British track rider Matthew Richardson has blasted the rider who caused a horror crash that saw him break his hip in July. Returning at the Track World Championships next week, the rider has made a swift recovery but blasted the perpetuator of the crash's actions. Competing in the Keirin World Serie...

Not many bikes stick in my memory long-term, but the previous Ridley Falcn RS was one of them. To cut to the chase, Im sad its gone.But time waits for no bike or brand, and in its place has come the Falcn RS 2.0. It features a complete redesign, to widen the gap between it and Ridleys Noah Fast aero bike, because the old Falcn RS was deemed just that little bit too similar.I was invited to Girona, Spain, to try the new bike on a 60km spin, taking in the Els Angels climb as part of a route popular with local pros, thanks to its steady climbs and sweeping, entertaining descents.Despite my initial reservations, Im encouraged that it now seems a better race-type bike for regular riders like you and me than the Noah Fast or the previous Falcn RS.I lament the old dogs passing, but also accept that the Falcn RS 2.0 is a sensible step in the right direction. We want our pro riders to have options Ridleys Falcn RS 2.0 is a lighter, climbing-focused alternative to the Noah FastRidley Falcn RS 2.0 first-ride impressions The Ridley Falcn RS 2.0 leans more towards the lightweight end of the race-bike spectrum. Ridley The ride position takes a very similar approach to that of the Eddy Merckx 525R, with a very steep seat tube angle and extended top tube to help riders pitch over the cranks without compromising fit. This is perhaps unsurprising, given Ridley and Eddy Merckx operate out of the same Belgian Cycling Factory headquarters and share design team personnel.The new bike delivers an aggressive race-bike position, but is sensible enough that an amateur like me can hop aboard and enjoy it from the get-go. I am certainly not built like a professional rider, but I still appreciate a fast-handling, lightweight-feeling bike. Recent competitive results on the WorldTour under Uno-X riders suggest the new Falcn is no slouch when powered by professional legs, either.The handling is sharp, and the bike feels taut and immediately responsive. Initially, I needed to pay attention to avoid over-manipulating it, such is the immediacy of its responses.Thats down partly to the 36cm (measured centre-to-centre) Forza Nimbus Pro cockpit, which will ship as standard with large-sized bikes. This magnifies the pendulum effect when the bike tilts from side to side and at the onset of suddenly called-for cornering. The cockpit was too narrow for me. Thankfully, you can change it at point of purchase. My size-large bike is roughly equivalent to a 58cm and the handlebar feels a touch narrow. Im built quite broadly, though, so Im not necessarily representative of many Ridley customers.Fortunately, Ridleys bike builder comes in handy here, enabling buyers to mitigate any concerns over cockpit dimensions to get their build as they want it (as well as offering a certain level of flexibility over gearing, crank lengths and, eventually, seatpost setback).Lack of aero performance? My test bike had the SRAM Force AXS-spec build and Forza Skiron wheels with bonded carbon spokes. Ashley Quinlan Despite Ridleys claims of retaining the old bikes aerodynamic efficiency, no specific figures or wind-tunnel charts have been provided to substantiate that.On my first ride, though, the Falcn RS 2.0 felt markedly less rapid on extended descents than a more obviously aero-optimised race bike, which is understandable given its positioning. I can't help but feel the Falcn RS 2.0 lacks a hair of rapidness on flatter roads so far. I tested the Cannondale Supersix EVO on some of the same roads (albeit travelling in the opposite direction) in January this year. In roughly equivalent conditions, save for the temperature, with similar enough builds, that bike felt a step more efficient on flat roads at higher speeds.More surprisingly, I sensed the Falcn RS 2.0 felt a touch less rapid than the previous-generation bike, although I'm relying on my three-year-old memories of it.The bike I tetsed is lighter than the old bike, by a couple of hundred grams if Ridleys ballpark numbers are to be believed (Ill get it on my scales when it arrives in the UK for testing), but that doesnt make it feel noticeably faster just a touch more agile, perhaps. These tyres are fantastic-feeling, but hardier rubber is surely a wise choice for anyone who doesn't have a team car or willing press officers to help fix them. Ashley Quinlan Its early days, and I need to get the bike onto my known test routes before I can verify that sensation. But if it turns out to feel slow when what you crave most of all is speed, that could be a sticking point for some riders, in