Ahead of Stage 4 of the 2026 Tour de France Femmes last month, riders encountered an addition to the familiar pre-time-trial ritual of bike measurements and equipment checks: officials were paying particular attention to their chests.Several Women's WorldTour teams had reportedly complained that riders appeared to have greater chest volume in time trials than in road stages. The suspicion was that some competitors were using padding, ice or other material underneath their skinsuits to effectively create a "chest fairing" for an aerodynamic advantage.The UCI regulations, specifically Article 1.3.032, state that clothing and accessories may not modify a rider's morphology and prohibit non-essential elements added to, placed beneath or integrated into clothing. The UCI's technical guidance for Article 1.3.032 also prohibits products or substances applied to the body or clothing to improve aerodynamics.However, neither document establishes how much padding a sports bra may contain. They also do not provide a specific protocol for examining one, and the sudden bra checks drew a lot of critique as well as questions around the exam's invasiveness, bra structure, breast shape and size, and, of course, whether a padded bra can actually make a rider faster. While initial chest fairing studies found drag reductions of up to 3.6 percent, new CFD modelling from AiRO suggests that sports-bra-sized marginal gains may be negligible. At least in AiRO's test, a push-up bra is more likely to lift expectations than speed.What the studies sayWind tunnel testing (Image credit: Andy Jones)Much of the understanding of chest fairings comes from a 2024 peer-reviewed paper by Bert Blocken, Fabio Malizia and Thijs van Druenen in the Journal of Wind Engineering and Industrial Aerodynamics.The researchers used computational fluid dynamics, or CFD, to examine seven chest fairing configurations on a male cyclist in a time trial position. The simulations were then validated through wind-tunnel testing. Their best-performing configuration reduced drag by 3.6 percent, which is a potentially significant advantage in a race decided by fractions of a second.However, not every fairing was beneficial. Some configurations increased drag, and the researchers concluded that a rider would need dedicated wind-tunnel tests or CFD simulations to determine whether a particular shape would provide an advantage. The study found that a chest fairing can be effective, though it did not conclude that additional chest volume is inherently faster.The size of the fairing matters greatly. The study's largest drag reduction came from a substantial, purpose-built form modelled on the chest fairings used by some triathletes, far from the shape or padding amount of a conventional sports bra.AiRO, a company that provides CFD-based aerodynamic modelling to bike fitters, has now tested a narrower question: whether comparatively small changes in chest volume can produce the same effect. That is, changes small enough to be hidden inside a bra. What AiRO testedAiRO CFD modelling testing various chest volumes using a female rider model wearing a Specialized Evade helmet. (Image credit: AiRO)AiRO created a digital female rider in a fixed cycling position and modelled three chest volumes: small, medium and large. The company tested each version with two helmets, the Specialized Evade and the Ekoi Pureaero, because aerodynamicist Ingmar Jungnickel argues that changes around the chest could affect airflow reaching the rider's head and equipment farther downstream.Jungnickel told Cycling Weekly that the virtual athlete was based on a rider measuring 175cm (5'9") and weighing 60kg (132lbs). With the Ekoi helmet, AiRO reported drag differences of 0.1%, +0.2% and +0.3% percent across the three chest configurations. Plus means more drag; minus means diminished drag. Jungnickel described the differences as "nothing at all," writing that "not one configuration produced a measurable gain."With the Specialized Evade, all three chest configurations were approximately 2.2% slower than its reference, while changing from the smallest to the largest volume barely altered the result."Small chest volume changes, as they could be hidden in a sports bra, do not seem to make riders faster," Jungnickel concluded. AiRO also modelled what it called a "proper fairing," akin to a water bottle stuffed down a jersey as has been seen by some male riders in the past. This model featured a rider with the Giro Aerohead and the Specialized Evade.The drag reductions were 0.7% on the Giro Aerohead, 0.1% on the Specialized Evade. "The best case is a possible small advantage that is within measurement uncertainty. That is with an object under the suit, on a male rider, in a full time trial position," AiRO concluded. "Changing chest volume by the amount a padded sports bra can change it did nothing on either helmet, for either sign, at any of three sizes," AiRO concluded.AiRO acknowledged the limitations to its findings. For one, the company tested only one rider model per sex, and Jungnickel said the effect could vary with "bust volume, torso length, shoulder width and how closed the riders position already is.""A single athlete tells you the mechanism exists and roughly how big it is for that rider, but it doesnt give a universal number," he said.AiRO also used a parametric human model fitted to images rather than a 3D body scan. Jungnickel said that approach allowed the company to preserve the same underlying geometry between tests, avoiding variations caused by scanning artefacts.That consistency may improve comparisons within AiROs test, but the analysis remains a company-authored demonstration rather than a peer-reviewed study. AiRO has not published the full solver settings, mesh-independence analysis or numerical uncertainty calculations that would allow outside researchers to evaluate its results in detail.Even with those limitations, Jungnickel said the central finding was clear: "Bra stuffing is at least not clearly a benefit."So what to believe?(Image credit: Getty Images)Jungnickel argues that AiROs results do not necessarily contradict Blocken and his co-authors. The disagreement, in his view, lies in the interpretation of the data.According to AiRO's reading of the Blocken paper, the three smallest fairings changed drag by +0.54, +0.39 and 0.68 percent. Under that convention, two made the rider marginally slower and one produced a small improvement. The widely reported 3.6-percent reduction came from a much larger, solid fairing measuring 313mm wide and 87mm tall.Jungnickel argued that sub-one-percent effects may fall within the practical uncertainty of CFD, wind-tunnel or velodrome testing and may vary from rider to rider. "At differences that small, most serious fit changes offer a larger benefit," he said.The two analyses therefore point to a more nuanced conclusion: a large, carefully shaped fairing can reduce drag, but small changes in chest volume do not appear to provide a consistent or readily measurable advantage.So, before you start stuffing socks into your sports bra, the evidence calls for restraint. A large, carefully shaped fairing can reduce drag, but modelling suggests that bra-sized changes offer no reliable shortcut to speed. It appears that for most cyclists, a better position and fit remain safer and legal places to find free watts.

