With the gravel and mountain bike market on the verge of fully embracing 32in wheels, we now have brands such as Cube bringing another wheel size into play: 30.5in.Cube has 30.5in bikes on the way, and the German wheel and component brand Newmen has announced new wheels for gravel in 32in and 30.5in sizes to complement its existing 700c gravel options.The 30.5in wheel size reared its head back in 2023 with WTB, but back then it was aimed solely at gravel and called 750d.Having two names for the same thing is a bit confusing, but 750d is just one version of the nominal rim seat diameter (BSD) of 660mm. Not all 30.5in wheels will share the exact same 660mm BSD, especially when it comes to mountain bikes. It's confusing, I know. WTB debuted 750d back in 2023. Liam Cahill / Our Media As you can probably imagine, the online backlash against these new larger wheel sizes has been somewhat vitriolic. Some are calling on the UCI to ban 32in wheels in gravel competition. Others say the industry is forcing another standard upon us, we didnt ask for it and it could lead to market complications.I dont think any competitive ban should come into the equation around 32in and 30.5in developments. I just think the UCI should stay out of gravel wholesale. I honestly dont care about racing legalities when Im riding my favourite gravel trails, and neither should you its irrelevant. Comparisons can (and should) be made with mountain bikes moving from the 26in wheel to the 29er. The same criticisms of 32in wheels were levelled at 29in wheels when they first came onto the scene. However, mountain biking has settled broadly on 29in as the default, with 650b/27.5in playing a part on smaller bikes and mullet setups. The questions remain: what happens with effectively off-road options extending to 27.5, 29, 30.5 and 32in (and of course their metric nomenclatures)? Will all brands adopt a wider range? Will some choose a wheel size and stick with it? Which one(s) will be consigned to history as a failed standard or become vintage like 26in?Benefits or bluster? The Singular Pterodactyl 32in gravel bike is very capable. Scott Windsor / ourmedia The brands backing 32 and now 30.5in are talking about the efficiencies of a larger wheel over rougher surfaces. Its all down to the angle of impact. On a smaller wheel, with a smaller tyre, roots and rocks provide a steeper impact angle.These impacts eat away at your momentum, requiring more effort to maintain your speed. With a bigger wheel and tyre, the angle is much shallower, so the wheels roll over uneven surfaces of all kinds much more smoothly.The same goes for potholes and divots the larger circumference bridges hollows rather than the wheel dropping into them.Detractors will say the trade-offs increased weight, both in tyres and frames and forks, perceptions of slower handling, and compromises in geometry arent worth the gains. From my experience with larger diameters, I beg to differ. I like the improved roll and the efficiency over rough surfaces. Im prepared to live with the extra weight too, because lighter doesnt always mean better. The momentum that 32in carries over tough surfaces is worth a few extra grams to me.Tall tales The angle of impact is steeper on a 700c wheel. This means hits slow you down more than on a larger-diameter wheel. Scott Windsor / ourmedia The angle of impact is much reduced on a 32in wheel. That means you keep more of your momentum in the rough. Scott Windsor / ourmedia Ive already experienced the benefits of 32in wheels for gravel while testing the brilliant Singular Pterodactyl. Im currently reacquainting myself with 32in gravel wheels on a bike set to launch just before Christmas, which is aimed at the more affordable end of the market than the few high-end and custom titanium offerings so far.I think the way in which 32in wheels roll over obstacles and dips makes for a more efficient ride, but I dont think they are for everyone. The compromises to make big wheels fit small bikes aren't insurmountable, but it does beg the question with so much size choice, why bother?I would take an approach based around fit. The smallest riders could use 650b/27.5in wheels, as Canyon does on its hardtail mountain bikes such as the Grand Canyon, then shift to 700c/29in for medium/median-sized bikes, shift up to 30.5in for large bikes, and 32in for XL+ sizes.I accept that means more work for the brands and more of a headache for retailers. But, ultimately, this is about rider benefit. Compromise is a factor for any rider who doesnt fit the median size bikes are designed around (usually a medium/54cm). For competition and racing, the argument is that larger wheels are faster. But Id like to see the data to prove that. A smaller rider will be riding a significantly lighter bike and have a lower aerodynamic drag. Does that offset the benefits of a bigger wheel rolling over obstacles? This is especially pertinent because taller riders on bigger bikes with bigger wheels will have more weight and be less aero. I cant predict how the wheel-size question will pan out, but hopefully itll mean more choice and improved designs for those of us who sit outside the definition of the average rider.

