CyclistChanging gears: The Bafang RG E510 gearhub makes e-biking even easierClunky, assisted gearhubs may well be a thing of the past thanks to leading e-bike manufacturer Bafang and its launch of an automatic five-speed gearbox that aims to do the thinking for you. The Bafang RG E510 system is designed to work with motors that deliver up to 120Nm torque to provide seamless transitions between gears, allowing you to forget about the details and just enjoy the ride.The new RG E510 is a five-speed electronic gearhub that combines both automatic and manual shifting with intelligent motor integration. Recently showcased at PRODAYS 2026 in France and ZEG BIKE SHOW in Germany, the RG E510 has been developed specifically for Bafangs latest mid-drive systems, including the M210 for urban riding, the M410 for trekking and the M430 for cargo applications.Anticipating the road aheadOne of the key performance elements of the RG E510 is its ability to respond to the terrain ahead before it arrives. The built-in 6-axis IMU (Inertial Measurement Unit) measures gradient changes in real time, allowing the system to understand changing road conditions before the rider needs to react.Before the rider even notices the increased load from an approaching climb, the motor proactively boosts assistance and the hub downshifts. The rider simply maintains a relaxed cadence to climb efficiently and reduce unnecessary strain. When coasting downhill, the system automatically shifts up according to speed, eliminating any ghost pedaling sensation and making re-acceleration smoother.In Auto mode, the system continuously selects the optimal gear based on gradient, cadence and speed, combining IMU gradient data with pedal force and cadence input from the motors sensors.Seamless gear shiftsModern gearing systems on bikes are complicated, all the more so when theres an electric motor involved, and so any system that works effectively without requiring much involvement from your side or for you to even notice it working, for that matter has obvious appeal. And thats just what you get with the RG E510: its an intelligent gearhub that automatically balances speed and torque to help you maintain a natural cadence.This is how it works: As the system detects an approaching gear shift, motor torque is reduced, the hub steps in to affect that gear shift and then assistance is restored. Like with an automatic car, riders may well not notice the change at all.You also dont need to worry about shifting down before a red traffic light. The system automatically selects a starting gear when stopped to ensure smooth acceleration when the lights turn green again.Helpfully smartAutomatic shifting is key to the design of the RG E510, but Bafang has also integrated some manual overrides for riders who want to maintain some level of control over gearing.If you move out of Auto mode, Manual mode does what it says on the tin. Riders can affect gear changes via handlebar-mounted controls, with shifts executed instantly and confirmed on the display screen.In that sense the RG E510 has all the bases covered: automatic when you want it to be, and manual when you dont.Economise to maximiseTo make the best use of the RG E510s battery life, the hub uses most power when its most needed. Thats means it delivers more assistance on big inclines or when riding into headwinds. The hub relaxes slightly when on the flat, preserving battery life for harder sections of riding.Riders dont need to determine these decisions the most efficient distribution of assistance is embedded in the RG E510s design.Firmed up firmwareThe RG E510 also benefits from ongoing updates. Bafang regularly updates its software with various patches and updates, meaning the RG E510 will continue to evolve, offering refinements to rider experience where necessary and adding entirely new functionality when it becomes available.A higher powerIntegrating the RG E510 gearhub with Bafangs mid-motors is a significant step forward in the brands ecosystem of electrified assistance.All the hardware is working together to deliver a peerlessly smooth rider experience, anticipating changes before they arrive and allowing time and space for riders to prioritise enjoyment and safety.If you want it to be, changing gear may well be a thing of the past.To find out more about the Bafang RG E510 gearhub, click here.The post Changing gears: The Bafang RG E510 gearhub makes e-biking even easier appeared first on Cyclist.

CyclistBlack Magic: Inside Carbon Bike RepairThis was CBRs first repair, and wow it was broken. It was in about 15 pieces, says Rob Granville, turning over an intriguing-looking Cervlo frame in his hands thats somehow both scarred yet perfectly smooth. The guy lost his arm on this bike. He time-trialled into the front of this car and his arm went into the grille and he got flung over the roof and his arm got left behind. The bike veered off pretty much intact but then got run over by an articulated truck.He actually came in with a different bike but told me about this one and said we could have it to fiddle around with we had nothing to practise on back then. He said, Itll come in a bin bag, and I said, Yeah well get that going again, and we did, even with all the damage and the missing material. Him? Yeah, the doctors managed to sew his arm back on.Granville is the founder of Carbon Bike Repair, which, you guessed it, repairs carbon fibre bicycles. Judging from the queue of frames hanging on the in rack at the entrance to the main workshop, theres little that cant be fixed, from hairline fractures and chain-suck scars through to severed stays and ripped-off head tubes. They come from far and wide, and if you ever wondered how good such a repair could be, you need only examine CBRs list of customers.Along with the private customers, we deal with insurance company claims, brand warranties and referrals we work with brands like Trek and Specialized and pro teams, and youd be amazed at what we can repair, or what people want to get repaired. Like Luke Rowes Pinarello. It was on the roof of a team car that clipped a gazebo and it punctured a hole in the down tube. That bike was brought over during a race, we fixed it over one night, painted it, and sent it back.I remember saying to Team Sky, Why dont you give him a new bike? The bike is screwed. They said its his lucky bike, and often thats what its about. Everyone feels something for their favourite bike, and we can usually help.Article continues belowMike MassaroMike MassaroMike MassaroMike MassaroMike MassaroMike MassaroMike MassaroMethod and rationaleCarbon Bike Repair has been going since 2013. An industrial designer by trade, Granville found himself inspired into road riding by the 2012 Olympics only to find the carbon bikes he desired were expensive. So instead he bought a broken one a Bianchi Oltre for 80 quid, and I used my background and education to figure out how to repair it.That bike got noticed on a ride and led Granville to his first unofficial customer with a broken De Rosa.After that I was inundated. Everyone had a problem, and I thought, No ones sorting these guys out. I was selling my company so I moved over one of my best employees, Marek, and we set ourselves up in my garage and slowly developed our repair process. There was no carbon fibre repair handbook when we started. We wrote it ourselves.Since then CBR has expanded into larger premises in Leatherhead plus another in Granvilles native South Africa. At the UK branch alone proudly displayed as an ever-increasing number on a giant counter in the office theyve dealt with nearly 20,000 bikes.We can pretty much fix anything so long as the frame geometry isnt totally wrecked or its not something like a fork crown or wheel rim bead hook, where we couldnt guarantee the safety on such high-stress areas.Over the years repairs have become more specialised, but the fundamentals remain the same as the early days.To demonstrate, were introduced to Jim Hayward, CBRs principal carbon fibre repair technician, whos busy with an endoscope, moving the camera around a suspected crack on a Pinarello Dogma and watching the image on a big screen. This sort of inspection is the first port of call.This has been sent by Pinarello. Its new but theyre worried it has been damaged in transit so Im trying to determine if this is a hairline crack in the top tube, says Hayward. On this occasion the crack is cosmetic so its off to CBRs paintshop before being returned to Pinarello.This is one side of the business, says Hayward, with CBR offering health checks to frames, verifying their integrity after, say, a crash, using processes such as ultrasound and thermographic imaging. But reaching for another frame, a Specialized Venge, he shows us the other end of the spectrum. The frame was all but severed across the seatstays, seat tube and down tube.This guy was hit by a car he was OK but then the driver drove over the bike. Its an old-generation Venge, so even though the repair will probably be half the cost of a new frame, its for sentimental reasons really.Despite its serious-looking nature, Hayward says the processes for such a repair are relatively straightforward. First, all the broken material is removed from a crack, often ground away with a Dremel. Carbon fibre plies are cut to measure, covered in resin and layered up over the area. The repair is compressed to remove air bubbles and excess resin sometimes with tape, or for larger, more complex repairs, a vacuum bag then cured in an infrared oven. Lastly the repair, which sits proud, is flatted back to match the tube profile before the frame heads to paint.It almost sounds simple, but the reality is anything but. There are special cases that require new tubes to be inserted inside a frame for strength or that require multiple curing cycles due to the intricacy. And thats on top of the years of experience needed to use the tools, plus the expertise in understanding how carbon works. Repairs arent just a case of wrapping a crack in a carbon bandage.You have to repair to the same wall thickness, says Granville. Otherwise you end up with this huge lump of material in a thin tube, and where thick meets thin the stresses are concentrated and the repair can break. So if youve got a hole in a tube, you have to fix the inside bases so that the inside of the tube is represented, otherwise the repair collapses in on itself and you end up with a bulbous lump on the inside of the tube. Thats where the experience and skill of someone like Jim comes in, and the very specific way we grind out the broken area to leave enough material to bond to.On that last point, Granville will say no more the way the edges of a broken area are prepared in a stepped or feathered way (although he doesnt use these words) is crucial to the integrity of a repair and hence a closely guarded secret. Do it wrong and theres either not enough material to bond to or you remove too much, unnecessarily undermining the frame. Its art as much as science, but there are specialist tools CBRs technicians can call on to help, such as an