Matthew Brennan has already told Team Visma | Lease a Bike exactly what he wants from 2027: a Tour de France debut on home roads and the chance to take the first yellow jersey in Carlisle. Five stage victories at the 2026 Vuelta a Espana have transformed the 21-year-old's case, but Visma are still s...

Mathieu van der Poel opened the 2026 Tour de Luxembourg with victory on Stage 1 after an aggressive finale in which the Dutchman attacked with 11 kilometres remaining, was caught inside the final four kilometres and still came back to win in Luxembourg. The Alpecin-Premier Tech leader eventually hea...

Italy will take one of the deepest squads in the elite men's World Championships road race to Montreal, combining two riders in obvious late-season form with proven championship performers and one of the most decorated teenagers in cycling. Giulio Ciccone and Giulio Pellizzari headline the eight-man...

Yesterday, Trek Bikes and Trek Factory Racing posted a short teaser video on Instagram with the caption, Something big is coming. In the video, World Cup XC racer Evie Richards is riding what appears to be a full-suspension XC race bike with 32 wheels. This isnt the first time weve seen this bike, however, as Trek slipped it into their own documentary earlier this year. While that looked like a prototype, the bike that Richards is riding appears to be production-ready. View this post on Instagram While Trek has not confirmed a production 32 XC bike yet, something big certainly alludes to it. And, as we know, the 29 flex-stay bike the Trek factory Racing team has been riding all season was never going into production. Instead, it seems the team at Trek has been focused on our potential big-wheeled future and is likely to be the first mainstream brand to market with a production 32 bike. Is this the new Supercaliber, or will they call it something different?The 32 prototype we spotted in the Trek documentary.Based on the Instagram video and our blurry screenshots, this bike appears to use a single-pivot flex-stay design with a layout that looks nearly identical to the 29 bike the Trek team has been racing this year. If its a race bike, then its definitely carbon fiber, and the Project One on the frame means that it will likely be part of Treks customization program.Is that a RockShox 32 fork? Sure looks like it.It also appears that the bike has a SID Flight Attendant fork, which means that its also likely that RockShox will be launching a production 32 fork soon, too. Obviously, SRAM/RockShox have been working on something, but this is the first weve seen of any 32 forks from them. It also seems that Trek has managed to scale its 32 platform to fit smaller riders Evie Richards is 53 meaning this bike and its larger wheels wont be exclusive to taller riders. Obviously, it also has a significantly negative-rise stem and potentially an integrated bar-stem combo, too..?Regardless, Trek is actively feeding the hype machine, and it will be interesting to see exactly what this new bike is and when it comes out. Were certainly looking forward to checking it out when it does. Stay tuned.And the Big RevealOf course, while we were publishing the article above, Trek posted another Instagram video with the caption 32 wheels have landed. In it, a Trek mechanic is building up one of Trek Factory Racings 32 prototypes, which will be raced for the first time at the World Cup in Soldier Hollow, Utah, this weekend. Check out the video below, and especially the 32 RockShox SID Ultimate Flight Attendant. Sure looks production-ready to us. I guess we all need to tune in to the XC racing action this weekend to see how Treks new 32 XC race bike fares on the course. Well definitely be watching. View this post on Instagram

Sydney Sweeneys viral nude sports advert has sparked a growing backlash across womens sport, and one of cyclings biggest stars has now joined the debate. Demi Vollering, the reigning Tour de France Femmes and Giro d'Italia Women champion and arguably the leading figure in the current womens pelo...

