CyclistGravel Big Ride: Welcome to Girona, cycling centralThe qualities required of a good gravel ride are not dissimilar to those you would ask of a decent pub quiz. Make it too easy and pretty soon everyone will get bored (did someone say Gravel World Championships?), yet if its too challenging, catering strictly to specialists, frustration will set in. No one wants to look like a dummy so, whether youre testing your legs or cerebral lobes, both trails and trivia should provide a gentle massage of the ego.In addition, both should contain enough variety that the differing talents of everyone in your team are catered for something that has been grasped by my ride partner and guide for today, Louise from Girona bike shop and touring company Eat, Sleep, Cycle. Related Posts Gravel Big Ride: Ride the volcano on Mount Teide Gravel Big Ride: Beyond and back in Andalusia, Spain Gravel Big Ride: Riding the real Strade Bianche under the Tuscan sun Louise has devised a gravel ride that will take us from the heart of Girona in a large anticlockwise loop, and which will take in tough climbs, speedy flats, forests, orchards, smooth tarmac, cobbled streets, pretty hillside towns and some of the most perfect gravel you could hope to find.Theres an array of ways to enjoy apples in this part of Spain, including fermented, stewed, with sausage, as a dessert all at once.Patrik Lundin / CyclistTo get my excuses in early, I inform Louise that the day before I not only made an assault on the infamous Rocacorba climb (10km at 7% average gradient) but then followed that by joining a 50km group ride that I thought might be a gentle social spin. It turned out that this being Girona the group was full of pros, and while the pace may have been gentle for them it was leg-shredding for me.Louise tries to reassure me that, although todays ride has almost 1,300m of climbing, its mostly packed into the first third of the route. Im not sure that this is particularly comforting but at least the temperature is perfect, neither too cool nor as ferociously hot as it has been here lately.Sunrise in the city. Cyclist heads out of Girona in search of the paths less travelled.Patrik Lundin / CyclistLouise has selected as our starting point Plaza de la Independncia, which seems appropriate considering how active the Catalan independence movement has been in recent years. In fact, the square memorialises the towns thrice-successful resistance against Napoleons French forces in the 19th century and, truth be told, the Catexit campaign (as no one is calling it) has seen better days.Exploring the town the previous day, I stumbled upon a convenient visual metaphor for such waning fortunes a wooden hut, attended by just a couple of genial older folks and in need of more than a mere lick of red and yellow paint. A poll taken late last year found only 31% of people now support independence, while recent regional elections revealed a dimming of support for hardline separatists.The majority of the climbing comes in the first third of the route.Patrik Lundin / CyclistSo when we start off on our ride, its in the knowledge that this part of the world will remain a part of Spain for the foreseeable future.The road less travelledWith the sun peeking above the buildings, we make our way out of Girona through narrow streets. Louise stops briefly to chat to a woman pushing a buggy, and subsequently informs me it was the wife of journeyman pro Joey Rosskopf. This really is Cycling Central.Paved streets soon give way to rough stuff, while neutral gradients become incrementally positive. As my legs struggle to adjust to this early test, I begin to regret the heavy crema catalana dessert I enjoyed at dinner last night. I stomp my way up the first ramps while doing my best to find what looks like a suitable line.The gateway to Les Gavarres Nature Reserve, which makes up 28,672 hectares of protected parkland.Patrik Lundin / CyclistFortunately the gravel surface is firmly packed and forgiving, and I can let my bike find its own line. It seems to know exactly where its going, and the summit arrives sooner than expected. When we pause before rejoining the road Im even more surprised to check my computer to find weve risen 300m in a few kilometres.When we hit smooth tarmac our climbing speed increases considerably, although not quickly enough to prevent being overtaken by a rider emblazoned in the yellow kit of the Visma-Lease a Bike womens squad. Shes going too fast for me to spot who is behind the shades, but all I can tell you is it isnt Marianne Vos.If we were to continue along this same road we would reach the church of Santuari de la Mare de Deu dels ngels, where Salvador Dal married his muse Gala in 1958. Instead we turn off to the right for a few kilometres of rolling terrain. Wild scrub lines the sandy path and everything is so still and silent that Im able to tune into each crunch and crackle of the tyres against stones and the occasional snap of a twig.Patrik Lundin / CyclistWith almost a third of the ride done and a brisk tailwind helping us along, we are comfortably enough on schedule that we have time to stop in the walled medieval village of Monells. A leisurely caffe sin leche in the 10th century square alongside a group of jolly cyclotouristes from Kent is followed by a bidon refill from the public fountain before getting back on the road.Except, of course, its not actually a road. The gravel path takes us between fields where there are no vehicles bar the odd tractor. The sky is cloudless and the going is easy. Every hilltop is crowned with an ancient