The Netcompany-Ineos pro cycling team has announced Pirelli will provide the teams tyres, with its swap from Continental having already begun at the start of November in a three-year deal.Netcompany-Ineos announcement describes Pirelli as the teams new tyre and performance partner and suggests the tyre maker will not only supply the teams tyres from next season, but also co-develop new tyres with it, with the objective of producing increasingly advanced road cycling tyres.Netcompany-Ineos says its decision to change tyre providers from Continental was based on its technical evaluation of the P Zero Race SL-R tyre, which Pirelli launched in March this year and the team's continuing search for marginal gains in performance. Pirelli claims the P Zero Race SL-R is the fastest road bike tyre in the world. Pirelli claimed when it launched the P Zero Race SL-R that its testing showed it was the fastest road tyre in the world, and up to 15 watts faster than the P Zero Race RS, thanks in part to its patented spoiler moulded into the tyres lower sidewall.The older P Zero Race RS also formed part of Netcompany-Ineos' evaluation, with the announcement highlighting its balance of rolling efficiency, grip, protection and predictable cornering behaviour, suggesting this will be the teams preferred tyre for the early-season races. The team will also use the Pirelli P Zero Race RS tyre, which may be more suited to early-season races. Pirelli Commenting on the partnership, Geraint Thomas, now director of racing at Netcompany-Ineos, said: Pirelli bring a huge amount of technical expertise and a real commitment to innovation, so it's exciting to have them working closely with our riders and performance team."It's not just about the equipment we race on, but how we can work together to keep developing, so we're really looking forward to building that relationship and seeing what we can achieve together. Continental isn't short of riders on its tyres, including Tadej Pogaar. Continental had been the teams tyre provider since its founding as Team Sky, back in 2010, so the change is a significant development. Conti is far from short of WorldTour teams riding its tyres, though. It is still tyre provider to eight mens teams, including UAE Team Emirates-XRG, which went the other way, switching from Pirelli to Continental tyres in 2023.

Van Rysel has updated its flagship all-rounder race bike with a claimed 240g frame-kit weight saving, improved aerodynamics and increased stiffness over the outgoing RCR-R Pro.Van Rysel says the RCR-R2 range has been developed with a particular focus on performance in the mountains, aiming to balance low weight with aerodynamic efficiency. For flatter racing, the brand continues to offer the aero-focused RCR-F.Two versions of the RCR-R2 will be available. The RCR-R2 Pro uses the same race-spec carbon layup as the bike raced by Paul Seixas and the Decathlon CMA CGM team, while the standard RCR-R2 uses a lower-modulus carbon layup to hit a cheaper price point.The French brand says the new RCR-R2 Pro frame kit is 240g lighter than its predecessor, while aerodynamic drag has been reduced by a claimed 6.3 watts at 45km/h. Van Rysel also claims a 10 per cent increase in stiffness compared to the previous-generation RCR-R Pro frame.Global prices and complete model specifications have yet to be announced, but the bikes are set to be made available in January 2027.Read more Van Rysel RCR-R2 first-ride review No paint, 40cm handlebar and the marks of a life well-lived this is Paul Seixas prototype Van Rysel RCR-R2 Pro An all-rounder focused on mountains The Van Rysel RCR-R2 Pro and RCR-R2 share the same tube profiles and the same fork. Ashley Quinlan The RCR-R2 Pro has a frame constructed using super-high-modulus carbon fibre and a high-modulus carbon fork, according to the brand.Van Rysel quotes a frame weight of 705g, in size medium. The fork is said to weigh 360g for a total 1,065g plus or minus 5% to account for manufacturing variances.The brand says the weight reduction has come from changes to the frame's junctions and carbon layup where the amount of carbon used has been reduced