ultrasound scanner to reveal the thickness of a tube wall. Then, more recently, theres Frank.Article continues belowThe journey of a broken carbon frame1: A Specialized Venge snapped through the down tube and stays joins the repair queue.Mike Massaro2 (above and below): Senior technician Jim Hayward ascertains the true extent of the damage using methods such as ultrasound, thermographic imaging and endoscopy.Mike MassaroMike Massaro3: Compromised material is ground away from the repair area in preparation for re-wrapping.Mike Massaro4: Carbon plies are cut and soaked in resinMike Massaro5: then wrapped in layers around the repair area.Mike Massaro6: The new plies are compacted to remove voids and excess resin either with compression tape or vacuum bagging.Mike Massaro7: Repair areas are masked and highlighted to protect existing material.Mike Massaro8: Frames or parts are baked in an infrared oven, which speeds up the curing process over a regular oven, making repairs possible in a day.Mike Massaro9: The cured repair area. Note how the area now sits proud of the tube, which is where Frank comes inMike Massaro10: Frank the robot precisely grinds away the excess repair material to fractions of a millimetre to seamlessly match the tubes original profile.Mike Massaro11 (above and below): Repaired frames are sent to paint. Here, CBRs technical manager, Marek Homola, shows us the huge archive of logos that are necessary, all of which are made in-house.Mike MassaroMike Massaro12 (above and below): The team is constantly learning about, and assessing, its work and others, as CBR founder Rob Granville shows us with a cut-up Cervlo. Knowledge is key, and nothing reaches paint unless it has been perfectly repaired.Mike MassaroMike Massaro13: Jim Hayward appraises a repaired Pinarello Dogma, which at one point had all but lost its head tube, among other serious damage. Youd never know it. Repairs take from one to five weeks, while costs range from hundreds to thousands, depending on complexity.Mike MassaroAutomated serviceSitting in a huge metal box with a Perspex window, Frank is a giant, orange robotic arm with a tiny grinding tip for a finger. On Franks jig is a Bianchi Infinito, whose two substantial breaks through top tube and seat tube are wrapped and cured and ready for the reprofiling that will make them all but invisible.Frank allows us to reprofile those tubes exactly to match the original profiles, to fractions of a millimetre, says Hayward as the robot arm comes to life, making tiny vertical movements up and down the top tube as it grinds the excess material away.Key to this process is 3D scanning. The technicians need to guide Frank He cant exactly see or feel the bike, says Hayward which means inputting a virtual model of the repair area then programming Frank to grind away the precise excess but no more. Its ostensibly the same thing Hayward also does by hand, only with Frank its exceptionally precise, something that has become increasingly necessary given how thin modern tube walls have become. Even so, theres huge potential for error. Hayward reaches up to get a broken frame off the wall.This is a reminder of just how powerful Frank is. You have to program the arm to return home [to its folded position] after the grinding, and on this frame we got the coordinates wrong and Frank just tore through the frame on its way back. Its also why you can never be inside the box when its on. It wouldnt stop if you were in the way.Its impressive stuff, but it does beg a question: with brands consistently banging the drum about how their very specific carbon layup affects how a bike rides, could such repairs ruin ride characteristics, and can they truly last?Maybe you could make that argument, but weve never had a customer tell us their bike rides any differently, says Granville, and we give a lifetime warranty on repairs except for areas we call interfaces, like a seat clamp, which can get crushed by the user. Last year we had a 0.04% return rate.Final phaseAfter the structural side of the repair comes the paint, which is all done in-house.The aim is to give you the bike back, and you say, Oh, wheres the repair? says Marek Homola, CBRs original employee and technical manager. But paint is becoming more challenging. What looks like a small, simple area can mean a whole repaint of a tube, so the final part is making a repair disappear. Paint is where the magic happens.Its a complex business of artistry and invention. Paint needs to be mixed and matched often by eye, and logos, for example, arent readily supplied by brands, so Homola and his painters will work off photographs of bikes, painstakingly rendering them as computer images so they can then be printed and applied. The result is an ever-growing archive, as evidenced by the Colnago crib-sheet Homola brings up on his screen, which contains everything from Colnago logos across the years to the highly intricate, airbrushed Master graphics.At the start I used to do every single bicycle, says Homola, who also, perhaps unsurprisingly, is a luthier, making guitars in his spare time. Now theyre too complicated for just one person. It would be too slow and we have too many to restore.Its certainly a good problem to have, and indeed one full of job satisfaction and not just because of the repairs.Its been a pleasure running CBR and meeting the customers, says Granville. My God, the stories behind the bikes we get turbo trainer heart attacks, being attacked by an illegal fox hunt on a gravel ride. One of my favourites was this guy who got up early one morning and hit the road. He got to a roundabout and there was one car on the road. And that one car, she was on the phone, didnt see him, so she hit him as he was going around the corner, launching him into the air. He had a backpack on and that caught him on the roof-rack how he survived, I mean. But the funny thing was, he was trapped on her roof, the bike was there, but he was gone. She was so freaked out that she called the emergency services and from the roof he can hear her saying, I dont know how to say this, but I think I just hit a ghost. Yeah, we fixed his bike.The post Black Magic: Inside Carbon Bike Repair appeared first on Cyclist.

CyclistIs it time for the UCI to relax its 6.8kg minimum bike weight rule?Whats the current situation?For the past 26 years, article 1.3.019 of the UCIs technical regulations has specified that the weight of the bicycle cannot be less than 6.8kg to ensure both the safety of riders and the fairness of competition while at the same time making the most of the advantages that technological evolution can bring to cycling.In the early days of carbon composite frame construction, the rule helped ensure that manufacturers didnt compromise safety in the pursuit of weight advantages, but by the early 2010s race bikes could already laugh in the face of that limit while maintaining safety standards. However, lobbying around weight limit reductions was short lived, as developments in aero tube shapes and disc brakes saw bikes naturally regain weight. But now, a decade on, its back.Manufacturing advances mean bikes are once again pushing the UCI weight limit, and when Lorena Wiebes was disqualified from this years Giro dItalia Women for using a bike that broke the 6.8kg barrier, it reignited the debate over whether it was time for the UCI to revise its rules.Headquarters of the Union Cycliste Internationale (UCI) in Aigle, Switzerland. RvS.Media/Basile Barbey via Getty ImagesWhat does the UCI and the cycling industry think?Cyclist has made repeated attempts to get an answer from our sports governing body, but as yet has received no response. However, when we spoke to a few manufacturers with bikes that can easily dip under the 6.8kg mark, their responses werent quite what we were expecting.No, the UCI shouldnt change the rule, says Stefan Christ, head of R&D at BMC. It helped to bring the development focus away from pure weight optimisation to functional improvements such as electronic shifting, disc brakes and bigger tyres. I doubt we would have all of this if the weight limit wasnt there.Factors head of engineering, Graham Shrive, is on a similar page.Its a bit of a radioactive discussion, he says. The problem is that weve made all these cool gains with aero and strength, but the pros, being the geniuses they are, would likely abandon most of those to save another 100g. Frankly, I would prefer the weight limit to stay as is. If it was reduced, the first changes riders would make would be to hyper-light components as thats easy to do, but that introduces safety issues. If a failure occurs, that would reflect badly on the framemaker, not the component manufacturer.Unipublic / Cxcling / Antonio BaixauliMax Koenen, Scotts road engineer, takes a different stance but suggests there have to be caveats.They should drop the weight limit and replace it with a requirement for standardised testing certificates for UCI-certified equipment. Currently the UCI certification process does not require any safety-related documents and is purely based on frame shaping and dimensions.A higher bike weight is no guarantee of good structural properties, he adds. Its possible to build strong bikes at 5.8kg or weak bikes at 9kg. If the UCI wants to improve equipment safety, the focus should be more on testing procedures than on bike weight.What would happen if the weight limit did get lowered?Probably not much, says Shrive. Our strategic direction is to track the shift towards aero. Demand for the dedicated climbing bike is effectively dead.Koenens opinion represents the other side of the coin, however.It could see the return of pure climbing bikes to the pro peloton, he says. The best modern aero bikes are close to 7kg, so there is no big benefit for teams to switch. If climbing bikes could be raced at 5.8 to 6.0kg, the benefit on mountain stages becomes more significant.Chris Auld/NSN CyclingToday we develop aero race bikes with 6.8kg in mind. That means a Foil RC in the NSN Cycling team specification weighs close to 6.8kg, but not less. For most consumers their Foil RC with a lower spec is way above that. If pro bikes are allowed to be lighter, brands would focus on weight optimisation and the consumer would benefit.So will the UCI ever drop it?Only they can answer this question, says Koenen. Most racing bikes today are still above 6.8kg because brands optimise for better aerodynamics instead of lower weight. So there is no pressure from the industry to drop this weight limit anytime soon, even with the Wiebes incident.Shrive says, The only way we could intelligently remove the weight limit is if a real strength standard was agreed upon by all in the industry, like an ISO-style set of tests. However, that would open a can of worms for all involved and would generally be opposed by us as well. The thing with the weight limit is its easy to measure, easy to define, and well understood. Anything that replaces it needs to be just as easy.The post Is it time for the UCI to relax its 6.8kg minimum bike weight rule? appeared first on Cyclist.

