Wavy, wide and Italian: with the Sharq GR, Fulcrum bring a wheelset to the test whose distinctive undulating rim profile sets it apart from everything else in the field. The extra-wide rims with Mini-Hook technology are designed to pair seamlessly with modern gravel tires. But can those waves make a meaningful difference in our big gravel wheel group test?This wheelset was tested as part of our big 2026 gravel wheel group test you can find an overview of all the wheels on test here.Fulcrum Sharq GR | 1,543 g | 1,990 | Manufacturer websiteBased in Italys Veneto region, Fulcrum have close ties to Campagnolo and have already established a name for themselves on the road with their Sharq range. Since March 2026, the family has included the gravel-specific Sharq GR, combining a distinctive wave-shaped profile with extra-wide rims designed for gravel racing. The undulating profile is intended primarily to reduce crosswind sensitivity, while the Mini-Hook design should provide secure tire retention even with wide gravel tires. The Fulcrum are among the more affordable wheels in the test, although theyre also towards the heavier end of the field.Riding the Wave The Fulcrum Carbon Gravel Wheelset in DetailThe defining feature of the Fulcrum Sharq GR is immediately obvious: their unusual rim profile. Fulcrum call it 2-Wave, with the rim depth alternating between 47 and 52 mm. With a 30 mm internal width and 36 mm external width, the rims are optimised for modern gravel tires measuring between 47 and 50 mm. Fulcrum only approve 45 mm tires after individual assessment. Our 45 mm Continental Competition control tires measure 47.0 mm front and rear once mounted. The Mini-Hook rims are approved for pressures up to 3.5 bar and a maximum system weight of 120 kg. The undrilled rim beds eliminate the need for tubeless rim tape. At 1,543 g on our scales, compared with Fulcrums claimed 1,550 g, theyre among the heavier wheelsets in the test.Up and down The 2-Wave profile alternates between 47 and 52 mm rim depth.Mini-Hook The small bead hook is designed to securely retain tires measuring at least 47 mm wide.Two to one The 24 bladed stainless steel spokes per wheel follow a 2:1 lacing pattern.Fulcrum forgo carbon spokes and elaborate high-end solutions in favour of 24 bladed stainless steel spokes per wheel, laced in a 2:1 pattern to aluminium hubs with conventional cup-and-cone bearings. The freehub remains pleasantly unobtrusive. One unusual detail is the brake rotor attachment. Fulcrum use the AFS system from the Campagnolo family, which requires a specific lockring to secure the rotor. Visually, the Fulcrum doesnt quite convince us. The combination of wave-shaped rims, spokes and hubs looks more budget-oriented than premium. At 1,990, however, the Sharq GR are among the more affordable wheels in our test.Special solution The AFS brake rotor interface requires a compatible lockring.Conventional bearings The aluminium hubs use service-friendly cup-and-cone bearings rather than high-end alternatives.La Dolce Vita Rather Than Full Gas The Fulcrum Sharq GR on TestOut on the test route, the Fulcrum feels remarkably restrained, perhaps too restrained for a racing wheelset. Rather than encouraging you to push harder, its content simply to roll along. Acceleration feels sluggish and heavy, and stiffness is neither particularly high nor especially effective at transferring power. In corners, it steers predictably, but without much excitement or directness.Its biggest weakness is comfort. Despite conventional steel spokes and a relatively wide tire profile, the Fulcrum ranks among the harshest wheelsets in the test. Its not quite as stiff as the CADEX, but on rough ground, it can feel stubborn and transmits impacts directly to the rider. Unsurprisingly, the Sharq GR isnt much fun on trails, bouncing awkwardly across rough sections and struggling to stay composed. To be fair, Fulcrum have optimized the rims for tires from 47 to 50 mm, whereas we used the same nominally 45 mm Continental Competition tires across the entire test field. Wider tires could therefore improve both comfort and stability.Riding the Wave? The Fulcrum Sharq GR in the Wind TunnelThe Fulcrum struggles to impress on the course, but can its unusual rim profile