Europes cycling industry will need 105,000 more cycle mechanics by 2032, on top of a shortage of 45,000 today, in order to meet demand, according to a new report by the NextGen Mechanics (NGM) initiative.The report says that Europe currently employs around 175,000 mechanics. Factoring in recruitment to replace those who are likely to leave the industry, the number of mechanics must grow to around 247,000 in the next six years an increase of roughly 40%.Launched at the European Cycling Industries (ECI) summit in Brussels on 30 September, the report is said to contain the first estimate of demand for cycle mechanics built from the employment data of cycle retailers themselves. It also draws on what mechanics have reported, alongside feedback from employers and retailers.Changing travel Cycling levels have risen across Europe, but 121 million people experience barriers to cycling due to maintenance. Dan Kitwood / Getty Images The NGM initiative was started by Shimano with invited contributions from the wider cycling ecosystem. It aims to help advance cycling mechanic standards and careers.Its new report draws on Shimanos State of the Nation 2026 report, published in February, that surveyed 25,000 people across Europe and paints an urgent picture of the demands facing the maintenance industry.The survey found 212 million people experience barriers to cycling because of maintenance, and that 121 million cycle less because of them. Of the 121 million, Shimano says 65 million people ride much less and 7.6 million have stopped cycling entirely.Age and geography also impact the results. 60% of young people aged 18 to 34 years old are impacted, compared to 40% of those over 40. A greater proportion of people in eastern European countries suffer from barriers to maintenance.Part of this issue is due to an uptick in cycling. NGM says cycling levels have risen across much of Europe. It highlights how Paris has seen cycling volumes double in a year, and London now has more daily cycling journeys than private motor vehicles.Supply and demandNGM says the supply of skilled mechanics has not matched the growth in cycling.When bikes cannot be repaired, people ride less. NextGen Mechanics respondents link mechanic shortages directly to longer waiting times and increased safety risks from poor maintenance. These effects ripple across the transport system. If a vehicle cannot be relied upon, users shift to other modes, and even short disruptions can break cycling habits for months, the report says.The report adds that survey participants warned that riders frustrated by costs and wait times are turning to alternative micromobility transport, such as electric scooters and out of regulation ebikes. Safety concerns also extend to riders using bikes that are no longer roadworthy.Paul Walsh, CEO of ECI, said a bike that cannot be repaired stops being ridden. Europe's capacity to train and retain qualified cycle mechanics is falling behind demand, with an impact felt by both consumers and businesses. This undermines a fast-growing European industry and limits the return regions and cities see on their cycling infrastructure investments, he said.An informal repair market Respondents raised concerns over the fire risk links to poor battery handling. London Fire Brigade NGM highlights that there is a shortage of accredited bike shops across Europe, while there has been a rapid spread of low-cost and poorly regulated ebikes. This has led to an informal repair market.In many cities with high ebike uptake, unregulated garages and mobile mechanics now fill gaps left by overstretched or unavailable workshops. While some provide competent service, others lack access to certified parts, technical data, or appropriate safety training, the report says.NGM adds that evidence suggests more riders are being pushed to these informal repair channels and that respondents raised concerns about the fire risks linked to poor battery handling and electric knowledge.Why is there a shortage of mechanics? The complexity of modern bikes is a contributing factor to the "churn" across the cycle maintenance sector. Russell Burton / Our Media NGM points to a variety of reasons that have led to churn across the sector.72.5% of respondents highlighted low pay or the status of the profession as a reason for the shortage of mechanics.Pay data collected through the NextGen Mechanics survey confirms that cycle mechanics across Europe are underpaid relative to the technical demands of their work. Even in Northern Europe, where job security and benefits tend to be stronger, salaries still sit below the national median for full-time employment, the report says.55% cited the lack of formal qualifications or training and half cited the complexity of modern bikes, including electric bikes and cargo bikes.They also linked the attrition of the workforce to working conditions: physical strain from handling heavy ebikes, lack of ergonomic equipment, pressure to meet unrealistic turnaround times, and limited benefits such as pensions or sick pay.Several noted that even after decades in the trade, they earned less than entry-level roles in unrelated retail or logistics, it adds.There are regional variations behind the cycle mechanic shortage. In Germany, there is still an interest in the profession and there has been an increase in demand, particularly due to the corporate leasing of ebikes. But the expectations around safety and reliability have created a bottleneck in the repair networks.In the Netherlands, employers struggle to attract younger employers because pay has not kept up with living costs, making it difficult to compete with other technical trades.In the UK, shortages are tied to high staff turnover in small shops and the difficulty of replacing experienced mechanics once they leave.NGM also highglights an image problem, with roughly 15% of respondents identifying a lack of professional recognition as the biggest issue holding the sector back.Many point to a cultural gap between the image of a bike shop job and the skill involved in maintaining modern ebikes, hydraulic systems and digital drivetrains, the