CyclistVan Rysel RCR-R vs RCR-F: Decathlons road race bikes comparedVan Rysel made a splash when it launched the RCR-R in 2024, offering a pro-level bike at a price that undercut the majority of its WorldTour competitors. Its Decathlon parent backed up its investment by sponsoring, for the first time in 20 years, its own WorldTour team, now named Decathlon CMA CGM.Alongside the RCR-R Pro, theres also the non-Pro RCR-R, which is made of less exotic carbon fibre, adding a little to the weight and reducing the stiffness a little too.Van Rysel has changed the name to RCR-R since the bikes launch as the RCR (denoting Racer), helping to differentiate its all-round road race platform from the aero RCR-F, which it released in 2025 and is the bike usually ridden by the Decathlon CMA CGM pro team on the flatter stages. Seixas has been riding an unreleased RCR-R in the mountains of the Tour de France, but until we get more details on that well stick to the existing bike here.But for the non-pro rider, which is the best Van Rysel road race bike? Well break down the design and spec choices and help you choose the best Van Rysel performance road bike for you.Van Rysel RCR-R and RCR-F key featuresVan Rysel RCR-RAll-round road race bikeTwo frame grades: Pro and non-Pro790g Pro frame weight, 830g non-Pro, 380g fork33mm tyre clearanceRead our full Van Rysel RCR-R reviewVan Rysel RCR-FAero road bikeSingle Pro grade frameset1,010g frame weight, 420g fork weight33mm tyre clearanceRead our full Van Rysel RCR-F reviewVan Rysel RCR-R and RCR-F framesetsThe RCR-R frameset is available in two carbon grades. Bikes labelled Pro are made in super high modulus carbon, while non-pro frames are made of high modulus carbon. While the Pro grade frame has a 790g claimed weight in size M, painted, Van Rysel says that the non-Pro frame weighs 830g in the same size. The same fork is fitted to both frames and, painted, weighs an additional 380g.Thanks to the pricier carbon used, the RCR-R Pro is also claimed to be 10% stiffer at the head tube than the standard RCR.In contrast, the aero RCR-F frame is available in one carbon grade, which Van Rysel also describes as super high modulus and is comprised of 40T and 60T carbon fibre. The deeper frame profiles result in a 1,010g claimed frame weight in size M, while the fork adds 420g. Van Rysel says that the RCR-F frame is 7% stiffer again at the front than the RCR-R Pro.Van Rysel RCR-R and RCR-F aerodynamicsJoseph BranstonVan Rysel worked with Onera, the French aerospace agency, to develop the RCR-R, using Oneras wind tunnel located close to Decathlons HQ in Lille. When it launched the RCR-R in 2024, Van Rysel claimed that it was among the ten most aero bikes in the pro peloton, based on Tour Magazins testing protocol. The pros wanted a more aero bike still though and now usually ride the RCR-F.Van Rysel again used Oneras facilities and developed the RCR-Fs aerodynamics alongside Swiss Side, which supplies the pro teams wheels too. It claims that at 45km/h the RCR-F is 13 watts faster than the RCR-R.Van Rysel RCR-R and RCR-F componentsJoseph BranstonVan Rysel has worked with component specialist Deda to develop the cockpit for both its road bikes. Top specs of the RCR-R are equipped with a one-piece integrated cockpit with 7 flare that is purpose-designed for Van Rysel. Lower specs have a separate Deda Superzero RS handlebar on a Deda x VR Superbox Evo stem, offering semi-integrated hoses. Van Rysel says this is 11 watts less aerodynamically efficient at 45kmh than the integrated cockpit.All RCR-F specs have a one-piece fully integrated aero cockpit, which is compatible with Deda extensions. We loved the RCR-Fs Ergodrops when we reviewed the bike, due to the comfort offered by the ovalised drop shape. As is common with aero bars, theres a pronounced flare, with the 420mm width between the drops tapering to around 350mm at the hoods thanks to a 12 degree flare, promoting an aero tucked position. Van Rysel claims the cockpit is 2.7 watts more efficient than that of the RCR-R.Van Rysel RCR-R and RCR-F groupsets and gearingJoseph BranstonBoth the RCR-R and RCR-F are fitted, in Shimano specs, with 52/36t chainrings and an 11-34t cassette. This gives them slightly higher gearing that matches their performance orientation, but some riders may find a little high for steeper climbs. Van Rysel fits a power meter to all specs of the two bikes. While Shimano doesnt sell a 105-level power meter, the Ultegra and 105 Di2 specs have an Inpeak-E single-sided rechargeable power meter fitted. Shimano Dura-Ace and SRAM Red AXS specs come with the in-series dual sided power meters.The Decathlon CMA CGM pros now ride SRAM Red AXS-equipped bikes, having switched from Shimano at the start of the 2026 racing season.Van Rysel RCR-R and RCR-F wheelsetsJoseph BranstonVan Rysel honed its bikes aerodynamics alongside Swiss Side and fits most specs with Swiss Side wheels, which are also used by the pro team. While Swiss Side now sells its wheels as 3 versions, Van Rysel still shows its bikes fitted with 2 wheelsets, with slightly different depths to the newer Swiss Side wheels and with 20mm internal width rather than 22mm. To match its aero design, the RCR-F is fitted with deeper section Swiss Side Hadron2 625 wheels, with a Continental Grand Prix 5000 S TR 28mm rear tyre, alongside a Conti Aero 111 TLR 26mm front tyre, which was the product of another Swiss Side collaboration, in this case with DT Swiss and Continental.The RCR-R Pro, meanwhile, is fitted with Swiss Side Hadron2 500 wheels, Ultimate in the top specs, Classic in lower specs, in both cases with 28mm GP5000 S TR tyres front and rear. The non-Pro RCR bike has Swiss Side Hadron Classic 470 wheels fitted, with the same 28mm Conti tyres.The sole exception among UK specs is the SRAM Red AXS spec of the RCR-R Pro, which has Zipp 353 NSW wheels with 28mm Conti tyres.Van Rysel RCR-R and RCR-F geometryRCR-RRCR-FFrame sizeLLTop tube length571.4566Seat tube length513518Seat tube angle73.573.5Head tube length174157Head tube angle73.073.0Fork rake4545Bottom bracket drop6767Chainstay length410410Frame reach395.5399Frame stack572561Wheelbase1001.51002Many of the frame angles and tube lengths of the RCR-R and RCR-F are similar or identical and they have similar wheelbases and the same 33mm tyre clearance. The RCR-Rs stack was already lower than many competitors, but the head tube of the RCR-F is 17mm shorter than the RCR-R, which results in a significantly reduced frame stack, while the RCR-Fs reach is also longer.For an aero bike this makes sense, as around 80% of the wind resistance comes from the rider, not the bike. Placing the rider in a lower position is likely to reduce their frontal profile and hence the drag of rider-plus-bike, which along with the frame aerodynamics should result in a faster ride. Van Rysel RCR-R and RCR-F ranges comparedAt present, Van Rysels UK spec options are predominantly equipped with Shimano groupsets, with the exception of a single RCR-R Pro spec with SRAM Red AXS (and Zipp wheels) but in other markets there are additional specs offered, with SRAM Force and Rival alternatives for the RCR-R and RCR-F.RCR-RMike Massaro / CyclistRCR-R Pro Dura-AceGroupset: Shimano Dura-AcePower meter: Dura-Ace dual sidedWheels: Swiss Side Hadron2 500 UltimateClaimed weight: 6.9kg (size M)Price: 9,000RCR-R Pro Red AXSGroupset: SRAM Red AXSPower meter: SRAM Red dual sidedWheels: Zipp 353 NSWClaimed weight: 6.7kg (size M)Price: 9,000RCR-R Pro UltegraGroupset: Shimano UltegraPower meter: Inpeak-E single sidedWheels: Swiss Side Hadron2 500 ClassicClaimed weight: 7.4kg (size M)Price: 6,000RCR-R 105 Di2Groupset: Shimano 105 Di2Power meter: Inpeak-E single sidedWheels: Swiss Side Hadron Classic 470Claimed weight: 8.0kg (size M)Price: 3,699RCR-FJoseph BranstonRCR-F Dura-AceGroupset: Shimano Dura-AcePower meter: Dura-Ace dual sidedWheels: Swiss Side Hadron2 625Claimed weight: 7.5kg (size M)Price: 10,000RCR-F 105 Di2Groupset: Shimano UltegraPower meter: Inpeak-E single sidedWheels: Swiss Side Hadron2 625Claimed weight: 8.0kg (size M)Price: 7,000RCR-F 105 Di2Groupset: Shimano 105 Di2Power meter: Inpeak-E single sidedWheels: Swiss Side Hadron2 625Claimed weight: 8.2kg (size M)Price: 5,000Van Rysel RCR-R and RCR-F: Which should I choose?According to Van Rysel product manager Jeremie Debeuf: The RCR[-R] range is for the global market for Granfondo riders as well as pros whereas the RCR-F is just for racers. This is a demanding bike which is undoubtedly for powerful racers who want to ride at high speed. For other use cases, it might be a mistake and we would suggest trying the RCR[-R].Helpfully, Van Rysel offers some pointers as to which type of terrain each bike is suited to as well, stating that the RCR-R Pro is ideal for routes with more than 1,500m of positive gradient over 100km, ridden at average speeds between 25 and 35km/h.Meanwhile, it suggests that the RCR-F is the better choice for routes with less than 1,500m of elevation gain and for faster average speeds between 35 and 50km/h.That seems pretty clear-cut, although riders looking for an extra turn of speed may be tempted by the RCR-F. The bike comes with an extra spacer over the RCR-R, which would go some way to redressing the lower frame stack. We found even the non-Pro RCR-R to be quite stiff and also fast, with Van Rysel stating: The RCR is not comfort-focussed, its speed-focussed.Weve not ridden the Pro bike, but given Van Rysels claims would expect this to be accentuated. Our experience of the RCR-F was more nuanced and we found it to be firm without being punishing and a bike that feels right when you ride it fast. Both the RCR-R Pro and RCR-F offer you the chance to ride the same frameset as the pro team and the ride reflects this.Decathlon and Van Rysel clearly target the majority of amateur riders with the RCR-R and theres more depth to the range, with a lower entry price and a lower price for the premium spec. Its likely to be a better choice on UK quality roads too.Van Rysel markets a range of other performance bikes stretching from gravel and cyclocross to time trial and its EDR CF provides an alternative for those looking for an endurance-oriented Van Rysel road bike. The post Van Rysel RCR-R vs RCR-F: Decathlons road race bikes compared appeared first on Cyclist.