"Being on the podium was a little bit sad, just seeing photographers and a few people," said Tadej Pogaar after stage three of this year's Tour de France. The subdued finish at Les Angles, the race having just crossed from Spain into France, proved that even for the sport's biggest champions, racing just isn't the same without the fans. As a precautionary response to nearby wildfires, French authorities had banned spectators from attending; while many risked prosecution to line the roadside, the Tour's usual thronging crowds were nowhere to be seen.It was a bitter blow for Les Angles. The Pyrenean outpost had spent months preparing to host the finish, with hoardings, posters and infrastructure all in place. Local cafes and restaurants were stocked to the brim for their busiest day ever - only for the spectacle to fizzle out. The empty town recalled the lonely races of the Covid lockdowns, illustrating in stark relief the vital role of crowds. As Pogaar implied, take away the noise, colour and sheer human energy of cycling's roadside devotees, and the sport simply isn't the same.At the same time, bike racing has an often fractious relationship with its followers. Riders are regularly forced to dodge projectiles of various, sometimes unsavoury, kinds. They must breathe in smoke from flares and suffer half-cut, over-eager cosplayers running dangerously close alongside them. They have been knocked off their bikes at high speed in the throes of peak exertion, and punches have been thrown in both directions.Fans are undeniably the sport's lifeblood, but the frequent chaos they bring makes them an ever-present threat. This paradox poses the question: is cycling's greatest asset - unrestricted fan accessibility - also its biggest liability?The cycling fan experience extends far beyond the racing itself. Spectators can mingle with riders and team bosses outside the team buses before and after a stage, and, if they're fit enough, even invade the pros' training arenas to ride alongside them on the open road. That isn't to say barriers don't exist-certain scenarios demand that riders and fans are protected from one another. Usually, though, they share the same space on the road. Unsurprisingly, this unrestricted access doesn't always end well, especially when alcohol is involved.(Image credit: Getty Images)"Most fans are great," says Matej Mohori of Bahrain Victorious. "It's really cool that they take the time to come out and cheer us on. I will do so myself, and show my kids, once I stop cycling. We'll go and see the Tour de France. The roads are our stadium, and it's probably the sport where you can get the closest to the big champions, so it's special in that regard."It's not just at the road side when fans are getting too close to the ridersTHE FAN'S EYE VIEWWe found three spectators at the Tour de France and asked them how important they thought the fans were to the sport-and whether the mountaintop crowds needed regulating.Laia Bertran, from Taragona, Spain "For cycling, fans are very important, because fans support sponsors and sponsors have money. For me, being a fan is about cycling, and seeing the riders suffering under the sun - because I am a cyclist. When I see [fans endangering riders] on television, I think, please don't do that. Give space, let the riders breathe, because it's very important. I understand that people are encouraging them to go faster, but please give them space and don't touch them. That's important - they are suffering."Donato Genovese, from Italy "Fans are essential. If you see how many people are here today in Tarragona under this heat to see their cyclists from many different teams, it's quite telling. You wouldn't see it otherwise. The Tour de France is the third-most-important sporting event after the World Cup and the Olympics. It adds to the importance of the event today."Hughie McCooey, a member of the Ben Healy Fan Club "The importance of the fans is massive. Although the riders get paid a fortune, they still need the fans to cheer them, the madness, everything that goes with cycling. Fans have just got to police themselves and do their best, because if you have too many regulations, it'll kill the sport."Both Jonas Vingegaard and Tadej Pogaar have made headlines this year following clashes with fans. Vingegaard was the first, involved in what was ultimately a rather humiliating incident. The Dane crashed on a descent in southern Spain after attempting to drop an amateur rider who had latched on to his wheel. Though he avoided serious injury, his Visma-Lease a Bike team issued a statement urging fans to be mindful. "In general, as a team we would like to urge fans on bikes to always put safety first," read the missive. "For both your own and others' wellbeing, please allow riders to train and give them as much space and peace as possible."Only two weeks later, Vingegaard's chief rival Tadej Pogaar had his own run-in with a fan, prompting him to take to social media. "If you find me in conversation with someone and you ask me for photo, I ask you to give me two minutes to finish talk," he wrote. "Do you wait two minutes or show me middle finger and take off angry? Long day ended with losing biggest fan."While training incidents are an occupational hazard for world-famous riders, the most volatile flashpoints are usually crowded mountain passes. "You always have those few who take it a step too far and start to be a bit over the line," says Mohori. "Especially with the smoke, or sometimes by running next to the riders, or by just being surprised by the sheer force and speed we travel at. Sometimes they want to take a photo with their smartphone, and they turn their backs to us, and then it can get really dangerous."(Image credit: Getty Images)Lotto Intermarch mechanic Rhune Clynen echoed Mohori, even suggesting that smoke bombs and flares should be banned. "It has pros and cons," he said of the fans massing on the mountainsides. "For sure the ambience is a pro, but the risk of having an accident is also a possibility. I think [the smoke] could be forbidden, because of the inhalation... and also the running with the riders." Given the unpredictability of the crowds, he admitted that teams can offer riders very little actionable advice. Ultimately, it comes down to common sense: "Just be careful with the crowds, and look in front of you, though it's not always easy."Balancing actOver the years, teams, riders and race organisers have repeatedly tried to discourage the dangerous behaviours Clynen highlights, though whether these efforts have had any real effect is debatable. While the number of spectators running alongside riders may have dipped, the experiences of Pogaar, Vingegaard and others demonstrate that unruly crowds are far from a thing of the past. Roadside harassment continues to plague the peloton. Just ask Mathieu van der Poel, who has been pelted with beer, urine and water bottles, had a cap thrown into his wheels, and suffered a full lungful of vape smoke blown directly into his face all within the past few seasons.Ultimately, managing fans at bike races is a balancing act between keeping riders safe and preserving the vibe of the occasion. Mohori understands both sides of the equation, having raced to an empty house at the 2023 Tour de France. He finished third on a highly anticipated stage to the Puy de Dme, which fans were barred from attending owing to logistical restrictions. It was an experience he called "pretty miserable". Even watching on TV, the spectacle lacked soul.