Thanks to a wonky hamstring and some bad oysters, I’m currently coming back from a training hiatus of nearly a month. It’s an unfamiliar and somewhat unsettling feeling. So I have a lot of sympathy for Romuald Lepers, a French physiologist and dedicated triathlete who, in the name of science, agreed to take 12 weeks completely off training in 2022.

With the help of his colleagues, Lepers underwent a whole bunch of tests immediately after competing in the Swimrun World Championships in Sweden that fall. After 12 weeks of sloth, he repeated the tests. Then he resumed training and, 12 weeks later, repeated them a third time. The data is presented in a pair of papers in and , offering a detailed look at exactly what happens when you lose then regain fitness, and raising a surprising and tantalizing possibility: maybe a long training break is actually good for you.

Two Theories of Aging

runs a lab at the University of Bourgogne in Dijon, and is one of the world experts on masters athletes, which typically refers to athletes over the age of 40. He’s also an accomplished triathlete. In his younger days, he placed in the top 150 at the Ironman World Championship in Kona. At the time of the study, he was 53, training 10 to 12 hours per week, and still consistently placing near the front of his age category in Ironman 70.3 races.

Over the course of more than three decades, he trained very consistently, never missing more than two weeks of training at a time. So he decided to run an experiment on himself to fill a gap in the literature. There have been various “detraining” studies over the years that measure the loss of fitness when you stop training. A classic 1984 paper, for example, saw a 16 percent reduction in VO2 max after 12 weeks; and this analysis estimated how much a training break of a week or more will affect your marathon time. But there’s very little data on older athletes.

There’s an important debate about fitness loss in older people. We know that it happens, and we know roughly how quickly it happens—on average, at least. Starting in your 30s, you’ll typically lose 0.5 to 1 percent of your VO2 max every year; you’ll also lose muscle mass at a similar rate. One view is that this happens gradually and inexorably. The other view, sometimes referred to as “,” is that we decline at a much slower rate, but every once in a while we have mini-catastrophes—a prolonged bout of flu, a broken hip, a period of intense work or family stress during which we abandon all exercise habits—that lead to a sharp drop. Even if we resume normal training after one of these blips, we never quite make it back to our previous level, so these interruptions contribute disproportionately to our advancing decrepitude.

When you’re 20, you can take 12 weeks off and then, with a bunch of hard work, get right back to where you started. Lepers’s case study offers a test of whether the same is true in your 50s, or whether the body’s adaptive potential is so blunted that some of the losses become permanent.

What Happened After a 12-Week Training Break

The Frontiers in Physiology paper focuses on Leper’s changing fitness. Most notably, his VO2 max, as measured in a treadmill running test, dropped by 10.9 percent. In a similar test on an exercise bike, it dropped by 9.1 percent. That’s a big drop, equivalent to about 15 years of normal aging, but it’s on the low end compared to previous detraining studies. The penalty for time off in your 50s doesn’t seem to be any worse than in your 20s.

When he started training again, there was a surprise. After 12 weeks, his VO2 max didn’t just recover; it was better than when he started. In the running test, it was 4 percent higher than baseline; in the cycling test, it was 6 percent higher. There’s some inherent variability in VO2 max testing (and in all physiological testing, for that matter), but the fact that the same pattern showed up in the running and cycling tests suggests that the effect is real.

For a guy who’s been training and competing at a high level almost continuously for three decades, that’s an unexpected result. There are a couple of possible explanations. One is that his body composition changed. VO2 max is expressed relative to your body weight, so losing weight can create the illusion that you got fitter without changing your oxygen-processing abilities.

That’s not what happened here, though. His body did change: he initially gained 5.5 pounds of fat and lost 4.6 pounds of muscle. Then, after retraining, he lost 9.0 pounds of fat and regained 2.4 pounds of muscle. That meant his body fat went from 10.1 percent to 13.3 percent to 8.4 percent, with a net loss of 5.7 pounds by the end of the experiment. This explains some of the change in VO2 max, but not all of it: his overall oxygen-processing capacity still improved, independent of his weight.

The other possibility is that something changed within his muscles to make them more responsive to training. The second paper, in JCSM Communications, explores this possibility. Lepers underwent muscle biopsies at each stage of the experiment to measure the metabolic properties of his muscles. Detraining ramped up fast-twitch muscle activity and ramped down markers of mitochondrial function and aerobic capacity. Retraining mostly reversed the changes, and in some cases resulted in better-than-baseline muscle properties.

The details of what’s going on inside the muscles are fairly complex, and Lepers cautions that we shouldn’t read too much into a single case report. (That goes for all the findings; we have no idea if he’s just a freak.) But it’s interesting that the two sets of results seem to line up: the microscopic properties of his muscle and macroscopic fitness measures like VO2 max both declined with detraining then bounced back to be better than before with retraining.

So Should We All Take a 12-Week Training Break?

When I asked Lepers this question, he raised a couple of interesting points. One is that the psychology of taking such a long break went better than expected. He kept busy with work, ate normally, and didn’t stress because he knew that retraining would be a fun challenge. Crucially, he knew that once the 12 weeks were up he’d be able to start training again. That’s very different from, say, missing three months with a lingering injury where you’re never quite sure if it’s going to go away.

He also noted that many of his masters friends used to take long end-of-season breaks of a month or more when they were younger. But the older they get, the shorter and less frequent their breaks have become, presumably because they’re afraid that whatever fitness they lose they’ll never get back. If there’s one big headline finding from Leper’s self-experiment, it’s that this isn’t true, or at least wasn’t for him. That should help other masters athletes be a little less paranoid about the dangers of an occasional training break.

We can’t really claim, on the basis of a single case report, that taking 12 weeks off will enable you to break through and reach new levels of fitness. But even if you don’t return better than before, the idea that you can get back to your previous level is very reassuring. Over the years, I’ve found that I enjoy being fit, but what I really love is getting fit: the sensation of steady progress when week after week your times are dropping and your workouts are getting better. That feeling is increasingly hard to come by when you’ve been training for a long time. The best part of training breaks, from my perspective, isn’t vegging out on the sofa during the break; it’s getting back on the horse.

For more Sweat Science, join me on and , sign up for the , and check out my forthcoming book .

The post Why Taking a Long Training Break Is Good For You appeared first on șÚÁÏłÔčÏÍű Online.

Learning to ride a bike can be your first taste of freedom. Suddenly, the world beyond your front door opens up, ready to be explored on two wheels.

But for Marley Blonsky it wasn’t that simple. Back when she was eight years old, trying to ride with her older sister and her friends, she was told she was too slow. “I always wanted to be part of the club,” she says. “It felt like something I was constantly striving for and not really accomplishing.”

As an adult, Blonsky, 38, faced similar barriers—and some new ones she hadn’t anticipated. She found that the weight limits on most road bikes were too low for her; her rides were hampered by broken spokes and cracked saddle rails. Most cycling-apparel brands had limited sizing, so she struggled to find comfortable jerseys and bibs. On group rides, she felt that familiar sensation of being left behind.

So she did something about it. In 2021, along with Kailey Kornhauser, Blonsky founded , a club that welcomes riders regardless of their size, gender, race, or ability. Over the past three years, the group has expanded to ten chapters, with plans to add nearly 30 more by 2027. Each chapter is encouraged to organize rides, collaborate with other bike-advocacy organizations in its area, and host events like gear swaps and fix-a-flat clinics. “We don’t care why you’re riding a bike,” she says. “We just want to empower you to do it joyfully.”

