More riders are using single chainrings than ever before at the 2026 Tour de France, as the 1x (or one-by) trend spreads beyond time trials to road stages. The 2023 Tour de France was the first at which major teams, including Lidl-Trek and Visma-Lease a Bike, went 1x for flat and mountainous days. One-by configurations have been popular during the Spring Classics, and we saw this used liberally by teams at Opening Weekend given the relatively flat terrain on offer and higher average speeds. One-by drivetrains involve replacing a traditional double chainring set-up with a single ring, usually with a narrow-wide profile and sometimes with a chain guide for chain retention, and removing the redundant front derailleur. A larger-than-usual cassette normally compensates for the loss of gear range, to help riders find the right gear. One-by configurations have become popular choices across the season, most notably at the Spring Classics where flat, fast terrain makes it an easy decision to use (Image credit: Aaron Borrill)It was no coincidence that both the teams adopting the tech are sponsored by SRAM. The American brand officially supports 1x on the road, unlike Shimano, where teams tend to use 2x exclusively. Even Mathieu van der Poel, riding for Shimano sponsored AlpecinPremier Tech and usually running a double set-up at races dominated by 1x like Paris-Roubaix, has used a single chainring at this year's race. Campagnolo has introduced single road chainrings, but has just one team at the Tour de France - in wildcard squad Confidis - and no WorldTour squads.In addition to Visma-Lease a Bike and Lidl-Trek's continued use of 1x, SRAM teams such as Uno-X Mobility and Pinarello Q36.5 have joined in for certain stages in 2026. However, that's not to say double chainrings are on the way out. The extra range they provide makes 2x the best all-round option. And stage six's Tourmalet day, where Pogaar put minutes into Vingegaard while running larger chainrings, exposed the limitations of the Dane's 1x approach in the eyes of notable observers, such as the 2017 Giro d'Italia champion Tom Dumoulin. We asked Xavier Disley, PhD, the director of AeroCoach, who advises some of the world's best cyclists on how to go faster, about the pros and cons of single chainrings on the road. Tom Pidcock is known to use a one-by configuration in combination with a traditional SRAM Red AXS rear derailleur and 10-33T cassette (Image credit: Aaron Borrill)Why we're seeing more single chainringsOne of the key reasons why 1x is becoming more popular at the top of the sport is SRAM's increased presence, as we noted in our overview of which teams are riding what at the 2026 Tour de France.The Illinois-based company introduced single-ring road drivetrains as far back as 2015, with Force 1 and Rival 1. Since then it has ensured that its road groupsets work as well with front derailleurs and double chainrings as without, by adding tension to its rear derailleurs for increased chain security. It also has a line of pro-level SRAM Red AXS Aero chainrings, whereas Shimano does not yet make an equivalent. For even more range, riders can combine a large SRAM single-ring with a Red XPLR AXS rear mech and cassette from the brand's gravel line-up, as we've seen Mads Pedersen do at hilly one-day Belgian races. SRAM-sponsored teams also say that SRAM's technical support is very good at educating mechanics on how to use its intercompatible components. Until Shimano releases single-ring road chainrings, teams that receive or buy groupsets from the Japanese brand will have to buy and bodge 1x set-ups if their contracts allow. Tim Wellens has been seen running a one-by Carbon-Ti single chainring at times this season, and Netcompnay-Ineos also used one-by Drag2Zero chainrings with Shimano XTR rear mechs at Paris-Roubaix - so rider interest is there.At this year's Paris-Roubaix, Joshua Tarling, Artem Shmidt, and Ben Turner paired one-by Drag2Zero chainrings with Shimano XTR Di2 M9250 rear derailleurs (Image credit: Future)Aero advantageThe lack of a front derailleur and inner chainring makes 1x a little more aerodynamic. "It's a definite advantage," says Disley. "If you have two equally powerful riders, one on 1x and the other 2x, the first will win the sprint every time."At speeds more attainable to amateur cyclists, the 1x benefit is only a watt or two, but this scales up to three to four watts at speeds of 60km/h and above that pro sprinters reach. A larger chainring can help keep you in the middle of the cassette, which ups drivetrain efficiency by reducing chain articulation. But Disley says this is outweighed by lower drag."Aerodynamics becomes much more of a resistive force the faster you go," he says. "So drivetrain efficiency becomes less important."Whereas if you're going really slowly, aero drag isn't very much and so you should look at things like gravity, rolling resistance and drivetrain efficiency. "When you're travelling at 60km/h an hour, the only thing you really should care about is your aero drag."UAE Team Emirates-XRG's Tim Wellens, has also tried his hand at one-by, converting his 2x Shimano