(Image credit: Getty Images)As Mohori admits, the fan conundrum remains "quite a challenge, and it's become more of a topic in the last few years". "[Race organisers] are doing their best... on Mont Ventoux, they fenced off the top four or five kilometres, but then the fans just move further down the mountain." Despite the hazards fans sometimes cause, he acknowledges their vital role: "They remind you of why you're doing it - it's a crucial part of the race... This is why we do it - to inspire people and to put on a show." His Puy de Dme experience serves as a stark warning. The unparalleled accessibility cycling offers is a precious thing that risks becoming its biggest liability if abused - a golden goose we need to take care of. If the risk from fans endangering riders continues to increase, it may threaten to lock away the spectacle of bike racing for everyone.When riders and fans collide: Five times when fans definitely got too closeThe Eddy Merckx punch (1975) This incident from more than 50 years ago remains one of the most notorious fans-gone-wrong moments. Merckx, gunning for his sixth Tour de France win in 1975, was punched by a roadside wrong'un on the Puy de Dme. He lost the race lead the following day and never regained it.Allez Opi-Omi (2021) So read the sign held out by a roadside fan on stage one of the 2021 Tour de France. "Go Grandpa-Grandma" being the literal translation. So eager was she to have her message caught by the camera bikes, she apparently didn't spot the onrushing bunch, who ran her down. A huge crash ensued that took several riders out of the race. The fan became something of a pariah and was ultimately fined in court.Laurent Jalabert cops it (1994) This crash, which changed the course of a career, was caused by a police officer, no less. Just metres from the line, the gendarme stepped out of an alcove in the barriers with his camera raised, and into the path of a bunch sprint approaching at full speed. French rider Jalabert was the most seriously injured of those that came down, and the incident saw him change tack, becoming more of an all-rounder. He rarely participated in bunch sprints after that.Lance Armstrong on Luz-Ardiden (2003) When the strap of a fan's shoulder bag snared Armstrong's bars and brought him down on Luz-Ardiden, it looked as though it could have been the end of his already faltering challenge against rival Jan Ullrich. But the American only seemed to derive strength from the incident. Catching the front group, which had sportingly slowed, he attacked almost immediately to win the stage and extend his GC lead, which he held to Paris.(Image credit: Getty Images)Chris Froome runs Mont Ventoux (2016) One of the most memorable fan-related incidents in modern Tour history. Froome, wearing yellow, was reduced to running uphill after massing fans brought a race moto to an abrupt stop and Froome plus fellow GC hopes Richie Porte and Bauke Mollema crashed into it. His bike broken, no team car in sight and his yellow jersey disappearing up the road, Froome began running. Eventually, neutral service issued him with an ill-fitting bike, with which he made do until his own Team Sky car appeared with his own spare.

Twenty-year-old Slovenian Jakob Omrzel (Bahrain Victorious) crowned his first season in the WorldTour with an impressive solo victory in the mountains of stage 12 in the Vuelta a Espaa.He attacked with more than 11 kilometres of the final climb remaining and held off the remains of the day's breakaway all the way to the finish to win by nearly two minutes. It was his first pro-level victory.As expected, the GC battle ignited behind him on the slopes to Calar Alto, with Enric Mas (Movistar) putting time into his rivals for the overall with an unanswerable attack.More to follow...

Earlier this week, LeBron James teased his newest Canyon bike on social media, and eagle-eyed observers were quick to note how proportional the 6-ft 9-in, 250-lb basketball star looked on it. That could mean only one thing: 32-inch wheels.And indeed, Canyon Bicycles has now confirmed that it has made a custom Grizl for James, pairing a custom 3XL frame with 32-inch DT Swiss wheels. It is Canyons first gravel bike built around the emerging wheel size, and James could hardly be better suited to testing it."Big wheels, big tyres, lets roll!" James said as he set out for a group ride on the new steed. "On most bikes Ive ridden, I was aware of the bike, where it didnt fit me, what I was working around. This is the first one that I didnt have to think about. Thats what I love most about riding. Its just you out there and everything else is gone."Despite its experimental construction, Canyon stated that the Grizl is "neither a prototype nor a display model." Instead, Canyon calls it a custom bike "engineered from the ground up for a 69 athlete whose size very few production frames are designed to accommodate."Canyons engineers eagerly welcomed the opportunity to design something specifically for the NBA star."It was the perfect excuse to explore the use of 32-inch wheels on an adventure bike, said Grizl Design Engineer Matej Smen. An Extra Extra Extra Large Grizl (Image credit: Canyon Bicycles)The bike is based on Canyons Grizl adventure platform, which James selected after what the company described as extensive deliberation, some "late night scrolling," and real-world testing."Gravel doesnt have to be Unbound. You dont need a 200-mile race to enjoy a gravel ride," said Riley, referencing the bikes versatility."Still, at the end of the day, the Grizl is a high-performance machine that perfectly supports where and how LeBron actually rides."Creating a performance gravel bike for an athlete of James proportions presented Canyons engineers with an unusual set of demands. Rather than stretching an existing Grizl frame, which