In 2024, All Bodies on Bikes led several bike-camping trips (the one hosted by the Kansas City chapter had 50 riders) and cohosted the biggest finish-line party in gravel cycling: the DFL party (for Dead Fucking Last) at MidSouth Gravel. Looking forward, the organization’s strategic plan includes establishing industry standards for weight limits on bikes and components, pushing brands to represent a greater range of sizes in their advertising, and creating a retail certification for bike shops to let would-be clients know that “this shop is knowledgeable in working with customers of size and will treat you with dignity and respect,” Blonsky says.

By creating a cycling community that embraces people of all shapes and sizes, Blonsky has made what can be an intimidating sport more approachable for new riders. She regularly receives messages from people about how meaningful it is to see a diversity of bodies represented in cycling. After years of feeling excluded, the self-identified fat cyclist has found power in throwing open the gates.

“It doesn’t feel like what we’re doing is that radical,” she says. “To slow down a little bit, to see folks and meet them where they’re at, it shouldn’t be that incredible of a thing. But it is.”

The post How One Cyclist Is Making the Sport Inclusive for Riders of All Sizes appeared first on șÚÁÏłÔčÏÍű Online.

As a parent and an American during an election year, I had to make all sorts of crucial decisions in 2024. TheÌęmost difficult and important of all was which bike to bring with me on my summer vacation.

Each year at the end of August my family and I travel to Adirondack Park in upstate New York, where the cycling terrain includes paved climbs, gravel roads, and and rocky trails that disappear deep into the wilderness. Every spring, I start thinking seriously about which bicycle will have the privilege of accompanying me. The optimal choice is generally a rigÌęwide of both tire and gearing, and past standouts have been my A. Homer Hilsen and my LWB.

This year I figured I’d probably just bring one of those two bikes yet again, but at the very last second I made a bizarre and potentially foolhardy decision. Like George Costanza buying an ’89 Chrysler LeBaron because it once belonged to Midnight Cowboy star Jon Voigt, I ultimately went with a 1998 Trek Y-Foil 77, on loan to me from the collection, a historic bike museum and shop based in Washington.

Like the LeBaron, the Y-Foil 77 was alsoÌęof highly dubious celebrity provenance, having once belonged to the late writer and bon vivant George Plimpton.

It may seem far-fetched, but Classic Cycle also to “prove” it that it was owned by the Paper Tiger author. Who am I to argue?

As a rider with traditional (some might even say old-fashioned) tastes who likes normal diamond-shaped frames made from metal and who has been one of the cycling media’s most outspoken critics of the carbon fiber hegemony, I’ve always found the Y-Foil to be absurdly outlandish. It was hard to imagine myself even riding the thing, let alone liking it.ÌęIt seemed more like a triathlon bike than a road bike, which
eeew. Yet the more I rode it, the more I began to appreciate it.

Sure, the bike only holds one water bottle at a time, and yes, the void where the seat tube is supposed to be makes it look like a device made to bore holes in giant wheels of cheese. (The unorthodox frame design also makes sure you get every last bit of road spray should it rain.) But I rarely carry more than one bottle anyway. Despite its outrageous appearance it handles just as any well-designed road bike should, plus the beam design of the frame provides just a tiny bit of suspension which makes the ride surprisingly smooth and comfortable.

Trek only sold the Y-Foil for two years, in 1998 and 1999, and since then the bike has acquired a bit of a cult following—partially because they’re kind of rare and some people think they’re cool-looking, but also because of the aforementioned smooth ride quality, which is unusual for a road bike that only clears a 25mm tire. I’d never been a member of the Y-Foil cult, and so I knew little about the bike’s history, apart from vaguely recalling the design having been banned from competition or something.

So I started reading up on their history, and was surprised to learn that not only wasn’t it a triathlon bike, but it had supposedly been designed with Paris-Roubaix and the cobbled classics in mind, and early versions evenÌęhad a suspension-corrected fork. This explained the pinched-looking front end of the frame as well as the elongated fork crown, which Paul Johnson of Classic Cycle likens to a pair of high-waisted jeans.

The revelation that the Y-Foil wasÌędesigned not for triathlons but for the cobblestones of Europe was almost harder to believe than the whole George Plimpton thing. So to find out for sure I reached out to Trek, who connected me with Jim Colegrove, a now-retired engineer who worked on the Y-Foil.

In the nineties, Colegrove told me, cyclists (or at least bike companies) were having a love affair with beam bikes. Trek was also having lots of success with . So the idea behind the Y-Foil was to bring the design over to the road and to takeÌętaking advantage of beam-maina.

As Colegrove and the team at Trek saw it, when it came to road-oriented beam bikes, 2001 model was the one to beat, though they also felt it had three fatal flaws: lateral deflection (they called it “wag”); bob (the feeling that you’re sitting on a diving board); and weight (the Zipp was quite heavy). So Trek set out to design a Y-frameÌęroad bike that would suffer from none of those problems. At the same time, they also saw an opportunity to incorporate a , which people at Trek were convinced was “going to be a thing,” as Colegrove puts it.

Not everybody on the team agreed, and of course suspension forks on road bikesÌędidn’t turn out to be a thing at all (at least not until gravel happened). Still,Ìęthe 1992, 1993, and 1994 editions of Paris-Roubaix had all been won on Rock Shox forks. Trek planned to offer the new Y-frame road bike to pro teams, and so the suspension fork made it onto the bike. (Or at least the suspension fork compatibility did. Colegrove doesn’t know if anybody actually ended up using a suspension fork on a Y-Foil, and I’ve certainly never seen a squishy Y-Foil either in the wild or on the Internet.)

Alas, just as Trek launched the Y-Foil, the Union Cycliste Internationale, cycling’s governing body, ruled that road bike frames “shall be of a traditional pattern, i.e. built around a main triangle.” This rule meant the pros wouldn’t be able to ride the Y-Foil in any race under the auspices of the UCI, which is to say all the races that matter to people when they’re deciding which expensive road bike to buy.

Colegrove wonders if perhaps the UCI may have made the rule specifically to foil (see what I did there?) Trek in order to protect innocent European bike manufacturers from a big bad American company with the capability of producing futuristic aero bikes at scale. However, it’s worth noting the ruling affected European bikes too, such as, so perhaps they really did just want to uphold tradition and spare us all from a nightmarish all-recumbent pro cycling future.

Of course there was still nothing keeping you from buying a Y-Foil to raceÌęa triathlon, or your local USA Cycling-sanctioned criterium, or just riding it for fun and enjoying the head-turning looks and aero benefits. (According to Colegrove the wind tunnel results showed the Y-Foil to be “significantly” more aerodynamic than a traditional frame.) But the bike industry doesn’t work like that, and since the Y-Foil would never be seen under the winner of the Tour de France it had limited appeal and went into, as Colgrove puts it, a “black hole.”

Despite the aero factor it wasn’t a true triathlon bike, nor would it ever have a pro cycling pedigree. While the bike did make it into production, the last year it appeared in the Trek catalogue was 1999—the same year Lance Armstrong won his first Tour de France on a stock Trek 5500 with a diamond frame.

25 years later, all of this lends the bike a certain pathos, and since I was enjoying the bike much more than I thought I would I figured I’d bring it with me on vacation as sort of a consolation prize. Just across Lake ChamplainÌę from New York State lies Vermont, a land criss-crossed with gravel roads, where the bike could finally taste the terrain for which it had been designed, yet few Y-Foils have ever experienced.

Road cyclists have recently embraced wider tires. With cyclists tackling roads with rougher surfaces, 25-millimeter tires—which is the widest a Y-Foil will allow—are now considered too narrow.

However, I made it through the roughest sections without washout or pinch flat, and otherwise the bike was not only competent but smooth, the beam offering just enough flex to allow me to comfortably shift my weight onto the rear wheel. Having successfully negotiated the gravel roads of Vermont, I rolled onto the ferry to Ticonderoga, NY.