alongside optimisation of components including the cockpit, seatpost, axles, computer mount and saddle clamp. There will be little to distinguish the bikes to the casual observer, save for this Pro decal and variation in top-level and entry-level groupsets. Ashley Quinlan Van Rysel says the RCR-R2 Pro saves 6.3 watts at 45km/h compared to the previous-generation RCR-R Pro, with the bike's development guided by the usual combination of computational fluid dynamics (CFD) analysis and wind-tunnel testing.Over two and half years, Van Rysel says it produced 13 CFD prototypes, five wind-tunnel prototypes and seven frame layups, with more than 48 hours spent on aerodynamic optimisation.The frame was also tested by professional riders (including Paul Seixas) from the Decathlon CMA CGM team, both at training camps and in competition, with feedback used to refine the final design.Designed for climbing and fast descents While the new bike is lighter, Van Rysel and its star sponsored rider, Paul Seixas, say descending stability and confidence were key to its development. Van Rysel Van Rysel says the new bike has been developed to improve performance on steep gradients and during acceleration, relative to the old RCR-R and the current RCR-F aero bike.According to Van Rysel, the frame's front-end stiffness is balanced by a degree of flex at the rear, which is intended to improve traction and confidence without compromising power transfer.The geometry has also been adjusted to provide greater composure at speed versus the old RCR-R something Seixas himself put to use in the Tour de France and his Il Lombardia victory.Van Rysel says the changes improve stability on descents and help the rider hold a line more easily through corners at speed, but it purposefully feels familiar to the RCR-F given the two bikes are set to be used interchangeably by its sponsored teams.New aero bottle system Van Rysel's aero-improvement claims are set in the context of a new integrated bottle system, which will be made available at a later date. Ashley Quinlan Van Rysel has also developed a custom aerodynamic bottle and cage for the RCR-R2 Pro.The brand says the system helps the bike achieve its 6.3 watts saving compared to the previous generation it says the figures are averaged and account for a rider's moving legs and the presence of turbulent air.The aero bottles will not be available alongside the initial bike launch, but at a later date.Van Rysel RCR-R2: the more affordable option Tyre clearance is limited to 33mm-wide tyres pictured with 28mm-wide rubber fitted, it's unlikely we'll see Decathlon CMA CGM riders trying wider than 32mm at races such as Paris-Roubaix. Ashley Quinlan The standard RCR-R2 shares the same design as the Pro model but uses a different carbon layup.Its frame uses what Van Rysel describes as high-modulus carbon fibre, rather than the super-high-modulus carbon used in the RCR-R2 Pro. The fork is the same between the models, with a high-modulus construction.Accordingly, the RCR-R2 frame is 178g heavier (at 883g) in a size medium, says Van Rysel, while its also said to be marginally less stiff than the Pro version.Van Rysel RCR-R2 Pro and RCR-R2 specifications and availability The RCR-R2 Pro features top- and second-tier groupsets, while the RCR-R features second- and third-tier drivetrains. There will be no mechanical models. Ashley Quinlan The RCR-R2 Pro will be available in complete-bike builds with Shimano Dura-Ace Di2 R9200, SRAM Red AXS, and Shimano Ultegra Di2 R8100 and SRAM Force AXS builds.Claimed weights range from 6.6kg for the SRAM Red AXS model to 7.1kg for the Ultegra Di2 and SRAM Force AXS builds, all in size medium. The Dura-Ace Di2 version is said to weigh 6.9kg.The standard RCR-R2 will be offered with Shimano Ultegra Di2 R8200, SRAM Force AXS, Shimano 105 Di2 R7100 and SRAM Rival AXS builds. Claimed weights range from 7.4kg for the Ultegra Di2 model to 7.9kg for the Rival AXS build.Van Rysel says all bikes will ship with power meters. The bikes are set to be available in Europe, the UK, China and North America, from around January 2027, with prices to be set nearer that time.

