 mm of clearance. Completing the build is a Polymer cockpit and matching seatpost. In this configuration, our Standert Kreissge RS weighs 8.45 kg and costs 7,408.Standert Kreissge RS 2026 7,408SpecificationsSeatpost Polymer Workshop Obelsik 27,2 mmBrakes SRAM Force AXS HRD 160/140 mmDrivetrain SRAM Force AXS 2 x 12Chainring 48/35Stem Polymer Workshop Sculpture mmHandlebar Polymer Workshop Sculpture mmWheelset DT Swiss ARC 1100 Dicut 62 12 x 100 / 12 x 142Tires Pirelli P Zero Race RS 30 mmCranks SRAM FORCE AXS DUB mmCassette SRAM Force XG-1270 10-33TTechnical DataSize 48 50 52 54 56 58 60Weight 8,45 kgStanderts Polymer carbon cockpit features a unique handlebar with extreme reach. Anyone looking for racing performance will find it here.The Kreissge features a T47 Internal threaded bottom bracket shell for compatibility with a wide range of cranks.The Geometry of the 2026 Standert Kreissge RS: Aero Looks Endurance Soul?The geometry shows that the Standert Kreissge RS is capable of far more than simply turning heads. With a stack of 565 mm and a reach of 392 mm (size 56 cm), it delivers a stack-to-reach ratio of 1.44, reflecting a clearly race-focused philosophy. The result is a stretched, aerodynamically efficient riding position that avoids the uncompromising extremes of some race bikes. A 73.5 head angle and an equally slack 73.5 seat angle are designed to provide precise, direct steering, without becoming twitchy. Meanwhile, the 410 mm chainstays promise to maintain fairly lively handling and power transfer. The focus is on stability at high speeds without sacrificing agility. In size 56, the Kreissge RS strikes a good balance between fast everyday riding and serious racing ambitions.Size48505254565860Seat tube460 mm465 mm475 mm485 mm500 mm520 mm535 mmTop tube497 mm511 mm525 mm544 mm559 mm572 mm584 mmHead tube120 mm125 mm133 mm145 mm160 mm180 mm195 mmHead angle71.2572.5737373.573.573.5Seat angle76.57675.57473.573.573.5Chainstay405 mm405 mm405 mm410 mm410 mm410 mm410 mmWheelbase969 mm968 mm973 mm984 mm988 mm1.001 mm1.015 mmStack521 mm530 mm539 mm549 mm565 mm584 mm598 mmReach372 mm379 mm385 mm387 mm392 mm399 mm407 mmRolling Speed on Rolling Roads The Standert Kreissge RS 2026 on TestThe name Kreissge conjures up images of a bike purpose-built for the fastest crit races, with exceptional cornering prowess and top-tier race performance. A bike that embodies Berlins cycling scene, from classics such as the Airfield Race at the former Tempelhof Airport, to the iconic Rad Race. But what is the Standert really like when you ride it?Admittedly, we didnt test the bike in a crit race, or under race conditions. Instead, we put it through its paces in the Alpine foothills, and on the narrow, twisting roads of the northern Black Forest. Fast corners, steep descents, rolling valleys, and long climbs were certainly in no short supply.And this is where the Standert Kreissge RS really surprised us. Despite its eye-catching frame, polarising paint scheme, and aggressive marketing, the Kreissge RS delivers an almost perfectly balanced, understated ride. Its calm yet direct handling inspires confidence at high speeds while remaining composed and precise through tighter corners. The stiff front end works in harmony with the responsive DT Swiss wheelset and grippy Pirelli P Zero tyres, resulting in predictable and reassuring handling.Efficiency is another strong suit. On flat roads and long descents in particular, the Kreissge RS carries speed with ease, while offering enough compliance to keep you comfortable in its aggressive riding position over extended distances. Combined with the excellent ergonomics of the Polymer cockpit, which was admittedly extremely long on our test bike, it creates a race-focused position that remains sustainable throughout a long ride. Here, the much-praised Standium alloy appears to be playing directly to its strengths.Unfortunately, the bike also has one small but noticeable weakness: its slightly sluggish acceleration. This comes down to a combination of its 8.45 kg weight, and a frame that is not exceptionally stiff. Its a shame, because it robs the Kreissge RS of the lively, punchy character that helps a bike surge out of corners. On flat roads at a steady pace, this is hardly an issue. In rolling or mountainous terrain, however, it becomes a more noticeable drawback that takes some of the shine off an otherwise highly capable ride.Overall, the Standert Kreissge RS impresses with its remarkably well-balanced ride quality, a composed front end with excellent handling, high levels of comfort, and efficiency that is impressive for an aluminium bike. Its lacklustre acceleration, however, holds back the overall riding experience. And despite the promises of optimised aerodynamics and competitive weight, it doesnt take an expert eye to see through some of the marketing claims when comparing the bike to modern carbon race machines. Whether in terms of aerodynamic performance or its weight of almost 8.5 kg, the Standert Kreissge RS simply cannot keep pace with todays cutting-edge race bikes.Who is the Standert Kreissge RS For?If youre looking for a road bike that combines balanced handling with distinctive looks and a unique brand story, the Standert Kreissge RS is well worth considering. If your riding mainly takes place on flatter terrain, with the occasional town-sign sprint thrown in for good measure, the Kreissge RS proves to be a road bike that delivers more than its style-focused reputation might suggest. Add in the extensive customisation options offered by Standerts in-house configurator, and the greater durability of an aluminium frame, and you get a bike that promises to stay relevant for longer than most modern carbon race bikes.As a dedicated race