report says.Growing the workforceSo how can the cycling industry grow its workforce of mechanics by 105,000 in the next six years?NGM says recruitment could target older career-changers, people outside employment who are seeking meaningful and stable work, and those with transferable skills who could retrain quickly.But the report says the same issues that face existing mechanics low pay, limited progression and the increasing technical demands also face potential entrants to the sector. These entrants often have to take informal routes, such as volunteering, to enter the profession.To address this, the report says there should be an identifiable entry process and a basic qualification to become a cycle mechanic that is transferable across Europe. It says the current provision of education and qualifications for cycle mechanics is not sufficient, and the cycling industry should build a sustained, structured relationship with the vocational educational training sector.There should also be a collective strategy for promoting an aspirational approach to the sector, and research conducted into funding streams that are aimed at increasing social mobility, skills shortages or green jobs and could be targeted for cycle mechanics.The report also says the composition of the workforce highlights missed opportunities. While the survey did not directly collect demographic data, qualitative responses consistently indicate that women and younger people are under-represented, it says.Although visibility is improving through community repair hubs and social enterprises, the core professional workforce remains predominantly male and concentrated in the 3050 age group."The report says further research should be commissioned to establish what a more diverse and inclusive mechanic workforce would look like, and to identify the barriers preventing broader participation.A condition of growthNGMs report makes 27 recommendations for the cycling industry across five areas, but it says one issue sits at the heart of the mechanic shortage: the economics of cycle maintenance.Low wages and limited career progression were cited consistently across the evidence base of its report. The skills of mechanics are also said to be frequently undervalued by consumers and fail to generate proportionate revenue.NGM says these factors will have consequences beyond workshops. It says the adoption of new products such as complex ebikes and growth across the cycling sector depend on a locally available, skilled maintenance workforce.It says that without this, the ambitions for cycling growth cant be met: Maintenance capacity is not a downstream concern; it is a condition of growth.NGM concludes: As this report reveals, there is a critical and growing gap between the needs of the cycling industry (and everyday riders) and the service capacity available today. A shortage of bicycle mechanics affects more than just bicycle repairs; it presents a societal challenge that limits local job opportunities, economic growth, and access to active mobility.It adds that the ECI is establishing a dedicated Education Skills Expert Group to address the issues outlined in the report. The group will lead advocacy to establish cycling mechanics as essential technical professionals.

Cycle to Work provider Cyclescheme has partnered with Lime Bikes to offer an annual subscription to the latter's shared electric bikes.Subscribing through Cyclescheme will cut the price of a Lime Bikes subscription by between 28% and 47% for eligible workers, thanks to the tax efficiency of paying via salary sacrifice.The gross cost of an annual Lime Bikes subscription via Cyclescheme is 635 per annum, which works out at 38.10 per month for basic-rate tax payers, 30.69 for those paying higher-rate tax and 28.05 per month for additional rate payers.BNH Extras, the operator of Cyclescheme, says it hopes the new partnership will encourage more commuters and voyagers to consider cycling as part of their journeys. Its research suggests a third of UK employees are thinking of cycling as part of their commute to work, with 44% saying access to an ebike would encourage them to cycle more.According to Peter Dando, senior director of employee benefits & recognition at BHN: The partnership brings Limes e-bikes to Cyclescheme's range of Cycle to Work benefits, enabling employees to pay for an annual subscription through salary sacrifice.Cycle to Work has traditionally meant owning your own bike, but for employees who do not want the cost, storage or maintenance commitment of owning a bike, this partnership offers another route into cycling."500 minutes per month BNH says many riders are including cycling as part of a mixed-mode commute. John Keeble / Getty Images The partnership offers cyclists 500 minutes per month of Lime Bike use over a 12-month period. That may not sound like much, but BNH reckons it will be sufficient for most riders.We've looked at the data here and we're confident 500 minutes a month covers the needs of the majority of our riders, says Dando. That works out at around 25 minutes of riding every weekday, which fits a typical commute.We also know many of our riders use Lime bikes alongside public transport, for example riding to or from the station rather than making the whole journey by bike. If riders need more minutes in a given month, they can always top up with a LimePass or LimePrime in the Lime app. Shared ebike use avoids the need to purchase, store and maintain a bike. Mike Kemp / Getty Images Rides beyond the minute allowance are charged to the payment method associated with the rider's Lime user account at the prevailing rates shown in the Lime app, Dando continues.Lime Bikes operates in a large number of locations across the UK, including London, Oxford and the West Midlands. Cycle to Work users can pick up a Lime ebike at any UK city, although not international locations.Theres no reason cyclists cant add the Lime Bike subscription to a Cycle to Work purchase or add on cycling accessories such as a helmet or jacket, Dando points out, unless this exceeds their employer's salary sacrifice limit.