Dura-Ace Di2 setup with the help from Carbon-Ti (Image credit: Aaron Borrill)Lower weightIn the UK hill climbing scene, weight weenies run single chainrings to save weight. Tour de France pros could be motivated by the same rationale on climbing days. Going 1x on SRAM Red AXS drivetrain could shed about 200g 157g from the front derailleur and battery, 78g from exchanging integrated double chainrings for an aero single ring, plus roughly 30g to add a chain catcher. That's not a dramatic amount, but it's enough to get aero bikes, which the GC favourites tend to ride every day, closer to the 6.8kg UCI weight limit. "It won't help that much," says Disley. "Taking a kilo off would make a decent difference, but again, not an awful lot and 200g is just a fifth of that."Pogacar of UAE Team Emirates XRG, Vingegaard of Team Visma-Lease a Bike and Evenepoel of Red Bull-BORA-hansgrohe pictured in action during the stage 10 of the 2026 Tour de France (Image credit: Getty Images)The argument against 1xCritics of 1x say the bigger jumps between gears disrupt your cadence. This is true if having only one front ring obliges you to fit a wider-range cassette, such as SRAM's 10-36T.After Jonas Vingegaard used what appeared to be a 50T or 52T 1x chainring and a 10-36T cassette on stage six over the Tourmalet, Tom Dumoulin criticised his equipment choice. On the De Avondetappe show as reported by IDL Pro Cycling, the Dutchman said 1x would have left Vingegaard in a harder or easier gear than desirable on the climb.At flat Classics races, we'll sometimes see riders reduce these gear jumps with a tighter cassette, but this seems less common at the Tour, perhaps because riders need to save their legs for days to come. Sprinters on SRAM-sponsored teams like Decathlon CMA CGM's Olav Kooij have been optimising for sprints with a 56-tooth single ring and 10-36T cassette. On the other hand, a Shimano-equipped sprinter like Tim Merlier has been running a 56/44T double and an 11-34T cassette. That gives Merlier an easier bottom gear to get over a climb before the sprint."Climbing on a 56-tooth single an hour into the race might be a bit of a pain," says Disley. "But generally speaking, these riders are able to accommodate that quite happily."After getting over the hills, they have that aero advantage in the sprint, and having a 10-tooth sprocket gives you a bit of an advantage in terms of top-end speed over an 11-tooth."Some riders go to the extreme and pair a one-by chainring with a SRAM Red XPLR AXS rear mech and cassette from the brand's gravel line-up. This allows for greater bail-out gearing in punchy terrain (Image credit: Aaron Borrill)Did gearing efficiency cost Vingegaard?Dumoulin might be on to something here, due to the difference in steps on a SRAM 10-36T vs Shimano 11-34T cassette. On this SRAM Red cassette, the four lowest sprockets have a one-tooth difference. You skip the 14T and have two-sprocket differences until you get to the 21-tooth cog. From there, you have a three-tooth difference to 24 and then fourth-tooth steps (24-28-32-36). By contrast, Shimano's 11-34T skips up three teeth between cogs 21 and 30, then a final fourth-tooth step to 34. At higher climbing speeds of 30km/h, Vingegaard would be lower down the cassette, where the jumps are smaller. But on the Tourmalet, where his rival averaged 23km/h, he would have been experiencing fourth-tooth steps. "On Shimano, when you're climbing in the inner ring, and you're on the 17/19/21, you've only got a two-tooth change in between gears," says Disley. "That's only going to cause a six or seven-revolution change in cadence.Until Shimano releases single-ring road chainrings, teams that receive or buy groupsets from the Japanese brand will have to buy and bodge 1x set-ups if their contracts allow (Image credit: Aaron Borrill)"But if you're in a massive SRAM single chainring, a 50T or 52T, at the top of the cassette you've got a four-tooth change between gears. That's double what you have on Shimano and changes cadence by 11 or 12 RPM. "At a crucial moment in the race, that could cause you to become incredibly overgeared and unable to pull away, or being so undergeared that you can't jump away because you can't spin fast enough."We'll never know whether this applied to Vingegaard. The gap that opened might have been purely down to his legs, with watts per kilo being the decisive metric on climbs. But those larger jumps between gears at the top of the SRAM cassette might not have helped. Vingegaard's single chainring wouldn't have limited him on the descent, though. With a 52-10T hardest gear versus Pogaar's 54-11T, he actually had a slightly harder gear and the potential for higher top-end speed, although his smaller chainring would have been marginally less efficient.Visma-Lease a Bike defended its tech choices, pointing out that Vingegaard has ridden 1x multiple times, including to win this year's Giro d'Italia and beat Pogaar at the 2023 Tour. But since Vingegaard needs all the help he can get against the unstoppable Slovenian, it will be interesting to see whether his team reconsiders his gearing for the upcoming mountains.

