I always find reviews for gravel bike tyres quite contentious as obviously the reviewer doesnt ride the same local trails as I do. One riders gravel can vary wildly from anothers. Some stick to fire roads, others live in a gravel nirvana like Aberfoyle whereas my local riding is a mix of mud, roots, fire roads, singletrack, bridleways all of which can be sunbaked like concrete or resemble a swamp with patches of cookie dough, somtimes in the space of a few miles on the same day. Once in a while I actually get to ride on actual gravel!So you can see any tyre that comes to me for a review is going to be properly put to the test, even in conditions they are not really designed for, such is the uniqueness of the UK gravel scene.Luckily, and I say lucky for you the reader and not me the rider, we have had both biblical rain adding to the already saturated ground and 35 degree temperatures during the weeks Ive been testing these two tyres from Vittoria. Vittoria Terreno T70Vittoria Terreno T50I really like how Vittoria catergorise their tyres, the higher the number, the more knobs/aggressive the tyre is so lets start low and work up. Both tyres were set up tubeless with Vittorias own sealant on my usual wheels. No punctures occured throughout the test and this might be down to Vittorias use of a anti-puncture belt in the construction of both models tested. Both tyres also benefit from Graphine empregnated rubber for suppleness and longevity, endurance casing and reinforced sidewalls.The Vittoria Terreno T50 is what used to be called a semi slick tyre, it has low height knobs in the centre that graduate to much higher knobs on the shoulder of the tyre. Vittoria says the tyre has great efficiency between pavement and off road and I tend to agree. The centre section gives a consistant roll along ability with a near silent performance. The version I tested was the largest avaliable at 50mm. This big size didnt add any noticable drag on tarmac or hard packed trail and I was very glad of the extra volume on rough ground. When the trails became damp I was able to adjust the air pressure for a little more grip to counteract any slide that occured. The side knobs look quite aggressive but when cornering the transition from almost slick to knobbles was smooth and predictable. Any wobble on this type of tyre is usually much more pronounced when cornering hard on tarmac, more so than on dirt. The T50 did not suffer this and I became confident that I could really lean the bike over in turns. The shoulder knobs came into their own when the going got a lot more loamy and would bite into the trail and grip just when you though traction had gone. You need to get a few rides under your belt to get used to this but once learned you are able to use this to your advantage. That said, extreme mud conditions as youd expect arent this tyres forte but as an allrounder with a drier conditions bias they one of the best tyres Ive tried. Vittoria Terreno T70Vittoria terreno T50I had a couple of comments on social media that said the tyres wear out quickly, I put around 300 miles on the tyres and I couldnt see any discernable wear. This also included a long lock up skid when a car tried to T-bone me. I did leave some of the rubber from the side knobs on the giys front bumper though!Vittoria Terreno T70Vittoria Terreno T70 cafe stopthe Vittoria Terreno T70 is Vittorias very successful and popular Mezcal MTB tyre in gravel form. It has more agressive centre knobs than the T50 but these are placed in such a way that they almost form a central ridge that the tyre rolls on. This reduces rolling resistance a lot and there didnt seem to be any drag, although there is a pleasing buzz to them when crusing on tarmac. Off road the T70 had to cope with quite a lot as I managed to find much muddiness. The T70 coped admirably though and traction and turning wasnt an issue. As you can see from the picture that tacky clay/mud will build up on the tyres at slow speed but once you get the wheel spinning again they do clear quickly. In all other conditions from damp to desert (it did get dusty for a couple of days, a guy can dream!) they are in their element and although these were only 45mm in width I found them perfect for my local riding, in fact I think the 50mm version might be overkill for these tyres. If I had to chose between the two tyres it would come down to what time of year it was, late spring-summer-early autumn Id run a T70 on the front wheel and a T50 on the rear for some turn in bite at the front and less rolling resistance and predictable breakway at the rear. The rest of the year and If I could only run one model it would be the T70 as it could cope with anything the UK could throw at it barring extreme weather.you can find out more about Vittorrias gravel range on their website Vittoria.com

