News from the other side of the pond! The UKs own Restrap has finally launched its new Switch Rack system. The system consists of three parts that work together to give the adventurer a plethora of cargo-carrying options.First, the Switch Rack is an axle-mounted bike rack designed to handle different cargo configurations. The rack attaches directly to your bikes axle and comes with multiple mounting options to accommodate different gear setups. (Photos / Restap)The system focuses on being fully modular, allowing cyclists to customize their carrying capacity based on trip requirements. The Switch Rack works with several dedicated accessories. LikeThe new Switch Rack Cage. The Switch Rack Cage is designed to sit on top of the main rack to provide a platform to secure your items. Like dry bags, extra water bottles, camping mats, or any other bulky items you need to take with you. Switch Pannier 10LIf you need to carry additional items on your next adventure by bike, ReStrap now offers a 10-liter Switch Pannier. The Switch Pannier 10L mounts to the racks legs. They quite literally double the capacity of Restraps existing 5-liter version. This gives riders more storage space for longer trips or heavier loads.Does it even UDH, Bro? Yup, the new system is UDH (Universal Derailleur Hanger) compatible with an adaptor that is available now. Adaptors for other drivetrains will be available in April. Also coming in April, ReStrap will be releasing the Switch Top Bag, adding another storage option to the modular system. Note that while it is compatible with UDH frames, it is only compatible with 142mm or Boost 148mm frame spacing, not Super Boost 157. Its also. not compatible with anything bigger than Boost 148, so fat bikes are out of the question as well. Furthermore, the rack is only compatible with hardtails, it will not work with full suspension bikes. How Much Can it Carry?When it comes to outright weight capacity, Restrap gives the Switch rack a limit of 30kg (66lbs). That weight needs to be distributed evenly across the rack only 10kg on top, and 10kg on each side. How Much Does it Weigh?Made from lightweight aluminum, the rack has a claimed weight of 395g without axle and bolts, or 485g with the axle and bolts. High-strength 7075-T6 aluminum 12mm axles are available in 1, 1.5, and 1.75mm thread pitch, which you select to match your bike when checking out.What about the Movie?The Switch Rack is specifically designed for cyclists who like flexibility in their cargo setup. So, whether youre bikepacking, commuting, or touring where storage needs change throughout a trip, the Restrap Switch Rack system is for you. Pricing:The rack itself is priced at $189.99, which includes the axle. You can add accessories to the order, including the Switch Rack Cage ($69.99), Switch Pannier ($119.99), Switch Multi Mount ($22.99), and Switch UDH Adapter ($44.99).The axle-mounting system and wide range of accessories say its built to handle all kinds of different adventures. Equip your next bike adventure at the link below!Restrap.comThe post ReStrap Switch Rack Cargo System is a Light-Weight, Modular Option for BikePacking appeared first on Bikerumor.

It was on the 4th of February that Mads Pedersen crashed at the Volta a Comunitat Valenciana, his first race day of the season, which ended with a fractured wrist and collarbone. For some time, it seemed as if the spring classics themselves were at risk, as the Dane faced several weeks off the bike....

After 3 days, 4 hours, and 55 minutes of pedaling through Alaska's frozen wilderness, Justinas Leveika of Lithuania was this year's first rider to complete the 350-mile Iditarod Trail Invitational route, arriving at the finish in McGrath yesterday evening. Learn more about his impressive win here...The post Justinas Leveika Wins 2026 Iditarod Trail Invitational 350 appeared first on BIKEPACKING.com.