Ticonderoga is steeped in history and the things that made this country great. There’s the eponymous , the eponymous (they weren’t made there, but that’s where the graphite used to come from), and there’s the , which draws Trekkies from all over the galaxy.

At no point in our conversation did Colegrove mention the Star Fleet Insignia serving as an inspiration for the design of the Y-Foil, but I have to wonder if perhaps it crept in there subconsciously.

If you’re a fan of technical innovation you may think we lost out when the UCI banned bikes Y-Foil, and if you’re a traditionalist you probably think we dodged a bullet. I’d certainly count myself as a traditionalist. But more than anything I’m also a bike nerd. I can appreciate and enjoy this relic of what might have been.safe in the knowledge that it is no longer a threat to the supremacy of my beloved diamond frame.

The Y-Foil may not have been a commercial success, but Trek did accomplish what it set out to do, which was design a Y-shaped bike without wag, bob, or excessive weight that performs like a good road bike should. I enjoyed every ride with it on my summer vacation, and by choosing it I don’t think I missed out on a thing
except maybe that second water bottle.

The post I Took a Star-Trek Inspired Journey on a Retro-Futuristic Bike appeared first on șÚÁÏłÔčÏÍű Online.

Rolling hills, scenic state parks, river views, and southern cooking. These are only some of the things that Tennessee has to offer cyclists. If you’ve never biked on Tennessee’s quiet back roads or through its historic small towns, you’re in for a treat. has created a collection of 52 road cycling routes with the help of Shannon Burke, cycling route developer and owner of Velo View Bike Tours in Chattanooga, to make finding the perfect ride easy. Each route was carefully designed to optimize the cycling experience for safety, fun, and scenery. To learn more, we heard from Burke and Jenni Veal, rural destination development manager at the Tennessee Department of Tourist Development. Here’s what they had to say.

șÚÁÏłÔčÏÍű: What makes Tennessee a premier cycling destination?Ìę

Shannon Burke: Tennessee has a wealth of low-traffic scenic back roads that are perfect for road cycling adventures. But more than the abundance of great cycling roads, the state has an incredible diversity of landscapes, from massive climbs to rolling hills to flat farm roads, making it an ideal destination for road cyclists of all levels. Tennessee’s mild climate also makes it possible to ride year-round.

How can cyclists get access to detailed navigation and route information?

Burke: Bike Tennessee makes it easy for cyclists to find safe and scenic road cycling routes across the state. Each route listed on the site connects to a route map and description, which can be downloaded to a bike computer or phone app. The Ride with GPS maps also include the option to print a paper cue sheet with turn-by-turn directions. In addition to the Ride with GPS features, the website includes short descriptions of each route, so you know what to expect on the ride, including distance, elevation, terrain, and points of interest.

As a professional cycling guide, why do you think these routes offer visitors the best Tennessee cycling experience?

Burke: I followed the same approach I use for my guided tours when designing these routes for Bike Tennessee. I made sure we were checking the following boxes for riders:

Is the traffic low enough to permit a safe and enjoyable ride?

Are the roads fun to ride?

Is the landscape scenic?

Are there scenic overlooks, historic markers, or points of interest along the way?

Does the route have amenities for travelers, such as restrooms and food options?

These are only some of the considerations we made while designing routes for Bike Tennessee to offer exceptional road cycling experiences.

What are some of the top attractions featured on the mapped routes?

Jenni Veal: All 52 Bike Tennessee routes travel the state’s most scenic areas. All together, the routes cross 53 counties, including 14 state parks. Each ride is mapped as a loop or out-and-back to highlight points of interest like quaint downtowns, historic sites, and some of the best food in the South. These are some of my favorite sites to explore:

• The and both utilize the beautiful Memphis River Parks system and cross “Ol’ Man River” along the Big River Crossing bridge into West Memphis, Arkansas, and include a trip through Mud Island and Harbor Town.
• The , near historic Greeneville in northeast Tennessee, starts at David Crockett Birthplace State Park, situated along the Nolichucky River. The state park offers river rentals, camping, and interpretive exhibits—and you can buy a Davy Crockett–style raccoon hat at the visitor center.
• The , near Mountain City in northeast Tennessee, follows a section of Watauga Lake and ends at two award-winning Tennessee wineries: Watauga Lake Winery and Villa Nove Vineyards.
• The challenge, in middle Tennessee, starts in historic downtown Lynchburg, best known as the home of Jack Daniel’s Distillery. Cyclists can end their ride with a distillery tour and a meal at any number of famous Lynchburg restaurants.
• The , at Pinson Mounds State Archeological Park in West Tennessee, preserves more than 15 Native American mounds. Some are more than 70 feet high and 2,000 years old.

How can visitors start planning the perfect cycling-inspired adventure in Tennessee?Ìę

Veal: The Bike Tennessee website makes it easy to search for routes on the map or by a nearby city. Once you know what region and route you’ll be exploring, recommendations for other things to do in the area populate at the bottom of the page, making planning a cycling vacation easier than ever. The Ride with GPS Ambassador pages also include photos and points of interest—places to eat, restrooms, and attractions—as well as website links for more localized tourism information. Additionally, you can find a variety of fun happening year-round across the state.

Tennessee offers visitors world-class music, live entertainment, family-friendly experiences, charming communities, innovative and classic culinary creations, renowned scenic beauty, and outdoor adventure—all centered at the crossroads of rich history and unrivaled hospitality. Vacations “sound perfect” in Tennessee. Visit and follow @TNvacation on, , and for travel inspiration.

The post Find Your Perfect Ride in Tennessee appeared first on șÚÁÏłÔčÏÍű Online.

and UAE Emirates ruled the Galibier but they’re not the kings of the just yet.

For yellow jersey Pogacar and his great nemesis , the three-week Tour de France has only just begun.

“Everyone did five-star work today and we can do that again,” UAE Emirates director Joxean Fernández Matxin told after he orchestrated the team’s Alpine assault Tuesday.

“Whether the Tour has already been decided? No, of course not. That’s only in Nice,” Matxin said. “And it will be a very long time before we get there.”

UAE Emirates obliterated everyone on the hulking Hors Categorie Galibier with on Tuesday’s fourth stage.

Visma-Lease a Bike melted away from Vingegaard, was on the ropes, and even the most dogged version of struggled to hold on.

Yet Pogacar’s 45- and 50- second classification advantage over Evenepoel and Vingegaard respectively means nothing in a race that will be decided in the PyrĂ©nĂ©es and Alps of week three.

“We came here believing we’d lose time in three of the first four stages, so to lose time on just one is pretty good in my opinion,” Vingegaard said after he was distanced on the fast downhill to the line Tuesday.

“We thought we might lose two minutes or more, so only 50 seconds behind is quite good,” Vingegaard said.

“Our time will come.”

What Trajectories Will the Big 4 Follow?

There’s no doubt “Slovenian Slayer” Pogacar looks well on track for his historic quest for the Giro d’Italia-Tour de France double.

Imperious Pogcar is the puppet master of an armada of elite climbers.

UAE Emirates is with three riders in the top-10 with Juan Ayuso and João Almeida behind Pogacar in third and eighth. 2023 Tour podium finisher Adam Yates isn’t much further behind.

By contrast, Visma-Lease a Bike is a shadow of Jumbo-Visma and is , Dylan Van Baarle, and Steven Kruijswijk.

Yet a largely benign second week will afford Pogacar’s Basque-battered, training-lite rivals the breathing space to ride themselves into the race, right on time for when mano-a-mano mountain battles will be just as decisive as collective team muscle.

“I’m slowly getting better, I’m still here,” Roglic insisted Tuesday after he was pressured on the Galibier.