Rising French superstar and Tour de France GC hopeful Paul Seixas has been riding this prototype Van Rysel race bike since The Tour Auvergne-Rhne-Alpes in June.Last month, he rode it to the biggest win of his career at Il Lombardia, the final one-day Monument race of the season.Both his Decathlon CMA CGM team and Van Rysel have been at pains to keep the bike under wraps for the second half of the road-racing season, limiting us to spy shots on top of team cars and from afar.Now, we know for sure that this is the new Van Rysel RCR-R Pro race bike, and only two days after his season-climaxing win, we were able to get hands-on with it and speak to the man himself about his setup.Read more The new Van Rysel RCR-R2 Pro is lighter, stiffer and more aerodynamic Van Rysel RCR-R first-ride review Wide handlebar Seixas' handlebar measures 38cm across at the tops (centre-to-centre). Ashley Quinlan The first thing that stands out is the handlebar, which we measured at 38cm wide from centre-to-centre at the tops, and 40cm wide from centre-to-centre at the drops.The handlebar itself is a new one-piece setup designed by Van Rysel in conjunction with Italian components specialist Deda Elementi, but the key point is it doesnt conform to the typical as-narrow-as-possible size of 40cm, measured from the outside edge of the drops. At the drops, the handlebar's flare results in a 40cm width from centre-to-centre. Ashley Quinlan Seixas confirms that, although the regulations permit a narrower handlebar, his team and Van Rysel have done a study on this, and found the 40cm handlebar to be the most optimised size, with only one or two outliers within the Decathlon CMA CGM team using a different size.Interestingly, Seixas points out the study revealed that it doesnt really matter what the riders size on the bike is when trying to achieve aero efficiency. While slightly built in the typical manner of a road-racing cyclist, Seixas is 1.86m tall (around 6ft 1in). His effective stem length is 130mm. Ashley Quinlan In time-honoured pro tradition, though, Seixas effective stem is a lengthy 130mm. He rides a size-large frame, roughly equivalent to a size 56cm, but runs the larger-than-typical stem in order to remain on a smaller-sized frame.All things being equal, the smaller frame will feel more agile under a larger rider, but with the steering tempered by the long stem, Seixas is also looking to save weight here. Seixas' bike weighs 7.02kg bear in mind it is unpainted and just has a protective lacquer coat. Ashley Quinlan The Frenchmans RCR-R Pro frameset is unlike any RCR-R Pro set to go on sale, given its unpainted, save for a protective lacquer coating. Van Rysel wont confirm how much weight this saves, but his bike weighs 7.02kg.Specific choices and scars of war Fresh (and cleaned, I might add) from his Il Lombardia victory, Seixas chose to run a 54/41T crankset. Ashley Quinlan The fundamental spec of Seixas bike holds few surprises hes running a full SRAM Red AXS groupset with pro-style black cranksets and front derailleur. His gearing, set up for the demands of the hilly Il Lombardia classic, features a 54/41-tooth chainring combination with a 10-36 tooth cassette.Seixas uses an in-line seatpost, following the prevailing trend that sees riders pitched more steeply over the bottom bracket to yield greater pedalling efficiency. Naturally, the bike was a prototype when it was raced at Il Lombardia. Ashley Quinlan Given the new RCR-R Pros geometry largely mimics that of the RCR-F aero bike a decision taken by Van Rysel to make transitions between race bikes as easy as possible the RCR-R Pros seat tube angle isnt as steep as, for example, the recently launched Ridley Falcn RS 2.0.Accordingly, Seixas has his Fizik Antares set almost as far forward on the rails as possible. The frame bears the scars of a knock and scrape or two. Ashley Quinlan For Il Lombardia, he chose to run the Swiss Side Hadron Ultimate 550 wheelset, the 55mm-deep all-round choice from the brand. Unlike a growing number of top-spec racing wheels in 2026, these dont have carbon spokes, instead featuring DT Swiss Aerolite spokes. The hubs are DT Swiss 180 EXP models, with SINC ceramic bearings.The wheels arent as wide as some, measuring 22mm across internally. This helps inform the choice of 28mm-wide rubber, for which the rims are said to be aerodynamically optimised. Seixas opts to use Continental's time-trial oriented race tyre, but interestingly doesn't use the Aero 111 front tyre. Ashley Quinlan Seixas choice of Continental Grand Prix 5000 TT TR tyres is unsurprising (these time trial-specific tyres are known to produce less rolling resistance compared to the sometimes-used Grand Prix 5000 S TR tyres). However, Seixas has chosen not to run the Aero 111 front tyre as part of the ensemble. Seixas explains why he chooses wider than the UCI's minimum handlebar-width regulations. Van Rysel A neat name sticker for Seixas. Ashley Quinlan Seixas uses lightweight composite bottle cages. Ashley Quinlan As a sponsored pro, Seixas has access to the very few in-line seatposts that exist at time of publication. Ashley Quinlan Seixas uses Look Keo Blade Carbon Ceramic pedals. Ashley Quinlan

