The cycling season hits a defining moment this Sunday, 12 April, asParis-Roubaix 2026 takes centre stage. But this is not just another Monument. Tadej Pogacar arrives with a chance to edge closer to a piece of history that only three riders have ever achieved. Victory in the Hell of the North wou...

Super simple and super cheap, I took a punt on the Tyre Glider. It might just be the best pocket money I ever spent

Neils latest review explores the all-new Surly Sorceress, a 140mm suspension-corrected hardtail that he didnt expect to like. Complete with a fresh dropout design that enables compatibility with singlespeed setups and modern drivetrains, theres plenty to cover with Surlys latest hardtail. Find the full review here, complete with 10 clarifying questions...The post Surly Sorceress Review: Trail Magic? appeared first on BIKEPACKING.com.

Last year, Wolf Tooth introduced an all-new clip pedal lineup with the CTRL, ALT, and DEL pedals aimed at trail, XC, and gravel riders. Those pedals were well-received and impressed us enough that both Zach and I included them in our best of 2025 lists. With exquisite machining, thin pedal bodies, easy serviceability, and adjustable Q-factor, the lineup is well-made and thoughtfully designed. And with the smoothest SPD binding mechanism Ive ever used, my Wolf Tooth pedals continue to impress me on a daily basis.But despite their stellar performance, one thing has been missing a gravity-oriented version with a larger platform. Well, not anymore, because today, Wolf Tooth is introducing its new SHIFT Gravity Pedals. The SHIFT is built around the same SPD-compatible binding mechanism and internals as its siblings, but has a larger platform extending both front and rear, along with four optional pins per side.Wolf Tooth SHIFT Gravity Pedals DetailsWolf Tooth says the new SHIFT pedals have been optimized for downhill, enduro, and trail riding with a larger pedal body that provides extra grip in the front and rear for exceptional control and connectedness. The extended parts of the pedal body in the front and back are the only visible difference between the SHIFT and CTRL (trail) pedals. Wolf Tooth states that the SHIFTs platform area is 1,201 mm2, compared to the CTRLs 941 mm2.While the exact dimensions of the platform were not provided, I measured my test pair at 91mm long x 79mm wide (not accounting for the tapered leading edges). At the front and rear corners of the SHIFTs platform, Wolf Tooth has drilled holes for optional pedal pins. There are four backloading steel pins per side that riders can choose to install or leave out to optimize the sole interface or provide grip when clipped out.Wolf Tooths SHIFT Gravity pedals have a large platform and the option to add four pins per side. (photos/Wolf Tooth)Like the CTRL and ALT pedals, the SHIFT has a pedal body thickness of just 15mm, giving it a thin profile for ground clearance. For comparison, the OneUp Clip Pedal claims to be the thinnest available at 14.4mm, which is really splitting hairs. Including the binding, which stands proud of the pedal body, I measured the total thickness of the SHIFT pedals at just under 28mm.The Oneup Clip (top) vs. the Wolf Tooth SHIFT (bottom). Almost identical in platform size and thickness. (photo/Jeremy Benson)SPD-CompatibleLike Wolf Tooths other clip pedals, the SHIFT is built around the brands own SPD-compatible binding mechanism. It allows up to 5 degrees of float and has a 12-degree release angle. Like most SPD bindings, it has a wide range of adjustable release tension to dial them in to your liking.The pedals come with Wolf Tooths own SPD cleats, which look nearly identical to Shimanos latest MT001 cleats. In my experience, all of the Wolf Toth pedals Ive tried work fine with Shimano SPD cleats or clones from other brands, including Look and OneUp.SPD-compatibility, plus a large platform, with adjustable Q-factor. (photo/Wolf Tooth)Adjustable Q-FactorAs with the other clip pedals in the Wolf Tooth lineup, the SHIFT shares its internals with the brands Waveform flat pedals. That includes the stainless steel axle, three low-friction cartridge bearings, a custom Igus bushing, and a radial seal to keep out the elements.What sets Wolf Tooths clip pedals apart from the competition is the user-adjustable Q-factor design. They come in the neutral and relatively standard 55mm position, but by shifting the position of the bearings and spacers, the Q-factor can be changed to 51mm or 59mm. And with the 2mm spacer set, riders can fine-tune the Q-factor in 2mm increments to achieve 53mm or 57mm. This adjustment can be done at home with common tools and takes just a few minutes.Wolf Tooths adjustable Q-factor system, demonstrated here on the CTRL pedals. Right to RepairThe SHIFT and Wolf Tooths other pedals are easy to service at home to keep them running smoothly. The new SHIFT pedals are also part of Wolf Tooths Right to Repair program, which means that replacement parts and service guides are available. This way, riders can keep their Wolf Tooth products in service for longer and get the most out of their investment.Actual WeightThe Shift pedals without cleats (left) and with cleats (right), and without pins for both weights. (photos/Jeremy Benson)Wolf Tooth claims the set of SHIFT pedals with pins