Embed from Getty ImagesThis Saturdays openingsweekend is always a hard one to preview, the season opens with a race that is open to many too. Heres a wider look at things ahead of the cobbled classics seasonEmbed from Getty ImagesGetting the band back togetherTheres plenty of talk of Soudal-Quickstep becoming the wolfpack of old. Now theyve said goodbye to Evenepoel they can pivot back to one day races and become a force in the spring classics again. Easier said than done? Yes because they had the best classics riders in the day. As well as Evenepoel saving their classics season in recent years thanks to wins in the Brabantse Pijl or Lige, Tim Merlier has won as well for them only hes likely to be out for all the classics. Which leaves a lot of pressure on the shoulders of Paul Magnier and if hes oblivious to this now, that might be different after days of questions on the front pages of the Belgian newspapers. Magnier and colleagues like Stuyven and Van Baarle can deliver some wins and soon too and more so this side of the Tour of Flanders by which time it could be tool late.Embed from Getty ImagesArnaud De Lie has a tidy palmars already for a 23 year old. But can he deliver in the Flemish classics? His real speciality is a slow speed sprint up a hill thats not too steep. Which is why hes won World Tour races like the GP Qubec and Bretagne Classic. However hes only got a collection of 1.1 rated races in Belgium for the most part. The pressure has got to him before. He told LEquipe last July he had to stop riding the bike in spring and had a huge feeling of disgust towards cycling and at times I hated what I was doing. So you can only wish a spring campaign on his terms but perhaps a win would make him happier and the new uphill finish of Nokere Koerse suits him, a springboard to more. Theres a challenge for his team to get him there too. Unlike Magnier, one thing that makes life harder is team support and having colleagues on hand for the final hour of racing and Lotto-Intermarch look thin here.Embed from Getty ImagesThe E3 Saxo ClassicThe Tour of Flanders is a cherished national event. Paris-Roubaix is a wild and unique conclusion to the cobbled classics. But the E3 Saxo Bank, aka Harelbeke, is often the best days racing. Its a pity the event often resorts to shock posters to get attention, it could just self-proclaim as the best Flemish classic. Why? Its a big event with top names in peak form but not a 250km Monument either and so theres room for surprises and a willingness from participants to take risks. Its often packed with action to the point where it should be on a weekend rather than a Thursday but is the outlier race as it has a local organising committee rather than being part of the Flanders Classics portfolio.UCI pointsYou wont leap out of bed keen to know who finishes 22nd or 44th in the Ronde Van Brugge you can even be excused for not knowing which race this is as it has changed course and name but whoever does stands to collect 50 and 25 UCI points respectively. Ignore were racing for results talk as every rider and team is after these ranking points. And there are some big hauls waiting in the coming weeks. What this means is lesser places can be battled for, riders who are out of the picture for the podium can still get a derivative result and when you see a group come in for 30th place the sprint is real.Embed from Getty ImagesRed Bull?Remember Red Bulls cobbled classics season last year? Me neither. They spent big to assemble a squad but the wheels came off. The training didnt go right and they had their share of misfortune. If they can turn this around then it should make the racing better with more teams involved and able to combat any UAE / Alpecin monopoly and supply competition to Visma-LAB and Lidl-Trek. Plus Ineos always look to be a force in the classics but havent been consistent, maybe this time too?Recovery talesCan Wout van Aert and Mads Pedersen recover in time? Their count down is well into April for the Ronde and Roubaix Holy Week so there are signs they can. Some of the coverage will be obvious cyclist spotted training but it adds to stories between now and April as these two already have an uphill task just to take on Van der Poel and Pogaar.Embed from Getty ImagesFlanders-BaloiseAt the other end of the team budget scale is Flanders-Baloise. The team started over 20 years ago and has had a mission to bring on Flemish riders. The kit is so retro you wonder if its part if the incentive to move up to a World Tour team and dress sharper. Among those that have secured promotion are Milan Fretin, Arne Marit, Dries Van Gestel, Tim Declerq, Yves Lampaert and Thomas De Gendt. Only its the teams final season, the end of the road awaits and with it a touch of nostalgia and even more incentives for them to flood the early