tops out at size 2XL, the company developed new geometry and redesigned its carbon construction.Simply extending the tubes would have introduced too much flex, Smen explained. Canyon instead worked with specialist manufacturing partners in southern Germany, giving its engineers access to manufacturing methods that had not previously been available to them."This was an opportunity to make something genuinely cutting edge, and it took a full engineering team to do it," said Wolfgang Kohl, Canyons Lead Engineer, Gravel.The frameset was manufactured using a high-pressure autoclave, with the main triangle and rear stays moulded as a single structure without bonded sections."The parts came out so pristine that they required zero putty, zero grinding and no cosmetic paint," Smen said.That construction is reflected in the bikes finish. Raw carbon remains visible along the top tube and through the Canyon logo on the downtube.Canyon also manufactured custom CNC-machined Boost thru-axles and an in-house CNC-machined seat clamp, configured specifically to handle James power. For functionality, the bike features custom mounts throughout the bike, including the fork, to provide carrying capacity for equipment or additional hydration. At hand off, the bike was built up with a small front rack, just big enough to carry a basketball. A test of the 32-inch platform (Image credit: Canyon Bicycles)James new bike arrives as 32-inch wheels become one of the cycling industrys most discussed developments. Built around a 686mm rim diameter, the format has appeared on a growing collection of gravel and mountain bikes. Scott showcased its 32-inch RC Gravel prototype at Unbound Gravel, while Salsa, Stinner, BTCHN and Mosaic have also released gravel bikes around the larger platform this season.Component manufacturers are beginning to respond with dedicated tyres, wheels and inner tubes. James bike adds another significant piece to that emerging ecosystem, with Schwalbes yet-to-be-released 32" G-One RX gravel tyres wrapped around DT Swiss wheels.Proponents of the larger diameter point to its speed and ability to roll more easily over rocks, ruts and washboard surfaces. While the trade-offs include additional weight and rotational mass, as well as significant geometry challenges.For an exceptionally tall rider such as James, the biggest gain may be proportionality. Very tall cyclists can find themselves squeezed onto the largest conventional frame available, even when its wheelbase and front centre remain too short to distribute their weight optimally. Designing a custom frame around 32-inch wheels allows those dimensions to grow with the rider, potentially producing a bike that looks, fits and handles more naturally.James Grizl has a massive 680mm stack, 470mm reach and 1,201mm wheelbase, with 476mm chainstays - dimension you rarely see in mass produced bikes. Canyon says it's using the one-off build to evaluate new construction processes intended to shorten development timelines for future projects and refine the way it develops bikes for professional athletes and the wider public."We have a true Canyon innovation story," Smen added. "We have Canyons first 32-inch gravel bike. We have awesome features, we have a killer aesthetic, and we have a rider who has the right bike for the riding he does."Canyon was quick to note, however, that James bike is a one-of-one and not available for sale.James has been involved with Canyon since 2022 and is a minority shareholder in the German company. In 2024, the two launched "Find Your Freedom," a cycling advocacy campaign intended to encourage more people to ride. Canyon also began providing bicycles to the LeBron James Family Foundations I PROMISE Program in Akron, Ohio.The partnership builds on James lifelong connection to bicycles. Growing up in Akron, he rode to basketball practice, visited friends and explored the city on two wheels. LeBron James 3XL Grizl (Image credit: Canyon Bicycles)Drivetrain: SRAM Red AXS XPLR, 38T chainring, 10-46T cassetteWheels: DT Swiss XR1700 32Tyres: Schwalbe G-ONE RXHandlebar: Canyon Gravel Cockpit CP0039, 16 deg. flareFrame size: 3XLGeometry:Seat tube length: 625 mmTop tube length: 642 mmStack height: 680 mmReach: 470 mmHead tube length: 194 mmChain stay length: 476 mmWheelbase: 1201 mmHead tube angle: 71.2 deg.

The final round of the Llandow Revival Series, a south Wales-based circuit racing league, will be held in memory of Finlay Tarling on 13 September. The 19-year-old Welshman was killed on stage eight of the Volta a Portugal on 14 August, when he was struck by a non-race vehicle driver that had entered the course. To celebrate Tarlings life, Maindy Flyers Cycling Club, the organisers of the Llandow Revival Series, are dedicating the sixth and final round of their league to the teenager, and will be raising money for the For Fin fund; the GoFundMe page was created in Tarlings memory to support young cyclists in Wales and has already gathered more than 96,000 in donations. Commenting on next Sunday's event, Maindy Flyers chair Mike Richards told Cycling Weekly: It will be a full day of racing and will be held in memory of Fin Tarling.The circuit owners have kindly waived the 500 hire fee so that we can donate it to the For Fin fund, and well also be raising money throughout the day. We are expecting a large turnout and what should be a very special, if emotional, occasion.The teenagers father, Michael Tarling, is currently listed among the entrants in the Category 3/4 open race. The day will count nine races in total, from under-eights up to elites, which will all be held on the 1.4km closed Llandow motor racing circuit, 15 miles west of Cardiff. Entrants can sign up via The Fin Tarling Llandow 2026 Round 6 event page on the British Cycling website. Fans have been urged to bring the gazebos, picnic tables and the family and make a day of it. A minutes applause was held on Wednesday in memory of Tarling ahead of the opening stage of the Lloyds Tour of Britain Men, where his NSN Cycling team is competing. Two days after the teenagers death, his parents, Michael and Dawn Tarling, shared a joint post on Instagram saying their broken hearts will never be fixed. He was not only our son and brother but our best mate. Gentle, loving with the driest sense of humour we will miss him terribly, the parents wrote. Their eldest son, Josh, chose to start the Vuelta a Espaa on 22 August for his team Netcompany-Ineos to honour his younger brother. He placed third on stage ones individual time trial, before abandoning the race on stage six. Finlay Tarlings funeral will take place on 17 September and will be a private affair for family and friends.

