Thus far, Team Picnic PostNL kept low profile on the transfer market. But with the embargo lifted on Monday, riders were allowed to officially communicate their transfers into the team. The first five new names are already known. Among them are Giro stage podium finisher, French amateur champion and...

Nele Laing started cycling just six years ago but quickly fell in love with two wheels. In 2022, she competed for a pro contract with Canyon-SRAM at the Zwift Academy and, despite finishing runner-up, her impressive performances throughout the talent search caught the eye of several Continental Women's Teams, including Maxx-Solar Rose (2024) and LKT Team (2025). While shes raced primarily as a road racer, Laing began experimenting with gravel racing in 2023 and hasnt looked back since.(Image credit: Fahwaaz Cornelius)The German came to Gravel Burn with a four of her Canyon DT Swiss ATR teammates, showing her intent and confidence to challenge for the overall win after all, she finished just off the podium at the 2026 UCI Gravel World Championships in Australia, losing to Larissa Hartog in a sprint finish. With two stage wins to her name, she led the Gravel Burn general classification from start to finish, beating South Africas Hayley Preen by more than a minute.Laing was elated with the overall victory, especially considering it was her first attempt at a multi-day gravel stage race. "This was my first gravel stage race, and my first stage race this long. Being here in this beautiful environment in South Africa is special, and being here with my whole team was the best way to end the season.(Image credit: Gravel Burn)This was my first gravel stage race, and my first stage race this long. Being here in this beautiful environment in South Africa is special, and being here with my whole team was the best way to end the season.Nele Laing(Image credit: Fahwaaz Cornelius)Laing was riding the all-new Canyon Grail CFR, plastered in her team's ATR checkered livery and funky decals, which stood out boldly against the South African Karoo backdrop. Her size XS frame matches a 537mm stack with a 385mm reach. The Grail CFR comes in two configurations: SRAM Red XPLR AXS or Shimano GRX Di2, as pictured here. (Image credit: Fahwaaz Cornelius)The bike is stock for the most part, featuring a Shimano GRX Di2 wireless groupset but mixing some componentry from the Shimano parts bin most notably the Dura-Ace crankarms mated to a 44T chainring. (Image credit: Fahwaaz Cornelius)The brakes, shifter, and rear mech are GRX Di2-branded. It also has a chain keeper, which is a must for the terrain of South Africa's Karoo region. The Grail CFR rolls on a pair of DT Swiss GRC 1100 wheelset wrapped in 2.25in Schwalbe Thunder Burt MTB tyres bang on with the 57mm maximum recommended width.(Image credit: Fahwaaz Cornelius)Touchpoints are a mix of components, most of which are sponsor-correct and not available on complete builds. Her setup is fairly aggressive, with a slammed Ergon SR Allroad Pro Carbon Women saddle and an equally slammed front end Laing runs an integrated Canyon CP053 Race carbon bar measuring 380mm wide with a 90mm stem.(Image credit: Fahwaaz Cornelius)Topeak handles the bottle-cage duties: one is bolted to an in-frame storage hatch, while the other uses a clever side mount to house a CO2 canister.(Image credit: Fahwaaz Cornelius)While many pro riders opt for road bike-specific pedals for seven days of gravel racing in the Karoo, Laing stuck with the bulletproof Shimano XTR M9200 double-sided SPDs.(Image credit: Fahwaaz Cornelius)Tech specFrameset: Canyon Grail CFR CarbonFork: Canyon FK0157Cockpit: Canyon CP053 RaceSeatpost: Canyon AeroGroupset: Shimano Dura-Ace, GRX Di2 44T, 10-51TWheelset: DT Swiss GRC 1100Tyres: 2.25in Schwalbe Thunder BurtSaddle: Ergon SR Allroad Pro Carbon Women

In 2027, Urko Berrade will take one of the biggest steps of his career. The Navarrese rider will leave Equipo Kern Pharma after seven seasons to join XDS Astana Team, signing a two-year contract through the end of 2028. At 28, the winner of a stage at the 2024 Vuelta a Espaa will have his first cha...