breakaway.Embed from Getty ImagesThe ghost of EvenepoelOpen a Flemish newspaper as in Het Laatse Nieuws or Nieuwsblad and its Remco this, Remco that. If he uploads a recovery ride to Strava there will be articles about it and even parsing the ride title for meaning. Only hes a Tour de France contender and so far not slated to do a single cobbled classic. But he could still ride the Ronde and his presence would be a boost for the local media so expect the chorus for him to start to get louder.Embed from Getty ImagesThe MediaJust as LEquipe is great reading in July, Het Laatse Nieuws and Nieuwsblad are essential in March and April. Even Nieuwsblads topical cartoonist Marec swaps coverage of politicians, personalities or the US ambassador to draw sharp sketches about Van der Poel or Van Aert. Cycling is front page news for a sustained period in a way it just isnt anywhere else on the planet.The TV coverage is excellent too. For all the Flemish and Walloon divides, both Sporza and RTBF share a relaxed style where theyre not afraid of silences and prefer to to let the picture talk even at busy times. But theyre clued in, for a random example RTBFs On Connait Nos Classiques preview show mentioned Van der Poel and Van Aert would resume racing this weekend but not Neilson Powless who was injured, and all days before these riders and their teams issued press releases to say this.The Fourth Grand TourA lazy catch-all but we do get a long period of racing with different days for different riders if we include the Ardennes. Again its the way this is a national event for the population that makes it special. One lament here though is how many races are concentrated in the same small space a blog research project is to map all the overlap this spring. The Tour of Flanders just doesnt tour Flanders and many other races dont stray much further either, often criss-crossing the same roads and climbs. But theres a reason and it packs in a lot of action and so youre not tuning in for the sprint finish with 10 minutes to go.Embed from Getty ImagesNot the cobbled classicsTheres plenty on elsewhere. Even if you had some primitive television that required you to stand up, walk over and manually retune it to change channels youd do it because you can watch other races too (assuming it could receive but thats another rabbit hole). This weekends Drme-Ardche double header sees plenty of good names in action and likewise with stage races like Catalunya and the Basque Country worth swapping over. It would be a loss if Lenny Martinez, Egan Bernal or Christian Scaroni had to ride Kuurne this Sunday; likewise if Arnaud De Lie, Biniam Girmay or Soren Waerenskjold could only ride the Faun-Ardche Classic. Work your remote, swap browser tabs or multiscreen as its a busy time of year and enjoy these different paths.Embed from Getty ImagesKopecky vs WiebesYes theyre team mates but can they ride together? A year ago Lotte Kopecky had dreams of yellow jerseys but it didnt work out and so she seems to be reverting to what shes best at and well see what this brings in the classics and how she can ride with the seemingly invincible Lorena Wiebes. Its a nice problem to have for SD Worx but the team fronting for a human resources business has struggled with some of this before.Embed from Getty ImagesBelgo-sadismMany races take place in appealing places and are means to explore stunning landscapes. And theres the Flemish classics. Now before anyone comments, places like Bruges, Gent have plenty of charm, especially for an off-season visit to sample frieten and beer; Lille is a real turnaround story too. For cycle tourism the appeal is more limited, its flatter, windswept, muddy, the betonweg roads are hard going and if youre not racing then the cycle paths are obligatory which is nice that they have them but the obligation can deprive you of the race-like scenario of speeding into a climb. Its still worth trying to see for yourself too but repeat tourism must be limited compared to Mont Ventoux or the Dolomites. But for the racing theres a sadistic element of watching the peloton on these roads, often in grim weather, while sat somewhere warm.The post Cobbled Classics Preview first appeared on The Inner Ring.

After confirming his presence at Omloop Het Nieuwsblad 2026, the big question now is: will Mathieu van der Poel also tackle KuurneBrusselKuurne the following day? According to several reports, there is a strong chance the Dutchman will complete the Opening Weekend double. The AlpecinPremier Tech...

Singular Cycles in the UK just opened pre-orders for its take on the 32-inch platform, the Singular Albatross. Get to know this titanium 32-inch rigid mountain bike and how to get your hands on one here...The post Pre-Orders Open for 32 Singular Albatross appeared first on BIKEPACKING.com.