at least deliver an aerodynamic advantage? Subjectively, we couldnt detect one. The Sharq GR feels heavy and sluggish rather than aerodynamic, and the benefit of its undulating profile remains unclear in real-world riding. The wind tunnel is more encouraging. With a rider on board at 36 km/h, the Fulcrum requires 1.3 W less than our reference wheelset, the DT Swiss GRC 1100, a 9.5-second advantage over 40 km, though the result remains within the measurement tolerance. We therefore cant establish a measurable advantage from the wave-shaped profile, but neither can we identify a disadvantage.Conclusions about the Fulcrum Sharq GRThe Fulcrum Sharq GR is the individualist in our test field, standing out both visually and technically with its distinctive wave-shaped rims. It also offers wide rims with generous tire compatibility, a tubeless setup that needs no rim tape and respectable aerodynamic performance in the wind tunnel. With our 45 mm test tires, however, it lacks the responsiveness, liveliness and comfort wed expect from a racing wheelset. If youre after a carbon gravel wheelset with an unconventional design for tires of 47 mm or more, the Sharq GR is still worth considering at 1,990.TopsDistinctive wave-shaped rim profileWide rims with generous tire compatibilityTubeless setup without rim tapeNo aerodynamic disadvantage in the wind tunnelFlopsLimited comfort and sluggish handlingAFS brake rotor interface requires a special lockringMore information at fulcrumwheels.com.The Test FieldThis wheelset was tested as part of our big 2026 gravel wheel group test you can find an overview of all the wheels on test here.All wheels on test: CADEX Max GXR | DT Swiss GRC 1100 DICUT 50 | ENVE G SES 6.7 Pro | Fulcrum Sharq GR | HUNT 5AM Gravel Limitless Ti_UD | Leeze CH 60 PRO GX | Light Bicycle AG48 | NEWMEN Streem G.62 CS | OQUO RP50LTD CS | Reserve 48|53 GR | Roval Terra Aero CLX | Vision SC 45 i30 | Zipp 303 XPLR SWDer Beitrag Fulcrum Sharq GR Gravel Wheelset on Test erschien zuerst auf GRAN FONDO Cycling Magazine.

Paul Seixas has emerged as one of the riders who could benefit from the mountainous 2027 Giro d'Italia route, with Eurosport commentator Jeroen Vanbelleghem backing the Frenchman to relish the challenge if he makes his debut in Italy. After finishing fourth on his first Tour de France appearance and...

Wider, deeper, blingier: with the G SES 6.7 Pro, ENVE carry the aero race pedigree of their SES road wheels over to gravel. With a 35 mm internal rim width, a rear wheel that falls outside UCI regulations and the highest price in the test field, their ambitions couldnt be clearer. But does such a bold statement translate into top performance in our big group test?This wheelset was tested as part of our big 2026 gravel wheel group test you can find an overview of all the wheels on test here.ENVE G SES 6.7 Pro | 1,560 g | 3,899 | Manufacturer websiteHalf measures arent ENVEs style. The Utah-based carbon specialists manufacture their own rims and hubs, and their SES series has made them an aero authority on the road. For the gravel offshoot, distinguished by the G in its name, ENVE have designed specifically around extra-wide tires; in their view, nothing narrower than 44 mm will do. That puts the G SES 6.7 Pro, together with the NEWMEN Streem G.62 CS, at the forefront of the field, both as the most radical aero concepts and as the most modern take on tire width.Wide Body The ENVE Carbon Gravel Wheelset in detailAerodynamics and width define the G SES 6.7 Pro, and not only in the enormous rims. Weighing 1,560 g on our scales, against a claimed 1,580 g, the ENVEs are among the heaviest wheels on test. Most of that weight sits in the rims: at 60 mm deep at the front and 67 mm at the rear, they are the deepest in the field. The 35 mm internal rim width is just as extreme, with only Light Bicycle coming close. Our 45 mm Continental Competition control tire grows to 48.8 mm at the front and 49.4 mm at the rear on the ENVE rims, which are hookless, approved for up to 3.4 bar and feature 3.8 mm wide walls designed to prevent pinch flats.Going wide With a 35 mm internal rim width, the 45 mm Continental Competition tires grow to almost 49 mm.All-out aero 60 mm at the front and 67 mm at the rear are meant to