Sturdy has today announced the release of two new titanium bikes, both made in the UK and showcasing the brand's fresh design direction.The first of the newly unveiled bikes is called the Fosse, named after the First Century Roman road that runs from Exeter to Lincoln, passing close by Sturdy's Somerset workshop.The Fosse is designed to be the ideal UK bike. Its focus is on long-distance riding, so it comes with an endurance-friendly geometry. The frame has 38mm tyre clearances and the ENVE IN-Route fork comes with 35mm clearance.Sturdy says it will be producing a new all-titanium fork with matching clearances to the Fosse's frame in 2027.The second addition to Sturdy's line-up is the Drove, named after the drovers' roads, the rough tracks that once crisscrossed the Somerset and Wiltshire landscape. Sturdy says the Drove comes with modern gravel geometry, with a balanced front end to track straight in the rough.The frame has triple bottle bosses, top tube mounts and proper mudguard mounts. There's 55mm tyre clearance, with the ENVE gravel fork having 50mm of clearance. As with the Fosse, Sturdy is in the process of developing a titanium fork with matching 55mm clearance. Read more: 9 reasons why your next bike should be titaniumNew direction The Fosse is Sturdy's take on the modern endurance bike. Sturdy While Sturdys original bike line-up relied heavily on part of the manufacturing process using additive titanium manufacturing (3D printing), the new direction sees chief engineer Tom Sturdy bringing all the manufacturing in-house in the brand's Somerset workshop.That move required a whole new design direction, where all the components within the frame that were 3D printed have been reimagined as complex CNC-machined parts made from high-grade titanium billets.I visited founder Tom and Jack Watney, Sturdys graphic designer and the man responsible for finishing the brand's gorgeously appointed titanium bikes, at their Frome base to get the background on these bold new designs.Sturdy history A custom Sturdy with custom Cerakote paint. Warren Rossiter / Kelsey Toms involvement in titanium bikes started in 2014. Prior to that, a background in aerospace engineering (where titanium is widely used) and sports biomechanics seemed to signal bike building in Toms future.Sturdy was one of the first builders to embrace 3D printing with titanium, and while Tom still believes 3D printing has its place in modern bike building, he sees it becoming a more mainstream option where multiples of identical frames are the goal. The CNC-machined Sturdy titanium stem. Warren Rossiter / Kelsey Despite Sturdy being well known for 3D printing, Tom and Jack sensed it becoming a limiting factor for their designs rather than giving them the freedom to push titanium design.Tom explains that because Sturdy's 3D printing was produced by an external supplier, turnaround times had an impact, and any design tweaks, updates or more custom options were time consuming, introducing long delays int development cycles.Within Sturdys HQ, the engineering room has two state-of-the-art CNC machines and, with Toms engineering expertise, they realised they could create the parts they needed in-house, providing more freedom to develop designs.Sturdy makes the tools that make the bikes Sturdy produces its own tooling. Warren Rossiter / Kelsey Jack adds that because all the frame parts for the new Fosse and Drove are made from high-grade solid billets of titanium, they can also be more confident of the quality of the material. This gives Sturdy more freedom to experiment with finishing. Tom created this alignment jig for the seatstay yokes to align the stays perfectly for welding. Warren Rossiter / Kelsey Jack says: "We can create a range of finishes that exploit the inherent material properties of titanium whilst also celebrating the manufacturing process.With 3D-printed parts, yes, the additive printing is created without human hands, they then need to be finished by hand, which is incredibly time consuming and youre relying on the quality of the finishers' work. Often, we were refinishing 3D-printed components here, adding much more time and expense. Sturdy chainstays with modular brake mounts. Warren Rossiter / Kelsey Tom also states that by bringing everything in-house, it means he has better control and confidence in those critical frame elements. Previously, in order to ensure the requisite structural performance, it was necessary to engineer additional redundancy into every design.Its the attention to detail the new models