Scott's Addict road and gravel bikes have a 19-year legacy in the peloton, but their latest edition is taking a different route. 'Find yourself, get lost' is the slogan, and given how it rides, it seems fitting.The new Addict Gravel that we rode at the recent launch in Germany is designed for everyday performance rather than the elite racer. They're better served by the Addict Gravel RC. This means enough versatility to tackle a variety of trails or even a bikepacking trip across a continent. Having said that, we think it's still perfectly capable for anyone who does want to compete.(Image credit: Future)Compliance is keyWhile many of the best gravel bikes focus on low weight and greater aero savings, this Scott Addict has placed a premium on compliance. Not that it's heavy. At 8.4kg for the Premium build its a reasonably lightweight bike, especially given the huge 50mm wide tyres.(Image credit: Future)Tyres that size run at a suitable pressure will naturally give compliance, but it was also central to the design of the frame. It has a high degree of vertical flex in the seat tube, with a claimed 60% increase in vertical compliance over its predecessor, and 30% more vertical compliance at the front, thanks to the bowed fork leg design. Stiffness, pedalling efficiency and confident handling haven't been sacrificed, but both the HMX and HMF fibre builds are around 5% less stiff than on the performance focused Addict road frames. Scott has pushed the boundaries of carbon tubes with 8.5mm-wide chainstays that house the brake cables. Whereas other frames I have tested with similar design principles have lacked lateral stiffness in this region, the Addict Gravel has retained it well.(Image credit: Future)The Addict's finishing kit has also been updated with compliance in mind. The seatpost features an impressive degree of deflection, which the team at Scott demonstrated to the gathered press by attaching a weighted rig.They've done this predominantly with the use of a large cutout at the rear, similar to that of the Scott Foil race bike. This feature alone accounts for the majority of the vertical compliance at the rear of the bike. Quite brilliantly, it also provides attachment for a rear light. The bars are a brand-new design featuring a forward sweep and outwards flare for better wrist clearance. Their flexion helps absorb some of the vibration we all encounter on the trails. They also have an optimised drop shape that means you can almost roll your hands from hoods to drops to maintain control in hazardous moments, while also better aligning the brake levers, improving on some bars that twist the hoods inwards slightly and thus alter the ergonomics.Adventure machineIn addition to the compliance, the Addict Gravel has also been created around the use of 50mm tyres. With a claimed 57mm of clearance, it means large 55mm tyres can be fitted while anything less wide will have plenty of clearance when riding in the mud. But this frame goes beyond just having room for larger tyres, basing many elements of its geometry around them.(Image credit: Future)If you go from riding 30mm road tyres to, say, 55mm, your position is raised, altering the headtube angle in relation to the ground, as well as increasing the trail. In essence, if you design a bike around smaller tyres and then fit larger ones, it will feel excessively slack at slower speeds and lose agility. Meanwhile, switching the other way will lead to a twitchy ride feel, hence why Scott designed the frame geometry around 50-55mm tyres deemed most suitable for the bikes purpose. To do this, it dropped the bottom bracket and also increased the fork rake to preserve the desired ride characteristics with wider tyres.(Image credit: Future)I'd agree that the larger-width tyre is well-suited to the sort of riding this bike is designed for. If youre tackling the road less travelled then wider tyres will offer more grip on wet and loose surfaces, provide greater rolling resistance on rough terrain, and much greater levels of comfort for longer and more adventurous rides, which was, according to Scott, the entire purpose of this bike.Aero isnt everythingRefreshingly, during the launch presentation, there was not a single mention of aerodynamic savings for this bike compared to the previous version or any other frame, for that matter. I love aero-optimised equipment, but I despise the current gravel industry standard of providing single-figure aero savings at 45km/h. These are highly imperceptible to almost any user and, frankly, irrelevant to most of us.(Image credit: Future)The Scott Addict Gravel still features components such as an integrated one-piece handlebar with aero tube profiling and a D-shaped seatpost. Meanwhile, integrated cables and cut-off aerofoil tube shapes will undoubtedly assist aero performance compared with those without. But those design elements were never the focus, and the bike is all the better for it. Compliance and practicality have been sought, along with a bike that is pleasing to the eye, resulting in something that has the necessary performance attributes but, more importantly, is a joy to ride.In-built and ready to roamScott introduced the idea of a single tool to cover most of the bike with the Addict RC. Here, a tool hidden in the bar end with a T25/H6 head could be used to tighten and adjust almost every component of the bike, as well as remove the thru axles. It was a neat, integrated solution that also saved weight compared to carrying a multi-tool. The Addict Gravel takes this a step further.(Image credit: Future)Firstly, the same T25 multi-tool remains, and I found it wonderfully easy to use. Adjusting the bars or seatpost using the tool was a cinch. For several of the Addict Gravel models, a tubeless repair kit has also been added with plugs and a fitting dart. The seatpost also features the same clip-in light system as seen on the Addict Road and Foil RC bikes.(Image credit: Future)If that wasnt enough, the Save the Day kit has been added under the downtube where it meets the bottom bracket. This includes a hand pump, levers, and TPU inner tube for 50mm tyres. It looks smarter than a saddle bag, weighs less, and drops the centre of mass lower for a marginal improvement in stability. The seal for the hatch is also very secure and can be easily opened even when clogged with mud. Fortunately, I didnt need to use it, but it was there in case the day needed saving.(Image credit: Future)Finally, Scott has developed size-specific frame bags with S, M, and L offerings that connect directly to the frame. Its a very neat solution, and similar in design to the Argon18 Anti Matter system. It uses internal zip-up storage, with a flexible pouch on the exterior thats ideal for stashing food wrappers and the like. The idea is that your jersey pockets remain relatively unburdened while the bike as a whole maintains a sleek, attractive silhouette. Even the fork bottle mounts are hidden internally for aesthetics, while the bottles are mounted farther back to reduce the steering moment force that would be created by fitting them farther outboard.