installed weighs 410 grams. I weighed my test pair without pins, because thats how I ride them, and they came in at 394 grams. Since you cant ride them without cleats, I added the pair of cleats (and hardware) and pedal washers, which brought the system weight to 449 grams.For comparison, the claimed weight of the OneUp Clip pedals (including pins but without cleats) is 410 grams, which is identical to the claimed weight of the SHIFT with pins. These two pedals have nearly identical dimensions as well. Shimanos new XTR Trail pedals clock in just a bit heavier at a claimed 435 grams. For reference, Shimanos longstanding Saint M821 gravity pedals weighed a whopping 538 grams.Which is to say that the SHIFT pedals are very competitive in terms of weight in their category. Heck, theyre lighter than some trail pedals like the Shimano XT Trail M8120, which weigh ~430 grams. But not compared to Wolf Tooths own CTRL Trail pedals at 326 grams.The SHIFT pedals come in black or in the ultraviolet purple color seen here on the CTRL. (photos/Jeremy Benson)Colors, Pricing, AvailabilityThe new SHIFT pedals are designed, machined, and assembled at Wolf Tooths headquarters in Minnesota. They retail for $240 and are available in black or ultraviolet purple, and Wolf Tooth tells us that more color options will be added later.They are available now directly from Wolf Tooth through the brands website, your local Wolf Tooth dealer, or your favorite online retailer.wolftoothcomponents.comThe SHIFT pedals out for their first ride, looking nice and fresh. (photo/Jeremy Benson)First RidesI got my hands on a pair of the SHIFT pedals about a month ago and have been riding with them on and off ever since. Like the other Wolf Tooth pedals Ive tried, they make a strong impression right out of the box with very nice machining and a picture-perfect finish. It seems like Wolf Tooth has very good quality control, which youd hope for in a set of pedals that costs $240.I weighed them, and promptly installed them on the Norco Sight VLT TQ eMTB that Ive been testing for a bit. This is the heaviest, longest-travel, and most aggressive bike that I have in the garage right now, and a perfect match for the SHIFT pedals. For reference, Ive tried them with the Fox Union BOA Clipless, Ride Concepts Hellion Clip BOA, and the Crankbrothers Mallet Trail BOA shoes, all of which align with the SHIFTs intended use as well.Quite a bit of shoe-pedal contact for a connected and supportive feel. (photo/Jeremy Benson)Right out of the gate, I was greeted with the impossibly buttery and consistent entry and exit that Ive already come to appreciate with Wolf Tooths other pedals. The smoothness of Wolf Tooths binding mechanism when clipping in and out is noteworthy and better than any other pedals that Ive tried. And it works as well with old Shimano cleats as it does with a fresh set of Wolf Tooths. It is on another level, even better than Shimano pedals, which I have considered to be the benchmark for many years.Other than the front and rear of the platform, the CTRL and the Shift pedals are basically the same. (photo/Jeremy Benson)Ive ridden quite a bit with Wolf Tooths CTRL Trail pedals, and the SHIFT provides a similarly positive shoe-pedal interface. Theres a lot of surface area on the pedal body on both sides of the clip mechanism, and that provides loads of sole contact, lateral support, and what I would call a very connected feel. Thats true with all the different shoes Ive tried them with so far. Theres no slop or lateral movement, just support.ike similar pedals, the front of the platform doesnt do much, but the back add some rearward support. (photo/Jeremy Benson)Like most clip pedals with larger platforms, the front portion of the platform on the SHIFT doesnt make any contact with the sole. The rearward part of the platform, however, does provide a bit of support, and even more if your shoes have a flexible sole. Compared to the CTRL pedals, the front and rear portions of the platform also make it slightly easier to find and orient underfoot when clipping back in.Im already clipped in to these pedals and havent felt the need to increase that connection with the pedal pins, so I havent installed those and probably wont, so I cant comment on that. If I wanted grip from pedal pins, then Id ride flat pedals, but the option is there for those who might want it. I personally dont want pins interfering with my ability to unclip quickly when neededLooking a bit weathered after some proper abuse, but still working as flawlessly as the day I got them. (photo/Jeremy Benson)I got the SHIFT pedals in black, and I think they look great. My only qualm is that the anodization is showing some signs of wear from regular use, and bigger scratches from rocks are quite obvious. Thats the case with any other anodized pedals as well, so not a knock on Wolf Tooth specifically. I guess its a good argument to make some in raw aluminum.Otherwise, Ive been very impressed by the performance of the new SHIFT pedals, and I think theyre a great new option for any aggressive trail or gravity riders seeking an SPD-compatible pedal with a larger platform. 10/10 would recommend.The post First Look: Wolf Tooth Completes its Clip Pedal Family with New SHIFT Gravity Pedals appeared first on Bikerumor.

