Il Lombardia will take place on the 10th of October 2026. The race is the ultimate culmination of the Italian autumn classics, having the status of fifth and last monument of pro cycling. With Tadej Pogacar absent this year, there will be a new winner after five editions. Below, you will find the pr...

For the last decade or so, the Merida Reacto has been widely regarded as one of the best-value aero bikes on the market. Its blend of speed, weight, comfort, and price has made it a strong alternative to the Specialized Tarmac, Trek Madone, or Cervelo S5, appealing to riders who think with their head rather than their heart. We've already sampled the fifth-generation Merida Reacto at the global launch in Spain, and while we were impressed with how it fared over the 300km of riding, local testing always reveals a bike's true character and potential flaws. With rumours of a return to WorldTour racing in 2027, it promises more speed via some hefty aero claims and slightly less heft, with the frame now weighing a claimed 950g. But have direct-to-consumer brands and growing competition from the Far East eaten up its USP? Ive spent the summer aboard the Shimano Ultegra Di2-equipped Merida Reacto 9000 on the mixed parcours of South Wales to find out.(Image credit: Future)Design detailsThe new Reacto has seen more changes to its design and aesthetics compared to its predecessor than we often see from new releases; personally, I think that the frame looks the business. The bladed fork legs and deep headtube look purposeful, and the angular seat stay junction creates a bike with better balance than many rival aero bikes, which, in my opinion, can look a little front-heavy. (Image credit: Future)Of course, the frame design prioritises function over form, and the most obvious changes are at the rear end, with a more pronounced wheel cutout on the seat tube and a cutout on the S-Flex carbon seatpost. Both of these are said to aid comfort, allowing vertical compliance over rough surfaces without compromising lateral stiffness for out-the-saddle sprints.This Reacto 9000 model is available in two colour options: a classy slate grey and black, or this Effect Silver, complete with a metallic silver and bronze finish over the naked carbon frame. Im not always a fan of bikes that are half painted, but I love this.(Image credit: Future)The Reacto 9000 is the cheapest in the range to feature the top-spec CF5 V carbon frame, the same carbon-fibre layup we expect to see raced in the World Tour next year. The frame has space for up to 32mm tires, which should be enough for most riders, but unlike many recent releases, it doesnt feature UDH and instead uses a press-fit BB86 bottom bracket rather than a threaded one. SpecificationsMy test bike came equipped with Shimanos Ultegra R8100 Di2 groupset, complete with a sensible 52/36T crankset but rather surprisingly an 11/30T cassette, which gives the bike less gear range than necessary and, indeed, less than what many pros use these days; I would argue that professional races vary less in speed than most amateur rides, so this does strike me as a slightly odd choice and I would guess its been made for one of two reasons: to keep weight down or because of availability.(Image credit: Future)A 60mm-deep pair of Reynolds BL60 wheels helps the bike dominate flat rides. The rims have a pretty narrow internal width of 21mm and are fitted with a pair of 28mm Continental GP5000s TR tyres.(Image credit: Future)For 6,250 / $8,500 you also get an integrated cockpit in the form of a Vision Metron 5D bar and stem which looks clean but at 40cm wide at the tops and flaring out to closer to 42cm at the drops I would argue seems a little out of kilter on a bike with such lofty aero ambitions.(Image credit: Future)PerformanceThe Reacto is undoubtedly an impressive bike to ride no matter the parcours. The lateral stiffness and competitive weight (7.53kg on my scales) meant that it was easy to forget that this is a fully fledged aero bike when climbing out of the saddle, and the changes at the rear end have certainly helped boost comfort to bring it in line with all-rounders such as the Tarmac SL8 (I havent ridden the SL9 yet) and the latest generation of Canyon Aeroad. The handling sees no radical departure from the previous generation of Reacto and thats no bad thing, with the additional road-buzz-cancelling ability of the frame, its a confident descender, and on the whole, the performance of the Reacto is every bit as good as it claims to be. (Image credit: Future)My only real gripe comes with the aforementioned handlebar width. With its aerodynamically enhanced tube shapes and 60mm deep wheels, the Reacto was impressively fast on the flats, but I couldnt help feeling it could have been even better with a narrower bar. Merida does use a much narrower bar on the bikes higher up the models range, but unlike some brands there isnt the option to customise your build at the checkout. The best bet may be to find an accommodating Merida dealer willing to swap the bar for a different size. Im sure Merida has its reasoning, and some people wont want a narrower bar, but I think a lack of component options is an area where established brands need to improve. With regard to handlebars specifically, its also a problem that has become far more expensive to remedy, given the industrys wide embrace of integrated cockpits on race bikes. While this issue is by no means isolated to the Reacto, it could be a reason enough