a similar manner to how the Specialized Aethos might not appeal to some who want the speed of the Tarmac SL9.That said, when I wasnt really pushing myself hard, the Falcn RS 2.0 delivered good levels of comfort over the occasional bit of broken tarmac. The bike was fitted with 30mm Vittoria Corsa Pro Speed tyres a sensible choice of width with a supple cotton 320 TPI (threads-per-inch) casing, albeit most would probably be better off with tougher tyres.It had rained biblically heavily the night before my test ride, drawing grit and gravel across the road in sections, so the route offered an unexpected early glimpse of how the Falcn RS 2.0 deals with less-than-perfect surfaces. I hope this positive impression is reinforced when I ride it on UK roads. Carbon spokes are all the rage right now. Ashley Quinlan My test bike sported a SRAM Force AXS groupset, paired with Forza Skiron RSR 50 wheels. The wheels use bonded carbon spokes, which is an impressive inclusion on a bike costing 8,499 youd normally expect this kind of design to appear on more expensive bikes.Ridley Falcn RS 2.0 bottom line While I miss the old bike, the Falcn RS 2.0 appears to represent a smart revolution for the bike. The original Falcn RS had a point-and-shoot character that Im sorry to see diluted. The Falcn RS 2.0, however, feels like a more rounded and accessible race bike, with an aggressive but sensible ride position, sharp handling and a promising level of comfort.The question is whether the loss of the original bikes character will matter to riders who prioritise outright pace above all else. But, equally, perhaps they would be better off with a Noah Fast.For now, Im reserving final judgement. The Falcn RS 2.0 has the makings of a very good lightweight-leaning race bike, but Ill need to put it through a full test on familiar roads before I can say whether it retains enough of the originals magic and how it stacks up against the competition.An error occurred. Please try again later.Failed to retrieve product attributes: Failed to retrieve product attributes: cURL error 28: Connection timed out after 5000 milliseconds

Basking in yesterday's Rogmontada, Callum is back dredging the internet for two-wheeled delights

CyclistNew Ridley Falcn RS 2.0 is 12% lighter, with builds claimed to weigh as little as 6.2kgRidley has launched an updated version 2.0 of its Falcn RS all-round road race bike, which was used by the Uno-X Mobility pro team at the 2026 Tour de France. It claims that the Falcn RS 2.0 frame has a 705g weight in size M, with the frameset weight 12% lower than its predecessor and complete bikes weighing from 6.2kg.Bert Kenens, senior product manager at Ridley and the bikes lead developer says the new bike isnt just for the pros, though: The Falcn RS 2.0 was developed together with Uno-X, but it is certainly not a bike designed exclusively for professional riders or pure climbers. It is for anyone who enjoys a lightweight, lively race bike that responds instantly when you put the power down.Ridley says the Falcn RS 2.0 is a ground-up redesign, with a new carbon layup designed around climbing performance and reactivity. It has aimed to reduce weight while retaining the frames lateral stiffness, which it says is on a par with an aero race bike. The 705g claimed frame weight represents a 120g reduction from the 825g it claimed when it launched the original Falcn RS in 2023.The brand cites its hollow rear brake mounts as an area where it shaved weight and says the new frame has fewer sharp angles, with the more rounded shapes helping to reduce the weight.At the same time, Ridley says the aerodynamics have not been affected by the weight loss.Geometry updated for modern ride positionsRidley has reworked the Falcn RS 2.0s geometry, based on its analysis of pro riders preferred positions.According to Kenens: These analyses showed that riders are increasingly adopting a more forward position on the bike. That is why the Falcn RS 2.0 has a steeper 76 seat tube angle, which remains identical across all sizes. This creates a more central position on the bike and improves pedalling efficiency.Combined with a longer reach and a higher stack, this creates a modern and progressive riding position with an open hip angle. This not only results in a more efficient pedalling motion, but also in greater comfort during long efforts. The bottom bracket is also slightly lower than on the previous generation. This gives the rider greater stability at high speeds.Ridley says the ergonomics of its Nimbus Pro cockpit helps the rider to stay aero, as well as providing an aero profile.The frame has 35mm tyre clearance, 1mm more than the Falcn RS 1.0 and theres a UDH rear mech hanger and removable front mech hanger, allowing the bike to be set up 1x.Ridley has designed a new, slimmer aero seatpost, again saving