So, on Tuesday, Specialized launched the new S-Works Levo 4 X. And, they say that it takes the power, control, range, and ride quality of Levo 4 and adds high-performance carrying capacity for a new kind of ride: Electric Overland(Photos / Specialized)The full-suspension bike looks wild with the racks on the front and rear of the bike. But it also looks like a blast to ride. Lets check out the details.The S-Works Levo 4 XThe Specialized S-Works Levo 4 X takes the existing S-Works Levo 4 electric mountain bike and looks to have simply added a rack system. The racks are designed for carrying gear without compromising ride quality. The bike maintains all the core specs of the standard Levo 4, including an 850-watt motor producing 111 Nm of torque, 840 Wh battery capacity, and 150mm rear/160mm front suspension travel. Nice RacksWhat sets the X version apart is its integrated front and rear rack system. The racks are designed to handle up to 22 kg (48.5 lbs) total 10 kg (22 lbs) on the front rack and 12 kg (26 lbs) on the rear rack with MIK 3-pin compatibility.The rack system uses a design that suspends the payload to maintain the bikes handling characteristics even when loaded. This approach aims to bridge the gap between high-performance trail riding and practical cargo carrying. It can also mean that riders can use the same bike for both recreation and transportation needs. The carbon frame includes adjustable geometry and mixed wheel sizing, along with integrated SWAT downtube storage for tools and essentials.For current Levo 4 and Levo R owners, the rack system is available as an aftermarket upgrade, which means existing riders can add cargo capability without buying a completely new bike. Levo 4 X GeometryStack618 mm626 mm638 mm652 mm667 mmReach435 mm455 mm480 mm505 mm535 mmHead Tube Length95 mm103 mm117 mm132 mm149 mmHead Tube Angle64.564.564.564.564.5BB Height350 mm350 mm350 mm350 mm350 mmBB Drop30 mm30 mm30 mm30 mm30 mmTrail132 mm132 mm132 mm132 mm132 mmFork Length577 mm577 mm577 mm577 mm577 mmFork Offset44 mm44 mm44 mm44 mm44 mmFront Center765 mm789 mm820 mm851 mm888 mmChainstay Length435 mm435 mm435 mm435 mm435 mmWheelbase1,200 mm1,223 mm1,254 mm1,286 mm1,323 mmTop Tube Length, Horizontal578 mm599 mm627 mm655 mm689 mmStandover Height753 mm754 mm753 mm758 mm761 mmSeat Tube Length390 mm405 mm425 mm445 mm465 mmSeat Tube Angle77.077.077.077.077.0Seat Post Max Insertion274 mm289 mm313 mm337 mm357 mmSeat Post Min Insertion80 mm80 mm80 mm80 mm80 mmSaddle Height (Target)690 mm735 mm780 mm825 mm870 mmAxle Height Front380 mm380 mm380 mm380 mm380 mmAxle Height Rear358 mm358 mm358 mm358 mm358 mmHorizontal Front Center765 mm788 mm819 mm851 mm888 mmThe Levo 4 X Retail and Spec SheetRetail: $12,000Levo X Front Rack: $170Levo X Rear Rack: $250ProductS-Works Levo 4 XCategoryElectric OverlandRack AvailabilityComplete bike and aftermarketAftermarket Rack CompatibilityLevo 4, Levo RTotal Rack Capacity22 kgFront Rack Capacity10 kgRear Rack Capacity12 kgRear Rack InterfaceMIK 3-pinMotorS-Works 3.1 MotorPower850 wattsTorque111 NmBattery840 WhMax Onboard CapacityUp to 1,120 Wh with aftermarket Range ExtenderOptional BatteryAftermarket 600 Wh downtube batteryFrameFACT 11m CarbonRear Travel150 mmFork160 mm FOX 38 Factory GRIP2ShockGENIE, FOX FLOAT X FactoryDrivetrainSRAM XX Eagle T-Type AXSWheels29-inch front, 27.5-inch rearStoragee-MTB SWAT downtube storageGeometry29-inch front, 27.5 inch rearThe S-Works Levo 4 X concept positions the bike to be super versatile. Specialized essentially uses a full-power electric mountain bike to act as both an overlanding, bikepacking beast and a practical, versatile, cargo-carrying daily rider. Check out more details at the link below. Specialized.comThe post Experience Electric Overland with the New Specialized S-Works Levo 4 X appeared first on Bikerumor.