Last year, portable electric inflators took the cycling world by storm, and seemingly every brand got in on the action with an e-pump or two. Lezyne is arriving a tad late to the electric inflator party, but the brands new E-Drive sets itself apart with some unique design features. Most notably, the E-Drive is the first electric inflator weve seen with an easily replaceable battery. Additionally, it comes with a lever-locking Presta head thats secure, quick, and easy to use.After testing all of the current e-pumps on the market, we knew our engineering team could build a better, more sustainable electric pump. With our new E-Drive, youre getting superior quality, safer operation, and a longer-lasting, high-performance e-pump.-Terry Cooke, Vice President of Engineering at LezyneLezyne sent me an E-Drive pump to check out, and it arrived yesterday. I ran it through some tests in the garage and have taken it with me on one ride, and Ill share my first impressions at the end of this article.Lezyne E-Drive DetailsThe palm-sized E-Drive with its extension hose and lever-lock Presta Chuck.Lezyne says its new E-Drive inflator was fully designed and engineered in-house to create a pump that outperforms the competition in inflation, reliability, and sustainability. To do this, the custom-engineered motor reportedly runs cooler and lasts up to four times longer than standard electric pumps.According to Lezyne, the key to the E-Drive performance is its thermal management system, which they have refined over years of LED lighting development. This system pairs a dedicated internal cooling fan with a CNC-machined aluminum heatsink extrusion and specialized low-friction technology. The brand states that this optimized cooling system protects the pressure sensor, improves accuracy, and doesnt require a protective heat cover.It features a large digital display gauge and an intuitive button layout that makes it easy to understand and use. The preset pressure can be adjusted in 0.5 psi increments, and it has an auto-shutoff feature when that pressure is reached. The E-Drive is powered by a 750mAh battery, which Lezyne claims is capable of inflating up to six tires on a single charge to a maximum pressure of 120 psi (8.25 bar). According to the brand, it inflates most tires in under 90 seconds. It charges via USB-C in three hours from completely empty.First-of-its-kind replaceable battery system.Which brings me to perhaps the most unique feature of the Lezyne E-Drive: the replaceable battery. Lezyne says this replaceable battery design is the first-of-its-kind, allowing users to remove and replace the battery cell to extend the lifespan of the E-Drive indefinitely.Another unique aspect of the E-Drive is the longer, 5 flexible extension hose and the lever-lock Presta chuck. This is unique because most other electric inflators thread onto Presta valves, which is a bit fiddly and can potentially unscrew the valve when removing it. The Presta chuck is easily removed from the extension hose to reveal a thread-on Schrader head. It is also compatible with a Clik chuck (sold separately).Specs:82 x 56 x 38mm198 grams (pump only)Max 120PSI (8.25 Bar)Battery: 750 mAhUSB-C RechargeableUp to 6 full inflations on a single chargeMulti Chuck*Clik Valve compatible (chuck sold separately)Set and Forget functionMSRP: $149.99AvailabilityLezynes E-Drive officially launches today and is available now. Head to the brands website or your favorite Lezyne dealer to learn more or purchase one of these new gadgets.lezyne.comFirst ImpressionsThe new Santa Cruz Tallboy and the Lezyne E-Drive. (Photos / Jeremy Benson)At this point, Ive had Lezynes new E-Drive pump for roughly 36 hours. I weighed it, brought it with me on one ride, and ran it through one series of pumping tests. These impressions are very much first impressions, and Ill follow up with some long-term findings in a few weeks or months.The E-Drive is shaped like most other electric inflators that Ive used. Its a small, rectangular block, and Id put it on the larger side of the models Ive tested. Its about the same size and weight as the Topeak E-Booster Digital (not mini), and the Cycplus AS2 Pro Max. It still fits in the palm of my hand, but its notably larger than Topeaks E-Booster Digital Mini or the Cycplus AS2 Ultra.On my scale, the pump alone weighed 204 grams. The extension hose with Presta Chuck added 35 grams, and the storage bag added 25 grams more. Thats a total system weight (pump, extension hose, and storage bag) of 264 grams. The minimum weight of this system (excluding the storage bag) is 239 grams. Thats at the upper end of the inflators that Ive tested.Pump and hose.Pump, hose, and storage bag.That said, the 750mAh battery is larger than most, which should equate to more pumping capacity. For reference, its 350 mAh more than the tiny Cycplus AS2 Ultra, and 250mAh more than the Topeak E-Booster Digital Mini. It also weighs quite a bit more than either of those.To be clear, Im not at all concerned with the size or weight of the Lezyne E-Drive. Its still pretty darn compact, and it really doesnt weigh more than my favorite mini-pump or a full CO2 setup. I appreciate that it comes with a storage bag, helping to keep everything together in my hydration vest or jersey pocket.The storage bag is nice to keep everything together.I didnt need to use it on yesterdays ride, but I snapped a few photos anyway. Yesterday evening, I put it through its paces to see how many times it could inflate a 29 x 2.4 mountain bike tire from 0 to 25 psi. In my quick round of testing, it did that 4 times, plus an extra 4 psi on the fifth try. Each inflation took right about 90 seconds. Thats a bit lower than Lezynes claim of six tire inflations, but pumping performance will vary significantly depending on tire volume and pressure, of course.One thing I like about the E-Drive is the lever-lock Presta head. Its a bit stiff right out of the box, but its still way quicker/easier than thread-on heads, and theres no chance of me accidentally removing my valve in the unthreading process. Its easy enough to unscrew it for use with Schrader, and a Clik head can also just thread right on, too.The lever-lock Presta chuck works well and is very secure.Lezyne might be on to something with its thermal management claims. In my four consecutive inflations, the pump got warm, but nowhere near hot. But like any other electric inflator, the E-Drive is loud. Thats just the nature of the beast, and Ive learned that its best to just attach it to your valve and walk away until its done pumping.Thats all Ive got for now. Ill keep testing Lezynes new E-Drive and follow up with some longer-term impressions sometime in the not-too-distant future.