weight, and has placed the Di2 battery in the down tube to avoid excess seatpost width. It uses the same lightweight seatpost clamp, which has a carbon shell and titanium bolt, as on the Kanzo Fast 2.0 gravel race bike.Other weight-reducing features include speccing Selle Italias SLR Racing Replica saddle, its lightest option.Sub-6.8kg weightRidley says the Falcn RS 2.0 can be built to a weight below the UCIs 6.8kg minimum, which allows the pros from its sponsored Uno-X team to choose deeper aero wheels or different gearing, but still ride a bike that sits on the 6.8kg limit.The bike was used by some of the teams riders at the 2026 Tour de France, including Torstein Tren, who rode it while wearing the yellow jersey of race leader for two stages before crashing out on the Col du Tourmalet.The Falcn RS impressed me from the very first ride. The bike feels incredibly responsive, is remarkably stable and inspires confidence in every situation, from steep climbs to fast descents, Tren says.Low weight wheelset optionsThe bike has its own wind-tunnel-developed Forza Skiron RSR aero wheelset, which has a 1,197g claimed weight, 50mm depth and 23mm internal width and comes with bonded carbon spokes and CeramicSpeed bearings.Ridley also offers builds featuring 1,315g Mavic Comete 50 wheels, also with carbon spokes and CeramicSpeed bearings, and AX Lightness Ultra SL wheels, with a claimed 950g weight and 45mm depth. The bikes headset bearings are also from CeramicSpeed.All wheel options are set up with TPU inner tubes, also helping to keep weight down.Ridley Falcn RS 2.0 groupset options, weights and pricesRidley will sell the Falcn RS 2.0 in sizes XXS to L and three specs, although its online configurator allows you to customise your choices:SRAM Red AXSClaimed weight: 6.2kgPrice: 12,499SRAM Force AXSClaimed weight: 6.65kgPrice: 8,499Shimano UltegraClaimed weight: 6.8kgPrice: 7,499The post New Ridley Falcn RS 2.0 is 12% lighter, with builds claimed to weigh as little as 6.2kg appeared first on Cyclist.

Cycling loves to pretend its just a sport. Of course, thats nonsense. By now, weve turned our hobby into a fully-fledged religion complete with relics, pilgrimage sites, saints, virtues and commandments. The greatest of them all: Thou shalt not stop. What does that do to us?God, you have to imagine, must be a happy fellow. Anyone who still finds the time to keep a protective hand over his flock of ultracyclists, while the rest of the world is falling apart, has to be either incredibly generous or exceptionally well organised.So what happened? Pastor Pawel Nowak from Bremen, Germany lined up for the Race Across America with Gods help. As the Almighty probably wasnt sitting in the team car handing out caffeine gels, were talking about a different kind of support. Faith. Faith in yourself. Faith that youre capable of something extraordinary.So far, so good. Thats what faith is for. But Nowak takes it one step further: Faith tells me not to stop the moment things get difficult or the pain begins. It tells me to simply keep going.Simply keep going. Ride on. If God tells you to keep pushing, who are you to stop? In everyday life we praise moderation. On the bike we worship extremes. Where does inspiration end and hero worship begin?The Liturgy of SufferingFaith. Pain. Sacrifice. Cycling is the perfect match for lifestyle martyrs. Religions have fasting, pilgrimages and self-mortification. We call it clean eating, Alpe dHuez and Everesting. In both worlds its about self-denial in the hope that something greater awaits at the end of the road. Heaven, or an oat-milk latte; it hardly matters, as long as salvation is part of the deal. Somewhere along the way, cycling wrote its own gospel. And one commandment towers above the rest: Thou shalt not stop.We celebrate riders who drag themselves over the finish line with broken collarbones, fractured vertebrae and enough missing skin to upholster a dining chair. We romanticise teammates who keep pulling turns with punctured lungs.Before collapsing on Mont Ventoux, Tom Simpson supposedly muttered, Put me back on my bike. Whether he actually said it is beside the point. The fact that we want to believe he did tells us everything about the stories we choose to celebrate. Cycling doesnt just admire suffering. It canonises it.And not just in the WorldTour. Out on the fringes of the sport, endurance athletes pedal themselves into hallucinations, cross continents without sleep, and somehow keep finding new ways to turn multi-day bikepacking routes into twenty-four hour challenges. The only problem? By the end, everything is so swollen that your own phone wont recognise your face anymore. Suffer now. Smile later. The Book of Ultracycling. Chapter 2. Verse 24.The more absurd the ordeal, the greater the applause. Riding up a mountain at 180 beats per minute