The stage 7 time trial on Friday is the only true GC appointment before the mountains arrive en masse with stage 14 next weekend.

For Vingegaard, Roglic and Evenepoel, any creases in condition could be ironed out in time for when the race returns to the high peaks – although of course, there’s always the risk things get worse.

“It’s always a good thing when you finish second behind the best rider in the world,” Evenepoel said Tuesday. “It was a very good day for us. There was nothing to criticize.

“I feel like I’m getting better,” Evenepoel said after he led the chase behind Pogacar. “Now I’m already focusing on Friday’s time trial.”

Meanwhile for Pogacar, the great unknown of post-Giro d’Italia fatigue shadows every passing stage.

Visma Vows to Keep swinging: “We Believe in our Plan”

In true Pogacar fashion, he started his grand tour in sixth gear and came away rewarded.

Yet he’s done similar at the Tour twice before, only to be blown away by one disaster day in the back-half of the race.

Sure, the Visma-Lease a Bike of 2024 is not the Jumbo-Visma that tore Pogacar apart in 2022 and 2023 with blitz offenses from Kuss, Roglic, and Wout van Aert.

But the “Killer Bees” are promising it still has sting.

“I was doubting myself going into this Tour but it’s not like he was a lot stronger uphill,” Vingegaard said after the stage Tuesday. “I would have liked to close the gap instead of it opening. I would have liked to stay with him but that’s life.

“The Tour is long and we’ll do our best,” said the defending champion. “We know what to do. We believe in our plan, like in the last two years and we’ll see at the end of the Tour.”

Vingegaard will need to brush away any descending demons left from his Basque crash to ensure “The Bees” have venom ahead of the mountain-packed crescendo of the Tour.

Re-measuring After the “Race of Truth”

The stage 7 time trial Friday will be a crucial measuring stick for who wears the maillot jauneÌęin Nice later this month.

It’s not called “the race of truth” for nothing. There’s no better marker of physiological prowess and the ability to suffer than a lonely 25km against the clock.

Vingegaard hasn’t been able to train on the TT bike during his long comeback from injury like he would have wanted, but his history against Pogacar in grand tour time trials is telling.

Time trial world champion Evenepoel, who’s after four days of racing, could slash his 45-second deficit to Pogacar in half on Friday’s ~30 minute individual test.

“I think it’s not really decided who is where [on GC],” Pogacar said Tuesday after he donned his second yellow jersey of the 2024 Tour.

“For sure, you see the level a little bit,” he said. “But in three weeks some days can be better for some riders, and other days can be better for others.”

How the GC looks Friday will be the best barometer of the favorites we’ll get until the race hits the PyrĂ©nĂ©es more than a week from now.

“Maybe someone wasn’t feeling great or super good today,” Pogacar said. “In three weeks, things can change a lot.”

It might have looked like Pogacar buried the Tour de France on Tuesday. But in reality, the race is only just getting started.

The post The Tour de France Is Not Over Yet. Pogacar Still Has a Three-Week Puzzle to Solve. appeared first on șÚÁÏłÔčÏÍű Online.

Sepp Kuss appears at the door wearing a pair of fuzzy slippers and a warm grin. “Did you find the place OK?” he asks, leading me inside. “How was your drive down?”

The smell of freshly brewed coffee fills the hallway as we walk past paintings of wooded mountains and snowy landscapes. It’s as if we’ve entered a ski chalet in this tucked-away neighborhood of Durango, Colorado, and not the home of Kuss’s parents, Sabina and Dolph. But they’re here, too, lounging in comfy chairs, waiting to watch their son be interviewed about an incredible feat of athleticism and willpower. His historic victory at the 2023 Vuelta a España last September, when Sepp became just the fourth U.S. rider to officially win one of cycling’s three-week grand tours, is what we’re set to discuss. I’ve driven six hours from Denver to Durango to talk about the Vuelta, and also to attend a festival and parade in Sepp’s honor. But right now the Kuss family just want to know if I’d like a cup of joe and maybe some breakfast.

“I tell you, we were not even low-level fans of cycling before all of this,” Dolph says. “We’ve had to learn everything.”

Were it not for his son’s big victory, I would gladly spend half my time interviewing Dolph. At 93, he’s a living connection to the primordial days of the American ski industry, and he’s partly responsible for transforming Durango into a mecca for outdoor sports. The list of his skiing accomplishments could fill its own story, so here are the CliffsNotes. He built nordic centers across Colorado and helped develop the local ski area, Purgatory Resort, in the mid-1960s. He coached the U.S. Nordic team at the 1964 and 1972 Olympics and taught multiple generations of skiers to love the sport.

But even Dolph, with his vast experience coaching hundreds of athletes, seems dumbfounded by his son’s achievement. “I used to think some of my cross-country racers were workhorses, but he puts them all to shame,” Dolph says. “I admire Sepp so much for his physical achievements, which I think are historic and, to be honest, mind-boggling.”

They are. In 2023, Sepp completed all three grand tours: the Giro d’Italia, the Tour de France, and the Vuelta—that’s 6,225 grueling miles of bike racing. Few cyclists ever tackle all three events in a season, and those who do are usually too exhausted to win anything. Sepp served as the key helper, or domestique, for Jumbo-Visma teammate Primoz Roglic when Roglic won the 2023 Giro in May. Then, in July, he shepherded another teammate, Jonas Vingegaard, to a second straight Tour de France win. And, finally, Sepp won the Vuelta in September.

“And he looked like he was having a lot of fun the whole time,” Sabina, 72, says. “Sepp wouldn’t do something like that if he wasn’t having fun.”

The conversation flows as Sabina and Dolph share memories. “I was still breastfeeding him when we’d go skiing,” Sabina says. “He was the easiest kid in the world to raise.” Six-year-old Sepp strummed a guitar and performed Elvis tunes. In middle school, he started his own small business importing bike parts and selling them on eBay.

Dolph smiles and Sabina looks moved. Soon the midmorning sun beams through the windows, and it’s time to get down to the serious stuff, to address the Vuelta and a bizarre drama. A bitter inter-squad rivalry at Jumbo-Visma nearly tore the team apart in the final few stages. Sepp found himself in a wholly unprecedented situation: a domestique leading the race and having to fend off his two team leaders, Roglic and Vingegaard. Media intrigue ratcheted up the pressure for one of the three to back down. Sepp refused. He fought on and chased after his teammates on the steepest mountains, and in doing so won the affection of cycling fans across the world.

“I still feel confident that if we went all-in, head-to-head, the three of us together, I would still win the Vuelta,” Sepp says. Was he the strongest rider? “Given all the components of the race, yes,” he answers.

There are different types of strength, of course, and perhaps Sepp did not have the most powerful legs. But he had the mental fortitude and interpersonal skills to navigate what was essentially a hostile workplace. He could have rolled over—most riders would have—but something compelled him to stand his ground against his higher-profile teammates. Where did this courage come from? I’m willing to bet that the answer can be found somewhere here in Durango.

The post How Sepp Kuss Became Pro Cycling’s Chillest Champion appeared first on șÚÁÏłÔčÏÍű Online.

What makes for a great road and gravel e-bike? The formula is simple: familiar handling, comfortable positioning, and the right amount of assistance to make the rider feel connected to the bike. How a bike approaches that formula is very different, however.

These bikes have come a long way over the past few years. The best e-bikes are hard to distinguish from a non-assisted road or gravel bike at first glance, with motors tucked away in the hub of the rear wheel and slim batteries housed in the down tube. Not only do they help you ride farther, but they also look phenomenal, too.

Our list of the best road and gravel e-bikes of 2024 comes from a wide array of bike testing over the last year, including bikes from top bike brands down to the small builders. How else are you going to find the right bike for you if not for us to obsess over it?