bike, however, our verdict is more nuanced. Frequent changes of pace and steep climbs are not the Kreissge RSs strongest suits. In fast, flat races with consistently high speeds, on the other hand, its balanced handling should come into its own and make a very strong case for itself.Helmet Sweet Protection Tucker 3 | Glasses Oakley Encoder Prizm | Jersey GONSO SITIVO Jersey Shorts GONSO SQlab Go BIB | Shoes Shimano S-Phyre Road | Socks Rose Racing CircleConclusion on the 2026 Standert Kreissge RSWith the Kreissge RS, Standert have created a sporty road bike with a truly distinctive look. Its Berlin roots and unique frame material are intended to elevate this aluminium machine into the ultimate racer. To a large extent, that formula works. On flatter terrain, the balanced handling and smooth efficiency make a convincing case. Unfortunately, the subtle aerodynamic optimisation and choice of frame material do not come without compromises. Most notably, the Kreissge RS feels sluggish when accelerating, and lacks the lively character that would make it truly enjoyable in hillier terrain.TopsBalanced handlingHigh quality frameStandert configuratorFlopsSlightly sluggish accelerationMore information at standert.de.Der Beitrag Standert Kreissge RS Review Crit Race King? erschien zuerst auf GRAN FONDO Cycling Magazine.

Potenza con Precisione! The Northwave Extreme X aims to bring genuine Italian race pedigree to the trails, without sacrificing comfort. With a stiff carbon sole, efficient power transfer, precise adjustment and an optimised fit, its designed to be it a compelling high-performance shoe for gravel riding and XC racing. We share our impressions from the test.Northwave Extreme X | 862 g in Size 47 | 299.99 | Manufacturers WebsiteWith the Extreme X, Northwave are aiming for nothing less than the next step in off-road shoe design: maximum efficiency, direct pedal fe edback, and a race-focused look for riders who want to push the pace off-road. From gravel riding to cross-country racing, the shoe is designed to bring a noticeable dose of road racing DNA onto the dirt. According to Northwave, the key ingredient is the new Hyperlight carbon sole, which is said to be significantly stiffer than its predecessor. But does the concept deliver?In Review: What Can the Northwave Extreme X Do?If the words carbon monocoque immediately make you think of aching feet and numb toes, you can relax. The biggest surprise comes the moment you slip the shoes on. Despite the firm, highly performance-oriented platform, the fit feels comfortable from the outset, while the revised construction provides noticeable support for the arch of your foot. The upper is soft and wraps closely around the foot, almost like a sock, with no awkward seams or material transitions to cause discomfort. As a result, we experienced no pressure points at all throughout our test rides.At the same time, the ventilation zones provide effective airflow. We tested the Northwave Extreme X during spring in temperatures of up to 25C, and were thoroughly satisfied with its cooling performance. The rubberised heel grip also contributes to the well-thought-out design. Your foot stays securely in place, without the heel area feeling overly tight or restrictive.One of the shoes standout features is its adjustability. Each shoe uses two dial closures, allowing you to fine-tune the fit with impressive precision. Rather than relying on the ubiquitous BOA system, Northwave use their own SLW3 design. The dials operate smoothly and accurately, offering not only full release, but also the ability to incrementally loosen the shoe click-by-click.Northwave also include two different sets of insoles. This allows you to further tailor the internal volume of the shoe to your preferred fit. Riders with slightly wider forefeet will still find plenty of room, without the shoe feeling vague or losing its secure, performance-oriented hold. Northwaves long-standing practice of offering half sizes further helps when it comes to finding the perfect fit.On the bike, the Extreme X impresses with excellent stability and a highly direct connection to the pedal. At the same time, the upper remains comfortable enough to avoid feeling overly harsh or unforgiving. Hard accelerations, long efforts on steep climbs and high cadences are met with an immediate, responsive feel that keeps you closely connected to the bike.That said, the Extreme X is clearly not a relaxed touring shoe. This is a race-focused model designed to transfer every possible watt with minimal loss. As soon as you start walking, it becomes obvious what the shoe was built for. The Extreme X is neither a casual shoe nor a trail shoe intended for long hike-a-bike sections. The carbon sole remains extremely stiff, while the replaceable tread lugs are deliberately kept small. As a result, walking on rough terrain can feel somewhat awkward and unnatural.Conclusion on the Northwave Extreme XThe Northwave Extreme X is a performance shoe with unmistakable race pedigree, yet it surprises with its impressive comfort. The soft, well-ventilated upper, secure heel hold and precise fit adjustment via the dual dial closure system combine to create an excellent fit, even for riders with slightly wider forefeet. On the bike, the Extreme X delivers outstanding power transfer, while offering enough grip for short sections off the bike. Longer walking distances, however, are clearly outside of its comfort zone.TopsExtremely stiff carbon sole with direct power transferPrecise 2-way dial closure systemExcellent comfort for a race shoeFlopsNoneMore information at northwave.comDer Beitrag Northwave Extreme X Review: Italian Race Pedigree, or an Overly Stiff Misstep? erschien zuerst auf GRAN FONDO Cycling Magazine.