Adidas Five Ten has revamped its off-road shoes line-up with four new Freerider models, aimed at riders of all levels up to World Cup pros.The Five Ten range has built an enviable reputation over the past couple of decades, with a raft of shoes that are as iconic as MTB footwear can get.In 2027, a new range of shoes bearing the Freerider name will hit the shops, with a full rework across the line-up.The Five Ten branding shuffles towards the back of the shoe, where the logo is traditionally located on the brands rock climbing shoes, with Adidas three stripes taking centre stage. The new Adidas Freerider range. Kyle Dewick / Kelsey The shoes have been in development for the past two years, with both Adidas employees and pro riders, including the likes of Greg Minnaar, Danny MacAskill and Vali Hll, testing them.The teams process started by looking at what it felt were non-negotiable performance attributes that could not be lost from the previous range before searching for potential performance improvements, all without adding to price points.Adidas Five Ten Freerider Adidas' Freerider is built to be versatile on and off the bike. Kyle Dewick / Kelsey The entry point into the Freerider line-up is the Freerider shoe itself. This has traditionally been seen as the all-rounder option that works just as well on the trail as it does in the bar after the ride, with its old-school action-sports aesthetic.Internally, the brand has cut weight and added comfort to the sole of the shoe by removing the original waffle structure of the midsole and replacing it with an EVA foam. The classic Stealth sole remains on the Freerider, but the internal structures have changed. Kyle Dewick / Kelsey This is said to feel better when youre walking in it and reduce buzz through the pedals. By experimenting with different EVA foams, the brand says it has maintained the stiffness of the shoe, however.As found across the range, a five-layer toebox is used to bolster protection, which includes a layer of Poron material this is a non-Newtonian material that acts like D3O. Its malleable in regular conditions, but stiffens upon impact, spreading forces across a wider area.The shoe has a suede and mesh finish and uses laces. It will cost $120 / 120.Adidas Five Ten Freerider Pro Freerider shoes now offer a little more side and toe protection, as seen here on the Freerider Pro. Kyle Dewick / Kelsey The Freerider Pro takes the Freerider's design and adds a little more on-bike performance. In Adidas words, this is the shoe that all other mountain bike shoes are judged against, and so the German brand needed to ensure the updates didnt compromise on performance.Toe protection has been beefed up, as has the amount of side-foot protection to ward off glancing blows.With this shoe targeted at serious riders, it needed to be one that riders are comfortable hosing off post-ride, and that would dry quickly. This means closed-cell foam internally and a synthetic upper. The half-moon shaped blocks are designed to boost grip when you're climbing up for another run. Kyle Dewick / Kelsey Looking further down, the classic Stealth Rubber sole remains, however the circular dots that make up the sole pattern at the toe and heel have been replaced with semi-circular dots, to boost grip when scrabbling back up a slope to hit a line again.The Adidas Five Ten Freerider Pro shoes will cost $180 / 180.Adidas Five Ten Freerider Pro BOA Boa dials on the Freerider Pro BOA shoes offer more control over foot tension. Kyle Dewick / Kelsey Much like the Freerider Pro, this shoe benefits from the extra toe and side-foot protection, and the improved construction techniques around the toe. It also has extra grip from the sole when off the bike.The use of the Boa Li2 dial is intended to help lock the foot into the shoe for flat-pedal riders who want to exert the most control out of their footwear.It uses a PowerWrap upper system to pull the two sections of the upper together, which reduces binding of the uppers material. Those half-moon tread blocks, again. Kyle Dewick / Kelsey The Li2 dial has a little shield to protect it, and prevent ventilation from popping it open when youre riding.The dial offers tightening and untightening clicks. This gives more on-the-fly control over tension, compared to laces.These shoes will cost $180 / 180.Adidas Five Ten Freerider Pro BOA Clip Built for racers, the BOA Clip version of the Freerider Pro has a dual BOA system to further enhance fit. Kyle Dewick / Kelsey The Freerider Pro BOA Clip is the shoe built for racers, and takes over from the Hellcat model. Its been developed with input from the likes of Greg Minnaar and Dakotah Norton.While the clip version of the Freerider has a similar aesthetic, the construction has been tweaked to reflect the requirements of a more race-focused shoe. The sole is re-engineered for riding with cleats. Kyle Dewick / Kelsey For example, the upper needs to have little or no stretch in it so the Boa dials can regulate foot tension accurately, while the heel section has to be formed to reduce any heel lift when sprinting for the line.The synthetic upper has a pair of Boa Li2 dials, both with the shield, to help lock the foot into the shoe and reduce heel lift when pedalling.Theres also less slop in the forefoot, reflecting the locked-in feel of a clipless pedal system, and so it should be easy to clip in and out with no flex.The Freerider Pro BOA Clip is a shoe designed to be used with a platform-based pedal because theres still some flex in the sole to provide a bit more feel on the pedals. The cleat channel extends a further 5mm rearward for those who like to slam their cleats. Kyle Dewick / Kelsey To resist damage from pedal pins, harder-wearing Stealth Marathon rubber is used on the soles.The cleat channel has also been extended, with an additional 5mm of rearward cleat placement possible, for those who slam their cleats as far back as possible.These top-end shoes will cost $250 / 250.