The director of the Tour de France has hit back at criticism of the accommodation provided by organisers to teams during La Grand Boucle after some teams raised issues with hotels during Monday's rest day. Uno-X Mobility's hotel featured cobwebs and bugs as Anders and Tobias Johannessen while UAE Te...

While the diamond-shaped frame steered bicycle design on a fairly straight course from the 1880s, its invention arguably sparked a period of intense creativity, compelling frame designers to find solutions that fitted within the rhomboid template, yet werent constrained by it.(Image credit: Future)The early to mid-1900s were a period ripe with intriguing design flourishes. Hetchins had its curly stays, Paris (of, erm, Stoke Newington) had its elevated downtube, Thanet introduced its floating bottom bracket, and Bates employed both Cantiflex frame tubing and Diadrant front forks. Its debatable whether any of these innovations enhanced performance or merely served as effective marketing USPs, particularly in the 1930s, when displaying brand logos on frames was prohibited for certain races.This particular Bates, dating from 1938, is a range-topping Volante in track guise; a rare one at that. Its exceptional because it hasnt been drilled for brakes, confirms current owner Richard Hoddinott of vintage specialists Velo Pages. Despite being intended for the track, almost all of them were. The serial number is also unusual because its simply 257. Usually, the numbers are preceded by two letters, which makes me wonder whether this frame was specially made for a pro.(Image credit: Future)The Cantiflex tubing was exclusively produced for Bates by Reynolds. Examine the image and youll notice that the primary tubes swell in the centre before tapering gently towards the lugs. Similar to Reynolds double-butted tubing, the walls are thicker at the ends as well. Bates claimed that this unique profile enhanced strength and rigidity, entirely eliminating whip.(Image credit: Future)The flamboyant Diadrant forks are a delight. According to Hoddinott, theyre better at absorbing the hit from rough surfaces and even potholes (unlikely on a track, I know), enabling composed riders to deliver more power.The wheels arent original, but they are stunning, period-correct pieces. Theyre laminated maple rims from Constrictor, made by Fairbanks Boston of Paris, says Hoddinott. The large flange hubs are from BH Airlite, who, interestingly, would attach large steel flanges to small flange hubs.

Apparently, theres a big football match on tonight? Anyway Ryan Mallons back with some much more important cycling news and views on the Wednesday live blog (unless Harry Kane starts talking about the time he went for a bike ride with Putin)

Stage 10 of the Tour de France 2026 delivered one of the races defining images: Tadej Pogaar attacking in the Massif Central to win solo and extend his lead over Jonas Vingegaard. On the The Move podcast, Spencer Martin and Johan Bruyneel agreed the Slovenian seized a perfect opening to land both...