for some to consider looking elsewhere because if a bike isnt optimised for you, it doesnt really matter how good it is. Okay, rant over!ValueThe Reactos party piece has always been that it can mix it up with the best in the business, such as the Tarmac, Madone and Cervelo S5, whether in the wind tunnel, on the scales or out on the road, and then, much like the Giant Propel, it sucker-punches the competition when it comes to price, so weve ascertained that the latest generation can still mix it with the best out on the road, but does it still represent the sensible choice?Well, a similar spec Cervelo Soloist will set you back 750 more, the Specialized Tarmac SL8 Pro is 7,250 / $8,499, so a full 1,000 more than the Reacto and its a similar story with the Madone at RRP. Unfortunately for Merida, and through no fault of its own, I think the playing field has shifted. The Rose Shave FF is not only lighter at 7.1kg, but it also comes with a power meter for 5,800 / $7,678. You can also get a Canyon Aeroad with the same groupset for less; the Aeroad CF SLX may not have the same frame as the range-topping CFR, but it is still very good and has a RRP of 5,699 / $6,499. We havent had the chance to ride Cubes 2027 range yet, but the recently updated Litening Aero matches the Reacto on paper, at least.And thats before we get on to the Far Eastern direct-to-consumer brands such as Quick Pro, Tavelo, X-LAB, etc. This model seems to have done nothing wrong, yet it enters a different world from the one the previous generation of Reacto left behind. Its competitively priced, but it's not quite the no-brainer it used to be.(Image credit: Future)Scoring breakdownDesign detailsJust because its a cool looking bike doesnt mean that this is a case of form over function. The Reacto is as fast as it looks and the paint job is a particular highlight over increasingly boring competition.9SpecificationsA solid albeit not mind blowing build. The Ultegra Di2 groupset is still a top choice but the chain is from a lower tier. The wheels are in keeping with the bikes personality but are quite narrow by modern standards. Id personally prefer a 11/34 cassette rather than 11/30 and some narrower bars (Or the choice to change them).7WeightIts lighter than many aero bikes in a similar build but there are all-rounders which are lighter.8PerformanceThe Reacto can still mix it with the best out on the road. Its fast, competitively light and impressively comfortable.9ValueA few years ago it was probably enough to just undercut the big brands, now theres a whole load of brands that are also competing in this space and the Reacto is no longer the bargain it once was. Its still an excellent value bike, its just not alone.8Overall82%Tech specsPrice: 6,250Size: M/LWeight: 7.53kgGroupset: Shimano Ultegra R8100 Di2Crankset: 52/36T Shimano Ultegra R8100 with power meterWheels: Reynolds BL60Tyres: 28mm Continental GP5000 ST RBrakes: Shimano UltegraBar/Stem: Vision Metron 5DSeatpost: Merida S-Flex carbonSaddle: Prologo Nago R4 PAS

After a long period of dormancy, Netcompany INEOS have finally begun announcing their signings into the 2027 season. Harold Tejada of XDS Astana Team - hours after Markel Beloki - has officially joined the British team, adding more climbing firepower towards its block. Harold is a strong, solid cl...

Over a thousand Van Rysel GRVL AF bikes have urgently been recalled by Decathlon America, because of concerns around the front wheel lock nut becoming loose and undoing over time. Although no accidents or injuries have so far been reported as result of this fault on the extremely popular bike, the identified flaw could create a potentially dangerous situation for riders, "posing a crash hazard", as stated on the US government's Consumer Product Safety Commission (CPSC) website, creating a "risk of serious injury or death".The recall involves around 1,150 individual bikes across the highly versatile and reasonably priced family, designed for gravel riding, road cycling, commuting to work and more extensive multi-day bikepacking adventures. According to Decathlon's recall: "Front lock nut on the bicycle fork may loosen during use, which can lead to a loss of steering control or component detachment, posing a fall and crash hazard to riders."The specific models involved are the following: the word brown CN FR (model number 8911304), apex beige CN FR (8911305), sword pink CN FR (8911308), and GRVL AF GRX black (8929130).The impacted bikes, which retail for anywhere between $1,400 and $2,300, were all sold in sizes extra-small, small, medium, large and extra-large through REI Co-op outlets in the United States, between March of 2025 and August of this year.Each of the named bike models can easily be identified by name, and also through the Van Rysel Product ID (which begins with the number 5 and can be located on the barcode sticker on the frame near the bottom bracket of the bike). It's important to note that only Van Rysel bikes with the Product IDs/ SKUs mentioned on the official CPSC webpage are affected, and riders with other models do not need to be concerned, or to take any action. Decathlon America are asking people with the bikes involved to take them along to their nearest REI Co-op outlet, where their bike will be inspected and repair of the fork assembly is being offered if required, obviously all free of charge. Anyone who is unable to visit an REI location is advised to contact Decathlon customer service for assistance.

