For Team Visma | Lease a Bike, the rivalry between Wout van Aert and Mathieu van der Poel has never been about talent. It has been shaped by timing, circumstance, and a growing sense that fortune has repeatedly tilted one way. That frustration surfaced openly this week through the words of Visma spo...

Several trends have emerged from the nearly 400 Readers' Rigs we've shared every Friday for the past seven years, and one we've loved seeing is fun, practical bikes built for hauling kids. View them all by exploring our new Dad Bikes tag here...The post Our Collection of Dad Bikes Keeps on Growing appeared first on BIKEPACKING.com.

Kids bicycle company Frog Bikes faces administration after a turbulent few years that have been reflective of many other brands' experiences across the cycling industry. The company filed an intention to appoint an administrator on Friday, which provides temporary protection from creditors. Frog Bikes said this was a precautionary measure while it explores potential funding and restructuring solutions, The Telegraph reported today. The Welsh company was founded in 2013 by husband and wife Jerry and Shelley Lawson after they struggled to find suitable bikes for their children. It quickly found success and, like many cycling brands, grew significantly during the Covid pandemic before facing tougher trading conditions. Frog Bikes made a pre-tax profit of 249,016 in 2021 but that dropped to a loss of 530,476 the following year, which it attributed in part to the friction caused by Brexit. Jerry Lawson blamed Frog Bikes situation on a series of significant and well-documented challenges, which included higher employee taxes, Brexit and lower consumer confidence. In its most recent accounts for the year ended February 2024, Frog Bikes reported a pre-tax profit of just under 200,000, but said the year had been one of continued headwinds for Frog Bikes, and the industry as a whole. It said sales had dropped further as retailers continued to grapple with surplus stock and consumers remained cautious with their spending. Brompton is another British cycling company that experienced a boom during the Covid-19 pandemic. But in January this year, it reported losses of 2m and a drop in sales. This followed a crash in profits the previous year, which CEO Will Butler-Adams said was due to global economic uncertainty and challenges in cycling, such as overstocking, which he described as evidence of an industry in turmoil. Raleigh reported losses of 30m in 2025, which it said was due to the overstocked market after Covid. In 2023, manufacturer Islabikes ceased the sale and production of its children's bikes due to a turbulent and difficult time for the cycle industry. In January, Alpkit entered administration before quickly announcing its new financial structure and investment. The outdoors company, which owns Sonder bikes, said it faced rapid cost inflation, a challenging retail environment and trade barriers. Frog Bikes' Jerry Lawson told The Telegraph that: All parties are committed to securing a positive outcome for the business, its employees and wider stakeholders. Frog Bikes priority remains supporting its employees, customers, suppliers, and retail partners while working with its advisers to determine the best possible outcome for all stakeholders.

Vee Tire Co has announced the release of three new RAD-CORE radial-casing tyres, which will retail from 64.99. The tyres, spotted at the iceBike* show, use the brand's new RAD-CORE casing technology. All three models on display retail for only 5 more than Vee Tire Co's tyres with traditional cross-ply casing and they're all available in 27.5in and 29in sizes. Read more: Best mountain bike tyres in 2026 top-rated tyres for XC, downcountry, trail and enduro riding RAD-CORE radial tyre technology Vee Tire Co calls its radial casing technology RAD-CORE. Jack Luke / Our Media Vee Tire Cos RAD-CORE is its own radial construction technology, which aligns casing threads perpendicular to the direction of travel. The brand says this technology boosts grip and reduces rolling resistance at the same time. The tyres unveiled at iceBike* are Vee Tire Co's first to use the new radial casing. Rich Wood, brand manager at distributor Madison, says the benefits are you have a much more supple casing because the threads are oriented at 90 degrees to the direction of travel. This means, theoretically, you can run radial tyres at a higher pressure and get the same supple feel. The bike feels a lot smoother to ride, says Wood, explaining that riders may feel greater bump absorption. Plus you get a bigger contact patch with the ground and much lower rolling resistance because you're running such a high pressure. Wood suggests: You find that because of the higher pressure you