(Image credit: Future)Scott Addict Gravel - First ride impressionsTo really get to grips with the Scott Addict Gravel, I was hosted in Germany's Black Forest for the launch. We had one 70km ride, and then freedom of choice for routes on the other two days.The big ride took in a mix of fairly classic champagne-style gravel, some rocky climbs and descents, technical terrain, root-infested singletrack, and some truly horrid steep ascents. We were even graced with a shower of rain, which broke up the humid heat nicely.(Image credit: Future)The Addict Gravel sizing was spot on for me, with a 58cm frame a great fit for my 192cm height. Saddle height and setback were easily achieved, and although the stack was high and stem was short, it was a suitable position for what was to come.With 50mm tyres fitted as standard, the bike's geometry feels nicely snappy at the front for quick changes of direction, yet slack enough for good stability. Sharp 180-degree turns on trails were a little cumbersome but nothing to cause concern. It is simply a very easy bike to ride off-road, and after I got the pressures sorted, it felt wonderfully smooth across varied terrain.The enhanced seatpost and handlebar compliance really showed itself by the end of the three-hour loop on my second day in Germany. More often than not, I get a bit of discomfort on the base of my palm after a longer gravel ride. By the end of the loop, my hands felt fine despite the fairly rough terrain. Equally, I had no saddle discomfort, which was impressive given this was a new saddle, which I often find leads to pressure points.Another area of the bike that really impressed me was the design of the rear end, and the handling as a result. Over some single track with plenty of rocks and roots to avoid, the shorter chainstays allow for some rapid corrections as the front end avoided the obstacles. Its an impressively lively bike on this type of terrain, unexpectedly so given the stability when going at speed. This was again highlighted by some ad-hoc route planning for the final day, which took me up some questionable trails. Steep, slippy, rocky, and lacking in gravel, the bike was able to be easily manoeuvred up the climbs to find the best traction. I was initially hesitant of the one-by gearing only on the frame, as I often prefer two-by. However, given the terrain we covered, I never felt I was missing a gear with the SRAM Force XPLR groupset, while the chain retention was fantastic. As mentioned, I appreciate that the bike does not chase aero performance or watt savings. The lateral frame stiffness at the BB is sufficient to transfer power to the ground effectively, but seeking comfort is itself a performance gain for longer gravel events. It also has the wonderful effect of making the Addict Gravel a joy to ride on pretty much any off-road terrain. It's good enough to use for gravel races, but the focus is on adventure. I would argue it compromises on neither at the speeds most riders will tackle in gravel events.Lets see how that holds when I get one to take around the UK and some MTB trails in the Forest of Dean and Wyre Forest.Builds and pricing There are four frame options available, with the standard Scott naming convention: the higher-end model referred to as the Premium, and other models progress down from 10 to 40 in intervals of 10.The Premium HMX frame build comes with SRAM Red XPLR 13-speed and a claimed weight of 8.4kg, with a 794g frame shaving 75g off the previous iteration. This and the Addict 10 HMF frame models, which use Force XPLR, all feature the Save the Day kit, handlebar tool, and tubeless kits. They also come fitted with the Fulcrum Sharq wheelset and Schwalbe G-One RX PRO Evolution 700x50C tyres as standard.Moving down to the Addict 20, the tubeless kit is removed and the bar and stem become two-piece rather than the one-piece integrated Syncros SYN IC-R501-CF2. Meanwhile, the Addict 30 moves to SRAM Rival XPLR and Syncros Capital GR 35 CF II wheelset and misses out on the power meter and Save the Day kit. Finally, the Addict 40 switches to Shimano GRX 1x12 mechanical gearing, the only non-electronic model in the range.All models are 1x only and come with a bespoke chain guard designed for the supplied chainring size. Frames range from XXS-XXL sizes.Scott Addict Gravel Premium 7,999 / $10,499 / 8,999Scott Addict Gravel 10 5,799 / $8,499 / 6,499Scott Addict Gravel 20 4,999 / $6,499 / 5,449Scott Addict Gravel 30 3,499 / $4,799 / 3,999Scott Addict Gravel 40 2,499 / $3,499 / 2,699

Tim Merlier has won stage two of the Tour of Britain Men's race with a commanding sprint to the finish in Skegness, at the end of brutal wind-whipped 181.1km day.The Soudal Quick-Step rider took the victory, with Olav Kooij (Decathlon CMA CGM) and Sam Bennett (Pinarello Q36.5) in second and third place.Britiosh rider Lewis Askey (NSN Cycling) remains in the lead in the general classification, after one of his main GC rivals Ganna Filippo (Netcompany Ineos), punctured at a critical moment and lost a valuable minute with 60km to go, and failed to get back in contention. More to come

In my Labor Day 2026 roundup, you can find some of the best deals on bikes, clothing and accessories. If you're after some of the best cycling tech, there is plenty to choose from too, including the best bike computers from Garmin and Wahoo.Labor Day also marks the unofficial end of summer in North America, and that means darker nights and the best bike lights are on the horizon. The Garmin Varia RCT715 isn't just one of the best radar bike lights on the market, but also one of the best pieces of cycling tech I've ever owned. For Labor Day, you can get the Garmin Varia RCT715 reduced to just $299.99, which is $100 off the usual $399.99 and matches its best-ever price on Amazon.Shop the Garmin Varia RCT715 discounted to just $299.99 at Amazon.Since its May 2022 release, the Garmin Varia RCT715 has set the standard for cycling safety. In our review, tester Paul Grele awarded it a glowing 4.5 out of 5 stars, noting that only its premium price tag kept it from earning a flawless score. So at this price, it makes it a bargain buy. Labor Day Sales run until 8/9 September, and the Garmin, which is rarely on sale, is likely to return to its full price of $399.99.Save 25%Far more than a standard rear light, the Garmin Varia RCT715 packs serious safety technology. Its built-in radar alerts you to approaching traffic, while the integrated camera records every mile of your ride. These advanced safety features make it, in my opinion, an absolute must-have for any cyclist.Read the fullGarmin Varia RCT715 Review.View Deal(Image credit: Paul Brett)For me, what makes the Garmin Varia RCT715 stand out is its seamless combination of a safety radar, built-in camera, and effortless usability. If you already use a Garmin bike computer, it pairs instantlydelivering audio beeps and visual dots on your screen to track approaching traffic from behind.I wouldn't hesitate to give it a flawless 5-star rating. At under $300a massive $100 savingits an essential upgrade for any rider.While this specific deal is for Labor Day on Amazon US, our automatic price checker below instantly finds the best Garmin discounts across the UK and your local region.