CyclistCyclist Magazine Podcast: The steepest (and best) climbs in the World, with Simon WarrenThis week on the Cyclist Magazine Podcast, James is joined by cyclist and author Simon Warren. It seems mad to think it, but when the idea of a clickbait listicle was just a twinkle in the internets eye, Simon was busy writing an actual book about cycling, which quickly becamethetext that defined a genre:100 Greatest Cycling Climbsreleased in 2010. Featuring everything from Box Hill to Bealach na B, 100 Greatest Cycling Climbsdocumented you guessed it one hundred of the greatest cycling climbs across Britain in meticulous style, from statistics and geography to descriptions of the roads themselves. Simon has written more than a dozen books since, all dedicated to discovering and documenting the best climbs around the world, from Tour de France stalwarts to dusty tracks in Tuscany and cobbled bergs in Belgium.In this episode, Simon talk about what makes good climb good but a great climb better; elevation versus length; the importance of the struggle; how Simon finds his climbs; how to plan your attack on a daunting climb; and of course, what the best climbs in the world are.Simon has just re-released an updated version ofCycling Climbs of Scotland(Adventure Books). Plus, you can check out all of Simons UK climbs in his one mega app,100 Greatest Cycling Climbs App, available in all the usual places.Chat begins at 5:57.Listen toChris Dodman on the Cyclist Magazine Podcast now on AcastCheck outall episodesAlso available wherever you get your podcastsThis episode is brought to you byBoyd Cycling, whose full range of hand-built wheels can be found atboydcycling.comand the Maserati Grecale SUV car. For more information, go tomaserati.com.The post Cyclist Magazine Podcast: The steepest (and best) climbs in the World, with Simon Warren appeared first on Cyclist.

CyclistPre-Ventoux podium watch at the Tour de France Femmes 2026Six stages of the Tour de France Femmes are now complete, but the real race starts now, with Mont Ventoux looming on Friday and the final stage in Nice not to be underestimated, so how is the race for the podium shaping up?Weve looked at the current top ten to assess their chances before the mountains come calling.1st: Marlen Reusser (Movistar)A.S.O./Billy CeustersMarlen Reusser is aiming to continue the trend of there being no repeat winners at the Tour de France Femmes. Movistars leader is in prime position to do so having stepped into the yellow jersey following her commanding win in the time-trial.Despite not having an ideal start to the season with a spinal fracture in the spring, the 34-year-old was in the top five until the crazy final day at the Giro dItalia before winning the Tour de Suisse after back-to-back stage wins in the TT and in the mountains on the final day. This is almost certain to be her best result in the Tour yet having abandoned twice and finished 28th in 2023. Shes looking incredibly strong, however the challenge doesnt get any tougher than Mont Ventoux, especially with this competition Best Tour de France Femmes result:28th (2023)Best Grand Tour result:2nd (Vuelta Femenina 2021, 2025; Giro dItalia 2025)2nd: Demi Vollering (FDJ United-Suez) +12secA.S.O./Gatan FlammeFavourite to become the first rider to win this race twice is 2023 champion Demi Vollering, who came into the race off an incredible Classics campaign and overall victory at the Giro.She has been on the GC podium since the opening stage, moving into second after the time-trial with a deficit of just 12 seconds to Reusser. Vollering will be confident she can win on Mont Ventoux having previously taken victory on the Col du Tourmalet and Alpe dHuez. Shes looking mightily strong, winning a tough Stage 5 in the sprint against Reusser and Niewiadoma-Phinney, and shes yet to show any sign of weakness.Best Tour de France Femmes result:1st (2023)Best Grand Tour result:1st (Tour de France Femmes 2023; Vuelta 2024, 2025; Giro 2026)3rd: Kasia Niewiadoma-Phinney (Canyon-SRAM) +1min 17secA.S.O./Billy CeustersGiven the time gaps, Reusser, Vollering and Niewiadoma-Phinney look likely to be the final podium, but in what order?Kasia Niewiadoma-Phinney has really stepped things up a notch this year for the Tour, having put in one of the best time-trials of her life, limiting the damage against thoroughbred TTists like Reusser and Vollering vital for staying in the overall battle, although her last Tour TT in 2023, she finished down in 51st but would go on to win overall ahead of Vollering.I definitely spent a huge amount of time working on my TT skills because as everyone knew, I wasnt the best at it, she said after the stage. As you can see, if you believe in something and you put a good amount of work in, anything is possible.She was on par with Vollering throughout the Classics this year without coming away with a win largely due to her weaker sprint and that is still the case, outside of the TT she has only lost bonus seconds to her rivals. And while she did lose the three-up sprint against Vollering and Reusser on Stage 5, she came mightily close. Its also worth noting she did attack on top of the final climb on that stage a bold move, but one that shows shes ready for the fight and is stronger than ever.She said before the race she was ready to break the Mont Ventoux record. Can she do it and can she drop her rivals?Best Tour de France Femmes result:1st (2024)Best Grand Tour result:1st (2024 Tour)4th: Elisa Longo Borghini (UAE Team LImad) +2min 28secA.S.O./Jennifer LindiniElisa Longo Borghini has twice been a champion of the Giro but hasnt managed to replicate that success at the Tour abandoned her previous two appearances in 2023 and 2025. Her best finish was sixth place back in 2022, and in her most recent stage races, the Giro and Tour de Suisse, she raced to fourth and ninth overall and moved up from seventh on the final stage of the Giro after a crazy day.The Italian moved up from sixth to fourth in this race after going on the attack on Stage 6, gaining back half a minute on her rivals, but did she use up too much energy the day before Mont Ventoux? With three UAE riders in the top ten, it will be interesting to see how they play the final two GC days in this race they have plenty of options.Best Tour de France Femmes result:6th (2022)Best Grand Tour result:1st (Giro 2024, 2025)5th: Antonia Niedermaier (Canyon-SRAM) +2min 40secA.S.O./Billy CeustersThings are looking good for Canyon-SRAM with both Niewiadoma-Phinney and Antonia Niedermaier in the top five overall, and the German currently holds the white jersey as the best young rider too.Niedermaier is having a fantastic season so far having finished runner-up to Vollering at the Giro, only losing time in the TT and on bonus seconds. She lost a bit more in the time-trial at this race, which was far flatter than at the Giro, but she has shown shes not afraid to go on the offensive, getting into the breakaway on Stage 5.She did have to do some domestique work for Niewiadoma-Phinney on Stage 6, so well have to wait and see whether Canyon-SRAM will ask her to work for her leader on Ventoux or ride for her own position. Shes only 12 seconds behind Longo Borghini and is a better climber on paper, so she could still ride up the standings.Best Tour de France Femmes result:N/A, making debutBest Grand Tour result:2nd (Giro dItalia Women 2026)6th: Dominika Wodarczyk (UAE Team LImad) +2min 54secA.S.O./Billy CeustersOne cog in a strong UAE Team LImad machine, Polish champion Dominika Wodarczyk announced herself to the world with a stunning fourth place at the Tour in 2025 in just her second year at the highest level. This year, she lines up alongside Longo Borghini and breakthrough Catalan star Paula Blasi and the trio sit fourth, sixth and tenth overall before Ventoux.In the last edition, Wodarczyk kicked things up a notch in the harder half of the race to rise up from 15th. She hadnt yet even scored her first WorldTour victory, which came in 2026 at Itzulia. With UAEs multi-leader strategy, expect Wodarczyk to attack.Best Tour de France Femmes result:4th (2025)Best Grand Tour result:4th (Tour 2025)7th: Isabella Holmgren (Lidl-Trek) +3min 05secA.S.O./Gatan FlammeLidl-Treks Isabella Holmgren (top right) enjoyed a strong Giro to finish seventh overall and she currently finds herself within 40 seconds of fourth and just 25 seconds off the white jersey of Niedermaier. The 21-year-old Canadian is an impressive talent, so dont be surprised if she stands out on Ventoux.Best Tour de France Femmes result:N/A Best Grand Tour result:7th (Giro 2025, 2026)8th: Cdrine Kerbaol (EF Education-Oatly) +3min 07secA.S.O./Billy CeustersInitially third after the time-trial, CdrineKerbaol was dropped from the maillot jaune group around 30km from the finish of Stage 5 and lost six places on GC. However this gave her the opportunity to jump away in the group with Longo Borghini at the end of Stage 6, and the Frenchwoman came second on the day to gain precious seconds back. Shes still very much in the mix, and her descending talent may yet play a big part on the final stage in Nice.Best Tour de France Femmes result:6th (2024)Best Grand Tour result:4th (Vuelta 2025)9th: Kim Le Court-Pienaar (AG Insurance Soudal) +3min 26secA.S.O./Billy CeustersKim Le Court-Pienaar was initially targeting a strong overall classification for the Tour and sat in second for the first three days. The time-trial scuppered her plans, pushing her down to 15th, but an impressive victory on Stage 6 after an aggressive finale saw her rise four places back into the top ten. Shes still less than a minute off Longo Borghini in fourth.Best Tour de France Femmes result:16th (2025)Best Grand Tour result:16th (Tour 2025)10th: Paula Blasi (UAE Team LImad)A.S.O./Gatan FlammeVuelta victor Paula Blasi played down expectations for the most hotly anticipated debut at the Tour by claiming her role was to work for Wodarczyk and Longo Borghini instead of chasing her own goals. She rode her way into seventh overall after the ITT but had to work for Longo Borghini when the race exploded on Stage 5. Blasi, who is expected the leave the team at the end of the year, is now rounding out the top ten. She did briefly attack on Stage 6, so is it #FreeBlasi or are UAE playing mind games?Best Tour de France Femmes result:N/A Best Grand Tour result:1st (Vuelta 2026For more on the Tour de France Femmes, visit our hub page.The post Pre-Ventoux podium watch at the Tour de France Femmes 2026 appeared first on Cyclist.