castillo, most of which have switched their purpose from repelling invaders to welcoming guests.Arriving in the medieval town of Monells for the first of three pitstops.Patrik Lundin / CyclistThe easternmost point of our ride is at the town of Pals, where we turn north and soon find ourselves in cider country. If that phrase conjures images of straw-hatted Somerset yokels supping from earthenware flagons, then its time to rethink. Gironas apple industry is rather more sophisticated, and Louise has planned a lunch stop to match.Mooma is a farm, cider house and restaurant that is more opulent than the roadside vendors I usually patronise for my mid-ride nutrition, but I dont put up a fight when Louise insists we order the botifarra dola amb poma i sidra, which translates into reality as sweet sausage with apple and cider. As long as we can have croquetas as well. And patatas bravas. Not forgetting the pan con tomate. And we should probably at least sample their speciality ice cider. Its only polite.The surface on the farm tracks between the fields of Pals is gravel so fine its almost sand.Patrik Lundin / CyclistThe sweet apple sausage thing is somewhat odd, but delicious enough to make me forget that we still have a full afternoons riding ahead. Louise obviously knew exactly what she was doing when she front-loaded the climbing.First food, then drinksTo say we make a sluggish start to the second half of the ride would be a huge understatement. A couple of kilometres of quiet rural lanes brings us to our next stretch of mercifully level gravel. Two abreast, we scoot along a farm track reminiscent of the Breton ribino you see at the one-day Classic Tro Bro Lon. I try to decide whether the crown or the side is better for my digestion.Only 15km out from lunch and Louise informs me its time for our third stop of the day, just past the village of Parlav. Apparently our day will not be complete without a stop at the craft Doskiwis brewery. Again, who am I to argue? Shes the expert around here.Even after a hot summer the hills above Girona are evergreen.Patrik Lundin / CyclistMost people probably dont recognise the exact point at which they reach middle age. For me, I realise it has arrived as I scan the names above the bar to decide which of the craft ales I most like the sound of. Summer Teeth leaps out, a mango sour IPA that apparently pays tribute to American indie band Wilco whose albums one of which was called Summerteeth I had at least six of back when I was a student.I ask Michael, Doskiwis Antipodean owner, if Via Girona, another IPA, is a reference to Via Chicago, one of the most popular tracks in the bands catalogue. I get the impression I may have pushed the whole Wilco connection too far when he mutters that it is just a coincidence. Louises eyes are beginning to glaze over and I get the hint that its probably time to go.Catalonia, or the Somerset of Spain, as too few people call it.Patrik Lundin / CyclistI ask Michael if I can buy a can to take home in my bar bag. On the house, he says, and I promise to repay him with a mention in a certain cycling magazine.Back to baseWere 26km from home, the sun is out and Im loving life. With just a few interruptions, the next 15km is almost entirely off-road, predominantly a singletrack path that runs alongside the Onyar river. It weaves its way through a monocultural forest planted to prevent the river from flooding, and the canopy cover generates a welcome natural air-conditioning effect. In places the vegetation encroaches on the path so much its hard to see the route, but I manage to avoid steering into a swamp.On the final run-in to Girona, Louise suddenly ups the pace. As I do all I can to cling to her wheel, I wonder if she is late for an appointment or just desperate to get home. It turns out to be neither. Shes just an incredibly strong rider and loves the feeling of stamping on the pedals.Which comes first the love of that feeling or the strength to do it I dont know, but I guess its just want happens when you become a resident of Cycling Central.All smiles as we leave the craft Doskiwis brewery. We only had a half, honest.Patrik Lundin / CyclistHow we did itTravelCyclist flew to Barcelona, just over two hours from London. From the airport its a one hour 20 minute drive to Girona. Flights also go direct to Girona, although less frequently than to Barcelona.AccommodationFor our Girona gravel adventure we stayed at Can Campolier, better known as Rocacorba Cycling (rocacorbacycling.cc). It has rustic charm aplenty, great food and is a cyclists retreat par excellence, located just a couple of kilometres from the famed Rocacorba climb and run by WorldTour cyclist Ashleigh Moolman-Pasio and her partner. In Girona, Cyclist also stayed at the central Hotel Carlemany for two nights (hotelcarlemanygirona.com).ThanksMany thanks to Pilar Herrero at the Catalan Tourist Board (gencat.cat) for help organising our trip, and also Louise Laker and her team at Eat, Sleep, Cycle (eatsleepcycle.com) who provided bikes as well as designing and leading the ride. More thanks to Michael Jones, master brewer at Doskiwis (doskiwisbrewing.com) for opening up on his day off and having excellent taste in music. Lastly, thanks to photographer Patrik for being my occasional ride buddy and always encouraging me to have dessert. Related Posts Gravel Big Ride: Ride the volcano on Mount Teide Gravel Big Ride: Beyond and back in Andalusia, Spain Gravel Big Ride: Riding the real Strade Bianche under the Tuscan sun The post Gravel Big Ride: Welcome to Girona, cycling central appeared first on Cyclist.