Originally launched in 2023 as a more relaxed answer to the racy Dogma X, the new Pinarello X Series continues its role as a pure endurance model, focusing on comfort and control and providing riders with a "bike designed for long hours in the saddle". The new model follows hot on the heels of the new Dogma X and, according to Pinarello, is a way to bring new customers to the brand. With that kind of statement, pricing will always be key, and the Italian company has a broad range spanning myriad specifications, carbon grades and price points.As expected, the geometry numbers are more relaxed than those of the Dogma X, but not at the expense of handling or rider-bike connection. In fact, the frame angles remain untouched over the outgoing model, blending compliance with traditional endurance numbers, and the result is a very impressive ride. To further bolster its appeal among riders who enjoy mixing up road surfaces, maximum tyre clearance has been increased from 35 to 40mm, allowing a broad mix of rubber options and even the possibility to run narrow gravel tyres should you wish to explore further afield.Its a good-looking bike, quintessentially Pinarello, and while it cuts a similar figure to the Dogma X, the two bikes couldn't be any different in terms of application. Both are aimed at opposite ends of the endurance category, with the X Series catering more to the everyday rider than competitive racer.We spent some time in Italys Treviso region sampling it on a variety of road surfaces to get a feel for how it performs in the real world.The new model incorporates Pinarellos updated X-Stay arrangement that uses a double-arm, four-point configuration (Image credit: Aaron Borrill)Creature comforts and X-Stay 2.0Like the Dogma X, the new X Series incorporates Pinarellos updated X-Stay arrangement that uses a double-arm, four-point configuration that attaches further down on the seat tube/seat stay junction than before, claimed to reduce road chatter and vibrations. It also carries over the same elliptical steerer tube design used on the Dogma X and F, which reroutes the brake hoses down the front of the headtube rather than along the side. It also helps protect the carbon steerer from damage caused by hose rub and is also said to improve front-end stiffness and connection.Pinarello has also taken the decision to incorporate in-frame storage into the X Series, again, a move that helps distinguish the X Series inentions from the Dogma X. The integrated access port in the downtube just under the bottle cage, houses a bespoke, elongated tool bag which can be used to store tools and a spare tube binning the need to use a saddle bag or other on-bike storage solutions.Tyre clearance is up from 35 to 40mm (Image credit: Aaron Borrill)Theres also a new D-shaped adaptive seatpost, included to work together with the X-Stays to help smooth out road imperfections and vibrations coming through the frame. It uses the same design as the seatpost used on the Grevil F, while also reducing weight and delivering 10mm of longitudinal flex.In a move to help the X Series appeal to more riders, Pinarello has increased maximum tyre clearance from 35 to 40mm. Not only does this help future-proof the platform, but it also adds a sense of utility that is lacking in some of its rivals, many of which top out at 38mm. The provision for tyres as wide as 40mm, also opens up the possibility of fitting gravel tyres - albeit skinnier options - and allowing riders to traverse terrain previously reserved for dedicated gravel bikes. The ability to shoehorn a knobbed gravel tyre into both ends really proves the versatility of the bike and illustrates Pinarellos modus operandi here.The range-topping X9 and X7 models comprise Pinarellos premium TorayCa T900 layup (Image credit: Aaron Borrill)Different layups, different weightsThe X Series uses totally different tooling and frame moulds to the Dogma X no rehashed cost-saving measures here. Pinarello was adamant about not watering down the brand cachet, but rather ensuring riders experience the same level of exclusivity as any other model in the range. That said, to ensure a mechanical option in the range, the entry-level X1 still utilises the same frame architecture as the outgoing model. The X Series is available in three specific carbon fibre grades, providing a spread of tuned layups to suit a wide demographic of rider types all frames (bar the X1) are UDH compatible. As expected, the range-topping X9 and X7 models comprise Pinarellos premium TorayCa T900 layup, while the X5 and X3 are constructed using T700 carbon fibre, employed for its vibration-damping properties. The X1 uses T600, which priotises durability over weight saving and responsiveness.Despite the three layup options, system weights are fairly consistent and par for the course in the endurance bike category. The lightest and only model in the range to dip under the 8kg mark is the X9, which tips the scales at 7.7kg, followed by the X7 (8.1kg), X5 (8.75kg) and X3 (8.85kg). The X1 is the heaviest, coming in at 9.05kg in Shimano 105 mechanical.A 50/34T chainring was matched to an 11-34T cassette (Image credit: Aaron Borrill)Shimano only (except the US)As you might have gathered, the Pinarello X Series range is only available in Shimano builds for Europe and the rest of the world. Asked about the rationale behind this choice, Pinarello told us that the inclusion of Shimano components was a commercial decision for the brand, and that SRAM builds will be available for the US and for some special additions down the line.As a result, Pinarello has rolled out Shimanos entire groupset portfolio across the X Series range, with Shimano Dura-Ace and Ultegra Di2 underscoring the premium X9 and X7 builds, respectively. The X5 and X3 models are built around the high-value Shimano 105 Di2 groupset, while Shimano 105 mechanical is available only on the entry-level X1 model. As stated earlier, the X1 is structurally unchanged from its predecessor to maintain compatibility, as the X3 and above are compatible with electronic groupsets only.Since the media event in June, Pinarello has added an X7 SRAM Force AXS build, which is exclusive to the US.For now, the Pinarello X Series range is only available in Shimano builds. The US, however, does get an X7 model in SRAM Force AXS (Image credit: Aaron Borrill)Pinarello X9 - First ride impressionsDespite the relaxed frame angles over the Dogma X, the X Series still delivers a connected and sure-footed riding experience. Having ridden both the racier Dogma X and X Series back-to-back over two days, the differences were stark but not completely disconnected and clearly illustrate Pinarellos aim of creating two endurance bikes that sit on either end of the category.I was assigned the range-topping X9 model (not available in the UK for now), complete with Shimano Dura-Ace Di2, which perhaps elevated the sportier side of the X Series platform the X9 is, after all, manufactured from the brand's premium carbon and festooned with the best components on the market, making for a total system weight of around 7.7kg. Pictured here in Shadow Violet, the bold colourway garnered its fair share of double takes along the 73km test loop around the rolling hills of Treviso. The geometry, while unchanged over its predecessor, seems spot on for the rider demographic it targets. A quick recap of the numbers places it firmly in the traditional endurance space, with a 72.25-degree head tube and 73.25-degree seat tube angle, a 376.7mm reach, a 588.2mm stack, and 422mm chainstays matched to a 994.3mm wheelbase. Theyre not overly relaxed and are still sporty enough to assume a semi-aggressive position should you wish. Most adopters of this platform, however, will be looking for a middle ground that supports comfort, and the 3cm taller stack and 1cm shorter reach over the Dogma F race bike will find favour with this audience as a result.The X Series feels neither sluggish nor heavy at low speeds and responds well to pedal input from standstill. The frame is stiff in the right areas, particularly the bottom