Be sure to check out our guides to the best enduro bikes and our many other bike guides.

At a Glance

• Editor’s Choice:
• Best for Both Road and Gravel:
• Most Customizable E-Bike:
• How to Choose a Road and Gravel E-Bike
• How We Test
• Meet Our Lead Tester

All gear in this guide was tested by multiple reviewers. When you buy through our links, we may earn an affiliate commission. This supports our mission to get more people active and outside. Learn more.

Editor’s Choice

Cervélo Rouvida

Build: Rival XPLR AXS 1 Road
Weight: 33.7 lbs (small)

Pros and Cons
⊕ Premium features and very fast
⊕ The app is extremely intuitive
⊗ The Fazua Ride 60 motor isn’t as powerful as a Bosch or Shimano motor

Believe it or not, Cervélo now has an e-bike. It turns out that having some electric assist in your bike ride is fun. Who knew? Thankfully, Cervélo is here with the Rouvida, an e-bike that can be set up both as a road bike and a gravel bike based on your needs. And better still, the brand sweat the details to ensure it feels like a Cervélo every step of the way.

The Rouvida has a Fazua Ride 60 motor that offers 60 Nm in torque, which we found to be exceptionally smooth and fast. Its Class 3 classification (with assist up to 28 miles per hour) means assist doesn’t cut out during typical group ride speeds, though that 60 Nm torque isn’t quite as powerful as what you’d find from Bosch or Shimano. Assist is controlled by a top tube-mounted controller that shows the different assist levels. Its USB port doubles up to charge accessories or lights if you prefer.

Even though this is an e-road or e-gravel bike, CervĂ©lo’s high-end features are still here. The pair of flip chips to optimize the bike for road tires or gravel tires, and the 430 Wh battery resulted and quick handling that had us thoroughly enjoying the ride. In our testing, we got roughly 35 miles of range out of the bike, though that was solely when riding the Rouvida at its highest assist setting. Be a bit more cautious with your assist and you can expect closer to 50 miles.

The Rouvida’s drive system largely succeeds in feeling like a regular bike, just with a friendly bit of help. Some of these lightweight e-bike systems make you feel like you have a tailwind; the Fazua system feels as if you’re riding with a tailwind while hitting the highest power numbers you’ve seen in 15 years.

Like most of these lightweight e-bike systems, power here from the torque and cadence sensors comes from a combination of speed and pedaling cadence. Loafing about results in minimal power, while pedaling at a high RPM results in the motor being more eager to give up all of its assist.

Of course, all of this is adjustable through Fazua’s own app. It’s cleaner than just about any other system I’ve used in recent memory, with graphical charts showing how assist builds as the rider changes their pedaling input. Want the bike to use less energy in the lowest of its three settings? Simply slide the graph left and right to adjust how quickly the power comes on, and down to change its max power input.

The Cervélo Rouvida has four models: two built for gravel, and two built for road. All feature the same carbon frame and fork, with a choice of drivetrains from Shimano and SRAM.

Best for both Road and Gravel Riding

Specialized S-Works Turbo Creo 2

Build: Turbo Creo 2

Pros and Cons
⊕ Extremely seamless assist transition
⊕ Versatile for both road and gravel riding
⊗ Very pricey

Most e-road and e-gravel bikes have a bit of a delay after you start pedaling to when you feel the assist kick in. However, we didn’t need to pedal far on the Specialized Creo 2 to recognize that it almost perfectly blends e-bike assistance with drop bar cycling. That is until you hit the next hill, at which the assistance helps maintain a power output few can dream of.

The second generation Creo 2 features a fully redesigned frame with updated geometry, and uses Specialized’s new SL 1.2 motor system. While the original Creo came in a road and gravel build, the new Creo 2 leans heavily toward gravel. However, on the road, the large tires and gearing combined with the assistance is very good. Overall, the specs might make this bike look more gravel, but the new 29 x 2.20-inch tire clearance ad the Future Shock 3.0 make it perfect for road imperfections, abrupt transitions between different surfaces, and anything we encountered on a paved or unpaved road.

All Specialized Creo 2 models use 1x drivetrains only, but that’s no bad thing. With three different drivetrain options—all using SRAM’s AXS wireless electronic shifting—it’s rare you’ll run out of gears. There’s more than enough power too, at 50 Nm, that can pair with the bike’s 320 Wh battery and 160 Wh range extender.

Most Customizeable E-Bike

Orbea Gain

Build: M10i

Pros and Cons
⊕ Smooth assistance
⊕ Customizable
⊗ Motor isn’t very light at 1,399 grams

Orbea launched the first generation of its Gain e-road bike back in 2019, and now, just four years later, the Basque brand is launching its third generation of the platform. Things are obviously evolving quickly in the e-bike world, but they also seem to be settling down a bit, and what Orbea has arrived at this time around may be a surprise.

Contrary to the other bikes on the list, the Gain is based around a lightweight hub-driven motor from Mahle. The Mahle X20 offers exceptionally smooth assistance to its 20 mph assistance cutoff. And even there, the bike is so smooth that you almost don’t notice that cutoff after you exceeds those speeds. At that point, we were o focused on the bike’s confident handling, the surprisingly good comfort, and its sleek looks. But when we looked down at the top tube, noticed the small e-assist display just behind the stem, and we were reminded that we had some extra electric assist on tap.

Orbea’s ace in the hole isn’t just that the Gain is a plain good bike, the customization options are the cherry on top. Their MyO custom ordering program allows you to choose your gearing, handlebars, and saddles. And certain models get the full experience, with custom paint options available at no extra cost. Component customization start at just $3,199 for an alloy Gain, though you’ll need to spend $5,599 for a carbon frame Orbea Gain with custom paint access.

It can be hard to make your bike truly unique in a sea of same, but the Gain lets you do just that. Few brands if any can compete with that proposition.

How to Choose a Road and Gravel E-Bike

What Is the Difference Between a Road and a Gravel E-Bike?

There a number of differences between a standard, non-assist road bike and a gravel bike. Road bikes are lighter but less comfortable, while gravel bikes are more versatile but not quite as fast on the road. Road and gravel e-bikes though? There are a number of similarities, at least as of now.

The vast majority of e-bikes with drop bars from one company will use the same frame, fork, and motor. In the case of the Cervelo Rouvida above, the difference between the road and gravel bike is how it is built. Road bike builds will receive a 2x drivetrain (with a front derailleur), while gravel bike builds will receive a 1x drivetrain (without a front derailleur). Road e-bikes will have narrower tires and standard road bike handlebars, while gravel e-bikes will have gravel-centric tires and flared drop handlebars.

That said, some road e-bikes and gravel-ebikes are designed specifically for one discipline. Those will follow the same build guidelines as mentioned above, but their handling will be tuned specifically for riding on one specific terrain.

Even still, finding the right road e-bike or gravel e-bike can be a challenge. Here are our tips to ensure you find the right ride.

How Much Do I Need to Spend on a Road or Gravel E-Bike?

Most of the bikes we’ve tested qualify as high-end bikes, costing as much as a decent used car. However, the trickle-down effect is real, and so there are some fantastic gravel bike values at a more affordable price point. Knowing what you can spend will give you a great idea of what’s available to you on the market today.

Budgeting to buy a a road e-bike or a gravel e-bike isn’t just buying a bike of course. Getting the most out of your road bike requires having the right accessories. At a minimum, you’ll need a quality set of bike lights and a well-fitting helmet in the name of safety. Further, you’ll need to budget for a decent set of pedals, and matching shoes if you want to use clip-in style pedals rather than a more accessible flat pedal.

The clothes themselves also make a difference. and a jersey can make your ride that much more comfortable if you decide to wear them. And that’s just the tip of the iceberg: repair kits, maintenance items, and more are worth budgeting for.