In recent years, Patrick Lefevere's Soudal - Quick-Step roster has been making a notably switch from packed with Classics specialists to more and more climbers finding a home in the Belgian-based outfit. This plan seems to be continuing heading towards the 2025 season.Lefevere has put his eggs firm...

Czech bikemaker Superior tease an all-new aero XR GR evolution of their versatile gravel bike. Superior is set to be one of three main sponsors of the 2024 UCI Gravel World Championship this October in Flanders together with Skoda & Lotto and thats where the new gravel bike will see its official launch. So, details remain a bit at the moment on this model year 2025 bike. But weve got a pretty good close-up look at it in both gravel and road builds, and know the key upgrades over its predecessor2025 Superior XR GR lightweight aero carbon gravel bike(Photos/Cory Benson)The fastest and lightest gravel ever by SuperiorSuperior is pretty excited about their new XR gravel & all-road bike. Its not a major departure from their current X-Road model first introduced back in 2016 now sharing a simply tweaked name. But the new bike takes a big leap forward in performance and versatility.And at a claimed 827g for the new hi-mod carbon frame, it certainly falls now into the lightweight gravel frame category. And with that comes an apparent boost in both stiffness for power transfer and refined handling.Whats new?From first glance, the big changes focus on aerodynamic optimizations more integrated fork crown-to-downtube shaping, deeper truncated airfoil tube shapes, a bigger rear wheel cutout, more aero fork blades & dropouts, and dropped seatstays, for example. And of course, completely integrated fully internal cable routing though the headset.But the most important change was really a shift to bigger tire clearance. Now, it officially sports clearance for up to 45mm tires. That means the new Superior XR GR can be built up with popular 40mm tires for fast-paced racing, but bigger knobby 45mm tires give it more versatility and comfort for recreational gravel riding, as well.Tech detailsOther key features include new integrated rubber downtube & chainstay protection, a SRAM UDH, and a sleek Litemove LED taillight that is neatly attached to the back of the aero seatpost.Plus, there are plenty of carry-over tech details like the 12mm thru-axles, flat mount brakes, PressFit bottom bracket, removable front derailleur hanger for 1x or 2x builds, electronic or mechanical shift compatibility, and an internal wedge-style clamp for the proprietary aero seatpost. And on both road & gravel builds, Superiors own aerodynamic 1-piece carbon One ICR integrated carbon cockpit with 10 forward sweep to the tops and gentle 4 flare in the drops.Superior says the new XR road and gravel bike is UCI-approved, although we havent seen it in the official list yet. And this UCI sticker listing the bike as Superior-001, does not follow the current UCI frame code standard (which would likely be SIP-XR-GR)? So, perhaps this is just a place holder for the time being. The flagship gravel bike build will be this 2025 Superior XR 9.8 GT that will sell for 5000 with a Shimano GRX Di2 1x groupset, 1-piece carbon cockpit, and carbon DT Swiss GRC 1600 gravel wheels wrapped in 40mm Schwalbe G-One Allround tires.XR GF gran fondo all-road version, tooJust like the X-Road before it, Superior offers this new XR evolution in more traditional road builds, too. It again adds a gran fondo name, as the XR GF will feature bigger road tires for more comfort and more all-road versatility. Plus, its still the same 2-in-1 frameset, so the XR GF is still gravel-ready for buyers who want to mix it up between road and gravel.As for specs on the road, the builds will lean towards traditional 2x road groupsets, although mostly with compact or mid-compact gearing. The flagship road build for 2025 will be this Superior XR 9.8 GF, selling for 6000 with an Ultegra Di2 2x build, 1-piece carbon cockpit, and carbon DT Swiss ERC 1400 endurance road wheels wrapped in 32mm Schwalbe Pro One tires.Superior XR GR gravel bike Gravel Worlds & availability View this post on Instagram A post shared by Superior Bikes (@superior_bikes)Superior say they will officially launch the new XR GR gravel bike at 2024 Gravel Worlds in Halle-Leuven, Belgium this coming October 5-6th. So well have to wait until then for more concrete details on whats new like updated geometry, additional spec options, and a full pricing breakdown. Officially, it is a model year 2025 bike, so we expect availability of the new models no earlier than the end of 2024, with some models likely only arriving in the start of next year.SuperiorBikes.comThe post Superior XR GR is Czech Bikemakers Fastest, Lightest, Most Aero Gravel Bike Ever appeared first on Bikerumor.