deliver maximum aerodynamic efficiency.Taking the edge off The 3.8 mm wide hookless rim walls are meant to protect against pinch flats.The spokes, by contrast, are classic: 24 silver Alpina Ultralite steel spokes per wheel, designed to be robust and easy to replace out on the trail. Paired with ENVEs in-house Innerdrive Pro hubs, with their ceramic bearings and 40-tooth ratchet, and finished with shimmering decals, the ENVEs are the visual highlight of the test field. At 3,899, the G SES 6.7 Pro is also the most expensive wheelset on test, and its easy to see where the money went. The package around the wheels is equally convincing, with a lifetime warranty for original owners and free crash replacement for the first three years. The catch? The rear wheel, at least, is too deep for races held under UCI rules.Silver arrow You cant miss the Innerdrive Pro hubs with ceramic bearings, either by sight or by sound.Steel over carbon 24 silver Alpina Ultralite spokes per wheel provide a classic look and robust durability.Cruise Control The ENVE G SES 6.7 Pro on TestOur test route quickly shows where the ENVEs excel: speed, rather than getting up to it. Off the line, they lack some of the punch and lightness of featherweights such as the CADEX wheels. Once at race pace, however, the G SES 6.7 Pro roll on with composure and remarkable consistency. True to their deep-section rims, they hold their speed superbly, wide tires notwithstanding.Despite, or perhaps precisely because of, the steel spokes, the ENVEs offer a surprising amount of compliance, though the huge tire volume plays its part too. That places them squarely in the middle of the field: not as supremely comfortable as the Reserve wheels, for example, but not as stiff as the NEWMEN or CADEX either. In corners, they track as if on rails and respond to the subtlest inputs, even if you can feel the wide tire as you turn in. Their party piece, however, is rough terrain, where they hold their line with unerring composure and inspire enormous confidence. The rougher the ground, the more assuredly they settle into autopilot.Deeper, Wider, Faster? The ENVE G SES 6.7 Pro in the Wind TunnelThe wide, deep rims seem to pay off, at least in the ride test. But what happens in the wind tunnel? Subjectively, the ENVEs feel efficient and offer a slight sail effect, but out on the trail they dont feel as fast as their rim depth would suggest. The wind tunnel bears this out. With a rider on board, the ENVEs need 0.6 W more at 36 km/h than our reference wheelset, the DT Swiss GRC 1100, which equates to 4.6 seconds over 40 km, although thats within the measurement tolerance. Nor can we confirm the advantage of 1.5 to 15 W that ENVE claim over the Zipp 303 XPLR, which were also on test. The tire may hold the explanation: we always measure wheel and tire as a system, and on a 35 mm internal rim, a 45 mm tire is effectively a 50.Conclusions about the ENVE G SES 6.7 ProOn fast, rough routes, the ENVE G SES 6.7 Pro are the speed merchants of the test field, combining maximum control, plenty of grip and surprising comfort, with glossy decals and silver hardware that turn heads on any bike. More explosive wheels exist for those who want the liveliest handling, and the hoped-for aero advantage doesnt materialize in the wind tunnel. Still, 3,899 buys a set of carbon gravel wheels that impress on the trail and, backed by a lifetime warranty and generous crash replacement, will keep you happy for the long haul.TopsMaximum control and composure on rough gravelHolds high speeds effortlesslyHigh-quality look with silver hubs and spokesLifetime warranty and generous crash replacementFlopsSlightly less punchy from a standstillMore information at enve.com.The Test FieldThis wheelset was tested as part of our big 2026 gravel wheel group test you can find an overview of all the wheels on test here.All wheels on test: CADEX Max GXR | DT Swiss GRC 1100 DICUT 50 | ENVE G SES 6.7 Pro | Fulcrum Sharq GR | HUNT 5AM Gravel Limitless Ti_UD | Leeze CH 60 PRO GX | Light Bicycle AG48 | NEWMEN Streem G.62 CS | OQUO RP50LTD CS | Reserve 48|53 GR | Roval Terra Aero CLX | Vision SC 45 i30 | Zipp 303 XPLR SWDer Beitrag ENVE G SES 6.7 Pro Gravel Wheelset on Test erschien zuerst auf GRAN FONDO Cycling Magazine.