How Do I Choose the Right Size of E-Bike?

Your typical e-bike will come in a range of sizes to fit riders of all heights. Most new e-bikes will come with a size range to help you figure out what size of bike you need. This size range is usually expressed with an XS to XL size range, but some bikes will be measured in centimeters.

Once you figure out what size of e-bike you need, you’ll want to go and give the bike a test ride. That means standing over the top tube of the bike (sometimes referred to as a crossbar) comfortably with both feet flat on the ground. The top tube can touch you, but it’s better if it doesn’t.

The right size of bike will place your torso and arms at roughly a 90-degree angle from your torso without feeling uncomfortable. Your knees will have a slight bend to them at the bottom of your pedal stroke. Most importantly, the bike will feel comfortable to maneuver around.

Of course, all of this advice is only amplified by going to a trusted bike shop. Having another set of eyes to help you find the correct size bike will ensure your money is well-spent. They’ll help you determine the right bike for you based on your riding experience, flexibility, and needs, and they’ll help you determine proper sizing for things like handlebars, saddles, and even your frame.

What Is the Difference Between Electric-Bike Systems?

All road and gravel e-bikes consist of the frame, its components, a motor, a battery, and a controller. However, not all electric components on an e-bike are made equally. Here are the differences between e-bike motors and batteries.

Electric road and gravel bike motors and batteries tend to be smaller, sleeker, and lighter than ever before. Batteries are typically tucked away in the downtube, with a range extender sitting where a water bottle might otherwise be placed. While the typical e-bike features a handlebar-mounted controller, most road and gravel e-bikes feature a singular button in the top tube to turn the bike on and off, and no accompanying display.

As a result of all of these systems being paired down, these smaller systems are typically less powerful than what might be found on a typical e-bike. They’re meant to accompany your efforts, rather than outright supplement them.

All road and gravel e-bikes adhere to the popular e-bike class system, which differentiates between the top assisted speeds of different bikes. Most of these bikes are rated as Class 1, offering pedal assist up to 20 miles per hour (32 kph). A growing number of these bikes, however, have motors powerful enough for Class 3 operation, providing pedal assistance up to 28 miles per hours (45 kph).

Many of these e-bikes use a hub-driven electric motor, offering a compact size and a look that is hard to distinguish from a non-electric bike. Mahle is the most common option here.

Other e-bikes will use a mid-drive electric motor, placing the motor where the crankset is. These systems tend to be a bit more powerful than a hub-driven electric motor at the expense of weight and sometimes, drag when the motor is off. Fazua is a popular motor option here, though Shimano, Bosch, TQ, and Yamaha are popular options too.

How We Test

• Number of Testers: 2
• Number of Products Tested: 18
• Longest Testing Bike Ride: 77 miles (123 km)

Bike reviews require a whole bunch of work. These road and gravel e-bikes—ranging from entry-level to top-spec bikes with weights approaching that of a non-assisted bicycle –Ìęwere chosen to understand which bikes are best on the market today. Sure, we’ve tested bikes from all of the major bike brands, but we’ve also made sure to test the small brands to ensure we find the best gravel bikes.

Our reviews were performed all over the world by five dedicated testers, with a vast majority of those miles on roads and trails we know best. Riding across such varied terrain by riders of different skill levels and needs means we’re well-suited to understanding what parts of a gravel bike can frustrate, what makes a bike good, and what makes a bike truly stand above the competition.

Testing includes riding local loops, big days out, group rides, and everything in between. It means living with them day-to-day, maintaining them, and building them to learn more about their ins and outs.

Meet Our Lead Tester

Alvin Holbrook is a tech editor for Velo. He covers road, gravel, and e-bikes after nearly a decade in the bike industry. In addition, he uses his background in urban planning to cover stories about active transportation, policy, tech, and infrastructure through the series. He currently lives in San Antonio, Texas with his wife and an ever-growing stable of bikes and kitchen utensils.

The post Go Faster and Farther with These Road and Gravel E-Bikes appeared first on șÚÁÏłÔčÏÍű Online.

From mid-ride hydration mixes to ride-saving tools to simple storage solutions, we’ve gathered a selection of the best bike accessory needs and wants to make the most of your next ride. Looking for a new kit that will keep you airy and comfy over hundreds of miles? An activity tracker that delivers real-time ride data? A handheld massage tool for post-ride recovery? You’ve come to the right place.

At a Glance

• and
• How We Test
• Meet Our Lead Tester

All gear in this guide was tested by multiple reviewers. When you buy through our links, we may earn an affiliate commission. This supports our mission to get more people active and outside. Learn more.

SpeedSleev Ranger 2.0 Saddle Bag

Pros and Cons
⊕ Sleek design
⊗ Only space for the essentials

Self-sufficiency on the bike isn’t a must, but we highly suggest riding with enough gear to get you home in the event of a flat tire or worse. SpeedSleev’s Ranger 2.0 saddle bag offers a minimalist approach to carrying just enough gear to get you home in a pinch. With the capacity to fit two tubes, two C02 canisters, an inflator, tire levers, plugs, and a multi-tool, we found ourselves prepared for the all too common roadside tube swap.

Whoop 4.0 Activity Tracker

Ìę

Pros and Cons
⊕ Easy-to-use
⊕ Barely there feel
⊗ Inaccurate measurements when not properly fitted

Whoop’s 4.0 band provides an informative look into heart rate data with clear, easy-to-interpret graphs available through the Whoop app. The 4.0 will track heart rate day and night, providing users with valuable data like resting heart rate and heart rate variability to help athletes customize training and recovery routines. Bonus: The Whoop can also pair to a cycling computer via Bluetooth to broadcast live heart rate data on the road.

Feedback Sports Velo Hinge 2.0 Mounting System

Pros and Cons
⊕ Space-saving design
⊕ Simple installation
⊗ Vertical mounting only

Feedback Sports is best known for its array of tools and quality cycling equipment. At $40, the Velo Hinge is the brand’s most affordable wall-mounted bike storage solution, offering multiple vertical hanging positions. Installation is quick; just three screws are needed to mount the system to a stud. It’s proven to be a favorite thanks to its space-saving, compact nature.

Craig’s Tool

Pros and Cons
⊕ Minimalistic design
⊗ Magnetic bits get stuck in bolts

Craig’s Tool is the product of a lifelong industry engineer looking to capitalize on the minimalist desires of gram-conscious cyclists. At 32 grams, the multitool provides the six most common bits (2.5mm, 3mm, 4mm, 5mm, 6mm, and T25) you’ll need for road and gravel bike adjustments or repairs. Its sleek, high-strength aluminum L-shaped handle and additional tire plugs provide a simple yet effective set of tools that served us well for unexpected roadside stops.

Roll Recovery R8 Plus Deep Tissue Massage Tool

Pros and Cons
⊕ Ideal for big muscles of the leg
⊕ Adjustable pressure
⊗ Springs wear out over time

Like many athletes, cyclists are big on post-ride recovery massages, and the Roll R8 Plus allows us to administer our own deep tissue massage at home with a 360-degree squeezing action. An adjustment knob allows for easy tension selection to dial in various levels of force to target one’s glutes, quads, hamstrings, and more.

Q36.5 Dottore Clima Jersey and Dottore Clima Bib

Pros and Cons
⊕ Highly breathable
⊕ Premium quality chamois
⊗ Delicate

A quality kit can have a seemingly high sticker price, but your body will be grateful for the investment down the road. Produced in Italy, each piece of Q35.6’s Clima collection oozes quality craftsmanship and remarkable breathability. In the jersey, the use of graphene yarn—alongside a blend of 60 percent polyester, 28 percent elastane, and 12 percent polyamide—enhances cooling with its inherent thermoregulating properties. In the bibs, a proprietary chamois provides a highly breathable cushion for the longest rides on your calendar.