Tom Pidcock finished seventh in the Mens Elite Road Race at the UCI Road World Championships on Sunday, with some extra help from Australian brand Partington.Pidcocks Pinarello-Q36.5 cycling team officially uses Zipp wheels, but the British rider employed Partington's R-Series road bike wheels on his Pinarello Dogma F during the race in Montreal.According to Peter Nicholson, a principal at Double Digital Communications, Partingtons marketing agency, Pidcock chose the R-Series wheels for their balance of power transfer, low weight, and aerodynamics.Put simply, he chose the way they perform as he sought every advantage for one of his biggest targets of the season, Nicholson says.Two versions of the wheels Tom Pidcock racing at the Mens Elite Road World Road Race in Montreal. Dario Belingheri / Getty Images Nicholson says Pidcock used two versions of the R-Series wheels during the race, both with 50mm-deep rims.Pidcock started on the R-Series Performance wheels, but after being involved in a crash with 80km to go, he switched to a bike fitted with the R-Series Performance Ti wheels.The Performance Ti wheels have several upgrades over the Performance wheels. They use titanium hardware and a titanium ratchet system, and also feature ceramic bearings.Pidcock typically uses Zipps 454 NSW wheels, but the R-Series wheels offer one immediate advantage on paper. Zipp says the 454 NSW wheelset weighs a claimed 1,428g, whereas Partington says the R-Series Performance wheels weigh 1,200g.Partingtons wheels also use carbon spokes, compared to Zipps steel spokes. As well as saving weight, this could have offered Pidcock a stiffer and more responsive ride. The hubs on Partingtons R Series wheels have 68 points of engagement.With an internal rim width of 23mm, the Partington wheels are designed to be used with a 30mm tyre, and Pidcock opted for the Pro Corsa tyres from his team sponsor Vittoria in this width at the Worlds.Hand-built as a complete systemNicholson also stresses that the Partington R-Series wheels are hand-built as a complete system.From the Perform hub, to the Flexon continuous carbon fiber spokes, to the Multi-Material Composite AERON Carbon Fiber Rim with PMI foam core, each wheelset delivers a complete performance advantage something that is simply not achievable using off the shelf components, Nicholson says.For most of the season, riders will disguise any kit that isnt sponsor-correct with tape or permanent marker (think back to the Castelli Gabbas origins). But for the World Championships, they are allowed to use other equipment because they are representing their country rather than their team.However, Nicholson says Pidcock was in touch with Partington through Pinarello-Q36.5.Partington and Tom have multiple mutual contacts via some of his existing sponsors including Pinarello, Q36.5, and Amacx, he says.

Summer may be approaching in Australia, but for those of us north of the equator, winter riding is on the horizon.Melbourne-based MAAP has thought of us and is rolling out its new Apex kit, which it says is designed for extreme winter riding.Heres a run-through of MAAPs new cold/wet-weather offerings.Apex Downpour jacket The Apex Downpour jacket's internal skirt is designed to fend off wheelspray. The name says it all, really. MAAP says the Apex Downpour jacket offers a high level of waterproofing plus breathability for wet rides.Its 15k waterproof rated, with a three-layer shell with taped seams and a PFAS-free DWR coating. MAAP has incorporated zips into the sleeves for added ventilation and temperature regulation, while avoiding water ingress.Inside the jacket, theres a skirt to keep out the rain, which seals the gap between the jacket and your jersey as an improvement over a drop tail to fend off road spray. MAAP says the fit offers enough space to layer up for added warmth on rides that arent only wet but cold too.It's priced at 305 / $400 / 350. The best winter cycling jackets for 2026: 9 of the best windproof and water-resistant winter jackets Apex Deep Winter Gloves 2.0 and toe covers MAAP's high-tech winter gloves are claimed to provide warmth without bulk. Talking of cold, MAAPs Apex Deep Winter Gloves 2.0 could come in handy. Theyre aimed at when it gets below 5C, while maintaining bar feel thanks to a low-bulk design.Insulation comes from PrimaLoft Gold with AeroGel tech on the back of the hand, while an AX Suede palm offers grip even when wet. Theres a breathable windproof and waterproof Hipora internal layer, touchscreen fingers and a cuff with a Velcro closure.The Deep Winter Gloves 2.0 are priced at 140 / $185 / 165. The Apex Winter Overshoes have a no-zip design. There are also new full-on Apex Winter Overshoes. The overshoes have a zip-free design, eliminating a major point of failure, and are held in place by a Velcro strap under the midfoot. Again, theres a mix of 3mm neoprene on the bottom and 2mm neoprene on the top, and MAAP adds reflective branding to increase visibility. Price is 85 / $115 / 100.MAAP has also introduced Winter Toe Covers to its Apex range. Theyre made with 3mm neoprene on the base, and 2mm neoprene on the top and reinforced toe area and cost 55 / $70 / 60. Best winter road cycling and mountain biking gloves for 2026New colours for the Apex Aeon range Lavender grey is one of four new colours for the Apex Aeon range. Finally, MAAP has updated the colour options for its Apex Aeon kit, offering four new alternatives for its winter jackets, jerseys, shorts and cap.