When we first rode the CADEX 50 Ultra, it surprised us. Not because it was fast, you expect that from a 50mm carbon wheel that costs as much as an entry-level road bike. But because it didnt feel like a typical deep-section setup. It climbed lighter than the numbers suggested, handled rough pavement (and hella lot of gravel) without drama, and even felt comfortable drifting onto chunky gravel stretches. It was quick but also versatile.(Photo/CADEX)The new CADEX Max 50 WheelSystem, paired with the matching Aero Tire, tightens that foundation. Its not a ground-up redesign. Its a technical refinement that leans into lower weight, better stiffness-to-weight ratios, and a more integrated aerodynamic approach.And yes, you can feel the difference.What The Difference? Ultra 50 vs Max 50At a glance, the CADEX Ultra 50 (reviewed here) and CADEX Max 50 look very similar, as they should. Both sit at 50mm depth, both use hookless carbon rims, and both lean on carbon spokes and premium hub internals. But the Max 50 isnt just a lighter refresh; its a more tightly integrated system than its predecessor. Where the Ultra 50 felt like a fast, aero wheel that surprised with its balance and comfort, the Max 50 feels more deliberate. Its built around full hub-bonded spoke integration and measurable efficiency gains when paired with the updated CADEX Aero Tire.(Photo/Jordan Villella)The biggest difference shows up under load. The Max 50 improves transmission stiffness by 5.4% and rear transmission stiffness-to-weight by 14.3% over the Ultra 50. That translates to a more immediate response when sprinting, surging, and closing the gap. The rear wheel, in particular, feels tighter and more direct. Add in the integrated Super Aero carbon spokes bonded into thin aero hub flanges, and you get reduced center-wheel turbulence along with a claimed 2.18-watt aero gain when paired with the Aero 28 tire.(Photo/CADEX)Tech Comparison at a GlanceWeight: Ultra 50 -1349g | Max 50 1290gAero Gain: Max 50 reduces drag by 2.18 watts vs Ultra 50 (with Aero 28 tire)Transmission Stiffness: +5.4% (Max 50 vs Ultra 50)Rear Transmission Stiffness-to-Weight: +14.3% (Max 50 vs Ultra 50)Rim Internal Width: 22.4mm (Max 50 optimized for 28mm tires)Hub Design: Fully integrated hubspoke interface on Max 50For real, is there that much difference? Yes you can tell the difference right away. The CADEX Max 50 uses the same Dynamic Balanced Lacing (DBL) and Super Aero Carbon pattern as the Max 40 (reviewed here), plus a lighter rim than the Ultra 50. In the brief time we spent on the new CADEX Max 50, we found it unexpectedly versatile for a deep-aero wheel. The Max 50 sharpens that do-it-all wheel identity, but climbs well, and is shallow enough to not feel spicy in the wind. But more on that later, there is still more tech to talk about(Photo/CADEX)Weights Not Everything, But It Helps (And Why It Matters)Lets start with the number everyone looks at first: 1290g with tape and valves. 1250g bare.For a 50mm deep aero wheelset with ceramic bearings and integrated carbon spokes, thats light. Im sure you can build a lighter and less expensive one, but as a point-and-shoot purchase, its super solid. The outgoing Ultra 50 came in around 1382g with valves and tape. On paper, thats about a 90g drop. On the road, its more noticeable than it sounds, especially paired with the super-stiff bonded hub/spoke design. CADEX reports:3.2% better lateral stiffness-to-weight14.3% better rear transmission stiffness-to-weightThat rear number is key. When you stand up and snap the pedals, the Max 50 feels tighter. Theres less of that slight elastic sensation you sometimes get from deep rims. Power feels like it goes straight through the hub and into the road. Its not harsh, just more immediate, and super similar to the Max 40 wheels.