We tested the kit over 100 miles at California’s Tour de Palm Springs and were pleased with its all-day comfort, and, after six months of hard riding, it retains much of its original elasticity and grip. Bonus: Q36.5’s warranty policy covers the practical lifetime of the product and offers repair services for a small charge.

Garmin Edge 540 Solar GPS

Pros and Cons
⊕ Great tracking with no battery anxiety
⊗ UI has a steep learning curve

A cycling computer, while not an essential accessory, is one of those nice-to-haves if you’re looking for navigation assistance and extensive data on your rides. The Garmin’s Edge 540 is our favorite thanks to its mid-ride solar charging capabilities which gives it up to a claimed 32 hours of battery life (and 60+ in battery saver mode), making it ideal for an all-day adventure without the worry of battery anxiety.

A multitude of sensors pair with its ANT+ and Bluetooth connectivity, and multi-band GNSS provides class-leading positioning data.

Oakley Sphaera Sunglasses

Pros and Cons
⊕ Wide coverage
⊗ Expensive

Oakley’s Sphaera is the latest sport-oriented release from the eyewear giant. A lightweight, half-wrap frame and a wide lens pair for a modern fit that falls in line with the oversized glasses trend of recent years. We appreciated the breathable central vent, polarized lenses, and rubber-covered arms that added comfort. For $271, the Sphaera is on the high end of the eyewear price spectrum, but we find Oakley’s consistently high quality helps justify the price tag.

Tailwind Nutrition Rapid Hydration Drink Mix

Pros and Cons
⊕ Light
⊕ Easily digestible
⊗ Not enough calories for long rides

Whether you’re taking a quick spin through the park or spending a day in the mountains, staying fueled is one of the simplest steps any cyclist can take to improve the quality of their ride. Colorado-based Tailwind Nutrition produces a variety of refreshing, easy-to-digest drink mixes, from calorie-packed to calorie-light.

The brand’s 45-calorie Rapid Hydration mix is available in five flavors: orange, strawberry lemonade, lemon lime, raspberry, and berry. Testers found these did the trick for shorter, sub-two-hour rides, but felt the need to fuel with additional carbs for longer days in the saddle.

How We Test

• Number of products tested: 15
• Number of miles collectively ridden during testing: 11,000
• Biggest ride: 102 miles
• Number of Testers: 6

Our group of testers, made up of men and women across the country, put more than a dozen cycling accessories to the test on various rides and races during diverse training schedules. Some were preparing for marquee road and gravel events while others were more concerned about the weekly coffee ride.

Each product we tested earned a grade based on qualitative and quantitative characteristics like functionality, simplicity, and usefulness. The bike gear and gadgets on this list impressed our crew in all departments.

Meet Our Lead Tester

has been riding road and gravel bikes for 15 years and has been writing about the latest tech in the sport since 2017. He’s toed the line at premier road and gravel events nationwide, including the Belgian Waffle Ride San Diego and the Unbound 200. When he’s not writing or riding, he’s pulling apart bikes at his local shop and connecting with the diverse cycling community around his hometown of Los Angeles.

The post The Best Bike Accessories for Road and Gravel Riding (and Racing) appeared first on șÚÁÏłÔčÏÍű Online.

Shopping for a new road bike can be as fun as it is nerve-wracking. There are hundreds of options, from practical picks to WorldTour-level bikes ridden by the pros. The sheer number of builds, features, and specifications can confuse even the most avid riders.

Fortunately, we have a team of experts who spend their days obsessing over what exactly makes the best road bike for racing, recreation, and endurance. We tapped them to test this year’s crop of 42 bikes all over the world to help you make the right decision.

At a Glance

• Editor’s Choice:
• Best High-End Performance Race Bike:
• Best Value:
• Best Fast Road Race Bike:
• Best Endurance/Performance Hybrid:
• Best Versatile Aero Bike:
• Best Sequel:
• How We Test
• Meet Our Lead Tester
• How to Choose a Road Bike

All gear in this guide was tested by multiple reviewers. If you buy through our links, we may earn an affiliate commission. This supports our mission to get more people active and outside. Learn more.

Editor’s Choice

Cannondale SuperSix EVO

Test bike: SuperSix Evo Hi-Mod 2 (56 cm)
Weight: 16.1 lbs

Pros and Cons
⊕ Lightweight
⊕ Comfortable
⊕ Relatively aerodynamic
⊗ The rider will feel more small bumps and vibrations at the saddle in comparison to the previous generation bike

The SuperSix Evo is Cannondale’s updated lightweight racer. It’s not quite as aerodynamic as the American brand’s aero-at-all-cost SystemSix or as smooth as the Synapse all-road bike, but it is far more comfortable, lighter, and still offers agile handling considering its extremely fast pace. Though this new iteration doesn’t represent the same performance leap as the first model, the upgrades to this version make the bike easier to work on and generally more aerodynamic.

Much of those aero gains are found at the front end. On the previous SuperSix, Cannondale made the well-intentioned decision to route the cables largely internally but in front of the headset bearings, which added bulk to an otherwise slim-tubed bike. It also limited just how much the bars could turn left or right. In the latest system, the cables are routed through the headset bearings using a triangular steerer tube. This allowed Cannondale to make the headtube area much more slender, making for a trimmer, more aerodynamic (and therefore faster), profile.

There are three different tiers of carbon frame construction within the SuperSix Evo family. Most riders will be happy with the standard carbon option, though the Hi-Mod and Lab71 frames are even lighter (and more expensive). We tested the SuperSix Evo Hi-Mod 2, which featured a Shimano Ultegra Di2 drivetrain, Hollowgram R-SL 50 wheels, and a Vision aero carbon handlebar. One small downside: in our 51-centimeter test model, we found the bike to be a touch less compliant at the saddle than the previous generation. Swap from the stock 25-millimeter tires to 28 millimeters or wider, however, and you’ll get one of the best fast road bikes you can buy today.

Best High-End Performance Race Bike

Specialized Tarmac SL8

Test bike: Specialized S-Works Tarmac SL8 Dura-Ace Di2
Weight: 14.72 lbs

Pros and Cons
⊕ Energetic on the uphill
⊕ Stable on the downhill
⊗ Pricey

There’s no denying that there’s a lot of hype surrounding the Tarmac SL8 race bike —you’re just as likely to see it at the group ride as on your favorite influencer’s Instagram account—and we’re here to report that the hype is real.

The eighth generation of Specialized’s Tarmac comes with all the customary claims of being lighter, smoother, and stiffer. What makes this bike stand out from the competition is how it rides. Its low weight makes it feel eager up punchy climbs, and the frame’s stiffness provides direct, confidence-inspiring steering. As a whole, this bike will make you want to ride farther than you have before.

Specialized offers the Tarmac SL8 in an ultra-lux S-Works model (with their lightest-weight 12R carbon frame) and a range of build kits using a less expensive 10R carbon frame. Both are available in myriad drivetrain configurations from SRAM and Shimano and a range of colorways that we noticed invoked jealous commentary from cycling friends. While our test bike was a top-spec S-Works model—which nets a top-tier drivetrain and wheels alongside their best frameset—the standard Tarmac frames are still among the lightest road bike frames available.

All of this comes at a price—$14,000, to be exact, which is the biggest drawback to the new Tarmac. But if you’re willing to shell out, we recommend models with the less-costly 10R carbon frame, as it offers the same stiffness, compliance, and ride quality as the ultra-luxe S-Works. Those start at $6,500 and still net you a race-ready bike with electronic shifting. Trust us—your bank account will thank you.