get much more accuracy with your steering. I would liken the difference to that of riding a bike with a QR front axle and a thru-axle. Vee Tire Co RAD-CORE tyre details Three Vee Tire Co tyres are available with RAD-CORE radial casing: the Attack FSX, Attack HPL and WCE Mk2. Jack Luke / Our Media There will be three tread patterns offered in radial casing to start with: The Attack FSX, Attack HPL, and WCE Mk2. The first of the tyres is the Vee Tire Co Attack FSX RAD-CORE. Vee Tire Co designed this tyre for for maximum rolling speed on hardpack conditions, and says it has aggressive cornering capabilities. Wood describes it as a Hard-pack bike park tyre and it is recommended for front or rear use. The second Vee Tire Co tyre to get the RAD-CORE radial casing treatment is the Attack HPL, a hardpack and mixed-terrain tyre. The third tyre is the Vee Tire Co Snap WCE RAD-CORE. Vee Tire Co describes this tyre's tread pattern as an all-rounder for mixed trail conditions with deep tread design and even spacing to dig into loose dirt. All three tyres are available in 42a (Shore A scale) rubber, which Vee Tire Co calls its Full 40 Compound, utilising its softest ultra-tacky rubber. Theyre all available in 27.52.5in and 292.5in options from 64.99. The non-radial casing GXE-Core versions of these same tyre models are available for 59.99. What are radial tyres? Vee Tire Co's radial casing tyres will all be available in 27.5in and 29in sizes. Jack Luke / Our Media Radial refers to a different method of tyre-carcass construction. The carcass is the woven fabric that makes up the structure of the tyre beneath the rubber tread. On traditional cross-ply (non-radial) tyres, the individual threads run diagonally across the tyre at a 45-degree angle. On a radial tyre, the threads are arranged at a much more obtuse angle. The theoretical benefits are increased compliance and cornering grip, and potentially the ability to run higher pressures with the same level of compliance. Read more: Demystifying mountain bike tyre carcass construction: everything you need to know

From sharp designs to visual crimes, we size up the peloton's latest wardrobe

CyclistThe new Basso Palta wants to be everything to all ridersFive years after the launch of the previous Palta gravel bike, Basso has announced the new Basso new Palta III, which is said to balance adventure with performance in a bid to become a one-bike solution for most gravel needs.The Palta IIIs bottom bracket and rear triangle are claimed to have increased in stiffness, while Basso says a down tube inspired by its SV road bike,among other tube profile revisions, helps reduce the frontal area of the bike to bolster aerodynamics. The complete framesets weight has also dropped to a claimed 960g, achieved through revised tube shaping and component alterations.At the same time, head tube stiffness is said to be reduced, for better front-end comfort, and a shorter seat tube coupled with a proprietary clamp system attempts to balance comfort at the rear as well.Tyre clearance gets bumped up to 50mm, and a storage hatch is added for extra versatility.Each Palta comes with a five-year warranty, with five spec levels available in the US and EU and three for the British market. UK builds offer both SRAM and Shimano groupsets, with prices ranging from 3,999 to 5,399.Lighter, faster, stifferBassoBy switching up the carbon layup and reducing component size in places, the new Palta has managed to shave some weight from its predecessor. Now tipping the scales at 940g in a medium size (54cm), the brand claims the frameset is 270g lighter than the 2021 iteration.There have been considerable revisions in stiffness too. The bottom bracket and rear triangle have increased in stiffness by 19% and 12%, respectively, while the head tube has decreased by 15% to better handle rough terrain.This came from feedback we had from our riders, Bassos product and marketing manager Leonardo Basso says. They had the feeling that the bike could have been better at transferring power, but on technical and bumpy descents, having less rigidity on the front end would allow better handling on the bike and foster confidence. On a bumpy curve, for example, you should be able to feel the bike copy the terrain better than the previous Palta.Higher stack, shorter seat tubeBassoIn terms of geometry, the stack has been increased by 5mm on all sizes for a more upright and controlled riding position. Furthermore, the new Palta can be built without spacers, so it can now be set up with a slammed stem to achieve a more aggressive setup.On medium, large and extra large frames, the seat tube has been reduced by 20mm to enable more of the seatpost to be exposed. This works alongside the brands own shock absorbant 3B Clamp System, bolted into