J.Laverack has announced its new Element 22 ebikes, which house a Mahle X20 motor in a range of its AM64 framesets. Element 22 will be available in only 22 bespoke titanium framesets, individually numbered and sized to their buyers.The Element 22 ebikes use J.Laveracks AM64 additive manufacturing technique (often referred to as 3D printing), which it introduced with the Speedform titanium/carbon aero bike,to provide smooth tube junctions and custom geometry to the frame. AM64 bikes have 3D-printed tube junctions for cleaner looks. The Mahle X20 rear hub motor system offered by J.Laverack is a popular choice for bike brands looking to provide lightweight electric bikes. Earlier this month, another titanium bike maker, Litespeed, also used the system for its first electric bikes.The compact X20 motor and in-frame battery help keep frame shapes that mirror the unassisted bikes and together weigh a claimed 3kg.The motor has 275W, 65Nm peak output and offers a range of up to 200km from a charge. An optional range extender increases this by 55km.Broad range of ride styles J.Laverack will offer electric assistance across a range of its bikes, including the Grit gravel bike. The low-profile electrification will enable J.Laverack to offer electric assistance across a range of its AM64 framesets: the J.ACK road bike, R J.ACK all-road bike, Grit gravel bike, Pilot urban bike and Contour hardtail MTB.According to David Clow, co-founder of J.Laverack: We've been asked many times whether we would make an e-bike, and it's something we've been quietly developing for some time.This is not about changing what a J.Laverack is it's about extending what it can do. The bike looks, feels and rides like one of our bikes, just with an added layer of capability. A bike fit and custom geometry are part of the package when you buy an Element 22 ebike. J.Laverack will offer custom geometry for the Element 22 ebikes, based on a bike fit at its Rutland base.At the same time, it is moving to a new home in Rutland. The Provender Store in Oakham will offer a cycling cafe alongside the brands bike workshop and showroom.Why 22 bikes? J. Laverack says its because this is titaniums atomic number.Prices for the Element 22 ebikes start at 7,495 / $9,875 / 8,555 plus sales tax.

Winspace has unveiled its new C6 bike at Rouleur Live in London. It bills the C6 as a performance endurance bike, saying it offers 40mm tyre clearance and endurance geometry, with vertical compliance at the rear of the frame.But while designed for longer rides and with a more upright ride position, Winspace says the C6 has racy handling with a performance-oriented steering geometry.Announcing the new bike, Winspace CEO Stephen Cai said: The C6 represents our belief that performance and endurance should work together. Weve taken our experience developing high-performance road bikes and applied it to a platform designed for riders who want responsiveness, efficiency, and the freedom to ride farther and faster. The C6 has 40mm tyre clearance, but Winspace says it still offers a performance-oriented ride. Winspace says it has engineered endurance comfort into the frame through its bowed seat tube and dropped seatstays, while a D-shaped seatpost is designed to increase the suppression of vibration from the road surface. There's in-frame storage in the down tube for your long-ride extras.Winspace also sells its Lun Hyper aero wheelsets and in September launched the G5 gravel bike, which retails at around half the price of competitors and offers 58mm front and 53mm rear tyre clearance. Winspace claims the rear of the C6 frame is engineered for comfort, while there's in-frame storage for ride essentials. We reviewed the Winspace M6 aero bike in September, commenting on its fantastic value for money and the broad range of customisation options available, which enable you to choose everything from the wheelset to cockpit dimensions and even crank length.Winspace is one of a number of Chinese bike brands making inroads into the Western market, while Chinese groupset brands are starting to nibble away at Shimano's dominance. At the end of October, the second-tier Team TotalEnergies announced it was swapping to Pardus bikes from Cube for 2027, along with a team-name change to XEFI as a new title sponsor takes over.Winspace says it will provide further details of the new C6 on 18 November, including specs, pricing and availability, so well update this post once we know more.

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.

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

If youre a fan of a clean cockpit, Campagnolos new firmware update may well be of interest to you.Campagnolo revealed today that the latest update means you can use the shifters of your Record or Super Record groupsets to change gear in Zwift.By connecting a Platform 13 groupset to a compatible smart trainer, riders can use their Ergopower levers to control virtual shifting, bringing a familiar Campagnolo experience to indoor training, Campagnolo said.That means you dont need to clutter up your handlebar with a Zwift controller and can retain the same shifting quality of the electronic groupsets.Ready in three steps The firmware update means you don't have to fit a Zwift Controller to your cockpit. Zwift Campagnolo outlines three steps for setting up the new feature.You should first attach a Zwift Cog to your turbo trainer and set it up correctly.Then, you should download the new firmware (3.1.16 version) on the MyCampy app and activate the groupset. Campagnolo says you should ideally place the rear derailleur in the fifth or sixth gear or the one that best fits your Zwift Cog setting and riding style.Finally, you should log in to your Zwift account and pair the groupset by selecting Controls.Once paired with Zwift, the groupset will switch from outdoor to indoor: the rear derailleur will stop operating in the conventional way, and the Ergopower controls interact directly with Zwift, Campagnolo explains.From there you should be good to go, and you can use the shifters just as you would when riding outdoors.This new meeting of mechanical innovation and the digital world will be on display at Rouleur Live, which opens on Thursday.Campagnolo launched Record 13 in April this year and Warren Rossiter said it couldnt have come soonerbecause it meant the troubled brand had a direct competitor to Shimano Ultegra and SRAM Force. Last year, Campagnolo restructured after reports of staff redundancies. In September, an investment group with ties to Pinarello bought a minority stake in Campagnolo.