Pas Normal Studios has announced two new on-bike luggage pieces designed in collaboration with Japanese luggage brand Porter.The brands have launched a new handlebar bag and frame bag, complementing their previous options, which include a saddle bag, backpack and tote bag.According to Karl-Oskar Olsen, co-founder and creative director at Pas Normal Studios: With a frame bag, functionality and proportions are very important, while products like a tote bag or backpack give us more freedom to explore different ideas and designs. Whatever we create, we always look at it from a cyclists perspective. The two brands say the new bags are robust and made with durable materials. PNS/Porters bags use a combination of ripstop and Oxford-woven nylon, which they say offer structure and, along with their YKK zippers, durability.The Porter brand was established in 1962 by Yoshida & Co, which was founded in 1935 in Tokyo, with its motto 'heart and soul in every stitch'. All its luggage is made in Japan, near its base, by skilled craftsmen. Other kit available to match includes a backpack and a tote bag. PNS has a history of collaboration with high-profile brands in their own spheres. In May, it announced gravel running shoes and a hydration vest, developed alongside outdoor gear brand Salomon.The shoes tread was based on gravel bike tyres and they incorporated tech carried over from high-end trail running shoes, such as a 'supercritical foam midsole' and dual carbon shanks, which the brands claimed helped improve energy return.You can buy the entire PNS x Porter bike luggage collection, including the new frame bag and bar bag online from PNS online store, as well as PNS stores, and selected Porter and Portr stores worldwide.

At the turn of the new millennium, the UCI introduced perhaps the most talked about rule governing race bikes competing in its sanctioned events: the 6.8kg weight limit.In the year 2000, the rule made a good deal of sense. Carbon manufacture, applied to bicycles at least, was still a young technology, and there were question marks over the materials safety in a sport obsessed with weight.The rule formed part of the wider-reaching Lugano Charter, which was established in 1996 as an effort to curb increasingly outlandish bike designs and broadly govern racing bike technology.That charter, while it has been poked and prodded numerous times since, is set for its most serious overhaul since its inception 30 years ago, if the UCIs statement yesterday is anything to go on.I invite you to share what youd like to see from this update in the comments section below, but here are the things I want to see changed with a new charter and why.Removal of the 6.8kg weight limit Time to end this particular sight. Our Media This ones easy, because we (and just about everyone else) have been going on about it for 10 years or so.In 2014, Canyon demonstrated what was possible by revealing it had built a 5.6kg Ultimate CF SLX road bike. Granted, that bike had rim brakes, but the frame weighed 790g, upon which fancy kit such a Meilenstein Obermayer wheels was draped.The latest Canyon Ultimate CFR launched eight years later. Its still the current model today, and has a claimed frame weight of 641g in a size medium. Of course, this bike features heavier disc brakes, and in theory could also be built using ultra-light components. Lightweight bikes have arguably hit their zenith because of this now-arbitrary rule. Dan King / Canyon It isnt unreasonable to think you could get even lighter today. Importantly, this bike and those components are safe they pass all the mandatory tests for them to be put on sale, and Ill bet youll find most listed as approved in the UCIs rulebook.Scott has also said a 5.9kg normal build was a target for its latest Addict RC, while Dangerholm has had a custom bike built up weighing under the 5kg barrier.There are other examples, but the point is this: with such a light weight possible in 2026 with approved parts, theres no logical reason why the 6.8kg limit should apply today. It's now quite easy to hit 6.8kg, even if you haven't got exotic kit on the bike. Scott Windsor / Our Media Here, the UCI has two choices: offer a nominal drop in maximum weight to, for example, 6kg which would remain challenging for a full aero bike to hit or go even further to effectively challenge bike and component brands to push right up to their technical capabilities.The latter is what I want to happen, but I suspect the former is more likely, because pushing limits requires investment. Although I suspect pros and paying customers alike will see great appeal in new ultra-light road (and, yes, gravel) bikes, brands may be reluctant to invest as heavily as needed to establish themselves as market leaders not when sales appear challenging for many of them.Race bikes fit for the 21st century Letting designers push beyond established limits would help spur greater innovation. Factor Sadly, the same economic pressures apply to any substantial changes, but the next big alteration Id like to see is a complete relaxation to tube profile limits and the double-triangle design.We have already seen bikes with deeper tube profiles appear in recent times because they make the most of the recent 8:1 ratio limit to maximise aero performance.While some brands have had dalliances with seat-tube-less bike designs, these have never been approved by the UCI and have never