(Photo/Jordan Villella)Successful System The Max 50 isnt a radically different rim; its a refined Ultra rim. CADEX approached it as a complete system: rim, spokes, hub, and tire working together. The 50mm hookless carbon rim uses a 22.4mm internal width (the exact same as the Ultra 50), optimized for the updated shape of the new 28mm CADEX Aero Tire. That width helps the tire sit more naturally, creating a smoother airflow transition and better sidewall support in corners with the updated Aero Tire.The Super Aero carbon spokes are bonded directly into thin aero hub flanges, forming a one-piece interface. The titanium nipples are hidden inside the rim. Which will require the owner to remove the tire and rim tape to true the wheel, but I see that as rare for most users. Its clean, efficient, and purposeful.If you read our Max 40 review, youll recognize the same engineering philosophy here just scaled to 50mm depth.(Photo/Jordan Villella)The Hub & EngagementThe R3-C48 hub uses a 48-tooth ratchet with a wave spring system, and its very easy to service, like the Max 40 and DT-Swiss-style systems. Engagement is quick and consistent, without feeling abrupt. The freehub body is well, loud. But if youre familiar with CADEX wheels, they have a very loud freehub sound, and youre sneaking up on no one with this wheelset.(Photo/Jordan Villella)Updated CADEX Aero TireThe new Aero Tire was designed specifically to work with the Max 50 rim profile.It features:A taller aero shape64 refined shoulder grooves 240 TPI casingIntegrated puncture protectionMounted on the 22.4mm internal rim, the tire profile looks balanced and round, not stretched or squared off. The tread is a fast-rolling design, but it held up for all our mountain exploration. I didnt feel gripless on the descents or slow on the flats. At 65 psi front and 66 psi rear, they felt supple enough and handled the surprise mountain run-off in stride, very predictable when I needed it.(Photo/CADEX)CADEX Max 50 WheelSystem Full Tech DetailsRim Details Material: Carbon fiber with Precision Reinforced LayupInternal Width: 22.4mm External Width: 30mmHeight: 50mm depth profileHookless Bead: Increases sidewall support, improves tubeless reliabilityGraphics: In-mold carbon finish (no decals, no extra weight)Rim Bed: Hookless tubeless system designed to meet and exceed current industry safety standards(Photo/Jordan Villella)Spokes & LacingSpokes: CADEX Super Aero CarbonLacing Pattern: Dynamic Balanced Lacing (DBL)Spoke Count: 16 front / 24 rearNipples: Titanium, hidden inside the rimCADEX R3-C48 Aero HubEngagement: 48-tooth ratchet systemSpring: Ratchet Wave Spring system for consistent preloadBearings: Ceramic (low friction, long life)Freehub Bodies: Shimano HG / SRAM XDR / Campagnolo N3W compatibleComplete System Weight: ~1290g (with tape & valves), ~1250g (rim only)Price: CADEX Max 50 Wheelset: $3999 USD / 3999 EUR(Photo/CADEX)CADEX Aero TiresCasing: 240 TPI supple casingProtection: Race Shield puncture protection layerGroove Design: 64 refined shoulder grooves designed to work with a 22.4mm rimIntended Pressure Range: Race pressures around mid-teens SI units (varies by rider and conditions)Price: CADEX Aero Tire $99 USD / 99 (Not me, but you get the idea well explain why in another post) Photo/CADEX)First Ride Impressions CADEX Max 50Ive ridden every set of CADEX wheels out there, except the time trial and tri gear (Im not that dude), and I was excited to see how they would improve on the Ultra 50 a wheelset I feel to be nearly perfect for my ride taste. Our set of demo CADEX Max 50 came paired with the updated 28mm Aero Tires and looked very similar to the Ultra 50 model rim-wise. Hub-and-spoke-wise, however, its the Max 40 (kinda), and it looks impressive.CADEX set out to make a faster, more versatile wheelset for its World Tour teams,Team Jayco AlUla, and Liv AlUla Jayco. They aimed for something that would be truly all around. That means, climb like the shallower rim, fight the wind without issues, roll on the flats like a deeper wheel, and stand up to some real classics features when the time comes. With my