Pirellis Cinturato EVO TLR is getting more room to roam.The latest version of the Cinturato EVO TLR keeps the tire in Pirellis endurance and all-road lane, but the big news is literal. The line now stretches into larger sizes, with 45mm, 50mm, and 55mm options joining the range.That pushes the Cinturato EVO TLR well past normal road tire duty and deeper into the fast all-road, light gravel, and bad-road survival category. Think winter base miles, chip seal, questionable shoulders, towpaths, mixed-surface routesall the roads.(All Photos/Pirelli)SmartEVO AS CompoundThe Cinturato EVO TLR uses Pirellis SmartEVO AS compound, an all-season rubber formulation built around grip, comfort, smoothness, and durability.Pirelli says the compound uses more than 50% bio-based and recycled materials, with 22% to 23% FSC-certified natural rubber, depending on tire size. The goal is not pure race-day speed. This tire is for riders who want grip and reliability when the surface or weather stops cooperating.That means wet roads, rough pavement, cooler temperatures, and mixed conditions are part of the job description. Pirelli puts the Cinturato EVO TLRs focus on protection, comfort, and grip first, rather than treating it like a thinly disguised race tire with a thicker casing.TechWALL+ ProtectionThe casing is 60tpi, tubeless-ready, and uses Pirellis TechWALL+ construction across the range. Its not designed for all-out racing, but its great for training and everything in between.Pirelli describes the structure as a multi-layer reinforced casing made for puncture protection while still keeping the tire flexible enough for rougher road conditions. That is the balance most endurance tires are chasing now: enough protection to survive real roads, but not so much casing that the tire feels dead.Tubeless-ready construction also makes more sense as sizes get bigger. Once you get into 40mm, 45mm, 50mm, and 55mm territory, the ability to run lower pressure is a major part of the comfort and grip story.ClassicandRetrsidewall versions are also available in 28mm, 30mm, and 32mm.From Road to Light GravelPirelli calls the Cinturato EVO TLR an all-road tire, from road to gravel, and the size range backs that up.The line starts at 28mm and runs up to 55mm. The standard black version is offered in:28mm, 350g30mm, 380g32mm, 410g35mm, 450g40mm, 490g45mm, 580g50mm, 650g55mm, 710gNot a Race Tire, and Thats FineThe Cinturato EVO TLR is not trying to replace Pirellis faster road race tires. It sits in a different lane.This tire is for riders who want tubeless, puncture protection, all-season grip, and enough volume to make rough roads less miserable. The tread is still road-biased, but the expanded size range makes it much more useful for modern all-road bikes and gravel-adjacent builds.The 45mm, 50mm, and 55mm sizes also line up with where endurance and all-road bikes are heading. Tire clearance keeps growing, and riders are using that room. A few years ago, a 35mm road tire felt big. Now, a 40mm slick on a drop-bar bike barely gets a second look.Made in ItalyPirelli also notes that the Cinturato EVO TLR is made in Italy, which adds another premium note to the line. Combined with the SmartEVO AS compound, FSC-certified natural rubber content, and TechWALL+ casing, the new tire is clearly being shown as a durable, year-round option rather than a budget training tire.That is probably the right read. The Cinturato name has always leaned toward protection and mileage. The EVO TLR version keeps that identity, but the wider sizes make it more useful for todays bikes.Pirelli.com

Just in time for the official kickoff of cyclocross and the USCX cyclocross series, Challenge is introducing its fast Chicane tread in a 38mm tubular. Masters, get your credit card ready; the rush to pay will start in 15 secondsThe Chicane first appeared under Helen Wymans bike at the British Elite Nationals. Then it was a prototype of a Limus tread mixed with a Sprint center-file tread. (All Photos: Challenge)What is the Challenge Chicane?The tread is simple: fast through the center, with taller side knobs for cornering. That makes the Chicane a good pick for dry hardpack, fast grass, tacky courses, frozen ground, and light mud where you still want speed without giving up all your grip.Its a highly versatile tire, and many riders use it far beyond its dry-weather intentions. As a 38mm tubular, this might make the most sense out of Challenges new Master Blaster lineup (my name, not theirs).Why a 38mm?A 38mm will float over roots and uneven terrain, and in dry conditions, thats a good thing. The 38mm Limus tubular didnt really get that. Because for mud, its best to stick with a narrow tire to dig down into the earth not float. Most professionals (with three-four sets of wheels in a van) will size down and run a 30mm tire for the mud. But I digress.For a lot of early-season cross racing, that is a pretty useful place to