To complement SRAMs new Red XPLR AXS components, Zipp has launched a new gravel-specific wheel line the 303 XPLR. The brand has also collaborated with Goodyear on new gravel tyres optimised for the wheels.The new 303 XPLR design sees a hookless 54mm-deep rim, 40mm external width and broad 32mm internal width.The wheels are optimised for 40mm-wide tyres, but Zipp claims they out-perform the next best wheelset across tyre sizes from 38-50mm.Zipps category manager and engineer David Morse tells us the new top-tier 303 XPLR SW wheelset is Zipps fastest gravel wheel ever, thanks to its mega-wide and deep rim that integrates seamlessly with gravel tyres.Zipp 303 XPLR detailsThe range-topping 303 XPLR SW wheel has a claimed weight of 1,496g. - ZippZipp has launched two versions of the new 303 XPLR wheels the premium 303 XPLR SW model and a lower-cost 303 XPLR S (similar to the road-going 303 Firecrest and 303S wheelsets).The rims are progressive for a gravel wheelset far wider than the average widths seen but Zipp claims these dimensions came from evaluating what the ideal gravel tyre is and complementing that to achieve optimal aerodynamic performance and ride dynamics.While both wheelsets have the same dimensions, the 303 XPLR SW features Zipps distinctive dimpled finish to the rim.This is said to make the airflow turbulent at an earlier point as it flows across the surface this more energetic flow stays attached to the surface for longer, thereby improving aero performance.The build is completed with Sapim CX-Ray spokes, built onto Zipps six-pawl ZR1 hubset with heightened sealing and 66-point engagement for a quick 5.45-degree engagement angle.The 303 XPLR S has a simpler rim construction and more cost-effective hubs to keep the price down at 1,100. - ZippThe 303 XPLR S uses a smooth dimple-less rim, matched to Zipp's 76/176 hubset.The 76/176 is Zipps entry-level hub, and is claimed to have durable bearings and seals. The pawl-based freehub has 36 points of engagement for a 10-degree engagement angle.Both wheelsets come with a maximum tyre pressure rating of 50psi / 3.45 BAR, Zipps lifetime warranty and a weight limit (rider and bike) of 130kg / 286lb.The 303 XPLR SW is said to weigh 1,496g, while the 303 XPLR S is claimed to weigh in at 1,610g (both with an XDR freehub body).Zipp 303 XPLR prices303 XPLR SW front wheel: 750 / $1,000 / 850303 XPLR SW rear wheel: 850 / $1,100 / 950 303 XPLR S front wheel: 500 / $650 / 550 303 XPLR S rear wheel: 600 / $750 / 650 The wheels ship with either a SRAM XDR or Shimano freehub, tubeless tape and valves, 12mm end caps and disc rotor lockrings.Campagnolo N3W and Microspline freehubs are available separately from $108 (UK/EU prices are TBC).How did we get so wide?The 303 XPLR rim has a massive 32mm internal width. - Warren Rossiter / Our MediaAs part of the research into the new wheels, Zipp says its engineering team evaluated the current state of gravel wheels and tyres. It identified four issues.1: Wheel aerodynamics are ruined by mismatched rim and tyre widthsZipp found typical tyre widths for gravel racing range from 38 to 50mm across all tread patterns, while the current market leading gravel wheel designs have an external rim width of 28 to 30mm.Zipp says this creates a mismatch between the rim shape and tyre, which is exacerbated when you get to 40mm-plus sized gravel tyres, which are becoming ever more popular in gravel racing.Zipps deep dive into the history of one of the biggest gravel events globally Unbound found that as the race has progressed over the years, speeds have increased. In 2006, they averaged around 25kph and by 2024 that figure had risen to more than 30kph.From this information, the brand identified aerodynamic gains are becoming ever-more important, alongside comfort and control.This graph shows the increasing average speed throughout Unbound's history. - ZippThe brand says the rims 54mm depth, along with the increased width, creates the optimal shape with a 40mm tyre.According to Zipps testing, the pairing of the new 303 XPLR rim shape and the new Goodyear co-developed 40mm tyre provides a 5-watt aerodynamic advantage over a leading competitor.Zipp took to the wind tunnel to clarify the aero gains at gravel race speeds. - Zipp2: Tyre pressures for gravel terrain compromise bike control on narrow rimsZipps research shows that lower (optimal) tyre pressures significantly increase speed on gravel.It says the problem with current gravel wheelsets is the narrower tyre bed causes the tyre to collapse when cornering, negatively impacting grip and control.The 303 XPLRs wide tyre bed is said to increase the tyres stability, which in turn results in reduced tyre squirm under cornering loads.It claims the other benefits are decreased vibration losses (because the tyre complies to the surface, as opposed to bouncing across it), more predictable handling and unbroken traction when climbing.Zipp's research shows how increased tyre pressure has an adverse effect on power required on gravel surfaces - Zipp3: Current rim designs compromise tyre reliabilityZipp says that when gravel riders choose higher-volume tyres, but mount them on rims that are narrower than optimal, it increases the chances of pinch punctures and tearing if the tyre collapses under load