display that Im impressed with. The chainstays' clamshell construction has a modular insert for the brake mount that enables Tom to adjust compatibility on individual bikes without having to use clumsy adaptors or extra machining.He also uses bronze threaded inserts on the dropouts. "The bronze inserts may add a very small amount of weight over steel or alloys, but theyre very strong and wont bind," he says. "Thats better for the owner, and as we ride the bikes we make, I want the best experience when living with a bike." One of Sturdy's CNC machines cutting a bottom bracket shell from a solid titanium billet. Warren Rossiter / Kelsey While Im in the workshop, Tom is machining the bottom bracket shell for the Drove gravel bike due to be unveiled at this year's Rouleur Live show, starting today in London.It demonstrates how involved Sturdy is with the whole process, also making the parts that make the parts. Each element has jigs, carriers and alignment tooling engineered and created in the workshop. Its a mind-boggling series of elements to create a bottom bracket shell, chainstays, seatstay yokes and more.Looking good Cerakote custom finishes can produce some amazing results. Warren Rossiter / Kelsey Both Jack and Tom are at pains to explain their bikes need to show great design and smart engineering, and be finished to the highest standards. Initially, Sturdy relied heavily on anodising, but as good as anodising can look, its not the toughest of finishes.That has seen Sturdy switch to Cerakote finishing, again handled completely in-house by finishing expert Jack. Cerakote is a polymer-ceramic composite, which is applied as a liquid film and then cured with heat.The advantage of Cerakote is its a tough finish thats also remarkably thin at 25 microns (0.001in). It's resistant to UV, so wont fade as traditional paints do, and resistant to abrasion, pollution and chemicals. Its also available in a huge range of colours, metallics and even patterns. Tom at the controls machining the Drove's bottom bracket shell. Warren Rossiter / Kelsey Ample sizes and custom builds The seatstay yoke and the tool to hold it for finishing the joint surfaces. Warren Rossiter / Kelsey Sturdy will make a fully custom bike to order, and with everything manufactured on-site, the smallest changes can be implemented. However, Tom is keen to explain the brand's new sizing matrix, which combines six sizes with three stack-height options, giving 18 individual fits, should cater for virtually any customer without the extra expense and time required to go fully custom.To aid getting the right-sized bike, Sturdy has also introduced a new online Size Selector tool. With this, you can compare your current geometry, add your fit data and even calculate the bar position before you order. Titanium chainrings are another Sturdy speciality. Warren Rossiter / Kelsey The new Drove and Fosse are created with custom-drawn titanium tubes joined to CNC titanium parts (all machined, welded and finished at the Frome workshop).The frames are completed with ENVE IN-Route forks, and titanium seatposts and stems (machined in house), along with an Enduro headset. Both bikes feature a titanium rear thru-axle, Universal Derailleur Hanger (with phosphor bronze inserts) and titanium bolts throughout. The new Drove freshly welded by Tom. Sturdy Finishing as standard is shot-peened titanium with either brushed or Cerakote logos, and bespoke finishes are available. Titanium jockey wheels are on of Sturdy's upgrade options. Warren Rossiter / Kelsey New Sturdy Fosse and Drove spec details Headset: Enduro stainless steel, lifetime warranty Bottom bracket: T47-68 (68mm-wide T47 threaded shell) Rear axle: 14212mm; titanium thru-axle included (167mm-long, M121mm thread) Derailleur hanger: UDH, titanium Sturdy edition with phosphor-bronze threads, included Brake mount: Adjustable for 140mm or 160mm rotors at the frame (fork: Fosse 140mm or 160mm, Drove 160mm or 180mm) Seatpost: Aero-profile titanium seatpost, machined in-house Stem: Titanium, machined in-house Fork: Fosse, ENVE IN-Route Road, 370mm design length. Drove, ENVE IN-Route Gravel, 395mm design length, with cargo mounts Cable routing: Through the headset, electronic groupsets only (SRAM, Shimano and Campagnolo). Wire exit points for Shimano added if required Bosses: Fosse, 2 bottle cage mounts in the front triangle and mudguard mounts. Drove, 2 bottle cage mounts in the front triangle, a 3rd under the down tube, top tube bag mounts and mudguard mounts Tyre clearance: Fosse, 35mm