It might not be pretty, but Van Rysel's RCR-XC is the shake up MTB has needed for a good while, says Liam

CyclistDream bikes: Prova IntegraleGreat engineering makes the complex look simple, and theres plenty of that going on in the Prova Integrale. The flowing lines of its frameset conceal custom-butted titanium tubing, unique 3D printed junctions and hand-laid carbon fibre. The finished product may look uncomplicated but its the result of a manufacturing journey that extends over several months, while the balanced ride characteristics are testament to Prova founder Mark Hesters decade-plus of experience in refining frame geometries, added to a lifetime of riding.Ive always ridden bikes, alongside building race cars with my dad, says Hester. Initially it was the latter hobby that informed my education and career.A carbon monocoque race car chassis the first autoclave-cured of its type in Hesters native Australia formed his final thesis project, which propelled him into automotive design and eventually a job in the UK at Jaguar Land Rover.In 2014 when the Tour de France started in Yorkshire it was easy for me to go [Jaguar then sponsored Team Sky]. Andrew Denham from the Bicycle Academy had a stand in the event village and we got chatting, then I went to Bespoked [the handmade bicycle show] and kind of immersed myself in framebuilding.Id always wanted a custom bike one in particular from what now would be considered one of my main competitors but Bespoked exposed me to the scale of the scene. Growing up in Australia there just wasnt one. Prova is one of only two titanium builders in Aus still today.Hester had discovered that people actually made a living from building bikes, so decided to try it himself as a fun project outside of his engineering nine-to-five. As with many others, it was a course at the Bicycle Academy that gave him the grounding. Hesters transferable skills meant that he progressed quickly.I started with fillet-brazing steel frames, then practised TIG welding steel, then stainless, before moving into titanium in 2018, he says.Despite not being official yet, Prova was already Prova.I had a Ferrari book when I was a kid and all the test cars had prova on their registration plates. It means trial or proving. Along with the tie-in to iconic Italian automotive design, it made me think the name was appropriate. Better than having Hester on the down tube, thats for sure.Home is where the art isThings moved up a gear when Hester and his wife wanted to move back to Australia.The engineering work I was doing in the UK was quite specialised and didnt exist over here [in Australia], he says. So I moved into framebuilding part time alongside some other engineering work. It really was just some tubes and a jig in a shed for a bit, but I steadily expanded, moving into a shared commercial space to access more equipment.The shared space proved to be beneficial for the fledgling Prova, seeing as Bastion (custom framebuilder), Velocraft (custom painter), Superbe Velo Services (mechanics) and RiderFit (bike-fitter) were the other inhabitants. Prova kept some elite company as it gestated.Early on I learned to focus on Provas social media presence, says Hester. Good photography, beautiful paint schemes and well-specced show bikes helped us gain recognition. Eventually the enquiries grew to the point where I could go full time.There has always been substance to back up the style. Prova was an early adopter of 3D printed tube junctions perhaps a Bastion-derived influence and was one of the first to achieve wide tyre clearances with a dropped chainstay yoke. Youd also be hard pushed to find a disc brake road bike with a UDH standard before Provas Speciale.Since going full-time, Provas headcount has doubled, with Hesters sister Kelly joining after Covid put paid to her career as a baker. Fittingly her main job now is to cook up the carbon composite that forms the Integrales seat tube.Because its so striking visually, the Integrales carbon seat tube has become Provas calling card, but theres sound performance and manufacturing benefits to its inclusion, says Hester.Each seat tube is made uniquely for each Integrale.By making the carbon tube individually for every bike, it means we can vary the wall thickness to suit requirements exactly. Stiffness, strength and weight are all perfectly tuned for the rider of that bike. Plus it saves about 300g and is more comfortable than a titanium equivalent, says Hester.Article continues belowThe Integrales head tube looks so sleek thanks to a novel construction: 3D printed upper half paired with a CNC machined lower half.Mason HenderWorking in titanium means that Prova can fully exploit the advantages of 3D printing, which makes it easy to create custom parts to exacting tolerances, in shapes that arent possible using traditional methods.Mason HenderMason HenderMason HenderWhile Hesters sister Kelly does a lot of the tough stuff small parts assembly, seat tube fabrication and surface finishing Mark Hester does most of the titanium fabrication for each frame, as well as all the alignment checks.Mason HenderMason HenderMason HenderMason HenderMason HenderThe Integrales carbon seat tube is custom-made in-house. Hester says making the tube in carbon saves 300g versus titanium, and allows Prova to tune stiffness, strength and weight for each rider.Mason HenderMason HenderMason HenderMason HenderThe inside lineHester credits the Integrale for putting Prova on the map. The model itself made a splash initially because it was