If youre a male cyclist, youve almost certainly been asked by non-cycling friends whether you shave your legs. Most of us will answer in the affirmative.Leg shaving has become a clearly definable trait of the serious cyclist for hirsute outsiders, who are eager to know why on earth we do it.There are plenty of answers, of course and its at this point in this conversation with your mate where you will run through the long list, while perhaps feeling a little awkward about revealing the real reason why you do it. Shaving your legs shows you're part of the tribe. Ben Delaney / Immediate Media At this time of year, you might be thinking about getting the razor out to preen your pins after a winter of letting the hair grow out.Retired Tour de France star Peter Sagan, winner of 17 stages during his career, sent the sport aflutter when he began the 2016 season with unshaven legs, with some overly earnest pundits suggesting he was disrespecting his colleagues with this natural look. Specialized got all scientific about the aero benefits of shaved legs, wind-tunnel testing riders with and without leg hair. Courtesy Specialized There are, of course, practical reasons for the leg shave. First up is aerodynamics: a wind-tunnel investigation by Specialized a few years ago found an average 70-second benefit over 40km for its subjects with shaven legs.Thats a contemporary concern, however. Historically, riders generally claimed wounds are easier to clean up with a hair-free leg. Massages are more easily done on smooth legs, too, they say.Theres also a degree of ritual involved, with competitive cyclists feeling taking a razor to your legs is as crucial a part of race preparation as degreasing your chain or finessing your top-end power. Youre simply getting dressed for the job at hand.All these ideas have varying degrees of merit, but the furore around a hairy Sagan revealed the truth of the leg shave: that smooth legs simply look better more imposing on a bike. It is and always has been a vanity thing, and about fitting in to your tribe. Check out those thigh muscles. A cyclist deciphering the form of another need look no further than their rivals legs. Shaving emphasises the muscles and sinews in a leg and brings out the depth of tan. Shaved legs look right in Lycra shorts, just as hairy legs fit baggy shorts so well.And its this vanity that explains why so many non-racing roadies choose to shave their legs.Were not chasing seconds in races, we wont be getting a massage after our ride and dont often fall off our bikes. We just want to be part of the gang. But would our non-cycling friends understand that? More Tour de France questions answered How do pro cyclists pee during a stage of the Tour de France? How dangerous is the Tour de France? Why is the Tour de France not on ITV? 3,302km in 76 hours: how fast is the Tour de France? What is the Tour de France caravan, and why does everyone love it so much? Tour de France jargon buster: all the cycling terms you need to know to understand the race

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The Tadej Pogacar show rolled on once again at the Tour de France on Tuesday as the UAE Team Emirates - XRG took another commanding stage win. Dominating the finale of stage 10 on the roads of Massif Central, it was a Bastille Day party for the Slovenian - but not everyone welcomed him with open arm...

Having looked at the team sponsors and what they do the other day, time to reprise a post from February looking at the sponsorship prospects for teams last year, the topic keeps coming up with several teams facing financial challenges.As ever the point here is not to shout fire in a crowded place and spread doom. Its just a look at the issues ahead and how some teams have challenges to solve.At the end of last year Picnic-PostNL only got a one year licence from the UCI. Teams might get a three year licence but theyre subject to annual review in October so this was an unhelpful public sword of Damocles hanging over the squad. The team has a side-hustle in selling off riders which reached a new level with the sale of Oscar Onley to Ineos, generating millions in revenue. But this probably only backfilled previous losses. Fabio Jakobsen is on the last year of big contract and once this is up the team can reap big savings. But the teams results have been dire which makes asking backers to renew harder.Bahrain-Victorious is code for Bahrain-Your Name Here and the team has been open about wanting a co-sponsor but so far nobody. One factor is any potential go co-sponsor is going to have their brand in lights alongside a repressive state and this juxtaposition limits the appeal. An extra headwind is the geopolitical tension in the region, the US war on Iran is seeing Bahrain under attack from Tehran and this has already caused delayed wages for the riders.EF Education First-Easypost has gone public to find a co-sponsor. Its not clear if Easypost is stopping but the the point is EF is willing to become the junior partner in naming rights if the team can find a new backer. A lot hinges on this because if they can land one then the team can get the financial firepower it needs, right now it can sustain a grand tour GC challenge with the likes of Richard Carapaz and in Ben Healy it has as solid chance of a Tour de France stage win too, short of hiring Jonathan Milan or Tadej Pogaar. The unspoken part is if no sponsor is found then will EF continue to shoulder all the costs or is it cutting back?As said here a few times last year you could see a few dark clouds for Visma-Lease a Bike. The jersey is getting crowded with logos as the team seeks as much revenue as possible, costs have been cut with riders unloaded. Now Visma wants to stand down as the lead sponsor and so far theres no news of a replacement sponsor. Talks are always going well says the team but theres a soft deadline in August for this and the harder deadline of October is going to rush up. It ought to be an easy sell but that makes it a bellwether case. The team is part-owned by a billionaire but is