on rougher surfaces.The 303 XPLR rim design is said to help reduce the chance of pinch flats thanks to the correct shaping of the tyre, plus the rim edge, which is 77 per cent thicker than a 303 Firecrest.In the worst-case scenario, the widened edge is claimed to spread the impact loads better if you manage to compress the tyre enough to hit the rim on the ground.4: Vibration robs riders of speedWith current rim and tyre combinations, Zipp says it found riders needed to run the tyre pressures higher than should be considered optimal.In turn, the increased vibrations not only compromise control, but increase fatigue because the rider needs to put in more effort to maintain race speeds.Zipps research into this included evaluating Zipp riders at Paris Roubaix, where it found its sponsored teams riders put in more than twice the number of watts through the tough Arenberg Forest sector than on the concrete velodrome in Roubaix at the race's finale.It claims that when simply maintaining speed on gravel surfaces, you can be trying to overcome up to 100 watts just in vibration loss.Zipp's testing included the effect of vibrations leading to power losses over various surfaces. - ZippOn Zipp's rolling road, it has measured the power required to maintain a speed of 20mph in relation to tyre pressure. - ZippTyre compatibilityThe 303 SW XPLR rim gets Zipp's signature dimple patterning. - ZippThe rim design complies to ISO 622x32 TSS standard.Zipp recommends the use of tyre sizes of between 40 and 60mm 18mm less than the ETRTOs lower recommended limit, and 24mm lower than the organisations upper limit (58-84mm).Its worth noting that Zipp is part of the working industry group that assesses these standards.When asked, Zipp said it tests tyres on its rims separately, using its in-house protocols, to 150 per cent tyre pressure in excess of the wheel-tyre systems stated lower limit.It then asks tyre brands to run their own tests according to their protocols.If both are in agreement, they are declared safe by Zipp and the tyre brand, and published on Zipps online compatibility list.At the time of writing, the list consists of the Goodyear XPLR series (more on this to follow), Zipp G40 and all Schwalbe G-One models (40mm and wider).The brand says more tyres from other brands are set to be approved over time.New Goodyear XPLR tyresThe XPLR Inter tyre is bigger at 45mm and designed to work with the 303 XPLR rim. - ZippJust as Zipp announced new road-going tyres in partnership with Goodyear recently, it has now launched a fresh tyre collaboration for the 303 XPLR.The new Goodyear XPLR comes in two flavours the dry-weather XPLR Slick and the versatile, mixed-conditions XPLR Inter.The Inter is available in a 700x45c size and is designed to inflate to 45mm wide on the 303 XPLR rim.It comes with a close tread pattern at the centre to provide low rolling resistance. The bigger and more widely spaced outside blocks are there to help cut through less optimal surface conditions and provide grip through corners.The XPLR Inter's construction is designed for the 303 XPLR rim and to measure up at exactly 45mm wide when fitted. - ZippThe sidewalls use Goodyears M:Wall construction, which it claims helps provide puncture protection against cuts and pinch flats, enabling the rider to get away with the lowest possible air pressure.The tyre is still claimed to be supple and compliant, with an M:Wall protected casing, and lightweight at 525g.The 700x40c XPLR Slick is designed to measure up at exactly 40mm wide, mounted on the 303 XPLR rim, and has a fully slick centre section for the fastest rolling speed on smoother surfaces and dry conditions.A cutaway of the XPLR Slick shows the construction of the sidewalls and the unique 'Dual Angle' bead technology. - ZippTread texture and cornering blocks are claimed to ensure a high level of confidence in corners.Like the Inter, its claimed to have a light, supple carcass enhanced by M:Wall reinforcements.Both models use Goodyears Dynamic:UHP compound, which is claimed to help improve grip and lower rolling resistance. Both also feature the Goodyear/Zipp-designed Dual Angle bead, which is said to provide secure retention on the hookless XPLR rims.Zipp and Goodyear state the Goodyear XPLR tyres should only be used when mounted to 303 XPLR wheelsets.Goodyear XPLR specs and pricesZipp and Goodyear have teamed up on the new XPLR gravel tyres this is the dry-conditions XPLR Slick. - ZippGoodyear XPLR InterPrice: 80 / $80 / 90Size: 700x45cTyre type: TubelessBead type: Folding, Dual Angle beads for XPLR rimsCompound: Goodyear Dynamic:UHPWeight: 525g (claimed)Goodyear XPLR SlickPrice: 80 / $80 / 90Size: 700x40cTyre type: TubelessBead type: Folding, Dual Angle beads for XPLR rimsCompound: Goodyear Dynamic:UHPWeight: 455g (claimed)

66-year-old Graham Forte died after colliding with the metal railing at the entrance to a car park on a shared-used path, which has since been covered in hi-vis stickers and warning signs

Due to the smaller nature of the peloton at the 2024 Paris Olympic Games road race, there are many teams with a viable gold medal threat. Not many teams have multiple potential winners, although for Belgium, in Wout van Aert and Remco Evenepoel this is the case.With Jasper Stuyven and Tiesj Benoot...