the seatpost, will work together to add flex and compliance on bumpier ground.At the rear end of the bike, the chainstays have been lengthened by 5mm to accommodate wider tyres on the rear. That takes the Paltas maximum rear clearance to 50mm tyres, with 52mm the new threshold on the front.Trickle-down from the roadBassoWhile the Palta retains a similar look to its predecessor, theres plenty of inspiration from the brands top-end SV road bike to be found in the bikes tube profiles.Most noticeably, the Palta III borrows the same down tube shape from the SV, released in 2025, which Basso says improves stiffness, aerodynamics and weight management. In an age of aero-driven claims, the brand says the thinner down tube profile was a conscious choice to minimise frontal area. Throughout the front-end, the brand has applied a truncated airfoil tube design to improve airflow, with the most drastic changes coming to the down tube and fork profile.These SV-inspired changes have resulted in a claimed 18% reduction in frontal area compared to its predecessor. Although Basso doesnt provide any wind-tunnel stats, this reduction should improve aerodynamic performance over the previous generation Palta.Cockpit changesBassoThe trickledown from the Basso SV continues around the cockpit as the Paltas new Strato stem borrows elements from the Fuga cockpit fitted on the SV. As a result, the stems weight has been slimmed down to 250g, with further improvements made to the mechanisms security and adjustability. These changes mean you can remove the stem without re-routing the cables.The stock handlebar, on the other hand, is far closer in feel to the previous Palta. The only change here is a slight narrowing in the tube profile to accomodate a thicker 4.5mm bar tape wrapped onto the two-piece setups.If youre looking for an integrated cockpit, however, you can upgrade to the one-piece Fuga and Levita handlebars upon initial purchase. Introduced as part of the SVs roll-out, the 300g Fuga offers a more aggressive option at a 6 flare, while the 330g Levita offers a shallower flare at 4. The Fuga also has an 11.7mm shorter reach and 5mm shallower drop than the Levita.Apidura bike bags and down tube storageBassoBag brand Apidura has come on board to create a pair of abrasion-resistant and waterproof bags for the new Palta. Two of the custom-made packs come included with each build, including the standalone frameset.The streamlined framebag hangs from the top tube and is available in two sizes, depending on the frame size. For XS to M frames, it houses 1.4L in volume, while L to XXL frame sizes come equipped with a 2L bag. The other pouch comes in a smaller size and is more rigid in feel. Its mounted using a bolt-on attachment above the top tube, just behind the headset.Alongside the Apidura bags included in each build, the Palta comes furnished with a down tube storage unit. This has been upgraded to include a carbon cover, which is said to have contributed to some of the extra grams saved in frame weight.We wanted to keep this component in carbon as it allowed more stiffness around the bottle, Basso says It also means it can be painted because we wanted a seamless integration. We also managed to do this by controlling the tolerances through a Fidlock magnetic latch, which has three levels of adjustability to ensure the fit is snug and secure.Vibram down tube guardBassoBasso has welcomed Italian shoe brand Vibram to supply the Palta with a rubber down tube cover to protect the underside of the bike from damage caused by the rough terrain.The down tube protector is bolted onto the frame using the underside of the down tube bottle mount. It uses the same material as Vibrams soles, but is thinner in profile.Basso Palta III specs and pricingBassoIn the EU and US, Basso is offering builds with groupsets across SRAM and Shimanos gravel ranges, including the pairs top Red XPLR and GRX Di2. Apart from the premium SRAM Red spec, which comes with a Zipp XPLR SW wheelset, all other EU and US builds are paired with Bassos in-house Microtech wheels.The components offered to UK customers will be slightly different. The three British builds come with either SRAM Force XPLR AXS, Shimano GRX Di2 and Shimanos mechanical GRX and a pair of Miche wheels. The prices in the UK range from 3,999 to 5,399.The standalone frameset is available for customers in the US and EU, costing 3,299/$4,795, which includes the two Apidura bags and down tube protector.Each bike is assembled on order, so customers have the choice of two different setback options on the seatpost (-15mm or 0mm), six stem lengths (80-130mm) and additional handlebar and wheel upgrades for a small increase in price. The frame is available in six sizes (50-60mm) and three colourways: carbon chrome, purple