Tadej Pogaar is set to be the subject of the first in a new series of in-depth documentaries profiling the greatest athletes of all time on TNT Sports. At 45 minutes long, Anatomy of a GOAT features quotes and appearances from a wide range of those familiar with the five-time Tour de France winner, including those who work and race with him as well as Pogaar himself, who makes a number of brief contributions.Praise and yes, it is pretty much praise throughout for the UAE Team Emirates-XRG rider even comes from the rider he has most been compared to over the past few seasons: Eddy Merckx. The Belgian legend pays homage to Pogaar's attacking spirit and willingness to take on every kind of race, from the Spring Classics to the Tour de France.He's bringing back a kind of cycling we had forgotten," says the man they call the 'Cannibal'. "He is now above me.He isn't scared to attack," Merckx adds. "When hes at the Tour de France wearing the yellow jersey, he attacks. Hes quite like me in that regard. Cycling is more than just stage races or Classics. A great rider has to win both Classics and stage races to be a true champion, after all.Spanish Tour de France winner Alberto Contador, who knows what it's like to be placed on a pedestal himself, also weighs in, saying: If you think about it, its very hard to find an athlete in any other discipline across history who is so much better than their rivals. I was thinking about it and I thought, Let's see. Usain Bolt. But, of course, Tadej Pogaar is like that in every race he competes in from February to October.For Pogaar's part, he talks about needing to have fun, how great his teammates are, and how he pushes through the hard moments apparently even the GOAT has those.There are no bombshells here, and if you've followed Pogaar's career closely, you'll already be familiar with much of this content. However, it makes for a competent rider profile and, especially for anyone less au fait with his achievements over the past few years, offers a useful overview of a rider for whom GOAT might be a well-trodden description, but not an unfair one.Anatomy of a GOAT is set to premiere this Saturday 7 November, on TNT Sports, Eurosport and HBO Max.

Eddy Merckx has said that Tadej Pogacar is above him. On a 45-minute long film that will be released this Saturday, 7th November, Tadej Pogacar's career and life will be showcased to cycling fans worldwide. Pogacar, who turned professional in 2019, has achieved a lot in his seven-year long career,...

Wide, robust and proven, the Zipp 303 XPLR SW has been rolling on gravel since 2024, making it the oldest wheelset in the test field. Age hasnt blunted its appeal: extra-wide hookless rims, conventional steel spokes and a warranty that extends to riding damage give it a solid foundation. The question is whether that proven recipe can still hold its own against the best in our big gravel wheel group test.This wheelset was tested as part of our big 2026 gravel wheel group test you can find an overview of all the wheels on test here.Zipp 303 XPLR SW | 1,424 g | 1,800 | Manufacturer websiteFew wheel brands carry as much weight as Zipp, so its presence in this group test comes as no surprise. The Indiana-based SRAM subsidiary moved early on gravel with its XPLR range, adding the 303 XPLR SW and its exceptionally wide rims in August 2024. Where others have chased low weight or turned to carbon spokes, Zipp has stuck to width, durability and a comprehensive warranty. With a wave of newer competitors lining up against it, the American brand has to show that its approach still stands up two years later.The Old Hand The Zipp Carbon Gravel Wheelset in DetailZipp has clearly prioritized width over weight, and the rims leave no room for doubt. An internal width of 32 mm and an external width of 40 mm put them among the widest in the test, while a 54 mm rim depth front and rear gives them a purposeful profile. On our scales, the wheelset weighs 1,424 g, a mid-pack figure, yet it feels a touch heavier on the road than the number suggests. The extra width also changes the shape of the tire: our 45 mm Continental Competition control tire swells to 48.0 mm at the front and 47.8 mm at the rear. That sits securely on the hookless, TSS-compliant rims, but the broader profile blunts the tires responsiveness slightly. Zipp approves the rims for tires from 40 to 61 mm and pressures of up to 3.45 bar.Going wide With a 32 mm internal rim width, the 45 mm Continental Competition tyre grows to 48 mm.Straight side The TSS-standard hookless