Fizik just launched limited-edition versions of its Ferox Carbon and Atlas gravel shoes in flashy new Team Amani and Black Mamba color combos. Find all the details here...The post Fizik Launches Team Amani and Black Mamba Off-Road Shoe Designs appeared first on BIKEPACKING.com.

Whether you want to set your own land speed records, crush more miles, or just keep up with your faster cycling buddies, the new Ari Bonneville e-road bike pairs a Fazua Ride 60 motor with a 430Wh battery for a lightweight assist up to 28mph.Its an endurance road bike, with a taller front end and sloping top tube for a lower center of gravity and good standover. That makes it comfortable for long ridesand more approachable for newbies.Its also a performance road bike, with a lightweight carbon frame that has dropped seatstays both for compliance and to keep the rear end laterally stiff when youre hammering. It has the handling and feel of a regular high-end road bike bike, just with a bit more oomph.It fits up to 70040 tires, and comes with a UDH derailleur hanger thats Full Mount compatible in case you want to add a SRAM Transmission derailleur back there.Complete bikes from $4,999 to $6,999, or build your own with the frameset for $4,499. Ari has a 30-day trial period for all new bikes, and a lifetime warranty on the frame and fork.AriBikes.comThe post Ari Bonneville e-Road Bike Speeds Up Off the Flats appeared first on Bikerumor.

Hot on the heels of SRAMs update to its Red AXS road bike groupset comes the gravel-specific Red XPLR AXS.The headline details for the new groupset are a move to 13-speed and a new wide-range 10-46t cassette with close, performance road gearing steps from the 10-24-tooth sprockets.A new derailleur mounts to Universal Derailleur Hanger rear dropouts, and SRAM has introduced a new lighter 1x crankset, which can use direct-mount rings or a new thread-mount system in combination with a direct-mount power meter spider. This means you can now switch chainrings independently of the power meter.As with all SRAM parts bearing the AXS suffix, Red XPLR is compatible with every existing AXS component, both on-road and off.Rather than a whole new set of components to build the groupset, Red XPLR AXS consists of the new rear derailleur, crankset (with all its options) and cassette. The remaining parts come from the brands Red AXS road groupset (shifters, brakes, rotors, wireless blips and batteries).The Red XPLR rear derailleur has lots of replaceable parts. - Warren Rossiter / Our MediaThe brake calipers come with organic pads for better performance in adverse conditions, rather than the standard pads the road bike units are specified with.Stablemate Zipp has complemented the launch of the new groupset with a new gravel XPLR carbon handlebar designed to integrate with AXS shifters, and a new 303 XPLR wheelset and accompanying tyres developed in partnership with Goodyear.A complete SRAM Red XPLR AXS groupset with power meter will set you back 3,980 / $3,979 / 4,465 / AU$6,840. Without a power meter, the price drops to 3,530 / $3,529 / 3,960 / AU$6,065.New SRAM Red XPLR AXS | What you need to know1x 13-speed drivetrainCompatible with all existing 12-speed AXS components218g lighter than current Red XPLR AXSClose ratio (but wider) 10-46t cassetteNew UDH-specific full-mount rear derailleurNew thread-mount chainring system for the power meterEasy-fit derailleur eliminates high/low adjusters and B-tension screwWhen identifying specific components, 'E1' is the suffix SRAM uses for its latest AXS groupsets, replacing 'D1' on previous generationsRed XPLR AXS rear derailleurThe new rear derailleur eliminates the need for high and low adjustment and a B-tension screw. - SRAMThe new rear derailleur looks radically different from the previous version, bearing much more similarity to the T-Type Eagle derailleur from mountain biking.Whilst SRAM introduced a hangerless direct-mount design with last years T-Type mountain bike drivetrain, the Red XPLR AXS system has some noticeable differences. Mainly, its the addition of a 13th sprocket (T-Type and road-going AXS groups remain 12-speed).What it has taken from T-Type though is the robust design of the derailleur body, alongside replaceable parts, and the Magic Wheel lower rear pulley.The Magic Wheel pulley has been borrowed from SRAM's T-Type.SRAM says this means that even if debris such as sticks or twigs goes through the pulley wheel, a mechanism enables the toothed section to rotate independently of the centre. In turn, this keeps the chain moving at all times, thereby protecting the