The message of solidarity for the Dales Divide winner was loud and clear: "Help make Justyna's bike too hot to handle

On the 12th of April the peloton will take on the 'Hell of the North': Paris-Roubaix~and Paris-Roubaix Femmes. The final big cobbled classic of the spring is also perhaps the most difficult, with its iconic sectors in northern France always making the difference and providing spectacular footage. H...

US administration has rolled back plans to include bicycles in steel and aluminium tariffs

CyclistClassic climb: Poggio di San Remo, one of pro cyclings most decisive climbsMilan-San Remo is a race of superlatives: the longest; the oldest; the most prestigious. Its the first Monument of the year and marks the proper start of the cycling season. The historic route snakes its way through almost 300km of northern Italian countryside, from the Lombardy plains over the Passo del Turchino, before heading south and skimming the Ligurian coastline all the way to the finish. But despite its monstrous length, this is a race routinely won or lost in the last 10km. And that inescapable fact is all thanks to the final climb: the Poggio di San Remo.Unlike the race that immortalised it, the Poggio is largely unremarkable on first inspection. Its not particularly long, high or steep, yet every year it serves as a stage for some of the sports most epic battles.Averaging a modest 4% and rarely creeping above 7% at its steepest, the 3.7km hillside road is light work for fresh legs, but placed in the final minutes of one of the most arduous bike races on the planet it becomes something else entirely.The climb starts on the coast before slipping inland away from the main road and folding back on itself in a series of swoops and hairpins. Once at the summit, a fast drop back down towards the Via Roma begins almost immediately, which has proven over the decades to be every bit as decisive as the climb itself.One obvious recent example of this would be Matej Mohoris dropper post-aided victory in 2022. The Slovenian didnt cement his win on the ascent but in the chaos that followed. As he, Wout van Aert, Mathieu van der Poel and Tadej Pogaar marked each other over the top of the Poggio, Mohori committed to a borderline-reckless descent, leaving the other favourites in his dust as he pushed the racing line to its absolute limits, even veering perilously into the gutter at one particularly hair-raising moment.Going back further, Eddy Merckx made the Poggio his own between 1966 and 1976, winning Milan-San Remo seven times. On one occasion he turned a slender advantage over the summit into a 30-second lead by the bottom, the Belgian great sprinting out of the corners while the rest of the bunch hesitated.Despite its notoriety within the context of Milan-San Remo, the Poggio is actually a relatively recent addition to its parcours. The first race was held in 1907 but it wasnt until 1960 that the climb appeared on the route.It was introduced by then-race director Vincenzo Torriani the man responsible for organising the Giro dItalia from 1946 to the early 1990s in an attempt to curb the mass sprint finishes in which the race tended to culminate. More specifically, its inclusion aimed to thwart the efforts of the foreign sprinters who so often dominated the podium, thus improving the chances of local hopefuls.Article continues belowThe early slopes of the Poggio off the Strada Tre Ponti start gently and can be taken at speed before the gradient kicks up.Andrew GrantAndrew GrantAndrew GrantAndrew GrantThe average gradient is 4% and rarely tips above 7%. Its the Poggios place so near the end of Milan-San Remo that makes it so tough for the pros.Andrew GrantThe middle section features two aggressive hairpins. Ideally youd take the racing line but unless youre racing Milan-San Remo you need to be mindful of oncoming traffic.Andrew GrantThe first of the Poggios two major hairpins is blind, but in this instance youre riding with the traffic.Andrew GrantMurals pay homage to the greats around halfway up the climb.Andrew GrantAndrew GrantThe last bend before