maximum recommended measured tyre width on a 700c rim (frame 38mm, ENVE fork 35mm), Drove, 50mm (frame 55mm, ENVE fork 50mm)Pricing and optionsBoth the Fosse and Drove are launching with SRAM Force-equipped models. Sturdy also offers framesets and a range of custom build options.Sturdy Fosse SRAM Force SRAM Force E1 (2X) or Force E1 XPLR (1X) groupset, with brake rotors Sturdy road wheelset Pirelli P Zero Race TLR RS tyres, 32mm Bjorn Rool handlebar and Bjorn Kort saddle Enduro Max Hit bottom bracket and Sturdy bar tape From 4,511.60 inc UK VAT / 3,759.67 ex VAT An example of a Sturdy custom paint scheme. Sturdy cycles Sturdy Drove SRAM Force SRAM Force E1 XPLR (1X) groupset, with brake rotors Sturdy gravel wheelset Pirelli Cinturato Gravel M tyres, 45mm Bjorn Rool GR handlebar and Bjorn Kort saddle Enduro Max Hit DUB bottom bracket and Sturdy bar tape 4,137.60 inc UK VAT / 3,448 ex VAT Titanium brake levers are an available upgrade. Warren Rossiter / Kelsey

Eddy Merckx won 525 races as a professional, a record that makes him the undisputed GOAT and sets an intimidating bar for any bike bearing his name. The previous 525 never quite cleared it. For the new 525R, the brand has started afresh, pairing deep aero profiles and a narrow cockpit with more relaxed, progressive geometry to deliver speed that more riders can use. Aero for the masses, then?Long before Eddy Merckx was a brand, The Cannibal rode frames built by Ugo De Rosa and Ernesto Colnago, with his own name already on the tubes. The company that followed has traded heavily on that legacy, but rarely on innovation. The previous 525 was a case in point: competent, unremarkable and lost in a crowd of race bikes.Until 2026, that is. Were at the legendary Rund um Kln, paying at least as much attention to the bikes on the team cars as to the race itself, when a black prototype on the Team Flanders Baloise car draws our eye. Monstrous head tube, deep tube profiles: has someone simply peeled the Ridley logos off a Noah? Not quite. The secret is soon out. This is the new Eddy Merckx 525R, a complete redesign rather than an update, and according to the brand it has the most progressive geometry on the market.The new Eddy Merckx 525R in detail: All in on aeroVisually, the 525R has very little in common with its predecessor. Massive aero profiles replace conventional tube shapes, with the broad downtube and head tube particularly striking. The resemblance to the Ridley Noah Fast is no coincidence. Both bikes emerged from Belgian Cycling Factorys in-house wind tunnel.The forks asymmetric profile is designed to improve aerodynamics.The asymmetric fork is designed to optimise airflow while providing clearance for tires up to 34 mm wide. At 7.55 kg in size M on our scales, however, the 525R is no climbing specialist. It does feature a UDH derailleur hanger and carefully chosen components, including the narrow Nimbus cockpit.The Nimbus cockpit measures just 36 cm at the hoods. And yes, our tester has already been told off for his lever angle, then again for his bar tape wrapping!Setback seatposts arent even an option.The CeramicSpeed SLT headset shows that Eddy Merckxs designers have paid attention to the details most riders will never see. Fitted as standard, the system comes with a lifetime warranty and is virtually maintenance-free according to the manufacturer. Thats a compelling feature on a bike with internal cable routing. After all, nobody wants to dismantle half the cockpit just to replace a worn headset.Eddy Merckx also have an extensive configurator, which lets you choose not just between different groupsets, but also wheels and paint finishes.The 525R comes without a power meter as standard. Normal in Eddys day, but hardly up to date now.The ARC 1600 wheels are aerodynamic, but lightweight they are not.The Eddy Merckx 525Rs spec: Deep wheels and narrow barsAt 6,999, our test bike is the most affordable 525R in the range. Shifting is taken care of by a Shimano ULTEGRA Di2 drivetrain, with 52/36 t chainrings and an 1130 t cassette, but sadly no power meter. The 170 mm cranks on our test bike in size M (56 cm) reflect the industrys steady move towards shorter crank arms. Given the geometry, though, we would have preferred 165 mm cranks to open up the hip angle even further.Eddy Merckx 525R 2027 6,999SpecificationsSeatpost 525R 7E9 ****Brakes Shimano Ultegra160/140 mmDrivetrain SHIMANO Ultegra Di2 2 x 12Chainring 52/36 TStem 4ZA Nimbus Pro 7E8 110 mmHandlebar 4ZA Nimbus Pro 7E8 360 mmWheelset DT Swiss ARC 1600 55 12 x 100 / 12 x 