drivetrain.SRAM refers to the derailleur as full-mount essentially, it mounts directly to the rear axle via a UDH dropout and says this eliminates the need for high and low adjustment and B-tension screws.The brand claims it should deliver far more consistent and accurate fitment across multiple frame platforms than the multitude of hanger designs and materials available now.The simplicity of the full fitment UDH-compatible mount on show. - Warren Rossiter / Our MediaThe derailleur design uses standard AXS batteries, yet the angular body sees the battery inserted further into the derailleur than on road bike AXS derailleurs. It appears to be better protected than the battery on the T-Type derailleur, which sticks out more.The Red XPLR derailleur is designed to work specifically with the 13-speed cassette.The end of the derailleur hanger?You'll need a UDH-compatible frameset to run the new Red XPLR. - Warren Rossiter / Out MediaSRAM quietly introduced the UDH dropout standard a few years ago. It cited the advantages of a hangerless system as being more robust, accurate and delivering more reliable shifting chiefly thanks to removing the danger of bent hangers while riding or transporting your bike.Red XPLR AXS is compatible with UDH-equipped frames only, but many major brands have adopted the system on relevant bikes.Red XPLR XG-1391 cassetteThe new cassette is not only lighter than the old Red XPLR cassette, it's also wider at 10-46 and lighter too. - SRAMThe 13-speed Red XPLR cassette fits to a standard XDR freehub.The cassette design takes advantage of standard road wheel dishing and spoke angles for the largest 46-tooth sprocket to extend beyond the freehub body, grabbing a little space here.At the other end, instead of the rear derailleur having the chain-catching fin, as found on the T-Type derailleur, theres a smooth round shape, enabling SRAM to grab a little real estate here too.SRAMs engineers were able to add a 13th sprocket, while using the same 12-speed Flattop chain as found on the brand's other AXS groupsets.The new cassette has a 460 per cent range with a closely spaced set of ratios: 10-11-12-13-15-17-19-21-24-28-32-38-46.This means single-tooth jumps for the first four gears, moving to two-tooth gaps for the next four, then a jump of three to the 24t sprocket, and finishing with four, six and eight-tooth jumps.The move to 10-46t extends the range over the previous cassettes 10-44t range, and is intended to be the sweet spot for most gravel riders without having to resort to the wider range afforded by Eagle AXS cassettes.We asked SRAMs category product manager, James Fowler, about the switch to a wider range and he explained: We wanted Red XPLR AXS to be the best all-round option for riders and racers alike.Fowler says SRAMs research shows a split of 15 per cent of its customers opting for an Eagle AXS mix for extreme-distance gravel events and terrain, and 30 per cent going with 2x AXS for all-road and light gravel, leaving 55 per cent (and growing) looking for 1x for all terrain types.Thats who [the 55 per cent] Red XPLR AXS is aimed at, says Fowler. With just a single offering, SRAM is gambling heavily on getting the ratios right. That said, with the new cassette weighing it at 288g (claimed), it's 95g lighter than the previous generations 12-speed 10-44t cassette, which should help it appeal to weight-conscious gravel racers.Red XPLR AXS cranksetThe new lighter crankset with a direct-mount chainring in place. - SRAMThe new Red XPLR AXS crankset has been reworked from the previous XPLR unit.With a new make-up to the hollow carbon fibre arms, SRAM has been able to reduce the weight from 500g to a claimed 427g (40t chainring, 172.5mm arms).The direct-mount X-Sync wide-narrow chainrings are available in 36 through to 46 teeth in two-tooth increments.Direct-mount chainrings come in a multitude of sizes. - SRAMAlternatively, those after bigger gearing can use the new crankset with SRAMs Aero rings, available in 46 to 52-tooth sizes (also in two-tooth increments).SRAM has also added a short 160mm arm option to complement the 165, 167.5, 170, 172.5 and 175mm lengths.Red XPLR AXS power meter spiderThe power-meter equipped crankset uses a new threaded chainring system. - SRAMThe power meter spider stands out among the new components with a fresh thread-mount interface.The spider attaches to the crankset via the usual eight-bolt interface, but the helix-like thread enables chainrings to be threaded onto and removed from the crankset quickly and easily with the help of a new chainring removal tool (available