Redshift Sports promise a lightning-fast transformation from clipless to flat pedals with their new Mousetrap pedal adapters. The brand claim you can convert your bike from a racer to a caf cruiser in seconds, without using any tools. When we hear a promise like that, it naturally pricks our ears up, so we put these 65 clipless converters through their paces for you.Redshift Sports Mousetraps | 176 g/pair | 64.99 | Manufacturers WebsiteNipping out to the bakery or heading for a quick drink with friends is exactly what gravel bikes were made for. That is, until you look down at your pedals and realise you have to lace up your stiff carbon clipless shoes just to ride a couple of miles. No one wants to do that. This is exactly where Redshift Sports come in with their Mousetrap pedal adapters. The American component manufacturers have already made a name for themselves with their suspension stems and illuminated pedals. Now, driven by a team of engineers, triathletes and cyclists, the brand promise to turn your SPD clipless pedals into flat pedals. Even better, they claim the process is completely tool-free and lightning-fast. Naturally, we had to take a closer look.As soon as you unbox them, the name becomes clear, as the spring-loaded bar used to clamp the adapters in place looks just like a classic mouse trap. Made from robust glass-fibre reinforced nylon, the adapters feel high quality, even if they are undeniably plastic.What Can the Redshift Mousetrap Pedal Adapters Do?The design concept behind the Mousetraps becomes clear as soon as you install them. Unlike many other adapters, Redshift use an integrated lever system to lock them securely onto the pedal. You simply insert the adapter into the SPD pedal just like a normal cleat, and flipping the distinctive lever clamps the mousetrap rock-solid into the clipless mechanism.Installation is simple and quick.The result is genuinely impressive.Due to their design, it is practically impossible to accidentally release the Mousetraps by twisting your foot. They come out just as fast as they go in: flip the lever up, pull the adapter out, and youre done.The adapters provide an 80 x 105 mm platform, which is large enough to offer a secure footing, even with chunky trainers or flip-flops. To help with traction, Redshift have covered the top of the pedals with rows of small plastic pyramids. This provides plenty of grip for a trip to the ice cream parlour or your daily commute to the office. However, as soon as things get rough or wet, these plastic pyramids reach their limits. They simply cannot replace real metal pins, and anyone steering onto a singletrack trail risks painful slips you should really put your cycling shoes on for that sort of thing.Despite its limitations, the flat pedal adaptor has some clever design features. Thanks to the minimal 10 mm stack height, the adapters sit almost level with an SPD cleat. This means you will not have to adjust your carefully optimised saddle height by a few millimetres when riding in trainers. You can head off straight after fitting the adapters, without getting any nasty feedback from your knees.Alongside simple installation, the flat stack height is another real benefit in everyday use.For gadget fans, the real highlight comes when you are not actually using the Mousetraps. They contain small magnets which allow the pedals to click together face-to-face. This makes the whole package compact enough to slip easily into a jersey pocket without ruining the fabric, which is exactly what you would worry about if you were carrying a set of flat pedals. The pedal adapters will also fit into a large trouser pocket with room to spare.Who Are the Redshift Mousetrap Pedal Adapters For?The Redshift Mousetraps deliver exactly what they promise, transforming a sporty performance bike into a practical city commuter in a matter of seconds. The workmanship is flawless, and the mechanical locking system is a prime example of functional product design. Bright colours are also available, so you will be well catered for if you like to add a splash of colour to your ride. Furthermore, additional pedal platforms are currently in development.Who are these pedal adapters actually for? The perfect scenario is a holiday, or a short urban commute. Just picture the scene: you arrive at your accommodation in the Italian mountains, exhausted after an epic gravel ride. After a quick shower, you want to head down into the valley for a pizza. You could not fit your city bike into the car, so you just click the Mousetraps onto your gravel bike, slip on your trainers, and roll down to dinner in total comfort. This is exactly the kind of balancing act between sports machine and everyday workhorse that these adapters were made for.No mice were trapped in the making of this review.Conclusion: Would We Buy the Redshift Mousetrap?Yes. Looking at it objectively, 65 for two pieces of glass-fibre reinforced plastic is a pretty steep price. For the same money, you could easily buy a decent pair of standard flat pedals. However, if you want to avoid the hassle of constantly swapping pedals with a spanner, and you appreciate a mechanically flawless gadget, you cannot go wrong here. The Mousetraps might be a bit of a luxury for everyday riding, but they are an incredibly clever and well-thought-out one.TopsSimple and secure installation conceptLow stack heightMagnetic storage featureFlopsHigh priceFind out more on redshiftsports.com Der Beitrag Hot or Not? Redshift Mousetrap Pedal Adapters in Review erschien zuerst auf GRAN FONDO Cycling Magazine.