CyclistIn the Drops:PocAmidal helmet, 100% Korbin sunglasses,PrologoChoice saddle and Roval Terra CLX Aero wheelsThe mens Tour de France might now be done and dusted (though many would argue it was sewn up long before 26th July, eh Tadej) but Tour fever endures thanks to the ongoing Tour de France Femmes, which is far more open than the mens race.As such, we heard from its main protagonists, Pauline Ferrand-Prevot, Demi Vollering, Kasia Niewiadoma-Phinney and Paula Blasi before the race. Weve kept the tech side of things ticking over despite the post-Tour lull in new gear releases with an update to our titanium bikes guide and fresh look at the UCIs weight limit rules.A truly enlightening article about carbon bike repair that was first published in issue 177 of Cyclist magazine was also uploaded and is worth checking out.Finally, as ever, we round-out the week with a look at the latest gear to arrive with us in a new edition of In the Drops. Poc Amidal helmetSam ChallisPoc now has one of the most expansive helmet collections on the market, due to the brands penchant for creating designs to fulfil particular niches: aerodynamic efficiency, light weight, high ventilation, and so on. The Amidal marks a slight departure, being a more generalist design that Poc says suits a wide range of riding conditions.It can be used for racing, but works just as well for long social rides and on the commute as well, says Magnus Gustafsson, Pocs hard goods director. Thats where the light comes in.Sam ChallisPoc has partnered with light brand Knog to produce a strap-on light that is designed to nestle neatly in between the Amidals exhaust arrangement, though customers will need to buy the light separately at a cost of 40.Thanks to the horizontal bar running across the back of the Amidal, we made a clean and secure mounting point for the light, says Gustafsson. The light itself was developed specifically for use on a helmet. It was optimised for size, weight, and beam quality. Safety is paramount for Poc in our helmets, so we wanted a way to augment that protection. Increasing visibility is one of the best ways to do that.The distinctive exhausts either side of the light support this aim as well. They are made from a hard plastic to provide extra reinforcement at a common point of impact. Gustafsson says that because they are also made from different materials, on some colour options Poc products the Amidal in they work as a contrast area, which also helps with visibility.To find out more about Pocs Amidal helmet, visit poc.com100% Korbin sunglassesSam Challis100%s new Korbin models are the brands second cycling glasses to adopt a 3DPlane Molded Lens, and do so to a greater degree than the Aerocrafts that debuted the feature. Its a trend in lens design explored in the last Cyclist issue, whereby the lens is compression moulded to flare at the edges. This is an attempt to provide the unrestricted field of view of frameless designs with the rigidity of frames.Sam ChallisThe Korbins extend the feature to the lower span of their lens as well as the top edge used on the Aerocrafts, to make the lens more resistant to flexing. Vents built into the nose bridge encourage airflow behind the lens to prevent fogging.To find out more about 100%s Korbin sunglasses, visit silverfish-uk.comPrologo Choice PAS 140 NACK saddleSam ChallisPrologos first ever saddle was released in 2007 and dubbed Choice. Now the brand has reintroduced the name for a bold new saddle design that claims to improve aerodynamic efficiency. The rail-to-shell vertical distance is lower than conventional saddles some 7mm lower than Prologos Nago R4, for example which Prologo says has allowed it to shroud the rails with CFD-designed wings.Sam ChallisHiding the rails and seat post clamp apparently smoothes the airflow to reduce wake drag better, which is the low-pressure spot behind an object that effectively tries to pull it backwards. The snub-nose design has already seen action in the WorldTour under Wout van Aert and Jonas Vingegaard and despite the aero touches, is still light at a claimed 162g.To find out more about Prologos Choice saddle, visit chickencyclekit.co.ukRoval Terra Aero CLX wheelsSam ChallisThere were hints, if you knew where to look, that Specializeds recent update of its Crux gravel race bike was going to centre around improved aerodynamics. One such bit of foreshadowing was the release of the Roval Terra Aero CLX wheels, which came out a few weeks before and are used in every top-end new Crux build to help make it fast, though the brand says the Terra Aero CLXs design will make any gravel race bike faster.Over our Terra CLX II wheels, the Terra Aeros are 5.83 watts faster with our Tracer 45mm tyre at 40kmh, says Lionello Bardina, Rovals aerodynamics R&D engineer.Sam ChallisBardina credits plenty of this advantage to the wheels Chopped Aero rim profile. The rims are deep 50mm front, 45mm rear but the front is curiously flat at the nipple bed, as if a full aerofoil profile has had its nose chopped off. The shape apparently delivers the aero performance of a 70mm depth, but with the handling and weight saving advantages of a shallower rim. Spoke specialist Arris has supplied proprietary composite aero spokes to help in that regard as well, saving 100g in that area alone and contributing to a claimed weight of 1,340g.The Chopped Aero profile was the result of us testing the whole system in a gravel-specific environment, so that means how tyre tread alters airflow, common gravel speeds and wind angles thats 5-12, by the way plus how a rough surface affected speed as well, says Bardina.Sam ChallisA 27mm internal width spaces the tyre beads widely for carcass support at low pressure, while a 38.5mm external width helps smooth the transition with tyres ranging from 35-60mm in width. It also provides the width for Roval to use wide rim hooks, which help prevent pinch flatting by spreading the pressure of a rock strike over a larger surface area.To find out more about Rovals Terra CLX Aero wheels, visit specialized.comThe post In the Drops:PocAmidal helmet, 100% Korbin sunglasses,PrologoChoice saddle and Roval Terra CLX Aero wheels appeared first on Cyclist.