Robert van der Wallen willing to be a sugardaddy on the hook to preserve the teams top-tier status?Groupama-FDJ have a joint sponsorship agreement that runs until the end of 2027. That sounds like a long time away but now is the time to review this and here comes the problem. The costs of backing the team go up and up thanks to galloping rider wage inflation but the results have gone in the other direction, especially after Thibaut Pinot left. This makes for a difficult conversation with sponsors for this team and others. Harder still, they havent won a Tour stage since 2018. The development team is a calling card as it can unearth talent but its also a cost to run it.Lotto-Intermarch is newly formed from the merger and so for now theres no worry. But is it a sustainable project? Time will tell but Lotto brings a political angle as the Belgian state lottery funding means the teams funding is a national affair and comes with scrutiny from politicians. Like other teams can the costs of backing the project can keep rising but will politicians support this? Earlier this year it was thinking aloud to suggest Intermarch as a French sponsor will want more French riders and this is now becoming a reality with their interventions in the rider market but this leaves Lotto shopping for an even balance of Flemish and Walloon Belgians and so a structural fault line. Again nothing disastrous but an issue to manage.At the start of the year one question was ifSoudal-Quickstep would keep Soudal as a sponsor given company founder Vic Swerts has been keen to support Remco Evenepoel and now hes gone would Swerts stay? For now yes and the change instead is Quick-Step is stopping its sponsorship and will replaced by Safety Jogger. Hardly a big name but very much inline with the teams blue collar work kit image.NSN? In a sport driven by naming rights, being called Never Say Never is bold. There is a concept of having a cycling team that isnot a textile billboard. Instead the strength comes from establishing a visual identity so strong that you dont have to read Soudal on the shorts or Tudor on a jersey because youve already thought it. However this squad appears to be more like Never Say Israel and a rebrand to keep protestors away. It is backed by some wealthy companies and individuals but what theyre getting back isnt clear. So can they find a sponsor.Jayco-Al Ula had a wobble on the final approach to World Tour registration for last year but in the end Jerry Ryan came good and backed the team. But it came close to stopping, this was not an admin bungle. Ryan is another backer confronted with rising costs but diminishing returns and set to exit the sport in the coming years. One sign of the retreat is the team is stopping its collaboration with the Hagens Bermen Axeon development team, and this is significant if the path for picking up talent, especially Australian, is closed.Uno-X have the same issue as Jayco when it comes to recruiting home talent and only compounded since they only hire Norwegian and Danish riders although according to Daniel Bensons newsletter, this could extend to Norwegian speakers with Magnus Sheffield. Anyway, how long can a relatively small business sustain a World Tour team?Have Netcompany-Ineos solved their sponsorship issues? At the start of the year the thinking was Ineos could exit and be replaced by TotalEnergies once the French oil majors title sponsorship of the French ProTeam ends. Only Ineos is still here but in came Danish IT company Netcompany. The question is what TotalEnergies does next, its probably needed if the team is to retain its position in the top tier budgets and a long term committent could help the team rebuild.XDS-Astana seem to be thriving as a team. But can this sustain the sponsorship? XDS is the Chinese bike company with eyes on mimicking the growth story of Giant, selling everything from kids bikes to World Tour team issue bikes and keen to do this in its own name rather than as an OEM manufacturer. But funding a World Tour team is an expensive way to do this, it can easily cost ten times more. Canyon and Specialized find it more efficient to supply two teams each; theres only Trek left and now its junior partner; Decathlon is a sponsor but to promote wider retail sales. Plus theres Kazakh political risk, the team can promote the nation and its sovereign wealth fund but is down to three Kazakhs now.New to the watchlist is Movistar after Bloomberg reported in June that the Spanish telecoms operator is seeking to either sell its sponsorship contract, which includes naming rights for the Movistar Team and runs through 2029, or to bring on other sponsors to shares costs. The interesting thing is the news here almost isnt news, theyve long been looking for a co-sponsor so seeing this idea floated suggests something is up. One concern for the team has been whether bike brand Canyon would continue given they have plenty of exposure from backing Alpecin but theyve signed Paula Blasi for the womens team and shes such a promising and already delivering talent that this ought to entice the company to be a core backer.ConclusionTheres more money than ever coming into the sport. Its boom time and you would not believe how many riders are on million Euro contracts or more; the data isnt available, but the anecdotes of talented but relatively unremarkable riders on seven figure contracts suggest wages keep soaring. Set against this, this blog post can feel like pointing out the lone cloud in the sky on a summers day.But its not poking around for the sake of finding negatives, indeed one team has been put on notice by the UCI and others have gone public about needing to find extra funding. The inexorable rise in costs means many team managers are having to ask sponsors for more only knowing theyre delivering less in terms of results in a sport dominated by some big names. So these are stories to watch and just like that cloud on the horizon, sometimes it billows up into something stormier.The post The Race For Survival (updated) first appeared on The Inner Ring.