rim is approved for pressures of up to just 3.45 bar.Golf ball The familiar dimple pattern from previous Zipp wheels also makes an appearance on the 303 XPLR SW.The spokes are a deliberate nod to tradition. Each wheel runs 24 conventional J-bend steel spokes with external nipples, which means replacements can be sourced and fitted at virtually any bike shop, a real advantage if something breaks far from home. Theyre laced to ZR1 hubs offering 66 points of engagement and stainless steel bearings, with a freehub that sounds crisp and high-pitched without drawing attention to itself. The look is understated, though the combination of conventional spokes and this rim profile is beginning to show its age. At 1,800, the Zipp wheelset is among the more affordable in the test, and the lifetime warranty for the original owner, which covers even damage sustained while riding, adds considerable value.66 points of engagement The ZR1 hub engages quickly and makes a crisp, high-pitched buzz without ever getting annoying.J-Bend Conventional spokes with external nipples should be easy to find in any bike workshop.Keeping Calm The Zipp 303 XPLR SW on TestOn our test route, the Zipp wheelset proved to be composed, stable and reassuring, making you feel at home on just about any kind of gravel. Off the line, however, its in no particular hurry to get going, falling slightly below average in this highly competitive field. The wheelset is stiff enough to keep the steering predictable and stable, though it stops short of the lively, direct feel the stiffest wheels in the test deliver.Despite its wide rims, the Zipp wheelset finishes mid-pack for comfort, with the rims and overall construction offering relatively little compliance. On the trail, it performs well but feels somewhat harsh, holding its line rather than darting from corner to corner. That stable, unflustered handling inspires confidence on easier trails, although more demanding terrain and long stretches of tarmac arent its forte. The wheelset is capable of racing, but its at its best on long days in the saddle, when confidence and stability matter more than shaving off the last few seconds.Older, But Slower? The Zipp 303 XPLR SW in the Wind TunnelOut on the road, the Zipp wheelset impresses above all with its stability and reassuring handling. But can the oldest wheelset in the test still keep pace with the latest generation on aerodynamics? Based on feel alone, youd be forgiven for thinking not. The wheelset rolls well but never feels especially efficient, likely due in part to its weight and moderate stiffness. The wind tunnel tells a more encouraging story. With a rider on board at 36 km/h, the Zipp requires 1.5 W less than our reference wheelset, the DT Swiss GRC 1100, which translates into an 11.0-second advantage over 40 km. Its a modest gain, but it shows the Zipp is far from outdated aerodynamically. Its sluggish acceleration may explain the gap between perception and reality: a wheelset thats slow to get up to speed can feel less efficient even once youre cruising, whatever the numbers say.Conclusions about the Zipp 303 XPLR SWThe Zipp 303 XPLR SW is the seasoned veteran of our test field, delivering composed, predictable and confidence-inspiring handling on a wide range of gravel surfaces. The wind tunnel confirms that its aerodynamics remain fully competitive. The latest generation has the edge on acceleration, responsiveness and comfort, and the Zipps looks are starting to show their age. Even so, for long days on gravel, it offers a dependable, hassle-free package at 1,800, and a lifetime warranty that even covers riding damage makes it one of the safest investments in the test.TopsComposed and confidence-inspiring on all kinds of gravelBetter aerodynamic performance than the ride feel suggestsWide rims accommodating a broad range of tyre widthsLifetime warranty, including damage sustained while ridingFlopsSlightly sluggish accelerationHarsh ride on rough trailsMore information at zipp.com.The Test FieldThis wheelset was tested as part of our big 2026 gravel wheel group test you can find an overview of all the wheels on test here.All wheels on test: CADEX Max GXR | DT Swiss GRC 1100 DICUT 50 | ENVE G SES 6.7 Pro | Fulcrum Sharq GR | HUNT 5AM Gravel Limitless Ti_UD | Leeze CH 60 PRO GX | Light Bicycle AG48 | NEWMEN Streem G.62 CS | OQUO RP50LTD CS | Reserve 48|53 GR | Roval Terra Aero CLX | Vision SC 45 i30 | Zipp 303 XPLR SWDer Beitrag Zipp 303 XPLR SW Gravel Wheelset on Test erschien zuerst auf GRAN FONDO Cycling Magazine.