dust and galaxy dream.UK specs and pricesBassoBasso Palta III SRAM Force XPLR AXSGroupset: SRAM Force XPLR AXS (1x 13-speed)Wheels: Miche Graff Aero 48Price: 5,399Basso Palta III Shimano GRX Di2 112Groupset: Shimano GRX Di2 (1x 12-speed)Wheels: Miche Graff Aero 48Price: 4,699Basso Palta III Shimano GRX 112Groupset: Shimano GRX (1x 12-speed)Wheels: Miche Graff XLPrice: 3,999EU and US specs and pricesBassoBasso Palta framesetFrame and Fork: Palta III, Torayca CarbonPrice: 3,299 / $4,795Basso Palta III SRAM Red XPLR 113Frame and Fork: Palta III, Torayca CarbonGroupset: SRAM Red XPLR, 10-46t (1x 13-speed)Saddle: Fizik Vento Argo X5Tyres: Pirelli Cinturato M 700 x 45 mmWheels: ZIPP 303 XPLR SWPrice: 8,499 / $10,995Basso Palta III Shimano GRX 825 212 DI2Frame and Fork: Palta III, Torayca CarbonGroupset: Shimano GRX 825, 11-34t (2x 12-speed)Saddle: Fizik Vento Argo X5Tyres: Continental Terra Trail 700 x 45 mmWheels: Microtech MX25Price:4,999 / $6,795Basso Palta III SRAM Force XPLR 113Frame and Fork: Palta III, Torayca CarbonGroupset: SRAM Force XPLR, 10-46t (1x 13-speed)Saddle: Fizik Vento Argo X5Tyres: Pirelli Cinturato M 700 x 45 mmWheels: Microtech MX25Price: 5,399 / $7,295Basso Palta III Shimano GRX 212 820Frame and Fork: Palta III, Torayca CarbonGroupset: Shimano GRX 820, 11-34t (2x 12-speed)Saddle: Fizik Vento Argo X5Tyres: Continental Terra Trail 700 x 45 mmWheels: Microtech MX25Price: 4,399 / $5,995Basso Palta III Shimano GRX 112 820Frame and Fork: Palta III, Torayca CarbonGroupset: Shimano GRX 820, 10-51t (1x 12-speed)Saddle: Fizik Vento Argo X5Tyres: Continental Terra Trail 700 x 45 mmWheels: Microtech MX25Price: 4,299 / $5,995The post The new Basso Palta wants to be everything to all riders appeared first on Cyclist.

For a rider enjoying the most convincing winter of his career, Felipe Orts should be talking about momentum and continuity. Instead, Spains leading cyclocross figure finds himself confronting a far more uncomfortable reality. For next season, I dont have a team yet, Orts said in conversation wit...

The sudden departure of Tim Heemskerk has shifted from internal staff news to a wider point of discussion, as analysts begin to question what the timing of his exit says about Team Visma | Lease a Bikes early-season stability. Speaking on the Kop over Kop podcast, former professional Bobbie Traksel...

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Comment & Analysis: News coverage of the lifting of the Dublin Airports passenger cap is missing one phrase, and no, Im not referring to climate change. Its missing that as well, but Im thinking of the M50.The M50 and the lack of transport capacity to/from the airport are the main reasons for the airports planning cap, not climate change.Although the problems are the same. We clearly have a national inability to plan and consider the consequences of Government actions. Or, as is often more correctly described as the Government acting after decades of inaction in providing the infrastructure we need.On Tuesday, Minister for Transport Darragh OBrien said: This Government recognises the strategic importance of Dublin Airport as our primary international gateway and the vital role it plays in supporting economic growth, connectivity and jobs across the State, but his announcement to remove the cap contained nothing about the road that is often talked about in the same vein.Governments get a lot of stick for inaction. But their actions need to be somewhat intelligent and look at the wider picture.A great example is how flood defences in one spot can make flooding worse in another it was great to hear a Government Minister accept this point recently on the radio. He said a flood upstream can cause flooding further along a river. But just like flooding needs a holistic approach looking at the wider water catchment area so too does transport planning.Our planning system has been put in place in the way it is, at arms length from politicians, because of past issues. But this is now being overruled yet again, and were told it makes sense again this time.To be clear: Im not even hinting at any corruption or other similar illegality with the airport cap, but the consequences can be just as bad or worse. Take your pick between clogging the M50 up more, fines for not reaching our climate targets, and the long-term results of not doing so.Good planning has previously been overridden for landowners and developers, and now its the turn of doing it for Ryanair boss Michael OLeary and pressure from US airlines.While the US and other airlines are heavelly lobbying and putting on pressure behind closed doors, and Ryanair is taking its usual more brash approach (top marks for transparency at least) with a recent press release declaring Michel do nothing Martin dossing