Remco Evenepoel's FTP is revealed in a video he's posted of his YouTube channel of a day training at FTP on Mount Teide in Tenerife. The video shows him preparing for the Tour de France. He goes through his training plans and what hes eating each day, but we also follow him on a days training at threshold, during which Red Bull-Bora Hansgrohes performance coach Dan Lorang reveals his threshold power. Remco Evenepoel's FTP Evenepoel is spending around four weeks at altitude on Tenerife ahead of the Tour de France. Specialized On his first block, Evenepoel pushes an average 354 watts for 37 minutes, but thats followed by two sets at higher outputs for longer periods. According to Lorangs commentary, Evenepoels output of 420 watts on one of these intervals is just under his threshold, while 425 watts would be around threshold. At the end of each set, Lorang takes a blood sample from Evenepoel's ear to measure his lactate level and confirm he's not over threshold. Their FTP values are a number that pros usually keep carefully under wraps, particularly in the run-up to a major event such as the Tour de France. Last year, we reckoned that Evenepoel's power output was around 400 watts on his winning ride in the stage 5 Tour de France time trial. How does Evenepoel's FTP compare to Tadej Pogaar? Evenepoel's numbers could be a close match for those of Pogaar going into the Tour. Dario Belingheri/Getty Images Evenepoels value is actually slightly above Tadej Pogaars estimated FTP of 415 watts, which was calculated based on ride data he shared in late 2024, although thats likely to be lower than his value heading into the Tour. More recently, based on newer rides Pogaars posted on Strava in early 2026, estimates have ranged up to 430 watts. Evenepoels also counting the calories, showing us he consumed a total of 5,113 calories, with 902g of carbs, 160g of protein and 89g of fat. His target was 5,400 calories, but he says hes aiming to lose some weight ahead of the Tour. His published weight is a little lower than Pogaars, so his power-to-weight ratio could be similar going into the Tour. In 2022, when he was at Soudal-QuickStep, his then team general manager Patrick Lefevre, revealed that it was 6.5 watts per kilogram. Both could be bettered by Jonas Vingegaard though, whose power-to-weight was estimated at 7.38w/kg last year by Lanterne Rouge, principally because his 58kg estimated weight is several kilos less than that of Evenepoel and Pogaar. Evenepoel has already been at altitude in Tenerife for 10 days. He says hes off for a seven hour ride the next day and has another two weeks of altitude training to go ahead of the Tour.

Ahead of tomorrows 2026 Tour Divide grand depart, we updated our route page with the official 2026 Tour Divide route, the latest detours, downloadable GPS files, and a comprehensive POI dataset to help racers, dot-watchers, and dreamers follow along. Find details hereThe post The 2026 Tour Divide Route: Reroutes, POIs, and Details appeared first on BIKEPACKING.com.

Aeroscale wants to put a number on the watts youre throwing away, or at least thats what they claim. The French startup just launched its Wasted Watts Tracker on Kickstarter, and the concept is pretty spicy: a real-time, on-road system that shows how many watts are getting lost while you ride. Not just from your position in the wind, but also from rolling resistance and drivetrain drag.So yes, your bike computer can already tell you how many watts youre making. Aeroscale wants to tell you how many of those watts are actually helping you go faster.Thats a very different, and probably more painful, number.(All Photos/Aeroscale)Aeroscale No Wind Tunnel NeededFor most riders, aero testing has always been a little out of reach. You either go to a wind tunnel, find a velodrome, or spend a lot of time doing repeat runs and hoping the weather behaves. It works, but its not exactly simple.The Wasted Watts Tracker uses two bike-mounted modules, a smartphone app, and a high-precision GPS RTK correction service to measure whats happening while youre actually riding. It syncs power, ground speed, altitude, and airspeed, then turns all of that into a live readout of where energy is being lost.The idea is simple enough: change position, swap wheels, adjust tire pressure, test a helmet, clean the drivetrain, and see what happens. Not later at home with a spreadsheet. Right there on the ride.Aeroscale says the system has already been used by WorldTour teams for several seasons. Now its trying to bring that