When I think of new products that the world needs, yet another plastic road bike is roughly the 17,000,000,000th item on the listand yet, here we are:Four decades ago, a musician named Prince told us all what it sounds like when doves cry:Today, this is what it looks like when a media embargo lifts:On your marksget setREVIEW![LOL the pros and cons.]Its not like I have anything against Pivot. Theyre a well-regarded mountain bike brand. But thats exactly whats so puzzling about all this. Like, why? Being a successful bike company is improbable enough, and they seem to have done well designing mountain bikes, so why tempt fate by making road bikes of all things? This is exactly why Vito Corleone didnt want the family expanding into narcotics:When youve got a good racket going who the hell needs the risk!?!And say what you will about drugs, but you can understand why Sonny wanted in, because at least theyre excitingunlikeA Race Bike For Humans?But I ask againAfter years of refining performance near the top of the mountain bike world, Pivot Cycles has extended its range into drop bars with the new Pravia road bike. After unveiling a gravel bike in recent years, the Pravia is the final piece of the puzzle for the vaunted off-road brands evolution into the drop-bar world.WHY!?!I guess they just have to show you that they can even though nobody asked for it, like Seth MacFarlanes recording career:As for that whole A Race Bike For Humans gimmick, the idea is that its approachable:Pivot has positioned the Pravia as a WorldTour-level race bike, with a few attributes that make the bike a bit more approachable to everyday riders. That split personality, more than any clear standout quality, is the name of the game with the Pravia road bike. Or, as Pivot says of its nascent road machine, a race bike for humans.Which is probably just another way of saying you can get the bars a little higher:We saw what the marketplace lacked: a bike with race-level frame stiffness and handling, but geometry designed around real riders and the positions they can actually sustain, Pivot said about its entry into the road market. With decades of carbon engineering expertise, we purposefully crafted this bike to be what so many riders are looking for.Isnt that like every endurance road bike or whatever theyre calling them nowadays? Didnt I review a bike like this back in like 1986?I dont know. But I do know that if you want this particular Race Bike For Humans youll have to dip into The Human Fund:Because this baby aint cheap:For our long-term test, we will be testing the SRAM Red-level build, the top-spec option Pivot is offering. As a stock build, we weighed the bike at 16.95 lbs (7.89 kg) for a size 58cm frame ready to ride without pedals, computer mount, or cages. That build will retail for $ 11,999 USD.The Pravia will also be available in two other SRAM builds. The Pro Force build will go for $8,999 USD, while the Ride Rival builds are $5,999 USD. Frame sets are also available for $4,499.I guess when they said it was approachable they didnt mean the price.This particular story sure left me with more question than answers, but fortunately there was also an advertorial to clear everything up:Its quite the hagiography too:For this project, he tapped into the innovative spirit at Pivot, like when the brand pushed into 29-inch wheels early, or developed a fat bike. Pivot is our brand, and wherever we decide to take it we can compete in those categories, he said.Really? Pivot were early to 29ers? According to 30 seconds of popular search engine jockeying their first 29er was in 2010. Gary Fisher had already been doing 29ers for like nine years. I mean even I had already been riding one by then!Also, are they really going to pretend they have a secret magical way of making the crabon that nobody else has figured out yet?He walks us through the carbon layup development process. It took two years to get all the different sizes correct, and the 56 size around took at least six rounds of development to get the weight and ride quality where they wanted them. But its actually the smallest sizes that are the hardest to develop. Cocalis also