in Davos, but no action to scrap Dublin Airport cap as soon as possible and Must Ireland wait until US blocks Aer Lingus flights, or cancels Martins white house visit, before Dublins illegal cap is scrapped??Dont fear; even if you are somewhat like OLeary and want to dismiss the evidence that climate change is already making extreme weather, such as flooding, more likely and more severe, the M50 capacity issue will hit harder and more quickly.The nationally important road, which also acts as a key link to Dublin Port, is at capacity and often over capacity. Only weeks ago, it was the most important issue for a few days in media coverage. The national importance of Dublin Port is often underestimated. Dublin Port points out that ports handle almost 90% of goods coming into Ireland, and that they alone handle almost two-thirds of that. The port also handles 80% of all containerised freight. Much like our other infrastructure issues, the move to shift more freight from road to rail is undermined by historic underinvestment, by people with other interests, and by doubters.With Dublin Airport, the 32 million passengers per annum cap, which planners put as a condition of Terminal 2s planning permission in 2008, isnt some environmental madness as the likes of OLeary like to put it. Its a cap grounded in planning.As well as MetroLink and BusConnects improving public transport access to the airport, Fingal County Council planners also recommended redundancy for road access, with a suggestion of a new access via the N/M3 corridor because the reliance on the M50/M1 route is subject to major disruption from even minor crashes.But in the 17 years since 2008, key projects, such as a metro line, have been repeatedly delayed.Transport Infrastructure Ireland (TII) recently said that it needs the Government to make policy decisions to take further action on the M50, but the message in headlines and our airways screamed Weve done all we can do to fix M50.Theres quite a difference between those two things.I have made it clear that they are in favour of camera enforcement on the M50 to reduce crashes, thereby reducing deaths, injuries, and congestion. And there are other ways to reduce congestion, such as multi-point tolling and peak pricing to discourage trips that could otherwise be made off-peak.There is a system which displays variable-speed limits on the M50, but it only shows advisory speeds. The law allowing variable speed limits was enacted in 2023, and backing for this was added to the Traffic Signs Manual in 2024, but there has been no apparent progress since.Any measure to improve the M50 in the short-term or long-term requires the Government to take action first and approve the policy decision, and these kinds of decisions are not popular, so they are again and again delayed.We have the same issue with medium to longer-term planning and project-level decisions. One area where those involved in planning transport got it wrong was the ill-fated Metro West unlike MetroLink, which is planned between the city centre and Swords, Metro West, which would partly mirror the M50, is hardly talked about.The National Transport Authority possibly with a bit of realism, given the lack of sustained political will to fund public transport said a number of years ago that Metro West lacked demand. This is just not a tenable position today.Large projects like this need to be both grounded in evidence and also have politicians making decisions. Having Metro West ready to start once or even before MetroLink is finished makes perfect sense, and its this kind of pipeline of projects that makes delivery possible and keeps costs lower.But the firefighting decision-making of Government is too fearful of saying yes to a second metro line while so many powerful voices are against the first, and the Facebook commentators and radio show texters are so obsessed by the Childrens Hospital that all public spending is seen through that lens.There has also been endless commentary on how a rail link from Irish Rails northern line to the airport could replace MetroLink, when such discussion is pointless, as our rail plans say both are needed, and currently, capacity constraints on the northern line south of the airport mean theres also no capacity to service a branch line to the airport.In the shorter term, more investment in buses, including an acceleration of the BusConnects infrastructure plan, could also offer some extra capacity to the airport. The Government could even go further by looking at how local buses and intercity coaches could have dedicated routes at least between the Swords Road and M1 and the terminal buildings.But were not hearing of any of this. Its just celebrations from some that the cap be removed. Planning is gone out the window, again.