truly taken off outside of triathlon. Some bikes have done without the traditional seat tube with mixed success, but it might not yet be the end of them. Russell Burton / Our media One of the UCIs principles around the double-triangle design, especially, concerns preserving the classic aesthetic of the bicycle. This is in addition to avoiding a technological arms race not all brands (read: racing teams) could participate in, and that technology from detracting from the physical skill and performance of the riders.I venture that all three of these premises are flawed in 2026 for the growth of the sport.Firstly, in an ever more technologically advanced world, for cycling to remain attractive to younger and new audiences, modern aesthetics are needed. Image is so important to attracting new fans of the sport; tradition can only take it so far (as much as I personally appreciate it). Bikes such as this may deviate from the traditional layout, but there's no doubting they look cool. CarbonWorks Secondly, the technology needed to develop new bikes has become far more democratised in recent years.A glance at all the relatively new Eastern brands on the block developing road bikes comparable with their established Western counterparts shows this, while the traditional brand powerhouses such as Giant, Merida, Specialized, Trek, Pinarello and Colnago (I could go on) arent actively demonstrating new wonder materials or even techniques that are markedly different to anyone else.Finally, its nonsensical that technological enhancements short of introducing outside physical thrust to a bike-rider system from a moving part are in any way detracting from the skill, fitness and capability of the person riding the bike. The rider is still in total control and providing all of the driving force for motion.Bike and wheel brands, for example, have spent hours in expensive wind tunnels optimising tube shapes not only for low aero drag, but also to help make their products easier to ride in crosswinds (and therefore, likely, faster overall). I dont recall that being an issue in the past.Fix handlebar sizes on a sliding scale Handlebar regulations have (rightly) got a tough rap of late. Ashley Quinlan / Our Media The UCI should designate minimum and maximum handlebar widths according to the size of the rider.Currently, for road races, handlebars must measure at least 280mm between the inner edges of the hoods, and 400mm from the outside of the drops.No arbitrary figure is appropriate in a sport where riders range so wildly in size. From personal experience, the minimum-size handlebar allowed by the UCI is the one Id likely get on best with when riding a race bike. I am 188cm tall with particularly broad shoulders. Smaller riders such as Pauline Ferrand-Prvot have to put up with the arbitrary lower limits as things stand. Jasper Jacobs / Getty Images So I can hardly imagine how alien this minimum handlebar size must still feel to riders such as Pauline Ferrand-Prvot (Visma-Lease a Bike, 165cm) and Harold Martn Lpez (XDS Astana, 160cm).While the regulations are now less stringent than they were set to be, more can be done to improve fairness for riders for whom the current minimum size is potentially a significant compromise.A ban on 32in / 750d wheels While I can see the benefits for taller riders Scott Windsor / ourmedia Not everything should be allowed, though. 32-inch wheels should be banned before money is wasted developing them and the frames that will take them for racing.This might seem a strong take, and its not one shared by everyone, but we already know through Warrens testing of the Singular Pterodactyl that 32in wheels cant be made to fit bikes less than a nominal size large without significant compromises.In short (pun intended), its a size that cant be made to suit smaller riders, thereby excluding them from the benefits which I recognise to be potentially great for taller riders, such as Warren and me. the potential for toe overlap here is surely too high. Lukas Schumacher / Scott Bikes Im not convinced the sliding-scale approach Id apply to handlebars works either brands would have to effectively develop two bike layouts, with costs inevitably being passed on to customers.And while larger riders may benefit from bikes designed with larger wheels, those wheels are more likely to influence the mechanical behaviour of the bike in performance terms effectively giving those who can ride one an advantage others cant utilise.Allow deeper wheels in road racing Swiss Side is one brand known to have fielded deeper-than-65mm rims in races in 2025, only to be stopped in 2026. Simon von Bromley / Our Media The UCI limits rim depth to 65mm in road races. I think this should be expanded to 80mm.That said, the UCI could introduce a parcours- and conditions-driven framework, which would limit their use to races and courses deemed suitable for their use.For flat sprint stages, the 80mm limit could apply. Then, for designated hilly or rolling stages, and those with significant crosswinds, the current 65mm depth may be more suitable. For mountain stages, a shallower maximum depth of around 50mm could be mandated.In doing this, the equipment choice is wider over the course of a stage race, offering more variety and marketing opportunities for brands, but also scope for more specialism in sensible circumstances should riders choose to set their bikes up accordingly.