one of the first to showcase Enves In-Route internal cabling system, which was the motivation behind the model name.I was hesitant to go to internal cabling until I saw Enves system, because it still allowed a round fork steerer, which the engineer in me appreciates, says Hester. It was the final piece of the puzzle to create the Integrale, which built on the Speciale you guys reviewed back in issue 91.The Integrale embodies the pinnacle of what Prova offers, representing the brands next step in titanium, which Hester favours as a building material.Titanium is such a useful material for what were doing because we can make a bike of any size and vary the stiffness quite easily. Plus it allows more design flexibility, not being locked into certain tubesets offered by companies. We make the Integrales entire tubeset ourselves. We buy long lengths of tubing and do the butting and shaping. We can truly tune how the bike behaves, like with carbon composite, but an Integrale isnt going to get crushed in a bike bag or cracked in a crash. An Integrale with top-shelf finishing kit on isnt even that much heavier than a premium carbon bike less than half a kilo.The adoption of the In-Route system encouraged Hester to include more additive manufacturing, again something thats done better in titanium.We printed the upper portion of the head tube, marrying it to a CNCd lower half, he says. With the carbon seat tube as well, we began to differentiate more and more from other custom builders and started to be recognised as an alternative to modern high-performance bikes, where customers before had more often come from older steel models.One of oneWhoever the customer is, they are guaranteed to receive a unique Integrale.Were heavily fit-driven, says Hester. So whether thats from people coming in to see me our premises includes a Retl fitting bike and spending time, or seeing a bike-fitter somewhere else in the world that we work with, were starting with fit data. We then design the geometry to suit that.Once signed off, the measurements are converted into CAD drawings to create the files for the 3D printed sections.Theyre printed for us by a company in New Zealand thats the best in the business, says Hester. Once an Integrale project is initiated by the fit, the production takes three months, of which the 3D printing takes one month. It could easily be longer, though, if not for some innovative processes such as Provas parametric design software.It was complicated to set up initially but pays off in efficiency down the line, says Hester. It allows parts of my designs to automatically adjust to changes in others, for example in geometry and tubing diameters. Buying an Integrale is a discussion as much as a purchase, and tweaks are common, so this helps keep things in line with each other.Once the 3D printed parts arrive, there is still a lot of work to be done with them, which also adds to the wait time.We do a lot of surface finishing to the 3D parts. Its important that the printed metal looks the same as the tubing. Integrales have to be beautiful as well as functional.Part of that finishing process necessitates hours in a ceramic rock tumbler. While thats happening, Hester will work on the tubing that the printed parts attach to ovalising certain sections and curving chainstays.Kelly does so much of the tough stuff manual finishing of the printed parts, assembling all the small parts, making the seat tube then I do the raw fabrication work to make the frame, before finishing things off by checking the alignment, facing the bottom bracket and reaming the head tube.After that it could be off to Hesters old mates at Velocraft for the paintjob: This can sometimes be a more complex process than making the frame itself. One customer gave me a paint brief that ChatGPT had helped him write that was 75 pages long.Once done, its then often on to another of Hesters contemporaries from back in the day, Superbe Velo Services, for the final build.We make just over one bike a week generally and 70% of our production is the Integrale these days, with another 20% being the gravel version of it, says Hester. Lead time is nine months its a six month wait before the fit, so we want to make sure that after that, in the production phase, we really engage with each client. People are paying a lot of money so we want them to have a really fun experience seeing how their bike is made.Even while he is building bikes and engaging with customers, Hester finds time to work on refinements to make sure the Integrale stays one step ahead.3D printing the entire head tube as well as the bottom bracket could be a good move, he says. Its allowing me to introduce some aero styling that I think will improve both looks and performance.While there have been some attempts, the titanium aero bike isnt a concept thats yet been fully mastered. Still, its a brave individual who bets against Prova being the builder to do it with the Integrale.Prova has a close relationship with Enve after the two brands worked together to launch Enves In-Route internal cabling headset system. Hester says it was the first internal cabling system he wanted to use on his bikes.Mason HenderThe specModel Prova IntegralePrice AUS$24,000 (approx 12,800)Weight 7.5kg (large)Groupset Shimano Dura-Ace Di2Wheels Enve SES 4.5Finishing kit Enve SES Aero Pro bar/stem, Specialized S-Works Power Pro with Mirror saddle, Pirelli P Zero Race TLR 30mm tyresMore info provacycles.comThe post Dream bikes: Prova Integrale appeared first on Cyclist.