142Tires Continental GP 5000 S TR 700 x 30cCranks Shimano Ultegra 170 mmCassette SHIMANO Ultegra Di2 10-30TTechnical DataSize XS S M LWeight 7,55 kgThe 525Rs uncompromising aero concept extends to its wheels: 55 mm deep DT Swiss ARC 1600s with 30 mm Continental GP 5000 S TR tires. That said, at almost 7,000, the higher-spec ARC 1400 wheelset with aero hubs would have felt more appropriate.The 4ZA Nimbus Pro cockpit combines a width of 360 mm at the hoods with 400 mm in the drops and a 110 mm stem. The seatpost is only available with zero setback. The most conspicuous detail is whats missing: a power meter! If youre prepared to dig deeper into your pockets, the 525R is also available with a DURA-ACE groupset for 10,500 or Campagnolo Super Record for around 13,000. You can customise the frame and fork colours, too. A welcome bonus: Eddy Merckx offer a lifetime warranty on the frame.The geometry of the Eddy Merckx 525R: The anti-MerckxOne glance at the 525Rs geometry chart and you might wonder whether it should be called the anti-Merckx. Photos of The Cannibal show him with his saddle well back and his bars low. Most brands today are still busy shaving watts off the frame, but Eddy Merckx has taken a different route, putting the riders position first.SizeXSSMLTop tube length525 mm545 mm565 mm585 mmSeat tube length480 mm495 mm515 mm540 mmHead tube length125 mm140 mm160 mm185 mmHead tube angle73737373Seat tube angle74.5757576Chainstay length407 mm407 mm407 mm407 mmBottom bracket drop75 mm75 mm75 mm75 mmWheelbase964 mm990 mm1,011 mm1,043 mmReach377 mm398 mm413 mm437 mmStack535 mm550 mm569 mm593 mmThe 525Rs answer is progressive geometry. The rider sits much further forwards over the bottom bracket, opening up the hip angle. In theory, that makes it easier to lower your upper body into an aerodynamic position, but it has drawbacks for those who prefer to sit further back on the bike. Riders who like to push a big gear at a low cadence, in particular, may struggle with it.Unleash the beast!The slightly more relaxed geometry lets us ride the 525R without spacers.The recipe: a longer frame, a taller front end and steeper angles. The geometry chart lists a 73 head tube angle and a 75 seat tube angle, whereas most race bikes settle somewhere between 72 and 73 for both. Pushing the rider further forwards is central to the progressive concept, and a lower bottom bracket supports the same aim. On paper, it all looks fiercely aggressive. On the road, Eddy Merckx claims, it should feel considerably more relaxed, especially in an aero tuck.So the 525R takes a fundamentally different approach. It blends aero and endurance influences with progressive geometry, and the result is something without an obvious precedent. In theory it makes sense: a taller front end for a more sustainable aero position is the core idea of progressive geometry. But does it work in practice?The Eddy Merckx 525R on test: Aero for all?We headed to the northern Black Forest to find out whether the theory holds up on the road. Long valleys, steep climbs and fast descents were all on the agenda.The Lion of Flanders!No Flandrien test is complete without a few cobbles.The 525Rs biggest weakness? Weight. At 7.55 kg in size M, its no heavyweight, but nobody would call it light either. The wheels are the main culprit: DT Swiss claims 1,585 g for the set, including rim tape and valves, and you feel every gram when accelerating from low speed. Sprinting is a different story. Once the bike is up to speed, its aerodynamics take over.Like the Ridley Falcn RS we tested recently, the 525R lets its progressive geometry dictate the handling. Riders accustomed to a forward saddle, a long stem or similarly unorthodox adjustments will settle in immediately, since the frame delivers that position from the outset. Riders who favour a classic, rearward position will find the 525R unfamiliar. Its long reach, huge wheelbase and steep angles feel distinctly different from a conventional race bike. Perched further forwards over the bottom bracket, you gain a more open hip angle, and with it a fundamentally different pedal stroke. The force goes down through the pedals from above, not from behind, so the quadriceps take on more of the work and the glutes and hamstrings less. Anyone used to a setback seatpost should expect their legs to protest after the first ride. One thing that doesnt change is the reach to the bars: the longer front end is cancelled out by the forward saddle position. On flat roads, the position wins most riders over quickly; on