limited time on the CADEX Max 50s, I would say they came very close to the target. But like I said, limited time(Photo/Jordan Villella)AccelerationThe first thing you notice is the snap. They felt like the Max 40 wheels we reviewed last year. Those wheels are very stiff and feel lighter than the weight on the scale. One thing they dont do well is hold speed on the flats, but the new Max 50s do. Compared to the Ultra 50s, the Max 50 has a more direct feeling, like the stiffness of the bonded hub just transfers pedaling input. Out-of-the-saddle efforts feel direct. The rear wheel responds immediately. Compared to the Ultra 50, theres less lag and more precision when you jump.(Photo/Jordan Villella)ClimbingAt under 1300 grams, the Max 50 doesnt feel like a deep aero wheel on climbs. It feels light and maintains speed on undulating climbs, but when the climbing gets steep, you can grind it out without suffering (as much).Flats & SpeedThis is where the aero integration shines. The wheel carries speed smoothly and feels composed in shifting winds. Theres no twitchiness. It just holds its line. I didnt get many chances to hit the long, empty roads on our test loops, but I did have plenty of proper mountain descending. The kinda decending where gusts of wind throw you off if youre not used to the equipment. So, hitting top speed with the new gear on unfamiliar roads didnt have me super stoked, but slowly I became very confident in the CADEX 50s. They are very easy to spin up, and then they hold that speed, especially downhill. In the corners, the wheels stiffness is an asset. Much like the Max 40s, you feel like the wheel doesnt flex into the apex; it almost speeds up, without feeling chattery. (Photo/CADEX)Aero Tire Talk With the addition of the new Aero Tire to the mix, there was a lot to take in, but really, there wasnt. The system works well, and nothing overpowers the other. The work is pretty complementary, without being a weak link. For the rim, the internal width is nearly the same as the Ultra 50s, giving a 28mm tire a solid profile and support. I felt very at home with the Aero tires. You can notice a slightly less domelike silhouette and more of a rounded one. That was an update the design team made, and its easy to feel. The previous versions shoulders faded quickly, which helped aerodynamics, but you could feel too diving in the corners if you werent ready for it. So, to sum it up, in high-speed corners, the tires (and wheels) feel stable and predictable. Its fun to go fast, and its better when youre not fighting the gear. Overall, the Max 50 and the new Aero Tire feel more refined than the Ultra 50. Same character just tighter.(Photo/Jordan Villella)Final ThoughtsThe Max 50 doesnt reinvent the aero wheel category, but it uses existing CADEX tech to make every wheelset they offer slightly faster. They are refining the designs and making them better for riders who want to go as fast as possible. By reducing weight, improving stiffness-to-weight ratios, and integrating the wheel and tire as a cohesive unit, CADEX has created a 50mm setup that feels quicker, more precise, and more stable than its predecessor.If the Ultra 50 proved CADEX could build a fast, mid-depth wheel, the Max 50 proves they can dial it in without losing the identity of the previous model.And out on the road, that refinement shows up immediately.The price is exactly what youd expect for a wheel like this; its the same wheel that Jayco / Liv AlUla will race at most of the biggest races in the world this season. So yeah its expensive. Im not justifying the price; Im saying that if you want World-Tour-quality gear and have the money, the whole system will cost $4,200. But that comes with a CADEX carbon warranty and no-fault crash replacement for the first two years. Watch for these wheels at Paris-Nice.CADEX-Cycling.comThe post The New CADEX Max 50 is a 1290g Aero Wheelset That Climbs Like It Shouldnt appeared first on Bikerumor.