builds character. Two nights without sleep turns you into a prophet. Sleep deprivation becomes mental resilience. Hallucinations become spiritual awakenings. Physical collapse becomes personal growth.We like to call it switching the brain off. More often than not, its the brain that switches the body off.The Gospel According to StravaFor many of us, suffering is the universal currency of cycling. We count it in annual mileage, average speed, elevation gain and FTP. To some extent, thats simply the nature of riding drop bars.Other sports celebrate moments of brilliance a flash of genius, a signature move, the perfect piece of skill. Even mountain bikers can fill an Instagram feed with stylish whips and spectacular drops. Road cycling plays by different rules. If you want to ride faster, theres only one option: ride longer, dig deeper, hurt more.And strangely enough, thats exactly what makes it so satisfying. Suffering has a way of separating the process from the outcome. You can lose a KOM. Someone will always ride your climb faster. But nobody can take the effort away from you. The pain is yours. The miles are yours. Pain is temporary. Glory lasts forever. More importantly, suffering gives meaning to the ride.And suffering is wonderfully democratic.Not everyone can be Lionel Messi. Not everyone can throw a nine-darter. But everyone can be cold. Everyone can be hungry. Everyone can be tired. Pain tolerance is the most egalitarian talent in sport.Well never produce Pogaars power numbers. But weve all had that moment when our legs begged us to stop. Pain is the common language. It bridges the gap between the WorldTour and the weekend ride. Suddenly, every motorway overpass feels a little like the Muur van Geraardsbergen. You just have to picture the chapel for yourself.As if that wasnt enough, suffering comes with another advantage: its perfectly suited to modern life. Every act of suffering begins with the same thing delayed gratification.The ability to postpone pleasure has become one of the defining virtues of modern society. Our ancestors hunted mammoths, feasted until they couldnt move, and then went hungry until being eaten by a cave bear. Today we invest in ETFs, dental insurance and annual mileage.Sooner or later, though, we all discover the same uncomfortable truth. Whether were looking at our investment portfolio or our Strava account, someone else has always been more disciplined. But where the extreme saver gets eye rolls, the extreme rider gets kudos.Little by little, they become the benchmark for what cycling is supposed to look like: the biggest elevation totals, the longest twenty-four-hour rides, the shortest caf stops. The role models of our sport arent cyclists anymore. Theyre endurance professionals.It may all look relaxed, friendly and wonderfully non-commercial on Instagram, but make no mistake: these are world-class athletes quietly redefining whats considered normal. And every year, the bar moves a little higher.RevelationsOne of those athletes is Jack Thompson. The multiple ultracycling world record holder once put it like this: Last years extreme is this years mainstream. Thats the game. If you want people to notice, you have to push the line a little further every single year.In 2024, Thompson set himself another challenge: riding the Camino de Santiago in world record time. Seven hundred and seventy-five kilometres. Ten thousand metres of climbing. Less than twenty-four hours. A pilgrimage at 32 km/h. Not exactly the ideal pace for quiet reflection.Then he got sick. He stopped. He decided that the risk of causing lasting damage simply wasnt worth it.What began as a record attempt turned into something else entirely a journey with his father. A journey that, in his own words, changed the way he thinks about records, ambition and the endless chase for more.Jack is fortunate enough to work with partners who dont measure success purely in likes, followers or records. And that makes sense, because the real fascination of an ultracycling project doesnt begin at the finish line. It begins with an idea. It grows through preparation, doubt and all the decisions made long before the start and sometimes, the bravest decision youll make is the decision to stop. When world-class athletes have the courage to step away instead of pushing on regardless, that can be even more inspiring than chasing yet another record.A pastor finds the strength to keep riding through faith. An ultracyclist finds the strength to stop on a pilgrimage. Cycling loves extremes maybe because theyre easy to romanticise. Records. Pain. Heroes. But the stories that stay with us are rarely about how far someone rode. Theyre about why they rode. And why, eventually, they chose to stop.Der Beitrag Thou Shalt Not Stop: The Cult of Extremes erschien zuerst auf GRAN FONDO Cycling Magazine.