climbs, the altered pedalling takes longer to accept. We felt at home almost immediately, though our usual setup was already close.The long wheelbase, above all, is a mixed blessing: it brings outstanding stability and confidence at speed, but costs the bike agility. The 525R is always easy to control, but it lacks the liveliness and razor-sharp edge of some of its aero rivals. In return, it remains composed and predictable even when things get hectic. Thats an important quality on a bike that puts so much weight over the front wheel. Another highlight is the 30 mm Continental GP 5000 S TR tires. They offer excellent grip, once again confirming their status as some of our all-time favourites.The 525R is fast. Seriously fast. Yet its full potential only emerges once a rider is on board. The aero profiles and 55 mm deep DT Swiss wheels keep drag low and deliver a noticeable sailing effect, but the real trump card is the riding position. A low front end may look aerodynamic, but what use is it if your back starts aching after 10 minutes? Theres a reason spacers under the extensions are increasingly common, even in time trials: a position needs to be fast, but above all it needs to be sustainable. Many riders also know the feeling of losing power the moment they tuck down. The taller front end and more open hip angle aim to minimise exactly that, mirroring a trend among time triallists, whose positions are moving ever further forwards and upwards. In practice, it works, at least for us: we lose less power when we bend our elbows. How much difference it makes, however, depends heavily on the individual.Fast enough to get you a ticket!The 525R isnt a fan of 30 km/h zones.This is exactly where the 525R comes in. The taller stack and forward saddle position create a long, high riding position with an open hip angle. With the hoods just 36 cm apart, its easy to bend your elbows. The result is an aero position thats surprisingly easy to hold, without folding yourself in half. Road time trials ridden without time trial bikes are known as Merckx-style time trials. And thats precisely where we see the 525Rs greatest strength.The aero position is more comfortable, but you can still make yourself suffer especially on the climbs.When it comes to compliance, the 525R remains a typical aero bike. The broad seatpost offers little flex, and the frame only takes the edge off bumps to a limited extent. Once again, the 525R finds its comfort in ergonomics. Its slightly more relaxed geometry already makes it more accessible than many uncompromising aero racers. Combined with the more open hip angle, it could even allow riders with limited flexibility to achieve a genuinely aerodynamic position on an aero bike for the first time. Tuning tip: Fit a power meter so you can see how many watts you save with the new position.Who is the Eddy Merckx 525R the right bike for?The 525R is particularly appealing if you want to ride fast without putting up with an extremely low, uncomfortable position. The progressive yet comparatively relaxed geometry fills an interesting gap between uncompromising aero race bikes and endurance bikes. If you prefer traditional geometry or sit further back on the bike, the 525R wont be for you. But if you want to ride in an aero position and havent been able to make it work so far, this bike could be the answer.Helmet Giro Eclipse Pro Spherical | Glasses Oakley VeloKato | Jersey ASSOS EQUIPE THERMOBOOSTER P1 | Shorts Q36.5 Dottore Pro | Shoes Specialized S-Works Torch | Socks FALKE BC ImpulseConclusions about the Eddy Merckx 525RFor the right rider, the Eddy Merckx 525R could mark a turning point for aero bikes. Instead of simply making the frame faster, it puts the rider at the centre of the equation, using progressive geometry to create an aero position you can hold for longer and bridging the gap between race bike and endurance machine. On fast, flat roads, it impresses with its efficiency and stability. Its weight and limited agility take some of the shine off, but for riders who struggle to stay low, the 525R makes aero speed more accessible than almost any race bike weve tested.TopsProgressive geometry makes an aero position easier to sustainCombines aero racer and endurance bike qualitiesDurable CeramicSpeed SLT headsetFlopsRather heavy overall, and particularly the wheels at nearly 1,600 gNo power meter as standardFor more information, visit eddymerckx.com.Der Beitrag Eddy Merckx 525R 2026 Review: Cannibal Speed for the Rest of Us erschien zuerst auf GRAN FONDO Cycling Magazine.