CyclistScotland for the brave: Tales from The Gralloch UltraIn just four editions, The Gralloch has become one of the UKs defining gravel races. Based in Gatehouse of Fleet in southwest Scotland, and forming part of the UCI Gravel World Series, it has helped put Galloway firmly on the map as a gravel destination. But for some, the most interesting part of the weekend may now be a new addition to the programme.For 2026 the familiar 111km UCI race and accompanying sportive were joined by the inaugural Gralloch Ultra, a 323km semi-supported ride with nearly 5,000m of climbing through Galloway Forest Park and the surrounding Unesco Biosphere. It gave the weekend something wilder and more drawn out; less about the intensity of a one-day gravel race and more about pacing, judgement, weather, fuelling and the cumulative effect of small decisions over a very long ride.The detailsWhat The Genesis Gralloch Ultra presented by MaxxisWhere Galloway, Ayrshire, southwest ScotlandHow far 323km, 4,819m scent (shorter distances available)Surface 70% unpaved/gravel, 30% pavedNext event 15th/16th May 2027How much 150More info grallochgravel.comIs this the Scottish answer to Gironas Traka? It bears many similarities, not just in the riding but in the way the town fills with riders, bike brands, race teams and every variation of gravel setup, from stripped-back race bikes to long-distance rigs. Like the Traka, the Gralloch is a heady mix of serious race and fun festival, with pros, ultra-riders and more casual sportivists mingling together.At the front of the Ultra, its very much a race. British pro Damien Clayton covered the route in just over 12 hours, while Charlie Bratt finished second, little more than 13 minutes behind, and Zoe McIntosh won the womens race in 15 hours. Further down the field, the same route unfolds over a longer period, where rough tracks, punctures, feed-station resets, camaraderie, low moments and the grind through the night become the story.As an event, its hard enough to be taken seriously but supported enough to bring new riders into ultra-distance racing, and by the time the last sodden souls rolled into Gatehouse in the early hours of the morning the Gralloch had already become much more than just another entry on the cycling calendar.Cyclist spoke to four riders to hear about their experiences.Article continues belowGavin Kaps/Osprey ImageryThe forests extensive network of fire roads and gravel tracks drew the UKs first-ever UCI Gravel World Series here.Gavin Kaps/Osprey ImageryAt around 300 square miles, the Galloway Forest Park is the largest forest park in the UK.Gavin Kaps/Osprey ImageryThe North & South Kyle wind farms required extensive access-track construction. These broad, all-weather tracks now make for fast, open gravel riding.Gavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryFeed Zone 3 in the village of Barr is run by locals, who turn out to keep riders fed and in good cheer deep into the night. Its the final stop before the Ultras most remote section.Gavin Kaps/Osprey ImageryLoch Doon is the largest freshwater loch in southern Scotland, stretching for around 11km below the Galloway Hills.Gavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryThe Galloway Forest Park was designated the UKs first Dark Sky Park for the darkness of its skies in 2009. On a clear night more than 7,000 stars are visible.Gavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryGavin Kaps/Osprey ImageryThe imposing Big Water of Fleet Viaduct, built in 1861, marks the closing stages of the Ultra.Gavin Kaps/Osprey ImageryRiding the Gralloch UltraZoe McIntosh26, Monmouth (15h 00min 47sec)After quite a difficult season, success for me going into the Gralloch looked like simply finishing with some kind of smile on my face. I knew the distance suited me but I came into it feeling slightly unwell, which is probably why I lost my voice by the end. On top of that it was my birthday. I couldnt let a race get in the way of celebrating that.As soon as I stood on the start line, though, I knew I wanted to race it. My legs felt fresh, Id had enough sleep and there were words of encouragement all around me. Then, maybe three hours in, I suddenly had this thought: what am I doing? Its my birthday, Im out here riding by myself is that a bit sad?I pushed on and realised I was hanging onto the back of the leading group. From that moment I knew I had it in me, although I had no clue I was leading. On the wind farm section I was riding in a group at a pace I knew could burn me out, so I eased back and chose not to burn through my matches too early.I ran out of fuel around halfway, but the boiled potatoes at Check Point 3 saved me. From there I just kept fuelling, kept pushing in the rain to stay warm, and kept checking in with myself mentally. Near the end, one message from my dad said, Go Zo 1st place cracking. That was the first I knew of it.The final kilometres were quiet and otherworldly, with low mist settling as it got dark. I remember crossing the line and not really knowing what to do. Then a friend shouted, Yes Zoe! and it brought me such joy to see a familiar face. I needed this race. A birthday win? How could I not?Charlie Bratt29, Northamptonshire (12h 16min 14sec)I let the front group go after two hours and eight minutes. I remember the time exactly. We were in a group of six and Damian Clayton had been making the climbs really hard. At the Traka Id ridden myself into a dark hole by being too responsive to stronger pros, and Id promised myself Id ride more within myself this time.It did slightly feel like I was letting the race go, but the pace seemed unsustainable. Settling into my own rhythm felt easier to manage.Within 20 minutes of riding solo we hit a rough descent that took out three of the leaders with mechanicals [including Clayton]. Ive ridden the UCI 111km Gralloch three times, which taught me how to respect the chunky gravel. Throwing caution to the wind might gain five seconds on a descent, but it can also slice a sidewall and cost you half an hour.The big turning point was missing the second feed zone. I had 2.5 litres and nine 40g gels waiting, and I made sure Id finished everything before I got there. I was about 4km beyond the town when I realised Id missed it.After about two hours you realise you cant fake it through energy depletion. You cant hold the same power on climbs, you struggle to concentrate on descents and you hit rocks you can see but cant react to.When Damian caught back up he gave me half an energy bar, which felt like a lifeline. It absorbed all the moisture in my mouth, but I was ever so grateful. Im proud of how I rescued the ride and how hard I fought when I was coming undone. If I had to sum it up in one image, it would be pouring hot chocolate over my shoes while shivering under the finish gantry.Sam Kerr42, Glasgow (20h 42min 57sec)I arrived pretty early to the campsite on Friday morning and was greeted by the worlds cheeriest security squad. Once I was set up, I rode to the events village via Gatehouse, which was absolutely rammed with riders. The shops and cafes were buzzing with cyclists stocking up on food.It had a festival vibe, but a really wholesome one. It was the most well put-together multi-day bike event Ive ever been to. Campsite, lavvies, water, bike wash they had it dialled.My race started badly. Cramp kicked into both quads pretty much immediately, which wasnt good for my head. I was taking on carbs and electrolytes so it was very confusing. I had to ride slowly and stop constantly to stretch, all while preparing myself for packing it in. Watching most of the field pass me was brutal.Just before the first feed station, around 60km in, I bumped into my pal Toby and after that my legs perked up. Maybe it was chatting to him but, after feeling so rubbish, I was utterly buzzing. I picked up my pace and started putting riders behind me.Once the pain subsided, I was loving the route. Being from Scotland I know what our gravel is like: rough, diverse, super-engaging and not easy to ride. The hardest part was around New Cumnock and the Ayrshire Alps, but the scenery was unreal.The last two feed stations were like a mirage. We were muddy and wet, then suddenly there were jovial volunteers, heaters, loads of food, hot drinks and blankets. I nearly cried with joy. Id scratched my previous two races, so this finish was really needed. It has given me the confidence to push for a bigger single-hit ultra.Alex Dyson33, Leeds (20h 16min 47sec)With a course as variable as The Gralloch there will always be a risk of punctures. Ill be honest, after eight years of long-distance riding and minimal tubeless chaos, I was definitely in debt to the sealant gods.I first got a small puncture about 20km into the ride, which I thought had sealed itself, then opened back up again 5km down the trail. A Dynaplug later and I was chasing back to a group of friends, who turned out to have waited for me. I hoped that would be the last of my rubber-themed drama.Shortly after Feed Zone 1 we were descending in a tight group with no visibility when the trail went from smooth gravel to sharp, pointy rocks. My rear tyre blew out quicker than I could say Gralloch.Ten kilometres later I was back off the bike replacing the fancy TPU tube Id been carrying for four years with a friends reliable butyl beast. After that there were no more issues, only fun. The race had ended for me as soon as the sidewall tore. From then on it was about getting to the end and having as good a time as possible on the way.As much as it was annoying, I laughed throughout; being surrounded by friends was good for my morale. What kept me going was fun trails, good company and beautiful scenery.We finished at 3am, so the night shift was short compared with some ultras Ive done. Looking back, it was an enjoyable toe-dip into long-distance riding. There was so much support, so many people that you were rarely alone, and excellent organisation throughout. I expected it to be easier, but realistically how easy can a 323km gravel ride with nearly 5,000m of elevation be?The post Scotland for the brave: Tales from The Gralloch Ultra appeared first on Cyclist.