Ridley has launched the Falcn RS 2.0, a new climbing-focused race bike that's designed to prioritise low weight over aerodynamic efficiency.We first spotted the Falcn RS 2.0 in the wild under Uno-X Mobility riders at the Tour Auvergne-Rhne Alpes in June, and it has already proven competitive, ridden to second place on the penultimate stage of the 2026 Vuelta a Espaa by Tobias Johannessen.Johannessen followed up that result with victory on the flat stage 21, on board the Noah Fast, vindicating Ridleys rejection of the single-bike approach.Accordingly, the new model is intended to sit alongside the Noah Fast, and offer options to its sponsored riders and customers, according to the brands drop-bar product manager, Bert Kenens, who concedes that the Noah Fasts weight has made it less suitable for racing in the mountains. Read our first-ride review of the Ridley Falcn RS 2.0A completely new design There's a claimed 12% weight reduction from the previous Falcon RS frame, fork and seatpost. Ashley Quinlan The Falcn RS 2.0s new frame, fork and seatpost combined are claimed to be 12 per cent lighter than the previous Falcn RSs, with the frame tipping the scales at a claimed 705g in a size medium (roughly equivalent to a typical size 56cm). The previous Falcn RS frame weighed 825g in the same size.The standard SRAM Red AXS build is said to weigh 6.2kg (also in a size medium), with Force AXS and Shimano Ultegra Di2 R8100 builds also scraping under the 6.8kg UCI weight limit.Ridley says the frames tube shapes have been designed to reduce weight, while retaining essential aerodynamic performance. Kenens explained that the brand chose the more traditional-looking tube shapes compared to the previous bike because the carbon can be laid up in a more efficient manner. The Falcn RS 2.0 is an entirely fresh design. Ridley says this enables the frame to be made lighter without compromising its structural requirements.Given the stark differences, the Falcn RS 2.0 represents a completely new design, as opposed to an evolution of the old bike.The flipside is Ridley claims the new bike is around 10 watts slower than the Noah Fast at 50km/h. Tyre clearance is 35mm. Ashley Quinlan However, Kenens says the typical assumption that an aero bike is the fastest was challenged at this year's Tour de France. Yellow jersey incumbent Torstein Tren decided to ride the Falcn RS 2.0 on his second day in the jersey (stage 6, which included the Tourmalet mountain pass), despite being presented with a special yellow Noah Fast frame in time for the day.Regardless of his fortunes that day he lost the jersey to the tough parcours and a rampant Tadej Pogaar Kenens says Tren and his Uno-X team took the decision on performance grounds alone.Progressive race geometry The geometry is progressive and race-focused. Ashley Quinlan The Falcn RS 2.0 also gets what Ridley describes as progressive race geometry.The seat angle is notably steep at 76 degrees through the five-size range, designed to pitch the rider over the bottom bracket for greater pedalling efficiency a direct response to pro riders modern tendency to slam saddles to (and beyond) recommended limits in order to achieve the same effect.Meanwhile, in a similar manner to sibling brand Eddy Merckxs 525R race bike, the top tube has remained the same effective length by shifting forwards, meaning riders shouldnt need to resort to running longer stems to compensate for the forward saddle position. The seat tube angle is a steep 76 degrees on all sizes. Ashley Quinlan Its worth noting that the reach appears longer in the brands geometry charts as a result. This figure is calculated from a horizontal line drawn from the bottom bracket (which has remained in a normal location) to the centre of the head tube (which has moved forwards).Up front, the head tube angle is a more common 73 degrees for sharp and agile handling, according to Kenens, but the head tube has been made taller than the previous Falcn RS which I recall delivering a low-down and aggressive ride position.Ridley says this should contribute to a more comfortable position without resorting to running spacers.Design details The front derailleur hanger can be removed if you want to run the new Falcn in 1x orientation. Ashley Quinlan The Falcn RS 2.0 can only be run with electronic drivetrains, while the front derailleur hanger can be removed for it to sport a 1x drivetrain.The new, smaller-diameter seatpost has resulted in the Di2 battery housing moving from there to the down tube, which Ridley says reduces the risk of cable snags. This is fastened in place using the same clamp design as on the Kanzo Fast 2.0 gravel bike, which sees a carbon shell clamped upon by two titanium bolts.Tyre clearance is rated to 35mm (measured), while the bearings for the headset use CeramicSpeeds Solid Lubrication Technology for fewer servicing needs.The bike features a BB86 press-fit bottom bracket standard.Customisable builds and prices There are SRAM Red AXS and Force AXS builds, or you can opt for Shimano Ultegra Di2 R8100. Ashley Quinlan The Ridley Falcn RS 2.0 is available from today in three off-the-peg builds: SRAM Red AXS (11,299 / $14,999 / 12,499), SRAM Force AXS (7,699 / $10,199 / 8,499) and Shimano Ultegra Di2 R8100 (6,899 / $8,999 / 7,499).However, while these bikes are standard off-the-peg specifications, they are fully customisable using Ridleys bike builder programme.Importantly, the brand allows size modifications to the Forza Nimbus Pro integrated cockpit, and Kenens says the brand is working on a setback version of the seatpost (but expects most riders to prefer the default in-line seatpost to complement the new geometry).The bike comes fitted with TPU inner tubes as standard, purported to deliver comparable rolling resistance benefits to tubeless, but without the risk of sealant drying in transit.