Pashley isn't ready to consign rim brakes to the history books just yet, launching a new Roadfinder SL Rim Brake Edition.The bike draws inspiration from the disc brake Roadfinder SL, blending the brands own Reynolds 853 SL tubes with the classic aesthetic and claimed weight advantages of caliper brakes.It features a claimed frame weight of 1,624g for a 54cm raw (unpainted) frame, and is available as a frameset only paired with a full carbon fork, priced at 1,795.Pashley CEO Andy Smallwood describes the new bike as his guilty pleasure, citing the combination of traditional road bike aesthetics, lower weight and straightforward maintenance as reasons why he believes caliper brakes still have a place in modern road cycling.Pashley says the Roadfinder SL Rim Brake Edition is intended to offer a more contemporary take on the traditional steel race bike, combining hand-built construction with modern manufacturing techniques.Unique steel tubes and 3D-printed parts Pashley says the frame will accommodate 30mm tyres, but it's worth remembering most of the latest rim brake calipers can fit up to 28mm tyres. The Roadfinder SL Rim Brake Edition uses Pashley's exclusive Reynolds 853 SL air-hardened steel tubing.These include 3D-printed stainless steel components, including the dropouts and seat lug, alongside reduced wall thicknesses, plus neatened internal structures throughout the frame. A 3D-printed stainless steel bolt-on front derailleur hanger is included.Pashley says the result is a 1,624g frame weight, based on a 54cm unpainted frame. The frame also features fine TIG welds alongside brazed and silver-soldered joints and fittings. The entire frameset is handmade in the company's UK workshop. TIG welding produces some extremely tidy finishing. A full-carbon fork completes the frameset.Pashley claims the combination of materials and construction delivers a lively ride, precise cornering and stability, alongside comfort and vibration absorption.Modern compatibility, classic braking The frame comes with internal routing. Despite its traditional braking arrangement, the Roadfinder SL Rim Brake Edition retains a number of contemporary features.The frame has clearance for 30mm tyres (remember, most of the latest major-brand rim brake calipers topped out at 28mm before the focus switched to disc brakes), a T47 threaded bottom bracket and fully internal cable routing. It can also fit mudguards and can sport mechanical or electronic rim-brake groupsets.The frameset is available in five sizes, from XS to XL, and two colour options: Firenze Red and Thunderstorm Blue.A frameset for custom builds The bike will only be available as a frameset for custom builds. Pashley The Roadfinder SL Rim Brake Edition will only be available as a frameset.Smallwood says the decision is intended to encourage riders to build their own retro-modern creations, combining the frame's traditional aesthetic with contemporary component technology."For me caliper brakes with their classic aesthetic, inherent weight advantage and ease of maintenance have never gone away," he says.The Pashley Roadfinder SL Rim Brake Edition frameset costs 1,795 / $2,695 / 2,395 / AU$3,895.