same kind of feedback to the very specific group of riders who hear $1,899 Kickstarter aero sensor and immediately start justifying it.How Does Aeroscale Work?The system is built around two main pieces: a rear RTK module and a front Pitot module.The rear module is the brain. It uses conservation of energy to compare the mechanical power coming from the riders power meter with changes in speed and elevation. To do that cleanly, it needs very accurate speed and altitude data.Speed comes from a magnetic rear-wheel sensor that tracks tiny changes in wheel rotation down to the microsecond. Altitude comes from GPS RTK (Real-Time Kinematic) correction. Thats the fancy surveying-grade GPS tech that gets much more precise than standard GPS or even a good barometric altimeter.Why does that matter? Because bad elevation data can wreck outdoor aero testing. A tiny rise, dip, or lag in altitude can make the numbers noisy. Aeroscale says its RTK system gives centimeter-level altitude resolution, which should mean cleaner data and less need to smooth everything into mush.Up front, the Pitot module measures airspeed. Thats the other half of the puzzle. Ground speed doesnt mean much if you dont know what the wind is doing. Riding 28mph with a tailwind and riding 28mph into a headwind are very different days at the office.By measuring airspeed, Aeroscale can separate the rider and equipment from the wind. Thats how it turns raw losses into what it calls Normalized Wasted Watts, with a claimed accuracy margin of less than 1 watt.That is a bold claim. If it holds up, this thing could get very interesting.No Parking Lot Calibration RitualOutdoor aero tools can be powerful, but they can also be annoying. Weight inputs, rolling resistance guesses, sensor offsets, calibration runs, wind checks, more setup, more second-guessing.Aeroscale says its system uses self-calibration algorithms to skip most of that.No rider-weight setup. No rolling resistance calibration. No probe calibration. The company calls it Plug & Ride: install it, pair it, and go.That might be the most important part of the whole thing. Data is only useful if riders actually use the tool more than once. If the setup feels like prepping a satellite launch, most people will leave it in a drawer by week three.What Can You Actually Test?This is where the Wasted Watts Tracker makes the most sense.You could use it to test position changes. Hands-on hoods versus drops. Narrow shoulders versus relaxed shoulders. Head tucked versus head floating around in the wind like a golden retriever out of a car window.In theory, you could test: Wheels, tires, tire pressure, clothing, aero socks, bottles, helmet choice, or drivetrain condition. Even though your position changes late in a ride when your fast tuck slowly becomes survival posture.That last one might be the sneaky win. Everyone can look at the aero for five minutes. Holding that position after two hours, in the wind, while still making power? Thats different.Real-time feedback could help riders learn what fast actually feels like. Not what looks fast in a photo. Not what someone on the internet said is fast. What is fast for that rider, on that bike, on that road?Aeroscale Wasted Watts Tracker Kickstarter PricingThe Aeroscale Wasted Watts Tracker is now live on Kickstarter at $1,899. Final retail is expected to be $2,499.Thats not casual money. But wind tunnel time isnt cheap either, for example; A2 Wind Tunnel in North Carolina lists testing at $595/hr solo or with your own coach, or $645/hr with an A2-provided coach. They also note a 2-hour minimum, so a normal session is around $1,190$1,290 before travel and extras. Bare tunnel time: about $600$700/hrUseful 2-hour session: about $1,200$1,500Coached aero session: about $1,500$2,500+Add travel, bike shipping, hotel, coach travel, etc.: it gets expensive fast, and that doesnt factor in the kit you need to buy because the stuff you brought is slow.Kickstarter backers also get lifetime access to the GPS RTK correction feed. After the campaign, Aeroscale says that service will cost $9.99 per month.That subscription bit matters. The correction feed isnt just a nice extra. Its part of how the system achieves the precision it claims. If youre jumping in early, lifetime access is probably one of the better parts of the launch deal.Thats the question.And for the right rider, it might be the number that matters most.Wastedwatts.comThe post Aeroscale Wasted Watts Tracker Shows You Where Your Power Is Disappearing appeared first on Bikerumor.