CyclistKasia Niewiadoma-Phinney dominates Mont Ventoux to be new Tour de France Femmes yellow jerseyKasia Niewiadoma-Phinney was prepared for Mont Ventoux. No one was prepared for Kasia Niewiadoma-Phinney. The Canyon-SRAM leader took flight on the Bald Mountain to take her first ever stage win at the Tour de France Femmes and step into the yellow jersey, putting her on the cusp of becoming the first rider in the races short history to win twice.During the pre-race press conference in Lausanne, Switzerland, Niewiadoma-Phinney staked her claim, letting her intentions of breaking the legendary climbs QoM be known very publicly.Its definitely a very iconic climb, she said. Its going to be hard, its a long one, and I dont believe anyone will be waiting for the final kilometres to make a decisive move.She certainly was not waiting. Kicking away with 9.2km of the monster ascent left with the road still cutting a line through the forest, Marlen Reusser and Demi Vollering didnt respond. At first the gap stuck around 15 seconds and yo-yoed as the top two riders on GC switched between chasing, attacking and looking at each other.It was the perfect situation for Niewiadoma-Phinney as the pair behind became entangled in scenario reminiscent of Isaac del Toro and Richard Carapaz at the 2025 Giro dItalia. One in the leaders jersey, the other on the podium, and both refusing to be the one to reel in the attacker.The gap began to grow.Tim de Waele/Getty ImagesWhen the stage began in La Voulte-sur-Rhne in sweltering southern France, Niewiadoma-Phinney sat in third overall, 1min 17sec behind race leader Reusser and 1min 05sec behind Vollering. The expectation was that this podium was all but sealed, yet the order was still to be determined. By the time exhausted legs crossed the finish line atop the most famous mountain in cycling in dribs and drabs, the Polish rider had overhauled the deficit and more. She now sits in the maillot jaune with two stages to go, 15 seconds ahead of Vollering, who put in a spirited final kilometre to claw back some time, and 39 seconds ahead of Reusser.This was a quintessential Niewiadoma-Phinney day. She does not win on the road often, but when the victories arrive, they are monumental. She only wins big. Somehow this was her first ever stage win in both the Tour and this season, having had a multitude of second places in a strong Classics campaign. I never really liked chasing victories for the sake of winning, she said upon reminder that, prior to today, she was the only Tour winner yet to win a stage, I chase for the sake of this beautiful feeling a pure joy of riding, of feeling like a kid.She has two stages left before she can fully celebrate what she has achieved though. Saturdays Stage 8 sees some Category 4 climbs that could bring action late on, but it shouldnt disrupt the GC. The final day in Nice, however, is set to be a corker. Its short at 99km but packs in four ascents of the Col dze, the final time being a slightly shorter but steeper side before the descent to the line on the Promenade des Anglais.Vollering has already turned around one Grand Tour on the final stage this season, shes sure to try again, but Kasia Niewiadoma-Phinney will be ready.For more on the new maillot jaune, read our profile of Kasia Niewiadoma-Phinney.The post Kasia Niewiadoma-Phinney dominates Mont Ventoux to be new Tour de France Femmes yellow jersey appeared first on Cyclist.

CyclistCampagnolos road and gravel groupsets comparedOut of the three leading groupset manufacturers, Italian brand Campagnolo is the smallest but also certainly the most storied. It accounts for a volume of sales inversely proportional to the number of mechanics with its logo tattooed somewhere about their body and its products inspire unusual levels of devotion.Campagnolo has always been a high-end manufacturer and while it has dabbled at the budget end of things, it has long since ceded the entry-level and mid-market to its rivals. Its groupsets have a reputation for durability, aesthetics and premium pricing, and the brand largely concentrates on racing products plus its Ekar gravel range. With such a focused range, many technologies appear across multiple groupsets in the companys lineup. Campagnolo currently produces a small range of electronic groupsets, including the expensive Super Record 13 and the lower priced Record 13, both available as 2x and 1x options, and a cluster of legacy 212-speed options. Below this sit the 212-speed legacy mechanical options of Super Record, Record and Chorus.Campagnolo has also made its mark on gravel with the 13-speed single-ring Ekar groupset and Ekar GT, a lower priced option which in addition offers a wider range than standard Ekar. Both Super Record and Record include 113-speed wireless electronic options too, as well as 213-speed clutched all-road configurations. You can find a breakdown of each groupsets key features and how it compares to its rivals below.The Campagnolo groupset rangeRoad groupsetsSuper Record 13 13-speed read our full reviewRecord 13 13-speedSuper Record Wireless 12-speed (legacy) read our full review Super Record S Wireless 12-speedSuper Record EPS 12-speed (legacy)Super Record mechanical disc/rim brake 12-speedRecord disc/rim brake 12-speed (legacy)Chorus disc/rim brake 12-speedGravel groupsetsSuper Record X 13-speed full review coming soonRecord X 13-speedEkar 13-speed read our full reviewEkar GT 13-speed read our full reviewWhats the difference?Campagnolos more expensive groupsets have greater numbers of gears, lower weights and electronic shifting. That said, shared technology means key areas like braking power are often standardised across several tiers.Campagnolo is known for its use of materials like titanium and carbon fibre, and the look and feel of the groupsets change as you spend more. Always a company to go its own way, its worth noting that while Campagnolo groupsets will work on any bike and with most wheels, you will probably need to swap the freehub on your rear wheel to accommodate the brands uniquely shaped cassettes.Below youll find a quick explanation of each of the major Campagnolo groupsets, along with a list of its key features and variants.Campagnolo road bike groupsets comparedCampagnolo Super Record 13 13-speedOutrageously light, very expensive, and with its integrated batteries clunkier-looking than Shimano or SRAM. Still the choice for well-heeled Campagnolo fans.RRP: 3,900Cassette: 13-speedLargest sprocket: 36tShifting: Electronic onlyBrakes: Hydraulic discOverall weight: 2,445g (claimed)Campagnolos Super Record 13 groupset offers wireless electronic shifting and has added a 13th sprocket to the cassette. Unlike its predecessor 12-speed wireless groupset, which was considerably more expensive, its price is close to that of Shimano Dura-Ace R9200 and SRAM Red AXS, although you can restore the premium and save 81g by fitting the 990 Ultra upgrade kit.While Campagnolo abandoned the thumb shifter on the 12-speed Super Record Wireless, its back again on Super Record 13, although redesigned. You can also for the first time add satellite shifters.Campagnolo has also added a power meter to its Super Record repertoire. The HPPM power meter adds 16 strain gauges to the crankset spider, which is claimed to lead to a +/-1% power reading accuracy. It runs on a rechargeable internal battery with a run-time of over five weeks on a charge. It too is pricey, adding a further 1,000 to the groupsets cost.Aimed very much at going fast, Super Record 13 still offers some concessions to those yet to win themselves a pro contract. The new groupset has a 10-tooth smallest sprocket in the cassette and heads out to 36 teeth across the four cassettes on offer. Paired with seven different chainring combinations, that gives the option of gear ratios well below 1:1 if you want to be able to spin up the hills.While SRAMs wireless AXS groupsets let you swap batteries if you find that your rear derailleur has given up mid-ride, thats not an option here, as Super Record 13 has different shaped batteries front and rear. As well as off-bike charging, there is charging in situ though, with a magnetic coupler to the charger.Super Record has gone disc brake-only, further breaking with the traditionalists who see an Italian rim brake groupset as the only option on an Italian bike frame. Its diversified with single chainring, time trial and 2x all-road options, all with a clutched derailleur and theres also a gravel version, Super Record X (see below). Read our full Campagnolo Super Record 13 groupset reviewRead more: Campagnolo Super Record 13 vs Shimano Dura-Ace vs SRAM RedCampagnolo Record 13 13-speedCampagnoloTrickle-down from Super Record 13 with the same configuration options, just less expensive materials, a 300g-ish weight increase and a 1,500 lower price.RRP: 2,340Cassette: 13-speedLargest sprocket: 36tShifting: Electronic onlyBrakes: Hydraulic discOverall weight: 2,783g (claimed)Campagnolo has trickled down the tech from Super Record 13 to Record 13. Its swapped some materials, for example using a steel bottom bracket spindle instead of titanium and solid rather than hollow carbon crank arms, resulting in a groupset weight thats claimed to be between 208g and 342g greater.Other parts, such as the electronics, disc brakes and the batteries, are shared with Super Record 13 and the shift speed is identical. Shifter ergonomics are the same as Super Record 13 too, as is the range of cassette and chainring sizes and theres the same range of configuration options: 2x and 1x road, 1x clutched road and 2x clutched all-road. Theres a Record HPPM power meter available too, which simplifies the electronics and decreases claimed power measurement accuracy from +/-1% to +/-2%, but almost halves the price.If you want Campagnolo and can handle the extra weight, Record looks to be the sensible, affordable alternative to Super record. Read more: Campagnolo Record 13 launch story with configurations, weights and pricesCampagnolo Super Record S Wireless 12-speedCampagnoloA lower priced version of the legacy 12-speed Super Record groupset, the S version adds around 150g to the weight and new gearing options.RRP: 3,525Cassette: 12-speedLargest sprocket: 32tShifting: Electronic onlyBrakes: Hydraulic discOverall weight: 2,700g (estimated)Billed as a special edition of 12-speed Super Record Wireless, adding an S cut around 1,000 from the price, putting the groupset in the same league as Shimano Dura-Ace and SRAM Red AXS. The Super Record S Wireless groupset is distinguished by its matt black finish; it also uses fewer fancy materials than the original, which Campagnolo claims adds around 150g to the groupsets weight.Campagnolo offers standard 50/34t, 52/36t, 53/39t and 54/39t chainring combinations and a new 11-32t cassette, so there are more gearing options with