Primoz Roglic may have turned back the clock in Wednesday's European Champoionships time trial, but he's very much running out of time in terms of reaching an agreement for a transfer ahead of the 2027 season. Out of contract with Red Bull - BORA Hansgrohe, the team and rider have confirmed that he...

Post-pandemic slump? Direct-to-consumer brands? The death of local retailers? Dont worry. Local bike shops are still here, and all signs suggest theyre here to stay. We spoke to an organisation thats not only committed to preserving independent bike retailers, but to helping them evolve: ZEG.By all accounts, the bike shop from around the corner should have disappeared years ago; at least, if youd believed the predictions of the past two decades. Direct-to-consumer brands, online retailers and bike megastores. Add online bike configurators, virtual bike fits and the promise of a fully digital customer journey, and the local bike shop seemed destined for the same fate as the neighbourhood electronics store just another empty shop window, or maybe a new pizza takeaway.Yet despite all those predictions, the local bike dealer has refused to become obsolete. Workshops, showrooms and retail floors are still everywhere. People still help other people choose frame sizes, groupsets and e-bike motors. And while we, in the cycling bubble, tend to think in terms of brands and vibes, much of what makes cycling special still happens face-to-face, between a retailer and a customer.So where does bricks-and-mortar retail stand today? What challenges does it face? And why has it proved more resilient than so many other industries?To find out, we spoke to an organisation more deeply intertwined with independent bike retail than almost anyone else.Where Pragmatism Meets IdealismThe Zweirad-Einkaufs-Genossenschaft, or Two-wheeled Purchasing Cooperative is something of a unicorn in the cycling industry. Product development, manufacturing, proprietary brands, wholesale distribution, marketing, workshop certification and retailer services it does a little bit of everything.And unlike most companies, ZEG belongs to its members: the retailers themselves. Founded more than sixty years ago, the cooperatives logo now hangs above the shop windows of more than 1,000 bike stores across Europe.We sat down with Axel Hintermaier, Head of Member Support at ZEG, to talk about step-through bikes, the future of bike retail and running shoes.GRAN FONDO: What did a bike shop look like back in 1966?Axel Hintermaier: Back then, bike shops were closer to small kiosks than the experience centres we know today. You might have seen five bikes in the shop window. Customers could choose between a diamond frame or a step-through frame, and maybe two colours. If someone had heard about a new bike or seen an advert in the newspaper, theyd go to their local dealer not to compare hundreds of different models, but to buy that particular bike, assuming the shop had one in stock. Back then, the local bike shop was the only link between the brand and the customer.GF: How much idealism was behind the idea of founding a cooperative?Axel: It wasnt just a pragmatic solution to an everyday problem, it was about building a strong community. A single bike dealer had virtually no bargaining power with manufacturers. Eight dealers working together suddenly had a very different position. Instead of ordering ten locks, they ordered a hundred and secured much better terms. That created the economic foundation that allowed them to build sustainable businesses over the long term. Our retailers arent customers theyre owners.GF: If you compare a bike shop in 1966 with one today, whats changed the most?Axel: Bike retailers sell a lot more than bikes. They sell mobility solutions, leasing contracts, service packages and software updates. Modern bicycles have become far more complex and so has the role of the retailer. Back then, it was all about bikes, inner tubes and locks. Today you also have to deal with e-commerce, data protection, marketing, staff management and an ever-growing list of legal requirements. Running a bike shop now demands far more than simply selling bicycles. Thats why the need for support has grown so significantly.GF: How has that changed what ZEG offers its members?Axel: In the early days, the focus was simple: buying together to get better prices. Today we support our members in completely different areas from workshop training and digitalisation to marketing, store design and legal advice.GF: The word cooperative still carries a certain romantic idealism. How does the model actually work?Axel: Our retailers arent customers theyre owners. When someone joins ZEG, they buy cooperative shares and become part of shaping the organisations future. Through a range of working groups, the experience retailers gain on the shop floor feeds directly into product development, services and marketing. The principle is simple: decisions about the bike trade should be made with retailers, not for them.The Value Chain GangBicycles are emotional products. We buy bikes. We ride bikes. We talk about bikes. Hardly anyone posts unboxing videos of a toaster. Bike brands figured that out long ago. With clips, campaigns and activations, they