talks to us about how Pivots Hollow Core Carbon Molding process for creating carbon frames differs from other brands. He calls it the most precise way to make a carbon frame.Oh please. At this point the biggest challenge in crabon bike manufacturing is making a quiet downtube storage compartment:Cocalis talked us through his decision to include downtube storage, a move that isnt always perceived as being for performance bikes. It was also a massive development process to get a downtube storage door that doesnt squeak, doesnt creak, doesnt leak, and thats before trying to hit stiffness and weight targets. Its part of the reason they needed six rounds of layup development on the size 56 frame alone.The downtube storage compartment is really the only way to differentiate one modern crabon bike from the other, sort of like how people choose an SUV based on which ones console fits their Stanley the best.And what kind of bike for humans doesnt allow you to use mechanical shifting?Cocalis then discusses the decision to go all-in on electronic shifting. As he puts it, the Pravia is a high-end bike built for a rider thats not interested in mechanical shifting. See, as everyone knows, cable guides completely ruin a bicycles ride quality:And making it electronic only means not sacrificing ride quality, performance, or weight to build in cable guides and stops. It is definitely a performance minded decision, Cocalis said.If they wanted to save weight and not sacrifice ride quality by adding extra frame material then why not give it rim brakes instead of dicks?I dunno, if I were building a bike for humans it would probably be more like this:Omitting the downtube storage compartment entirely and using a high-tech piece of equipment called a bag that can be switched out for a different size and style in secondsor even omitted entirelyis what I call the very definition of a performance minded decision.

With the 100-question consultation open until the new year, it will likely be several months until the "Wild West" era of e-bike hire regulation comes to an end...

Visma | Lease a Bike certainly liked what they saw when the Giro d'Italia route was revealed on Tuesday, boasting seven mountain-top finishes in a course suited to defending champion Jonas Vingegaard. But will the Dane return in 2027 to defend his title? A climbing-heavy route was announced includin...

Affordable, wide and underrated, the SC 45 i30 sees Vision put width ahead of weight in a competitively priced gravel wheelset. Hooked rims built for generous tire widths and proven hub technology promise strong performance at a modest price. The question is whether such an understated package can hold its own in our big gravel wheel group test.This wheelset was tested as part of our big 2026 gravel wheel group test you can find an overview of all the wheels on test here.Vision SC 45 i30 | 1,605 g | 1,249 | Manufacturer websiteBest known on the road for their Metron aero wheels, Vision are part of component manufacturer FSA. In September 2026, they added the affordable SC 45 i30 gravel racing wheelset to their range, and it already has a strong result to its name: Marius Rren rode it to fourth place over 200 km at The Rift in Iceland.The design clearly prioritizes width over low weight, targeting riders who favor particularly wide tires. On paper, the relatively shallow rims and conventional steel spokes make the Vision look rather unremarkable. Out on the course, however, it reveals an entirely different character.Budget Beater! The Vision Carbon Gravel Wheelset in DetailThe SC 45 i30 makes Visions priorities clear on the scales, weighing in at 1,605 g and ranking among the heaviest wheelset in this test. Both rims are 45 mm deep, which makes them shallower than most competitors. However, with a 30 mm internal width and 38.5 mm external width, theyre exceptionally wide.Vision have designed the rims for tires of at least 50 mm, while ETRTO compatibility stretches from 47 all the way to 71 mm! Our 45 mm Continental Competition control tire measures 46.5 mm at the front and 46.6 mm at the rear, retaining a nicely rounded profile and behaving exactly as youd