the final stretch of 1.5km at 3%. Beware the ramp at 6% midway through.Andrew GrantA well-stickered signpost marks your arrival at the village of Poggio.Andrew Grant Related Posts Gravel Big Ride: Riding the real Strade Bianche under the Tuscan sun Classic climb: Col de la Madone, the climb loved by pros and ignored by the Tour Big Ride: Summits and switchbacks on the Col de Turini Short and sweetOn a normal day, the Poggio arrives without fanfare. Theres no foreboding sign warning of the gradient, no imposing wall of tarmac slowly coming into focus on the approach. Instead, the road simply forks off to the right, taking you up a gentle ramp the Via Duca DAosta that runs parallel to the main coastal stretch.The first section is wide and straight with no immediate corners in sight. In the race, this means it can be hit at full speed until eventually the first corner takes the tarmac through 180, winding back on itself past an assortment of residential buildings, from large villas to more modest single-storey homes.Below, the Mediterranean sparkles under the Ligurian sun and on the hillside a patchwork of solar panels catch the same light, glinting like a broken disco ball to the side of the road. On a clear day its possible from this vantage point to make out sections of one of Milan-San Remos other neighbouring climbs, the Cipressa.At 5.6km the Cipressa is longer than its neighbour and marginally steeper overall. Long stretches hover around 5% not crazy, but more than enough to sting after 270km of racing. Even so, its position makes it difficult to turn an attack into a winning move. After all, any rider who escapes on the Cipressa still faces exposed roads before the Poggio, and the peloton rarely allows a small gap to stick.After the first kilometre-and-a-half, the Poggios tarmac enters the first of two aggressive hairpins, and the coastline to the northeast disappears from sight. Picking the right line here is crucial for those attempting to snag a good time, but the very real possibility of meeting an oncoming car can make this tricky.A chapel perched on the hillside overlooking San Remo signals the last of the corners and the beginning of the final straightish drag, averaging around 3% for 1.5km, with a 6% ramp in the middle.This section of road is home to a number of colourful murals, some of them depicting cycling legends past and present, and as the gradient continues to level out, the word POGGIO can be seen painted across the wall to the left in the colours of the Italian tricolore. Just one final push now.A small village sits at the top, offering a chance to grab some refreshments and refill bidons. But if you want to ride the Poggio like a pro, youll skip that part and immediately turn left into the descent back down to San Remo.This side is much steeper, with sharper corners and more of them. Even so, its still not particularly technical, which makes for a fast run back down to sea level. And its at that point that the Poggio ends as unceremoniously as it began, spilling back onto the main road just a few short kilometres from where it started and, if youre a pro racing Milan-San Remo, about 2km from the finish line.The post Classic climb: Poggio di San Remo, one of pro cyclings most decisive climbs appeared first on Cyclist.

On the 8th of April 2026, the peloton will take on one of the most important sprinter races of the year: the Scheldeprijs. Placed right in the heart of the spring classics, between the Tour of Flanders and Paris-Roubaix, the Belgian classic provides a perfect opportunity for the sprinters to succeed...

Following up on their Top Shelf drop bar, Redshift has adapted the core design to a flat bar. Featuring two rise options, these aluminum handlebars are designed for riders looking to clean up their cockpits for bikepacking trips through a double-bar mounting system. Nic spent some time with the Redshift Top Shelf bars before their release and shares thoughts about their unique, utilitarian design in this reviewThe post A First Look at the Redshift Top Shelf Handlebar appeared first on BIKEPACKING.com.