target our reward centres directly.The structures behind independent bike retail, by contrast, speak more to the prefrontal cortex. It takes a bit of brainpower to appreciate what ZEG actually does. Round tables instead of aero optimisation. Data protection instead of design language. Workshop certification instead of vibes.Yet ZEG doesnt just work behind the scenes it also takes centre stage. In retail, that stage is the shop window. Brands like Pegasus and Bulls are exclusive to ZEG members. Then there are brands like Kettler, Hercules, Flyer, ROTWILD and i:SY, which also belong to ZEG, but are available through retailers outside the cooperative.What began as a purchasing cooperative has grown into one of the most influential players in the European bicycle industry including its own manufacturing facilities in Germany. The Kettler factory in Sankt Ingbert is home to one of Germanys largest and most advanced bicycle production facilities. Up to 200.000 bikes can be painted and assembled there every year, using frames manufactured in Asia. ZEG has long since become more than a buying group. Today, it controls large parts of the value chain itself.GF: A purchasing cooperative with its own manufacturing sounds like a contradiction. Why does ZEG build bikes at all?Axel: Independent bike retail can only succeed with high-quality products. Above all, we want to develop our brands through quality. Thats why weve invested heavily in raising our manufacturing and quality standards over the past few years. You wont necessarily notice it at first glance. But when a customer still feels theyre riding a reliable bike after two or three years thats what builds trust in a brand.GF: When you talk about quality, what does that actually mean?Axel: Quality begins long before the first ride. A good bike has to be easy to assemble, reliable, easy to service, and still feel like a premium product years down the line. Our goal is for both the mechanic building the bike and the customer riding it every day to enjoy the product. Thats what ultimately defines a strong specialist retail brand.The Internet is Exceptionally Good at Selling Bikes. Its Considerably Worse at Repairing Them.GF: Whats the biggest advantage local bike retailers still have over online retail today?Axel: Proximity to the customer. Bike shops are part of the local infrastructure. If something goes wrong with your bike, you want someone around the corner you can rely on whether its a puncture, a routine service or a technical issue with your ebike. A bicycles story doesnt end when its sold. Ideally, the retailer supports the customer throughout the entire life of the product. Thats something online retail can only do to a very limited extent.GF: Can a bike shop still succeed today if it focuses purely on selling bikes?Axel: No. Those days are over. The rise of online retailers made it clear that specialist bike shops can no longer compete on price alone. Service is what makes the difference. Sales and the workshop have become inseparable. Without outstanding service, a bike shop has no long-term future.From Bike Buyers to Bike RidersAnyone whos followed the discussions around the cycling industry, overcapacity and the post-pandemic downturn has probably wondered what the future of the bike trade actually looks like. Leasing schemes have filled garages with premium bikes, countless basements are home to barely-ridden bicycles gathering dust, and even people who never thought theyd own one now seem to have a gravel bike.But how do you turn bike buyers into bike riders? People who see their local bike shop as the go-to place for everything cycling. A place to meet for group rides, talk bikes, get repairs done and, yes, spend money.Perhaps thats exactly where the next stage in the evolution of specialist retail begins. Not as a sales floor, but as a meeting place. A hub for group rides. A workshop, caf, event organiser, route planner and trusted point of contact all rolled into one. In that world, the retailer isnt just selling a product theyre opening the door to a community.The drop bar scene is already moving in that direction. Coffee rides, community rides and shop rides have become part of the business model in many places. In the ebike world, by contrast, the relationship between customer and retailer still too often ends at the checkout. Maybe its time to rethink what service actually means. Not just advice, bike fitting and repairs, but the ability to keep people riding for years to come.Expert Advice Is a Premium ProductGF: Why are you convinced that brick-and-mortar bike retail still has a long-term future?Axel: Because bicycles remain deeply analogue products. You have to ride them, experience them and feel them. Twenty years from now, we still want to be out riding not sitting on the sofa wearing a VR headset. Thats exactly why there will always be places where people can test bikes, get expert advice, and receive proper service. Digitalisation will complement specialist retail but it wont replace it.GF: Many people still believe that physical retail will eventually be displaced by online shopping.Axel: I had an experience recently that made me think otherwise. I was shopping for running shoes with my daughter