be.300 TPI Handmade CasingThe Chicane Pro tubular uses Challenges 300 TPI Super Polyester casing. Is a higher TPI better? For tubulars, yes. 300 TPI means the casing uses 300 polyester threads per inch, with finer threads packed more tightly together. That lets the tire flex and conform to the ground more easily at low pressure. This flex and suppleness is exactly what you want from a cyclocross tubular: more grip, better bump absorption, and zero chance of burping (but you can roll the tire with a crap glue job). The tradeoff is usually durability, but for race-focused tubulars, that extra suppleness is a big part of the appeal.The Chican Pro Tubulars use Challenges SMART rubber compound and PPS puncture protection between the tread and casing to minimize flats.Inside is a latex tube with a 48mm valve stem usually long enough to not need a valve extender.Pro vs. Team EditionChallenge also sells a higher-end Chicane Team Edition Handmade Tubular.The Team Edition moves to a 320 TPI sealed corespun cotton casing and Challenges softer SMARTsoft compound. The Pro sticks with the 300 TPI polyester casing and standard SMART rubber. Both weigh in around 420g for the 33mm tubular version.What should I choose? The Team Edition is the softer, more race-focused option. The Pro should make more sense for riders who race often, train on the same wheels, or just want something a little more durable. If you want the 38mm however, you have to roll the Pro Version, as its not available in the Team Edtion.Challenge Chicane Pro 38mm Tubular PriceThe Pro Series tubular is $99.99, while the Team Edition is $129.99 and isnt available in 38mmLook for a full review as we get racing this season, but let it be known that tubulars arent dead, and neither is cyclocross.Challengetires.com

At Bespoked we got a close look at a Kavenz downhill build with a Pinion C1.12i Smart.Shift drivetrain, featuring a slick plug-and-play Zirbel Grip Shifter thats way smaller than Pinions own bulky trigger shifter. And its easier to use, too. Plus, if you prefer a thumb shift paddle, Zirbel also has a sleek solution for that. This Kavenz cockpit also had some slick 77designz bar-end mini-protector prototype handguards, too(All photos/Cory Benson)The Kavenz VHP X is a unique, modular mountain bike that can be built up with 132-201mm of rear wheel travel for Trail to Enduro to DH riding, mullet or full 29er builds, and either a threaded bottom bracket with a conventional rear derailleur or a Pinion gearbox. Its a modular platform that Kavenz truly can customize to how you want to ride. Lets get a close look at that shifter firstLow-profile Zirbel Twister P01 & Grip Shifter P02 Pinion shiftsThe standard wired electronic Pinion shifter is pretty big and chunky. Its almost the same size as the latest MTB Di2 shifters, even though it doesnt need a battery or wireless comms. (Check it out below on Prioritys 600HXT.) But if you want a cleaner, less cluttered handlebar, the electronic shift hackers over at Zirbel have some much nicer Smart Cockpit controls. (Photo/Priority Bicycles)Two new Pinion Smart.Shift-compatible Zirbel shifters clamp onto your bar just next to a grip, offering minimalist electronic shifting control thats just a tiny bit thicker than a lock-on clamp for easier shifts.The Twister P01 features a smooth shift ring with a small raised paddle shifter tab. Lift it up to upshift, push down to downshift. Or if you prefer more of a grip-shift style shifting experience, the Grip Shifter P02 gets the same shift ring with two rows of grippy raised dots all around so you can just reach over past the inside of your grip to shift.Both feature the same electronic internal switching hardware, and are a simple plug-and-play upgrade to the standard Pinion Smart.Shift wiring. Plus, the 3D-printed shift rings are interchangeable, so presumably if you try one (paddle or grip shift) and decide you want to change, Zirbel should be able to easily sort it out.How well does it work?I got the chance to try out the Zirbel Grip Shifter P02 upgrade on Kavenzs VHP X DH bike outside Bespoked this weekend, and it was clearly an intuitive upgrade. While the stock Pinion trigger is fine for Smart.Shifting their own gearbox, the Zirbel shifter just felt nicer to me. No, its not quite like Grip-Shift of old (which is good). Instead, the light shifting action of the wired electronic Zirbel shifters is easy to operate without moving your hand I could easily just reach over with my thumb no matter how my had was positioned on the bar. The nice thing about the Grip Shifter P02 vs. the Twister P01 is there is no need to hit the shift paddle precisely. Anywhere on the dotted ring was plenty grippy to spin the shifter up or down, delivering precise up & down shifts since each actual shift happens down on the left side of the gearbox powered by Pinions electronic shift actuator.Zirbel electronic Pinion shifter upgrades