Leo Bisiaux has spent recent weeks riding close to Paul Seixas, helping Decathlon CMA CGM Team prepare their teenage leader for one of the most anticipated Tour de France debuts of the summer. His own Grand Tour programme, however, is heading in a different direction. While Seixas is being sharpened...

After we posted part one of our Tour Divide Rigs, this video bike check popped up in our YouTube feed, offering a more detailed look at one of the rigs that caught our attention. Learn more about Adam Lazors purpose-built Santa Cruz Highball that blends race-ready efficiency with bikepacking practicality hereThe post Adam Lazors 2026 Tour Divide Santa Cruz Highball (Video) appeared first on BIKEPACKING.com.

Hot waxing a chain usually means youve crossed a line.Not a bad line. Just a very specific one. You now own a dedicated waxing crock pot (or a Silca Chain Waxing System). You know what factory grease smells like when its finally leaving the chain. You probably have a rotation of chains somewhere, and your workbench might look like a scene from House of Wax. Oh, and the most important thing, you swear that waxing your chain is the best, because saving watts isnt just a goal, its your religion. Squirts new Performance Hot Wax feels like its trying to make that whole scene a little less intimidating and a little more approachable.Squirt Performance Hot WaxIts still hot wax. You still need the process. But compared to harder blends Ive used, Silca, Golf Wax, Molten Speed Wax, and other more traditional paraffin-style setups. The new Squirt hot wax formula feels softer, a bit easier to live with, and much more familiar if you already like the original Squirt drip lube.Thats the deal here. This doesnt feel like Squirt tried to copy every other hot wax on the market. It feels like Squirt made a hot-wax version of Squirt.Looks Delicious The wax itself is soft, much softer than the harder hot waxes Ive used. It looks like white chocolate, and it has a similar hand feel but you cant (shouldnt) eat it. It has a similar personality to Squirts bottle lube: pliable, waxy, and less brittle than the usual blocks or pellets. That softness makes it easy to work with. It melts well, coats the chain nicely, and doesnt feel fussy. You dont have to stir the pot to mix the magic; it just melts like chocolate.Squirt also includes a spoke-style dipping tool, which is a cool bonus. Its simple, but it makes the process cleaner. You can lower the chain in, swish it around, pull it out, and hang it without turning the bench into a wax crime scene.Not flashy. Just useful.Temperature and Compatibility NotesSquirts instructions are more specific than some waxes. The target temperature falls within a narrower window (93-95 C 200-203 F), so this is probably one of those products where a temperature-controlled pot (like the Silca one shown) makes sense. Its not the wax Id want to cook blindly in some mystery thrift-store warmer.Its also worth keeping the system clean and in its family of products. Squirt recommends sticking with its own drip lube if you want to top off between hot waxes. That makes sense. Wax formulas are not all the same, and mixing brands can muddy the performance.If youre switching from another hot wax, Id clean the chain first. You dont need to act like youre prepping a surgical instrument, but a good reset is smart. No Awkward First RideThis is where Squirt really stands out.Some hot waxes feel terrible right after a fresh dip. The chain is stiff, crunchy, and loud for the first few minutes. Yes, you can break the wax loose by hand or run it through a cool homemade (or 3D-printed) tool before installing it, but theres usually still a short period when the drivetrain feels like its waking up.The Squirt wax skips most of that. The chain feels good almost immediately. Quiet. Smooth. Ready to ride. There isnt that rigid, locked-up feeling that you get with some harder waxes. That makes the whole experience feel more approachable, especially if youre newer to waxing or just tired of the fresh-wax crunch.Ride Feel: Quiet, Soft, and Very SquirtOn the road and trail, the Squirt Performance Hot Wax has a different feel than harder waxes.Its not dry and glassy. Its smoother and more muted. The chain feels quiet without feeling overly sealed off. It has that soft Squirt character, more cushioned than crunchy, more familiar than sterile.That feel works well for the dirt side of bike life: gravel, mountain, and cyclocross. The main reason is that the Squirt wax is soft and slightly less impervious to water, dirt, grit, and other debris that takes most wax off. Squirts original drip lube has always been good in that space because its hearty and stays on the chain. Its a staple in my cyclocross go-bag and is well respected