If youve ever searched for a bike maintenance video on YouTube, youll have run into Calvin Jones. Park Tools director of education has been with the tool brand since 1997, but is best-known for his extensive contributions to the brand's YouTube channel. Boasting 900,000 subscribers and 13 million annual views, Jones has also contributed to nearly 200 detailed guides on Park Tools website. Before Park Tool, Jones bike maintenance career, which started in 1973, included a spell as a mechanics instructor at the US Olympic Training Centre. Ahead of his recently announced retirement from Park Tool, we caught up with Jones to tap into his expertise and get his top tips for budding home or professional bike mechanics. BikeRadar: What is the number one mistake that mechanics make? Calvin Jones: Probably being over-confident. You should know your limits and remember that the right to repair is also the right to fail. That mistake that you made is learning. BikeRadar: What is the best way for people to improve as bike mechanics? Calvin Jones: Shop mechanics, it happens anyway; home mechanics should start repairing your friends bikes. Shop mechanics are repairing other peoples bikes thats a big responsibility. But you get to work on a lot of different bikes, and that should make the professional better. BikeRadar: What is the best way to prevent long-term costs? Calvin Jones: Preventive maintenance, as boring as it sounds, is the way. Chains are probably the least expensive part of the drivetrain. Maintain it as you go. Does it mean washing your bike every time you ride? Maybe not. Keep it clean, but dont go too far. With too much scrubbing, water ingress can carry stuff with it. BikeRadar: What is the one job you cannot stand? Calvin Jones: Its all fun. Being under pressure when changing wheels for the mountain bike World Cup, when the downhill starts in 10 minutes and youve got to swap wheels out to change from mud tyres because the course has dried out. Thats probably the least favourite. Jones says a workstand is the one thing he'd never skimp on. Oscar Huckle / Our Media BikeRadar: What is the tool you shouldn't skimp on? Calvin Jones: I wouldnt skimp on the repair stand. That doesnt mean you need our electric lift stand, but get a really nice consumer stand. If you get the stand, youre going to all of a sudden have friends. Youll get a lot of life out of that stand dont skimp on it. BikeRadar: Bikes have changed a lot; what are the effects of design trends for riders? Calvin Jones: Were still running with two wheels, mostly. Theres still a handlebar and youre turning your feet around. Thats all the same. Its always been an arms race, but I think thats ramped up more now. Thats a little unfortunate, as it can stop people from getting out there and riding. I want you to go out there with what you have. We used to ride our steel bikes on gravel, when they were called bikes. I think were starting to lose that, which is unfortunate. Dont let the tech get in the way, just ride what you've got. Jones says that changing consumer habits make it more important than ever for shops to offer additional value to consumers. Scott Windsor / Our Media BikeRadar: What are the challenges for the cycling industry and cycling uptake? Calvin Jones: Getting people on bikes. Not just kids, anybody thats willing to ride should be able to ride. We want to make people as comfortable and safe as possible. Politicians may not listen to consumers, but theyre more likely to act on what business owners say and maybe improve the cycling infrastructure in their cities. BikeRadar: And what are the opportunities for the cycling industry? Calvin Jones: Weve gotten through a storm that weve kind of created a bit ourselves. We pretend its gone away, but its the same challenges. The internet has changed how people shop, so you have to be competent there, you have to offer them value. How can the retailer do that and be part of that? Thats the challenge. BikeRadar: So, whats next for you now youre retiring? Calvin Jones: Its going to be more of the same. Im going to do bike stuff, just differently. I want to ride my bike more. More teaching. Curriculum for schools, training kids and mechanics. Were sure all the cyclists whove turned to Calvin Jones for help over the years join BikeRadar in wishing him all the best for his retirement from Park Tool and his future riding.

The Max 50 WheelSystem and Aero Tyre are said to deliver a measurable aerodynamic advantage in real-world conditions, with the 50mm wheelset weighing a claimed 1,290g and costing 3,499.98

There has been a lot of discourse surrounding Remco Evenepoel following his start to the season; but mainly his UAE Tour performance. Whilst most has been negative following the Emirati race, Tom Dumoulin argues that this was not overly worrying and that the Belgian is in the right path to try and b...