bracket and head tube/ handlebar arrangement, but detail isnt as vivid as the Dogma X and F the 38mm Most Competition tyres and wheels are excellent at absorbing imperfections, both on asphalt and smooth gravel. In fact, the grip afforded by 38mm tyres is outrageous, allowing you to carry speed and really lean into corners thanks to the larger footprint. Sure, the wider 38mm tyres will penalise you on the open flat roads, but not by much; if anything, you'll feel the tyres more on the climbs where they squirm under load and during out-the-saddle accelerations and sprints. This isn't necessarily a bad thing, as the X Series isn't a race bike, and climbing isn't the platform's focus. Either way, its no slouch.The Most Talon UltraFast bar is stiff, narrow and supplies enough feedback to attack descents with confidence (Image credit: Aaron Borrill)Its strong points are unquestionably in the comfort stakes. It softens abrasive roads and takes the edge off on gravel granted, I sampled it on smooth off-road surfaces. Whether the X-Stays and adaptive seatpost indeed help in this regard is hard to quantify; vibrations seemed less noticeable at the rear end, and traction was decent, too. As mentioned, it doesn't feel hamstrung by the 38mm tyres on the flats. We were traveling at decent speeds on the press ride, and progress was swift. I was more impressed at how stable and confident the X9 was during descending maneouvres. While the wheelbase and longer chainstays do help in this regard, I found the Most Talon UltraFast bar and elliptical steerer provided substantial feel and feedback in the corners, allowing me to lean in with assurance and trust the grip reserves of the tyres.The X9 is an impressive endurance bike and does possess everything youd want of a modern road bike, even a degree of all-road ability. If Im honest, however, Id have preferred to have sampled an X5 or X3 to have a fuller grasp of the platform and what it offers users further down the range after all, I feel these two models will prove the most popular with riders wanting to upgrade or move into the Pinarello stable from rival marques. Overall, the X9 felt sublime; loaded to the hilt and with many features previously trialed on its more premium, racy siblings. With so much bling on offer, its easy to have a skewed opinion, and that's why Ill be testing one of the less posh models before giving my verdict on the X Series endurance platform.The integrated access port in the downtube just under the bottle cage, houses a bespoke, elongated tool bag which can be used to store tools and a spare tube (Image credit: Aaron Borrill)Build and pricingThere are five models available from launch, spanning nine sizes (43- to 60cm) and eight colourways, which should appeal to the masses.The range is spearheaded by the Pinarello X9, which gets an exclusive Shadow Violet paint job and comes dressed in a Shimano Dura-Ace Di2 groupset with Most Ultrafast 45 DB carbon wheels wrapped in 38mm Most Competition tyres. For now, it's not available in the UK. Pricing is set at $11,000/ 11,000.Following hot on the heels of the X9 is the X7. Available in both Titan Pulse and Atlas Glow colourways, it gets the same Most Ultrafast 45 DB carbon wheelset and 38mm Most Competition tyres, but drops Dura-Ace for a Shimano Ultegra Di2 groupset - yours for 6,500/ $8,200/ 7,900.Both the Pinarello X5 and X3 employ Shimano 105 Di2 groupsets. The 5,000/ $5,500/ 5,100 X5 comes in two colour options: Iron Blue and Amber Trace, and rolls on Most Fast 45 carbon wheels. The X3 differentiates itself by way of aluminium DT Swiss A1800 wheels, but uses the same Most CompEtition 38mm tyres. It will set you back 4,400/ $4,750/ 4,500.The entry-level X1 is the most affordable option in the range at 3,150/ $2,950/ 3,200. It's an all-mechanical affair, comprising Shimano 105,and is available in a brace of colour options: Racing Red and Racing Black, and gets Most Fast27 wheels.

Customers have been left out of pocket after a popular independent bike shop in the south of England ceased trading. Primera Sports, a family-run business in Bournemouth, closed suddenly last week after 34 years, with customers told their orders would not be fulfilled. When Cycling Weekly contacted Primera for comment, it received an automatic response saying the company has instructed insolvency firm Leonard Curtis. A spokesperson for the firm confirmed to Cycling Weekly that Primera is entering into liquidation. The directors have taken the difficult decision to cease trading following a period of increasing financial pressure, said Leonard Curtis director Nicola Layland in a statement. We are aware that some customers will have paid deposits for bikes, however because the company has ceased to trade and is entering into liquidation, those orders cannot be fulfilled. Unfortunately, the company is not in a position to issue a refund to these customers, which I appreciate will be particularly unwelcome news.Wed advise those customers who paid deposits via credit card to please contact their card provider in the first instance. Credit card protection provisions allow customers to obtain a refund where a retailer fails to deliver goods. All other customers will be contacted shortly as we get the liquidation process underway.Primeras store on Charminster Road has been shuttered now for around a week. The companys phone line, website and social media accounts have also been shut down. A notice in the window of the neighbouring E-Performance shop, an e-bike business also owned and operated by Primera Sports Limited, reads: Please note Primera Sports have ceased trading.A previous notice, photographed by the Bournemouth Daily Echo, read: If you have paid a deposit for a bike, apologies we are unable to supply the bike, please contact your payment provider. Over the weekend, there were reports on social media that a number of customer bikes, which had been taken in for maintenance, were trapped inside the closed Primera store. A spokesperson for Primera told Cycling Weekly on Wednesday: All bikes are back with the customers, we still have one for a customer who is on holiday abroad, one more we are waiting for him to call back with a convenient time for delivery.There was one man who is doing a charity ride, we delivered his bike to him first thing Saturday.A notice in the window of Primera's E-Performance store photographed on Wednesday. (Image credit: Future)Professional mountain biker Ben Moore launched a campaign on Facebook and Instagram over the weekend to try and help customers recover the bikes. Speaking to Cycling Weekly, he said he had heard horror stories of people losing their deposits on orders with Primera. The most monetary value one that Ive heard so far was a guy who went in and paid outright for two e-bikes for him and his wife, and obviously its gone. No e-bikes, but the moneys gone. Its a bit of a rubbish situation for everyone, Moore said. Moore said he had also heard from an 11-year-old boy who paid over 600 for a bike and was told it would no longer be supplied. The owner of the Giant store in Poole eventually stepped in to help with a replacement. I bought many bikes from [Primera], so I know the business, said Moore, who grew up locally. I feel for the owners because theyve lost their family business thats been going on for a long time, and the staff that have gone with it as well. Its an awful situation.(Image credit: Future)Primera opened in Bournemouth in 1992, and was run by the Temple family. The companys second store in Poole and its E-Performance e-bike store, which opened in 2007 and 2023 respectively, have also closed.Insolvency firm Leonard Curtis said in its statement that Primera had been affected by increasing operating costs and growing competition from online and lower-cost cycle repair businesses. Wider cost of living pressures have also reduced consumer spending on non-essential goods. If you have been affected by Primeras closure, you can contact us at cycling@futurenet.com. Creditor queries should be directed to Leonard Curtis at creditors.south@leonardcurtis.co.uk.