After five years of extensive prototyping and testing, Norco has released its new Team DH bike. The high-pivot downhill bike has been developed with the help of four-time world champion Greg Minnaar, and double world champion Danny Hart.The Norco Team DH has been successful at the highest level already, with team rider Gracey Hemstreet racking up her first three Elite World Cup wins aboard an S1-sized prototype.The new bike offers 200mm of travel via Norcos HPV6 suspension system and is mixed wheel-size only, with no accommodation for a 29er rear wheel.Five years in the making The latest version of the Norco Team DH uses a high-pivot suspension system and i-Track adjustable idler wheel. Norco It has been 25 years since the first Norco Team DH was released, and the new bike was in the prototype and development phase for five years.The bike is centred around a high-pivot rear suspension configuration that uses an inverted four-bar (also known as upside-down FSR/Horst-link) to dictate the rear axle path. Downhill bikes such as the Forbidden Supernought use a similar system. The advantages of a high-pivot setup are that it maintains a more accentuated rearward axle path, which can help carry speed on rough terrain.The Team DHs shock is actuated by an additional pair of links extraneous to the four-bar system and Norco calls the whole package the High Virtual Pivot Six-Link (HPV6) suspension system. The six-link is a four-bar suspension system with an extra pair of links to actuate the shock, unlike a six-bar suspension system.The Team DH uses an idler to control the anti-squat characteristics of the bike, necessary because of the high pivot position. The idler system is an i-Track adjustable version, which enables the rider to tune the level of anti-squat and pedal kickback offered by the HPV6 suspension system.You can move the idler to find the best compromise between pedalling efficiency with high anti-squat (and the associated high levels of pedal kickback) and lower levels of anti-squat, which enables more pedal bob, but reduced levels of pedal kickback as the rear suspension moves.There is more adjustment on offer via a patented flip chip on the shock mount. It enables a change of 2.5% in the rate of progression in the shock actuation ratio as the suspension goes through the travel.The DH Team is supplied with custom shock tunes specified by Norco to work best with the bikes suspension.Frame geometry Greg Minnaar and Danny Hart have been core to developing the new Team DH. Norco The new Team DH pairs an aluminium front triangle with carbon seatstays and carbon chainstays. Norco says this allows for a stiffer front triangle and explains the carbon rear triangle was chosen to reduce unsprung mass, not alluding to its stiffness or compliance as a factor in the choice.There are five sizes on offer: S1S5. The five different aluminium front triangles are paired with size-specific rear centres to give all sizes proportionally similar geometry. The Team DH also includesreach-adjust headset cups for fine tuning the exact reach by +/- 5mm within each size.Norco says reach ranges from 418mm for the S1 up to 498mm on the S5 in 20mm increments. The rear centre is 440mm on the S1 and S2, growing in 2.5mm increments to 447.5mm on the S5.The head angle is 63 degrees on the S1 and S2 sizes and 62.5 degrees on the S3-S5.Builds Fox and RockShox builds are available as well as a frame-only option. Norco There will be two builds available the DH Team 2 Fox with a Fox 40 Performance Elite fork and a DHX2 Factory shock, and the DH Team 2 RockShox with a RockShox Boxxer Select D2 fork and Vivid Coil Base shock. Both bikes have a SRAM GX drivetrain and Maven Base brakes.Continuing Norcos Ride Aligned sizing philosophy, S1-S3 sizes are supplied with 160mm-long Praxis cranks, whereas S4 and S5 sizes get 165mm versions. Norco Team DH 2 Fox: $7,999 / $10,499CAD Norco Team DH 2 RockShox: $7,399 / $9,500CAD Norco Team DH frameset: $4,599 / $6,199CAD

There's no shortage of excellent mountain bike shoes on the market, but you'd struggle to mistake most of them for something you'd choose to wear down the pub.Drift is looking to change that with its new ARC, a waterproof leather cycling shoe that hides an SPD-compatible sole beneath what looks, at first glance, like a fairly conventional sneaker.The ARC is the first new shoe from Drift, which has recently relaunched and has roots stretching back more than 15 years.The people behind Drift previously founded DZR, which launched in 2010 with the aim of producing cycling shoes that could be worn on and off the bike. The brand says it returned to the drawing board in 2024, working with a footwear craftsman to develop its latest range.The ARC continues that original concept, but brings a decidedly premium construction and a $240 price tag.Never mind the rain The perforations in the upper should add some ventilation. Scott Windsor / Our Media Unlike the synthetic uppers used on many mountain bike shoes, the ARC is constructed from full-grain leather.A waterproof lining sits underneath, with Drift pitching the shoe as an all-season option capable of dealing with the wet conditions the brand encountered while developing its footwear around Squamish, Victoria and Whistler in British Columbia. There are streetwear vibes emanating from the shoes. Scott Windsor / Our Media There's a reinforced toe box to add some protection from