expect. The tyre is secured by a conventional hooked rim.Keeping it shallow At 45 mm deep front and rear, the Vision rims are shallower than almost every other wheelset in this test field.Room for more The wide rims are designed to deliver their full potential with tires measuring at least 50 mm.Hooked The conventional hooked rims offer plenty of freedom when choosing tires.Vision forgo carbon spokes in favour of bladed steel, using 21 at the front and 24 at the rear in a 2:1 lacing pattern. Wed have liked to see carbon spokes here, but the V-200 hubs are much more convincing. They feature high flanges, a three-pawl freehub mechanism and six sealed cartridge bearings. The freehub produces a satisfying, relatively subdued sound.Visually, the Vision is clean and understated, with the distinctive high-flange hubs providing a welcome highlight. At 1,249, its among the cheapest wheelsets in this test, making carbon rims accessible for comparatively little money.High flange The V-200 hubs are the visual highlight, producing a rich, satisfying sound without being particularly loud.Steel in the wind Bladed steel spokes in a 2:1 lacing pattern are intended to improve aerodynamic performance.Understated Performance The Vision SC 45 i30 on TestThe Vision quickly proves that it feels considerably lighter than its weight suggests. It accelerates surprisingly easily, is genuinely fun to ride and climbs better than expected. Stiffness is good, although it sits in the middle of the test field. That actually suits the Visions uncomplicated, well-rounded character rather nicely.Comfort is where the Vision shines. Its steel spokes and relatively shallow rims deliver noticeable compliance, soaking up impacts and smoothing out rough surfaces, although the ENVE goes further, with rims that spread the tire significantly wider. That comparison comes with a caveat: Vision designed these rims for tires of 50 mm and up, while we tested every wheelset on the same nominally 45 mm tires. Through corners, the Vision steers predictably and directly, and on the trail, its a lot of fun. Nothing it does is spectacular, but almost everything it does is good.Underrated? The Vision SC 45 i30 in the Wind TunnelThe Vision certainly delivers on fun and comfort, but how efficient are its relatively shallow rims in the wind? Subjectively, not particularly. Themodest rim depth means it feel especially aerodynamic, and compared with the competition, the Vision seems to offer little in terms of aerodynamic efficiency. The wind tunnel, however, tells a very different story. With a rider on board at 36 km/h, the Vision requires 2.3 W less power than our reference wheelset, the DT Swiss GRC 1100. That equates to a 16.5-second advantage over 40 km. The tire may help explain the result. We always measure the wheel and tire as a complete system, and at 46.5 mm wide, the Continental Competition has a comparatively compact profile on the Vision rims.Conclusions about the Vision SC 45 i30Unremarkable on paper, entertaining on the course: the Vision SC 45 i30 is the surprise package of our test. It accelerates more freely than its weight would suggest, climbs well, rides comfortably and gives nothing away in the wind tunnel. Weight is its main weakness, and the rims need tires of 50 mm or wider to show their best. But for wide-tire riders who prioritize fun, the Vision delivers far more than its 1,249 price tag implies.TopsSurprisingly lively accelerationExcellent comfortPredictable, enjoyable handlingExcellent value for moneyFlopsHigh weightFull rim potential requires wider tyresMore information at visiontechusa.com.The Test FieldThis wheelset was tested as part of our big 2026 gravel wheel group test you can find an overview of all the wheels on test here.All wheels on test: CADEX Max GXR | DT Swiss GRC 1100 DICUT 50 | ENVE G SES 6.7 Pro | Fulcrum Sharq GR | HUNT 5AM Gravel Limitless Ti_UD | Leeze CH 60 PRO GX | Light Bicycle AG48 | NEWMEN Streem G.62 CS | OQUO RP50LTD CS | Reserve 48|53 GR | Roval Terra Aero CLX | Vision SC 45 i30 | Zipp 303 XPLR SWDer Beitrag Vision SC 45 i30 Gravel Wheelset on Test erschien zuerst auf GRAN FONDO Cycling Magazine.