by many. The hot-wax version carries much of the same personality; the lube stays on no matter the conditions. The Soft Wax TradeoffHeres where my experience was a little more mixed.Because the formula is softer, it seems to allow more debris and contamination into the chain than a harder hot wax does. Not in a disastrous way. Not like a wet lube turning your drivetrain into black paste. But compared to a harder-waxed chain, the Squirt treatment didnt stay as crispy clean for as long in dirty conditions. The wax is still on the chain, but small contaminants also come in, with sand being a common theme during beach-style cyclocross training. A harder wax tends to shed dirt better. It flakes off, carries junk with it, and gives you that very clean wax-chain feel for a while. Squirts formula feels better sooner and has less of that break-in hassle, but it behaves a little more like a wax lube once real-world grime gets involved. The Squirt Hot Wax is very condition-based. If youre riding indoors, logging lots of road miles, and in dry conditions, the Squirt Hot Wax will last a very long time and deliver an excellent coated ride feel. If youre in the creek crossings, training in rainy, muddy cyclocross conditions, the chain will need the same attention you give to the Squirt bottle-style lube. Cleaner Than Lube, Not Always Cleaner Than WaxCompared to regular oil-based lubes, the Squirt Performance Hot Wax is much cleaner. No surprise there. Compared to harder hot waxes, its a little less tidy to handle. Youll need to reapply more frequently (with a Squirt bottle top off or re-dip in the wax), and that means more quick links and some hassle (that is, unless you have three chains in rotation like a pro) If you need to touch the chain for a flat, a wheel swap, or a trailside fix, it can feel a little waxier on your hands than some harder formulas. Indoor Riders / Racers Will Like ThisOne underrated point: the low-shedding behavior is nice.Some fresh, hot wax treatments can leave snow-like wax flakes all over the floor, especially after the first few rides. Thats annoying outside and extra annoying on the trainer, where every little wax shaving ends up under the bike, on the floor, on the pulley wheels, and sticks around like drivetrain dandruff.The Squirt wax doesnt shed much. That makes it easier to use indoors and less messy in general. Again, its part of the soft-wax personality.So, Is It Better Than Original Squirt Lube?Thats the real question.Ive used the original Squirt drip lube a ton on road, mountain, and cyclocross bikes, and I still love it. Its easy, its reliable, and it handles bad conditions well. Its one of those lubes that makes sense for real riding because it doesnt require much ceremony. Apply it, let it dry, ride. You can easily clean it off with Dawn Soap and some elbow grease, and no special kit is needed.The hot-wax version gives you much of the same feel, but with the added work of immersion waxing.That makes the answer a little tricky.If youre already a hot-wax person, Squirt Performance Hot Wax is easy to recommend. Its quiet right away, easy to use, low-shedding, and very smooth from the start. If youre an indoor rider/racer meet your new favorite wax lube. If youre not already waxing chains, Im not sure this is the one that changes your life. The original Squirt drip lube delivers much of the same real-world performance with way less effort. No pot. No chain rotation. No process. Just lube straight from the bottle, dry, ride.For off-road, Id still reach for the drip lube most of the time. Its just too convenient.Final ThoughtsSquirt Performance Hot Wax is a very Squirt take on chain waxing.Its basically the drip lube with a more thorough application. The packaging is cool, the dipping tool is a nice touch, and the ride feel is excellent and lasts a long time.The downside is that the softer formula doesnt feel quite as clean or sealed as harder waxes in gritty conditions. It may need more attention depending on where and how you ride. But it also avoids the worst parts of hot waxing: the crunchy break-in, the mess, and the stiff-chain feeling.For dedicated chain waxers, this is a strong option, a very different feel from the harder waxes out there, and for sure worth a try at the $48 asking price.For everyone else, the original Squirt lube is still hard to beat.The hot wax is good. The bottle is just really, really easy.Price: $48Squirtcycling.usThe post Review: Squirt Performance Hot Wax Hot Wax Without the Crunchy Break-In Drama appeared first on Bikerumor.

People just seem to be so angry with cyclists all the time, any excuse to cut them up and theyll take it, one cyclist said, as campaigners criticised the polices well-intentioned but poorly thought through safety message