Track cyclist Ciara Oliva has rejoined the Great Britain squad at 37 years old, with her sights set on competing at the Los Angeles Olympics in 2028. The Welshwoman, a former double European champion under her maiden name Horne, was previously part of the national programme between 2014 and 2016, and went to the Rio Olympics as an unused reserve. She retired from racing in 2018, and has since had three children, now aged five, four and one. This summer, Oliva returned to international competition at the Commonwealth Games, where she won bronze in the team pursuit with Wales. It was after that result that she spoke to GB womens endurance coach Cam Meyer, and was invited to rejoin the squad, who are the current team pursuit European and world champions, and world record holders.Its just the most incredible opportunity that I am exceptionally grateful for, Oliva told Cycling Weekly and PA. My role is to try and make the LA line-up in the womens team pursuit that is what I am aiming to do. Its a tall order because its literally the best team in the world, but Im very much up for the challenge. Oliva (right) won Worlds bronze with Joanna Rowsell, Laura Kenny and Elinor Barker (l-r) in 2016. (Image credit: SWPix)Olivas comeback first began two and a half years ago in front of the television. Working as a physiotherapist at the time, she was inspired by a BBC documentary about the rower Helen Glover, who won gold at Rio 2016, retired, had three children, and returned to compete at the Tokyo Olympics in 2021. I literally cried my way through watching it, Oliva said. I was like, She is incredible, and there was that little seed planted. I was like, Oh no, just ignore it, ignore it. Then I thought, No, Ive got to go for it. Ive got to chase the Olympic dream one last time.Glover went on to win silver at the Paris Olympics in 2024, aged 38. Oliva was the lead physio for the British wheelchair fencing team at the Paralympics that year. The following January, two weeks after giving birth to her third child, she decided to set herself the target of making the Wales squad for the 2026 Commonwealth Games. She announced her plans on social media on 10 July 2025: Im making a comeback to elite sport a brand new chapter, this time as a proud mummy to my three beautiful children. Three months later, Oliva won the 2km individual pursuit at the UCI Masters Track World Championships, setting a new world best time of 2:18.238 in her 35-39 age category.With the help of her husband, fellow track cyclist Lewis Oliva, and their parents, she was able to juggle cycling with parenthood as she trained towards the Commonwealth Games. She often woke up early, sometimes at 4am, and brought her children to track sessions, breastfeeding her youngest between efforts. I have videos of me talking about, literally when Ottilie was about two weeks old, how I wanted to make the Olympic team. The dream has always been to make the Olympic team, she said.The bronze medal she won at the Commonwealth Games reinforced that goal; for Oliva, it was proof that she could be competitive against an elite, international field. It was honestly my favourite medal ever because I have never worked and fought so hard for something in my life, she said.Competing for Wales at the 2026 Commonwealth Games in Glasgow. (Image credit: Olly Hassell/SWpix)A large part of Olivas motivation stems from a feeling of unfinished business after Rio 2016. Earlier that year, she claimed team pursuit bronze at the UCI Track World Championships, but never got to ride at the Games, instead watching her squad-mates win gold from inside the velodrome. I was heartbroken, as I think any rider would be, she said. You put your heart and soul into getting yourself into the best shape possible, and sadly it wasnt enough. But thats sport, and you also know what you sign yourself up for. "I firmly believe this and stand by it: the best team rode. Its a real shame I didnt get to be a part of that, but those two years and the build-up to that moment, I will cherish those memories forever. New memories are now being formed. Oliva has already received her GB skinsuit, which she presented to her five-year-old, Florence, this week. I said, Mummy worked hard to get that skinsuit back. And she said, I know, Mummy. I see it every day. That is just magic to me, she said. Although its an absolute juggle, it has made this so much more rewarding and so much more special to me.I wanted to inspire my children to chase their dreams. Im 37 years old now and, realistically, this is my last shot at trying to make the Olympics. It was a case of: do everything you can to chase your dreams, whatever that is. And thats not just to my children, thats to anyone: if you have a dream, dont be afraid to voice it and go for it. A post shared by Ciara Oliva (@ciaraoliva3)A photo posted by Oliva said she recently hit a couple of lifetime bests in her power numbers on a training camp, and she's confident there's more to come. She hopes to make her GB return at the European Championships in mid-February. If she isnt selected for the event, her next competition will be the National Championships in March. Individual pursuit, Ive already entered, she said. Before then, though, comes a trip to Manchester later this month to join up with her new team-mates. There, Oliva will also receive her new Hope-Lotus bike she competed at the Commonwealth Games on a bike lent to her by former Hour Record holder Dan Bigham, who she said has been remarkable in helping her with her comeback.Im going to be like a little kid at Christmas. Honestly, I am so excited, Oliva said of her upcoming Manchester trip. The pride in wearing the British kit again, you never take that for granted. I certainly dont. Its the biggest honour. Ill wear it with pride.

The temperatures are steadily dropping, but the colds are finally clearing in Callum's house where he's bunkering down for another live blog