for 63 / $65 / 70).This clever chainring tool separates the thread-mount rings from the power meter. - Warren Rossiter / Our MediaSo, unlike the current road-going power meters, the new XPLR version is separate from the chainrings. This means you dont need to swap the power meter along with the chainrings, helping to keep costs down when it comes to chainring-replacement time, as well as enabling much more experimentation with gearing.The power meter has the same internals as the existing Red AXS power meter, with a claimed +/- 1.5 per cent accuracy, temperature compensation, IPX7 waterproof rating and a claimed 200-hour battery life with the user-replaceable CR2032 battery.A Red XPLR crankset (172.5mm) with power meter and a 40-tooth thread-mount chainring has a claimed weight of 516g 116g lighter than the previous crankset in the same configuration.X-SYNC Red XPLR thread-mount chainringsThe new thread-mount chainring means the power meter and chainring are now separate parts. - SRAMThe new thread-mount chainrings are available in 38, 40, 42, 44 and 46-tooth options and, like the cassette, are compatible with all SRAM road Flattop chains.Zipp SL70 XPLR handlebarThe new SL70 XPLR carbon handlbar has steps in the top of the bar to integrate with SRAM Red AXS hoods. - ZippSibling brand Zipp has also adapted its SL70 carbon handlebar initially designed for SRAM Red AXS for Red XPLR AXS.Much like the road bar, the SL70 XPLR features an overhang to cover the brake hose where it exits the hood.This creates a smooth transition and Zipp claims its more comfortable for extended periods holding the hoods.The bar has a shallow 70mm drop with 110mm of reach, a 5-degree drop flare and 11-degree outsweep. This creates drops that are 6cm wider than at the hoods.The new XPLR SL70 carbon bar has a 70mm drop with a flare and outsweep that makes the bottom of the drop 6cm wider than the width at the hoods. - ZippThe bar also features recesses under the tops and on the drops to help SRAMs wireless blips fit more flushly.In a move thatll be welcomed by home mechanics and those who travel with their bike, while the SL70 XPLR bar is compatible with internal routing systems, rather than routing the hoses through the bar, Zipp says it has designed a recessed channel to hide the hoses but also enable easy access.The lightweight (claimed 240g, 42cm) carbon bar is available in 40cm, 42cm, 44cm, 46cm and 48cm widths (centre-to-centre at the hoods), priced at 320 / $320 / 360.Red XPLR AXS component specificationsThe new offset pulley wheel cage is made from carbon fibre. - Warren Rossiter / Our MediaRed XPLR AXS rear derailleur RD-Red-1E-E1Compatibility: 13-speed only, 10-46t cassette only, UDH frames onlyRed XPLR XG-1391 cassette CS-XG-1391-E1Compatibility: All Flattop 12-speed chainsVariants: 10-46t onlyRed XPLR AXS power meter FC-Red-1WP-E1Compatibility: 12 and 13-speed AXS drivetrains, all SRAM Road DUB bottom bracketsRed XPLR AXS crankset FC-Red-1W-E1Compatibility: 12 and 13-speed AXS drivetrains, all SRAM Road DUB bottom bracketsVariants: 160, 165, 167.5, 170, 172.5, 175mm crank armsRed XPLR AXS power meter spider PM-AXS-SPDR-E1Compatibility: 12 and 13-speed, Red Thread mount chainringsVariants: N/AX-SYNC Red XPLR thread-mount chainrings CR-XSNC-TM-E1Compatibility: Power meter spider PM-AXS-SPDR-E1Variants: 38T, 40T, 42T, 44T, 46TSRAM Red XPLR AXS E1 claimed weightsSRAM Red XPLR AXS with power meter: 2,499g (10-46t cassette, 172.5mm cranks, 114-link chain, 2x160mm Centerlock rotors and lockrings, 1x battery)SRAM Red XPLR AXS: 2,398g (same specifications)Component weightsCassette: 288gCrankset (172.5mm, 40t): 427gPower meter crankset (172.5mm, 40t): 516gBottom bracket: 76gRear derailleur: 375gShifter/brake system: 692gChain (114 links): 236gRotors: 280gBattery: 24gThe previous-generation Red XPLR AXS with power meter weighed in 218g heavier at 2,575g in an identical configuration, save for the cassette (10-44t).SRAM Red XPLR AXS pricesCassette: 600 / $600 / 675 Rear derailleur (battery not included): 700 / $700 / 785 Cranks Red 1x E1 XPLR DUB WIDE Direct Mount (with chainring, bottom bracket not included): 650 / $650 / 730 SRAM Red AXS 1x Power Meter XPLR DUB WIDE E1 threaded mount (bottom bracket not included): 1,100 / $1,100 / 1,235 Crank Arm Assembly Red XPLR DUB WIDE E1 (bottom bracket not included): 400 / $400 / 450 Chainring Road Threaded Mount X-Sync Red E1 Black/Silver (all sizes): 150 / $150 / 170 Power Meter spider AXS E1 for threaded-mount chainrings: 500 / $500 / 560

The only performance gravel groupset on the market. 9/10