Giulio Ciccone had a contract running with Lidl-Trek all the way into the end of the 2029 season. That contract has been broken, with the two reaching an agreement to part ways as Ciccone is primed to make a move towards Pinarello - Q36.5 Pro Cycling Team. "After eight seasons together, the Team an...

CyclistLezynes first electric pump sets a new standard for sustainabilityElectric mini-pumps currently sit alongside extra-wide tyres, carbon spokes, low-stack pedal systems, AI training apps and PFAS-free jackets as the product categories attracting almost the full attention of the cycling industry at the moment. However, Lezynes new E-Drive electric pump might just put the full stop on that conversation as the new class leader.The techDesigned in-house by Lezynes expert engineers and manufactured in the brands own factory in Taiwan, the E-Drive is Lezynes first portable electric pump and has been through a long process of prototyping and testing to ensure it provides best-in-class inflation power, reliability and durability.After testing all of the current e-pumps on the market, we knew our engineering team could build a better, more sustainable electric pump, says Lezynes vice president of engineering, Terry Cooke. With our new E-Drive youre getting superior quality, safer operation, and a longer-lasting, high-performance e-pump.So, what has Lezyne done to make the E-Drive stand out?Cooling systemLezyne says the key to the pumps performance is its advanced thermal management system, which includes an internal fan alongside a CNC-machined aluminium heatsink extrusion, plus specialised low-friction tech. This system is the product of several years of refinement through the companys LED development and it both eliminates the need for additional covers and keeps the pressure sensor safe, thus improving accuracy and long-term reliability.Valve compatibility The Presta attachment on the end of the hose can be removed for Schrader valves, with an adapter provided to then make it compatible with Clik valves. The flexible hose on the E-Drive features Lezynes innovative Multi-Chuck, which is compatible with Presta and Schrader valves as well as the clever modern Clik valve standard.Replaceable batteryThe battery is fully user-replaceable the first of its kind. The high-capacity 750mAh battery means the E-Drive is able to fully inflate up to six tyres on each charge, most tyres are filled in less than 90 seconds for rapid pumping whether at home or on a ride, and theres a set and forget function to save time choosing your desired pressure.Arguably the best part, though, is that, unlike other electric mini-pumps, the battery is user-replaceable, so you can sub in a fresh cell to keep the pump going, indefinitely extending the E-Drives lifespan.The specsThe E-Drive is compact, making it easy to take with you in a jersey pocket. Dimensions: 82mm x 56mm x 38mmWeight: 198gMax pressure: 120psi, 8.25 barBattery: 750 mAHCapacity: Up to 6 full inflations per chargeCharging: USB-CCompatible valves: Presta, Schrader, ClikExtras: Flexible hose with Multi-Chuck; set and forget functionLearn more at ride.lezyne.comThe post Lezynes first electric pump sets a new standard for sustainability appeared first on Cyclist.

The 2026 edition of Paris-Tours takes place on the 11th of Octoberand will be the final big one-day race of the year. On French roads, often explosive and featuring gravel sectors, the race will once again feature spectacular racing. Below, you will find the startlist. Download the startlist in A4...