Pricing, options & availabilityTwister P01, Grip Shifter P02 & Nasoni Finger links (l-r)Both Zirbels new Twister P01 and Grip Shifter P02 for Pinion Smart.Shift electronic shifting are available now for 93 Swiss francs (~$108 / 93), directly from the Zirbel online shop. Both shifters plug directly into the standard Pinion shifting wiring harness replacing Pinions TE-1 trigger shifter. No system modification or extra parts required. They are made in Switzerland, featuring CNC-machined aluminum housings and sealed internal controls, ensuring long-life and all-weather shift reliability.Zirbel also sells separate Nasoni Finger Links designed to integrate with the raised gripper dots of their Grip Shifter for mountain bikers looking to further customize their minimalist electronic shifting controls.Zirbel.chNow back to the bike, and those guardsKavenz VHP X modular high-pivot carbon & aluminum mountain bikeThe Kavenz VHP X is one of the most customizable mountain bikes you can buy. Made in Germany, it combines CNC-machined aluminum lugs & frame junctions with Czech robo-filament wound carbon tubes bonded in. Carbon tubes made by the same company that produces Festka & C/Duros frame tubes. Gearbox or DerailleurOne of the biggest ways to change the character of the VHP X is its ability to run a Pinion gearbox like we see here, or a machined aluminum insert that bolts into the same frame that you can thread a traditional BSA bottom bracket into. The goal is not to force one drivetrain ideology. The goal is to allow riders to choose the system that best fits how they ride.This is a frame you can build as a gearbox bike now if you want, and still go back to a conventional drivetrain if you arent satisfied. Or the other way, if you arent ready to commit just you to a Pinion, stick with a derailleur now, and be free to upgrade down the road.DH, Enduro, or TrailThe high-pivot VHP X suspension design can be set up in three different travel modes based on three different shock lengths (and strokes). 225x75mm is for DH, offering 193-201mm of rear wheel travel depending on wheel combo size & high/low flip chip position.205x65mm is Enduro mode, with 171-178mm of rear wheel travel185x55mm is the Trail configuration, delivering 150-154mm of traveleach overall length can also be run with shorter-stroke shocks in 2.5mm steps to further tune reduced rear wheel travelModular interchangeable dropouts, mean the Kavenz VHP X can be easily reconfigured for mullet 27.5/29 or full 29er builds. You can even simply add chainstay length for more stability if you prefer 0 to +30mm, in 10mm increments.Your final bike is pretty much up to your imagination.The intricately machined Kavenz VHP X lugs build in lots more possibilities themselves. Like a Pademelon steering damper, angle-adjust headset, and modular internal cable routing.The Kavenz VHP X frame is available to customize online now. It comes in four stock sizes (S-XL), with delivery times around 10 weeks. Pricing begins at 3660 for the most basic module (with a BSA bottom bracket insert), before you add a gearbox, rear shock, or any of the other customizable features.Kavenz.com77designz prototype mini-handguards77designz is the design and engineering parent company of Kavenz. They wanted to create a handguard design that protects your outside knuckles from branches, trailside trees, and the occasional crash. And they liked the add-on benefit of a Joe Breeden-style bar-end that helps keep your hand on the bar through the rough stuff, without a death grip.Plus, they also didnt like the idea of a full brushguard in front of your hand and brake lever.Their working solution is this 3D-printed mini bar-end prototype. It extends over your two outer knuckles to protect from impaFor. It keeps your hand from sliding off the bar on rough sections of trail. And it serves as a deflector, that should glance off an object if you hit it, and wont catch on small branches.For now, theyre still very much in development. 77designz is working to refine the shape to make sure there is plenty of room for a wide range of mountain biker hand sizes while still keeping them as small as possible. I tried them out, and think it would take a little while to get used to. I ride with my hands quite far out to the end of my grips, so I may even want 1cm wider bar setup to run these. But interestingly, finely adjusting their angle to suit my preferred hand (and brake lever) angle made solved any clearance concerns I had at first.Now, 77designz is soliciting tester help. Hit them up on Instagram if you want to help them refine their shape to fit all riders. Just be advised, the 3D-printed prototypes are not designed to offer the full flex & protect security of the final design. 77designz.com