and, honestly, I assumed that business had moved online by now. The opposite was true. The shop was packed. Everywhere you looked, people were getting advice, and customers of all ages were taking the time to find the right shoe. Even I was surprised.GF: What ultimately brings customers into a bike shop the bike, or the person selling it?Axel: Our retailers are very clear about that: its the people. In fact, one of our marketing working groups recently confirmed exactly that. Many dealers now deliberately feature their own staff in brochures and campaigns because people build trust with people. Of course, some customers prefer to shop anonymously. But just as many value personal relationships. I see it among my own friends. They dont say, Im going to dealer XYZ. They say, Im going to see Thomas hell have a look at my bike. Once customers know and recognise the people behind a shop, a relationship begins to develop. Thats something brick-and-mortar retail will always have over online shopping. We sell joyGF: Do you think expert advice itself can become a product?Axel: Were already seeing that in other industries. When you buy running shoes, skis or tennis rackets, some retailers charge separately for expert advice, and then deduct that fee if you make a purchase. It shows how valuable personal expertise has become. Why should qualified advice always be free?GF: Why would you still open a bike shop today?Axel: Because we sell joy. Customers leave the shop with a smile on their face, looking forward to their first ride. There are plenty of industries where people buy products out of necessity or obligation. A bicycle, on the other hand, is something you buy because you want to experience something. Thats a privilege and one of the best reasons I can think of to become a bike retailer today.Der Beitrag Long live the independent local bike shop Whats Behind ZEG? erschien zuerst auf GRAN FONDO Cycling Magazine.

Masters and juniors can now compete to be a cycling esports world champion, after the UCI and MyWhoosh announced the creation of the UCI Junior and Masters Cycling Esports World Championships on Thursday.Riders aged 17 and 18 and aged 40 and over, divided into five-year age categories, will now be able to challenge for rainbow bands, at the Worlds, which will take place remotely on Saturday 12 December. This will follow the final of the 2026 UCI Cycling Esports World Championships, which takes place a week before. It gives an opportunity for cyclists to test themselves at a World Championships from their own home; athletes will represent their National Federation, and so will need to hold a UCI licence with a UCI ID, and meet the applicable eligibility and participation conditions.The races will take place on MyWhoosh, on the final 13.3km circuit of the 2026 UCI Road World Championships in Montral, with 247m of elevation gain. Junior riders and Masters aged 60 and over will ride two laps (26.6km), and Masters aged 40 to 59 will ride three laps (39.9km).To compete in the Worlds, riders must use approved equipment and have a verified MyWhoosh account, and provide dual power recording. They must also have already participated in at least three MyWhoosh Sunday Race Club (SRC) events by 1 December, completed the Power Passport Test and passed pre-event verification. Riders are also required to wear national kit. More can be discovered through the UCI Regulations for cycling esports, and the MyWhoosh Cycling Esports Rules & Regulations, and riders are invited to address technical queries to racecontrol@mywhoosh.com."Cycling esports has grown incredibly in recent years and continues to thrive," UCI president David Lappartient said. "After five very successful editions of the UCI Cycling Esports World Championships for Elite riders, I am delighted that we will now offer Junior and Masters riders the chance to earn the rainbow jersey of UCI World Champion in this discipline that connects people from all continents and of all ages and abilities.""Launching the first UCI Junior and Masters Cycling Esports World Championships is an important step in opening top-level esports competition to more riders," MyWhoosh's director of esports and game operations, Matt Smithson, said. "It gives Juniors and age-group athletes a clear opportunity to represent their National Federations, compete for an official UCI world title and experience the same high standards of racing and verification we put on at the Elite level. "We want these Championships to be competitive and accessible to riders around the world, and we are looking forward to welcoming a new generation of athletes to the MyWhoosh platform."Earlier this week, it was announced that the elite Esports Worlds would not simply be a road race, but a race with surge checkpoints, and a second points race. The update aims to make the Worlds simply an event won purely on power. The 5 December event will take place in Copenhagen, Denmark.

UAE Team Emirates-XRG face the seasons final Monument this Saturday with one clear objective: to maintain their dominance at Il Lombardia. The Emirati team has won the last five editions of the Italian Classic, all with Tadej Pogacar as the main protagonist. This time, however, they must defend the...