rocks and other trail debris, while a small cover snaps over the laces to keep them out of the way while riding.Underneath, things get considerably more bike-specific. It's a refreshing take on cycling shoes. Scott Windsor / Our Media The rubber outsole hides a two-bolt cleat mount, making the ARC compatible with Shimano SPD and other two-bolt mountain bike pedal systems.Drift has also added a stiff composite shank through the sole, which it says improves power transfer to the pedals.This should give the ARC more support underfoot than its casual appearance might suggest, although I'll have to get them out on the trails to see how they compare to more conventional mountain bike shoes.The rubber outsole is also designed with walking in mind, which should make the shoes better suited to hike-a-bike sections, or walking to the bar after a ride, than more aggressively shaped clipless shoes.Cycling shoes in disguise There's a flap for lace retention. Scott Windsor / Our Media This Black and White pair wouldn't look unusual away from the bike, with the predominantly black leather upper and white sole doing a decent impression of a conventional pair of trainers.There's little to give away the fact you're wearing a pair of clipless cycling shoes, aside from the inevitable castanet of the cleats when walking on hard surfaces.That could make the ARC an interesting proposition for commuters or anyone who doesn't fancy swapping shoes every time they get off the bike. The sole looks to be very grippy. Scott Windsor / Our Media The ARC is available in several colourways, including Black & White, Charcoal, Stone, Forge and Ceder (sic), with each priced at $240.That puts them firmly at the premium end of the market, but the full-grain leather construction, waterproofing and small-batch approach go some way to explaining the price.Whether they can deliver the pedalling performance of a dedicated mountain bike shoe while remaining comfortable enough to wear all day is the bigger question.We'll be putting them through their paces to find out.

Moots has updated its Routt titanium gravel bike, increasing the frame clearance to 57mm from 50mm, redesigning the carbon fork for wider tyres and adding internal cabling through its custom alloy stem.The changes are a response to the increase in tyre width, faster pace and more technical terrain typical of modern gravel riding, with Moots saying the idea behind the bike hasnt changed, but the places it can take you have.Moots says the Routt is designed around 50mm tyres, citing the lower pressure they enable, the added grip and the ability to carry speed over rougher ground. At the same time, it claims, the Routt retains its versatility, catering for racing, bikepacking and long endurance gravel rides. The Routt's clearance increases to 57mm thanks to a new 3D-printed chainstay yoke. 57mm seems to be the new 45mm in gravel bike clearance. We have seen brands such as Canyon with the new Grail and Factor with the Elara launching updates to their gravel bikes or completely new models with around this much room for wide rubber; the new Specialized Crux has 55mm.XC MTB tyres are an increasingly popular choice, while there are more gravel tyres being offered in greater widths.To cater for the update, Moots has made changes to the Routt's frame and fork. The frame now has a 3D-printed chainstay yoke, enabling riders to fit a 1x groupset with a 48-tooth chainring, while retaining 2x compatibility. Theres a BSA bottom bracket and chainstay length increases to 437mm. The updated design means brake hoses can pass through the head tube. The fork has been redesigned with a D-shaped steerer, enabling brake hoses to pass through the head tube. Its paired with Moots own titanium stem for an integrated cockpit. The head tube angle is between 70 and 70.75 degrees across frame sizes, while the fork rake is 57mm on smaller and 50mm on larger sizes.Theres the option to run mullet drivetrains, as well as SRAM Full Mount XPLR groupsets, using the brand's own UDH dropouts. The Routt is electronic-only, if routed internally, and theres electronic and mechanical dropper compatibility. The 5 best new titanium gravel bikes of 2026 so farTwo frame grades A UDH dropout provides compatibility with SRAM XPLR AXS groupsets. While the Routt and Routt RSL were previously separate models, Moots is now casting the Routt RSL as a premium frameset upgrade.The Routt frame is constructed from straight-gauge 3/2.5 titanium, while the Routt RSL is made from double-butted tubing. Moots claims the RSL upgrade not only makes the frame lighter, but it offers a quicker, more direct feel under power. It targets all-round use with the base-model Routt and performance riding with the RSL upgrade.The Routt RSL frame is slated for availability in early 2027. The standard Routt will be followed in early 2027 by the RSL premium frameset. The Routt frame offers three bottle cage mounts, a top tube mount and, on the non-RSL frame, mudguard mounts and the option to spec rack mounts.The updated Moots Routt is priced at $5,499 for the base frameset. Full builds are priced at $9,999 for Force XPLR AXS, $10,199 for a Force/X0 12-speed mullet and $12,499 for Red XPLR AXS, all with Nobl Far 50 wheels on either DT Swiss 350 or Chris King R45D hubs and Vittoria Terreno T30 50mm tyres.The Routt is available to order immediately, with Routt RSL pricing to be announced closer to launch.