In Canada, Zoe Bckstedt could have returned to the UCI World Championships to defend her under-23 time trial title. Instead, the 21-year-old Welshwoman has come to Montral to find out how far she can go against the elites.Speaking after a training ride in Montral, Bckstedt was clear about the decision, acknowledging both the freedom of approaching her first elite road Worlds without the expectation of another U23 title and the challenge ahead."Honestly, I think it was time for it," she said. "I think the results I've had this season prove that I'm good enough to do the elites. I think it's the right decision for me to take myself to the elites [and] to make that decision myself."She had experienced something similar at this winters cyclo-cross Worlds, where stepping up after a season disrupted by a broken wrist relieved the pressure to defend her U23 crown. She now carries some of that freedom into Montral, with a seasons worth of results to back up her ambition.Her results against the clock this season include victory in the opening time trial at the Vuelta a Extremadura, a successful defence of her British elite title, and wins in both the prologue and time trial on her way to another overall victory at the Baloise Ladies Tour.With her Tour de France Femmes avec Zwift debut came the opportunity to test herself against top-tier competition. In Dijon, Bckstedt finished fourth, behind winner Marlen Reusser (Switzerland / Movistar), surprise runner-up Lieke Nooijen (The Netherlands / Visma - Lease a Bike) and Demi Vollering (The Netherlands / FDJ-Suez). She proved she could hold her own against the worlds best, even if missing the podium initially made that difficult to appreciate. "I would say the Tour was a good bit of confidence for me," she said. "Don't get me wrong, in the first hour after the race, I was quite disappointed to miss out on the podium."That frustration has since become motivation, giving her "a little bit of a drive to try and do some good training in the last few weeks and come here with the best shape that I could."The preparation itself has remained familiar, however. Bckstedt has added a few longer efforts to account for the duration of the Elite time trial, while keeping faith with the routine that brought her to the Tour in competitive shape.Zoe Bcksted is among the favourites for the rainbow jersey in the Elite Time Trial in Montreal on Sunday (Image credit: Getty Images)Despite making her debut in the elite category, its no stretch to count her among Sundays favourites, though referencing her commanding U23 victory in Kigali would be misleading.Bckstedt was quick to remark that her winning margin of almost two minutes came against a different level of competition and on a different circuit from the elite race.Asked what separates her from other favourites such as Reusser and Vollering, she points to the years they have spent learning their craft."I think honestly the main thing is just experience," she said. "Ive not had so many years in the pro peloton doing time trials, doing all of these different races, racing quite a big calendar. I've not had that really until this season."Their advantage, she explained, also lies in having encountered more of the variations a time trial can offer: climbs, flat roads and different wind conditions. Bckstedt is still accumulating those experiences, even as her results place her in contention.A win or podium would be welcome, but she has not made either a condition of a successful elite debut."I would love to come here to win or even to podium. I think that would also be a really good result," she said. "But I'm still under 23. I could still race the under-23 race, so I'm coming in with no pressure to do anything. It's just: take it as your first elite Worlds, see what you can do, and build on it for next year."Zoe Bcksted will also rid ethe road race as one of Team GB's leaders (Image credit: Getty Images)Her performances this season have also earned her a prominent role on Great Britains road race squad."I believe I'm one of the leaders for the road race after my performance at nationals and at the Tour. They've given me a lot of support in that," she said. "And I think it can be a good road race for me as well."The question is how she will fare over the repeated climbs on the Montral circuit, and how aggressively the race is ridden. A steadier opening could allow her to conserve enough energy to remain in contention late on, she argued. But if the attacks begin as soon as the peloton reaches the circuit, she expects a much harder task.Her approach will involve saving what energy she can and adapting as the race develops. The support around her will matter also, particularly with no race radios to relay information or instructions.Bckstedt will be joined on the road by Anna Henderson (Lidl-Trek), Flora Perkins (Fenix-Premier Tech), Lauren Dickson (FDJ United-Suez), Pfeiffer Georgi (Team Picnic PostNL).Her priority, however, remains the race against the clock. "I think the time trial will always be my main goal," she said. "Its my moment to show what I can do."