A lack of mechanics could soon be causing major issues for bike shops across Europe, but industry leaders have met to discuss plans to avert the shortages. The action points include a Europe-wide training pathway, plans to attract more women and improving retention.The recent NextGen Mechanics (NGM) Report revealed Europe's 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.At a European Cycling Industries (ECI) seminar, numerous professionals from the Education and Skills Expert Group underlined the urgency of the situation and the challenges faced by the bike industry in recruiting and retaining these mechanics. They suggested the following measures, among others, to try to avert the crisis.Make it easier for bike mechanics to get training Training pathways for bike mechanics should be clear, from entering the trade right up to the pinnacle of the sport. Ashley Quinlan / Our Media Jonathan Harrison, head of Cytech (a leading global training provider), told the seminar that clear entry routes into a career as a bike mechanic are needed in order to boost numbers.He explained that better-defined training pathways and opportunities for progressing up the ladder could be a key factor in attracting new cycle mechanics.Harrison also said a common pathway for mechanics across different industries (including automotive and heavy vehicles) is needed both to boost respect for cycle mechanics and create the ability for mechanics to transfer universal skills between sectors.If a bike mechanic wants to become a car mechanic, or vice versa, the training they receive should share a common root, according to Harrison. He told the seminar the goal is not necessarily to impose one delivery model, but to agree on what a competent mechanic should know and how they should be assessed.Recruit more women Men and women mechanics are leaving the trade at an alarming rate, leaving a shortfall. Ashley Quinlan / Our Media Isabell Eberlein, CEO of Velokonzept, explained that women make up a mere 16% of workers within the cycle sector, and that the mechanic shortfall could be made up in part by attracting more female mechanics into the bike industry.Eberlein said that, with both women and men leaving the cycle industry, mechanics numbers could be boosted by making the profession more attractive to women.How do we make the profession more attractive as a career option? Avoiding people looking at it as a part-time job or [one that has] has no future path, said Eberlein.Adopt a Europe-wide training standard Cytech is one well-respected training provider offering courses the UK, Ireland, South Africa, Canada, New Zealand and Australia. James Costley-White/BikeRadar NGM says that to track a mechanic's skills, there should be a Europe-wide training standard.Harrison explained Cytech is working with NGM to identify training needs and support creation of an overarching framework across the continent.Were not asking governments to drop existing qualifications; we dont want to undermine those pre-existing with strong recognition and funding, Harrison said.The vision is not to replace all existing training with a universal qualification, but to create competence criteria that can be accepted across Europe. This way, mechanics skill levels can be identified and they can be supported in their continuous professional development (CPD).A universal standard could also make it easier for bike mechanics to explain their skill level to prospective employers if moving to different countries.Cytech is renowned when it comes to bike mechanic qualifications, offering courses in the UK, Ireland, South Africa, Canada, New Zealand and Australia.While not cheap, Cytech training to become a mechanic is less expensive than a UK university degree and there are apprenticeships available for some advanced courses.Success in this area seems a long way off, though, with different European countries currently providing disparate cycle mechanic courses of varying complexity and quality.Reduce the number of mechanics quitting Retention is an issue for mechanics in Holland and research can be extrapolated out across Europe, says NGM. Alex Whitehead / SWPix.com NGM said that, in general, small businesses lose skilled workers at an a rate of 15% per year and that rate is likely higher for cycle mechanics.Research in Holland by Opleidings en Ontwikkelingsfonds Motorvoertuigenbedrijf en Tweewielerbedrijf (OOMT), which is the Dutch training and development fund for motor vehicle and two-wheeled industry, found just under 25% of staff left the sector in 2024.It sounds obvious, but making working as a cycle mechanic more attractive would help reduce the expected shortage of bike mechanics, according to NGM.Harrison explained that progression opportunities and greater recognition of mechanics skills in line with the previous points he highlighted would help improve retention.