S. Theres also a matt black power meter to complete your groupset.Campagnolo Super Record 12-speedCampagnoloA stunning mechanical groupset if you can stomach the price.RRP: 2,857Cassette: 12-speedLargest sprocket: 34tShifting: Mechanical (plus legacy EPS wired electronic)Brakes: Hydraulic disc or conventional caliperOverall Weight: 2,050g approx (disc version)For the moment, you can still buy the Super Record mechanical groupset, Campagnolos top-end mechanical option. Super Record mechanical is lighter than Super Record Wireless and can accommodate cassettes with sprockets as large as 34t, although starting with 11, not 10 teeth. This means ordinary riders can take on slopes normally reserved for the most sadistic stages of the Giro dItalia.Mechanical Super Record also accommodates disc or rim brake options, with the timeless look of the main components nicely complementing either version. While you might have to rely on your digits rather than a pair of servo motors to do the shifting, Super Record offers crisp, satisfying shifting.In addition, the multi-shift functionality allows you to drop down the cassette three cogs or up five via a single push of the corresponding lever this is more than on any other mechanical groupset. Equally lovely is the operation of the crankset. Its made of hollow carbon fibre bonded to a titanium axle and its ridiculously light. The crank runs on Cult ceramic bearings and its design epitomises the companys approach to small details.Read our Campagnolo Super Record reviewCampagnolo Chorus 12-speedAn attractive and good value mechanical alternative to Shimano with outstanding durability.RRP: 1,699Cassette: 12-speedLargest sprocket: 34tShifting: MechanicalBrakes: Hydraulic disc or conventional caliperOverall weight: 2,580g approxIs Chorus the Campagnolo groupset for the rest of us? Previously pitched as a competitor to Shimanos Ultegra range, the decision to make that groupset electronic-only leaves Chorus without an obvious rival. However, as Shimano is heading towards offering mechanical shifting as an entry to mid-level only product, we can see a lot more bikes switching to this groupset. For one thing, you get twelve sprockets at the back. You also get a healthy serving of carbon fibre goodness across the groupset with the crank arms and rear derailleur body making use of it, while other parts are aluminium or steel. Taken as a whole, Chorus is no heavyweight. With an eye on both the gravel and sportive market, it also offers a wide range of ways to spread out its 212-speed gearing.These include a sub-compact 48/32t crankset, along with the ability to accommodate a 34t largest cassette sprocket that should mean you never have to resort to walking up a climb. Most of the components are explicitly made for the groupset but the brakes and rotors carry over from Campagnolos higher tiers.Read our full Campagnolo Chorus reviewCampagnolo gravel bike groupsets comparedCampagnolo Super Record X 13-speedCampagnolos first electronic gravel groupset builds on its Ekar mechanical 13-speed design.RRP: 2,999Cassette: 13-speedLargest sprocket: 48tShifting: ElectronicBrakes: Hydraulic discOverall weight: 2,435gSuper Record X, for the first time, brings electronic shifting to Campagnolos gravel groupset line-up. As with Ekar, which preceded it, its 113-speed and offers two similar cassette ranges: 9-42t and 10-48t, although these are different from the Ekar versions. The derailleur is built to be more robust, the 16-tooth lower pulley wheel is larger than on Super Record road derailleurs and the motor more powerful, although Campagnolo claims a similar 750km range between charges.All the cranksets have aero chainrings, with sizes from 38t to 52t available and Campagnolo offers an HPPM power meter as an option. Since theres only one derailleur to work, Super Record X is sold with a brake-only left lever with similar ergonomics to the standard Super Record brake/shift lever used on the right hand side. Read the full details on Campagnolo Super Record XCampagnolo Record X 13-speedCampagnoloAs with the road groupsets, Record X shares tech and configurations with Super Record, just with lower priced materials.RRP: 2,400Cassette: 13-speedLargest sprocket: 48tShifting: ElectronicBrakes: Hydraulic discOverall weight: 2,777gAs with its road-going Record 13 groupset, Campagnolo has borrowed extensively from Super Record X for its lower priced electronic gravel groupset. There are the same 9-42t and 10-48t cassette options and a similar wireless derailleur, with shared electronics and on-derailleur battery. They again share disc brake tech and theres a 1x Record 13 power meter available. Campagnolo offers eight aero chainrings to fit.Youre adding around 300g to the groupset weight, but saving 500 on the price.Campagnolo Ekar 13-speedA fantastic wide-ratio 13-speed mechanical gravel groupset.RRP: 1,449Cassette: 13-speedLargest sprocket: 44tShifting: MechanicalBrakes: Hydraulic discOverall weight: 2,385g approxWith Campagnolo so tied up with road racing culture, the forward-thinking Ekar gravel groupset took many by surprise. This 13-speed single-chainring mechanical system has a vast range of clever features. Billed as the worlds lightest gravel groupset, perhaps the biggest headline is its thirteen sequential gears which are linked up to a single chainring. However, its not just the number of gears on offer but the range that sets Ekar apart.Its gravel race cassette option goes from a tiny nine teeth up to a vast 42t, and there are 9-36t and 10-44t options too. Ekar offers a similar range to a typical twin-chainring setup and small jumps between the first few cogs mean shifts made when pedalling at high-speed wont unsettle riders. Read more:Gravel bike gearing: Everything you need to knowRead more: Gravel groupsets reviewed: Shimano vs SRAM vs CampagnoloTo accommodate this colossal range, Campagnolo has created a new N3W freehub standard. Now, while most people wont rejoice at the introduction of another standard, this one does at least accomplish something worthwhile, plus its retrofittable to some existing wheels. Other parts are also pretty special, like the rear derailleur with a clutch function to retain the chain and the incredibly light but tough carbon crankset.With just one side doing the shifting, Ekars Ergopower lever uses the same downshift (for easier gears) paddle ergonomics as Campagnolos road levers and can shift through up to three sprockets at a time. However, the unique thumb lever is stepped to allow you to upshift easily from both the hoods and the drops.Ekars disc brake calipers are similar feeling to those on other Campagnolo groups but ever so slightly more powerful. Read our Campagnolo Ekar reviewCampagnolo Ekar GT 13-speedMatthew LoveridgeEkar tech at a lower price and with more gearing options.RRP: 1,211Cassette: 13-speedLargest sprocket: 48tShifting: MechanicalBrakes: Hydraulic discOverall weight: 2,700g approxThe Campagnolo Ekar GT groupset shaves some cost off the original Ekar by swapping from carbon fibre to aluminium in the crankset and the derailleur. It also increases available gearing options, by including a 10-48 tooth cassette and a 36 tooth chainring among its available configurations.Other changes include larger jockey wheels, designed to be easier to clean and a redesigned hood shape that mirrors that of Super Record Wireless, although the different shaped thumb shifter of old Ekar is retained. The cranksets stance width has also been increased.Ekar GT also has a less flashy cassette assembly, with five single sprockets, while Ekar has all its sprockets clustered. The net effect is a slight weight gain to a claimed 2,700g from Ekars 2,385g and a price drop of around 250.Read our Campagnolo Ekar GT groupset reviewHow does each Campagnolo groupset compare with its immediate neighbour?Not sure whether to damage your bank balance or go conservative when choosing your next groupset? To help you decide, weve listed the main differences between each groupset and its nearest neighbour in the Campagnolo hierarchy. Heres how they match up.Campagnolo Super Record 13 vs Record 13If you want wireless electronic shifting and the flexibility that goes with it, youve got a second choice from Campagnolo with the more affordable Record 13. With both Super Record 13 and Record 13, youre getting the wider gear spread from smaller cassettes and chainrings that goes with this, a wide range of gearing options and a power meter as an upgrade.If you want the tippity-top of groupsets and Campagnolos traditional thumb shifters, Super Record 13 is for you, but Record 13 does the same thing for a lot less cash.Campagnolo Record 13 vs Super Record S WirelessYoure getting more than just an extra sprocket with Record 13, youre also on a newer platform that Campagnolo claims will be the basis for its new groupset generation. Theres compatibility with Super Record 13 components if you want to go premium and thats likely to trickle down to any lower priced groupset that Campagnolo may launch in future. You get a thumb shifter with Record 13 rather than Super Record S Wirelesss stacked shifters.List prices for Record 13 and Super Record S Wireless are similar too, although you may be more likely to find a discounted bargain on the latter.Campagnolo Super Record S Wireless vs Super Record mechanicalIf youre looking for electronic shifting at a similar price to Shimano Dura-Ace and standard chainring ratios, Super Record S Wireless is the one for you. You need to be a disc brake convert and willing to add 250g or so to your bikes weight though.If, on the other hand, youre a traditionalist, who thinks that a shifter without a thumb lever is sacrilege, Super Record mechanical is for you. Ditto if you like rim brakes. At least youre saving some weight and a bit of cash. Campagnolo Super Record vs ChorusCampagnolo is keeping Chorus in its range for now, offering a lower priced option in its mechanical groupsets, making it attractive for anyone who doesnt want to go electronic or pay the premium for Super Record mechanical. For one thing, you get the same 12 speeds. It also shares the same excellent disc brakes as the rest of Campagnolos higher tiers.Chorus is certainly more of an everyman groupset than Super Record, and you also get additional gearing options like the useful sub-compact 48/32t crankset.The operation of the groupset is still very much the same, and you still get flashy carbon cranks. Of course, there are some trade-offs and overall weight is around five hundred grams more than its posher sibling. All this makes Chorus arguably the best value Campagnolo groupset for the traditionalist looking for an Italian groupset to finish off their Italian bike, particularly if rim brakes are needed.The post Campagnolos road and gravel groupsets compared appeared first on Cyclist.