Best Value

Trek Domane AL

Test bike: Domane AL 4 Gen 4 (56 cm)
Weight: 22.8 lbs

Pros and Cons
⊕ Extremely affordable
⊕ Versatile
⊗ Heavier compared to other options

The aluminum Trek Domane (pronounced ‘dough-MA-knee’) is the brand’s least expensive way to get into road cycling. It is also one of the most popular first road bikes out there, thanks in part to its ability to wear several hats. Some cyclists will use this endurance road bike as a swift recreational ride, while others might use it for commuting. For the fair price of $1,699, the iteration we recommend—the Domane AL 4—does both competently.

Much of the Domane’s long-time popularity comes thanks to a comfortable riding position, generous tire clearance, and predictable, composed handling. None of that changes in this iteration. While the Domane offers a choice between several carbon-framed builds, our recommendation is for the Domane AL (AL for its aluminum frame), which offers all of this capability in an unassuming and budget-friendly package.

The Domane is an endurance bike with geometry to match, placing the rider more upright than most road bikes, and ensuring the handling is approachable rather than aggressive. This makes the bike stable-feeling on fast downhills without feeling clunky on the climbs. The generous 38-millimeter tire clearance means you could reasonably ride gravel aboard the Domane AL as well. The touch points—the handlebars, the saddle, and even the bar tape—are high-quality and help the bike feel more than the sum of its parts.

Best Fast Road Race Bike

Scott Foil RC Pro

Test bike: Foil RC Pro
Weight: 15.9 lbs

Pros and Cons
⊕ Extremely confidence-inspiring at high speeds
⊗ Pricey and aggressive geometry make it a non-option for some cyclists

What goes up must come down, and going down is when we fell in love with the Foil RC, designed with the singular purpose of going fast. Not only is it stable and confidence-inspiring at the highest speeds, but it gives you enough feedback to feel the speed, too. Its one-piece bars and overall lateral stiffness deliver a responsive ride that makes you want to push harder on every bend of the descent. Its unique seat post provides the comfort of a thin seat post with the aero benefits of a deeper aero-foiled post. The benefit is that the bike rides so comfortably that we felt more confident more quickly than we did while riding many others while going that fast.

Aero bikes are normally heavier than other options, due largely to their larger tube shapes that optimize for aero efficiency first and low weight second. However, our medium-sized Scott Foil RC Pro was light enough that even our climbing-focused testers were happy with its uphill performance.

The Scott Foil RC features an aggressive fit and handling geometry, so it’s not for beginner cyclists. Further, while the Foil RC is less pricey than many other aero road bikes, its high performance comes at a cost. $4,799 nets you the bike itself. An upgrade to carbon wheels will cost you extra, which makes the Foil RC a worthwhile proposition for only a select few. But those riders will be treated with one of the fastest-feeling, confidence-inspiring race steeds available today.

Best Endurance/Performance Hybrid

Lauf Uthald Race Wireless

Test bike: Uthald Race Wireless
Weight: 17.5 lbs

Pros and Cons
⊕ A comfortable, high-value option that will work well for most cyclists
⊕ Easy to maintain
⊗ Out-of-the-box experience takes some getting used to

The Lauf Uthald is either an anomaly in the road bike world or a bike ahead of its time. Lauf calls it a “fast performance bike,” its spec sheet labels it an “endurance road bike,” and the overall package challenges several performance bike norms. Our verdict: The Uthald (Icelandic for “endurance”) is a versatile ride that would work for a wide swath of riders. First, the frame geometry makes it slightly slower to turn than the race bikes on this list and more settled in a straight line at speed. Further, its fit geometry isn’t quite as back-breaking as a race road bike, and not as upright as many endurance bikes. This makes it a great option for riders who want to ride long distances on the road without sacrificing comfort.

Lauf aimed to make the Uthald both versatile in its handling and easy to maintain for the end user, and they succeeded. The traditional stem and bar are easy to swap for fit; the threaded bottom bracket is easy to replace when it wears out; and the bike comes with a high-end but easy-to-fix SRAM Universal Derailleur Hanger (UDH).

As much as the bike’s geometry stands out, its value is what’s truly unique. A complete Lauf Uthald Weekend Warrior Wireless starts at $3,490 which nets you a Uthald frame, a carbon bar and seat post, and DT Swiss alloy wheels. The SRAM Rival AXS drivetrain with wireless electronic shifting does its job wonderfully and comes equipped with a power meter to boot. Overall, the Uthald is a hard-to-beat value proposition with some of the most sensible features on the market.

Best Versatile Aero Bike

Giant Propel Advanced SL 0

Test bike: Propel Advanced SL 0
Weight: 15.2 lbs

Pros and Cons
⊕ Some of the best aerodynamics we tested
⊕ Very light and stiff
⊗ Fully-internal cable routing makes fixes more difficult

Giant set out to improve the aerodynamic efficiency of the 2023 Propel while also making it more of an all-around performer. This bike is still intended to slice through the air, and makes use of truncated airfoil tube profiles everywhere it matters: namely, the down tube, seat testing tube, seatstays, head tube, and fork blades. However, the Propel also now strikes a much more svelte-looking profile that further blurs the lines between the all-out aero machine it’s supposed to be and semi-aero lightweights like Giant’s own TCR Advanced SL.

Even without wind-tunnel testing, it was clear from our first pedal stroke that the Propel Advanced SL 0 is a proper rocket ship. It’s easy to bring up to high speeds and requires less effort to hold them. During group rides, we inadvertently kept riding away from our buddies on non-aero road bikes.

Perhaps more important to everyday riders is how the Propel feels when going fast—it’s a glorious bike to ride. It’s tangibly light and stiff—not just for an aero bike, but for a good road bike, period. The Propel is a wonderful partner on long climbing days and when you feel inspired to attack steep pitches. Sharp stabs at the pedals are rewarded with quick bursts of speed with no hint of delay or hesitation. The handling is equally precise and responsive. It feels somewhat buzzy and electric, but without being harsh or unwelcoming like many other aero road bikes. It’s a veritable eager puppy, always up for another go and brimming with more energy than you.

There’s a smorgasbord of great choices in this category right now. If you’re after the ultimate aero gains, you’ll either have to head into a wind tunnel or do some instrumented on-road testing to find out which offers the most performance for your particular body. However, if you’re the type of roadie that wants to go fast without giving up much in the way of other performance aspects—such as comfort and handling—the Propel is an incredible machine.

Best Sequel

Cervelo Soloist

Test bike: Soloist Ultegra Di2
Weight: 16.5 lbs

Pros and Cons
⊕ Precise handling
⊕ Exceptional power transfer
⊗ Harsh ride on bumpy roads

For 2023, Cervelo revived its game-changing Soloist franchise with an impressive list of updates and improvements that make for a compelling race bike at a fair price. The new Soloist is equipped with a completely redesigned frame, featuring a new carbon layup that has increased stiffness and reduced weight. The bike’s aerodynamics are also far better, with the incorporation of Cervelo’s latest Squoval Max tube shapes.

The cockpit includes Cervelo’s “externally integrated” two-piece handlebar and stem system, which provides a clean and aerodynamic cockpit but still allows tinkering—the cables run underneath the stem and through the headset bearings. It’s not perfect, but the system allowed for easy fit adjustments, and the ergonomic design of the bars provided a comfortable grip.

During testing, the Soloist proved to be incredibly responsive and fast. The bike’s new frame design made for exceptional power transfer, and the tube shapes minimized drag. The bike’s handling was also noteworthy, with precise cornering and stability at high speeds. One thing to note: while we expect a stiff ride from such a machine, it was notably harsh on less-than-perfect roads.

With its upgraded frame design and aerodynamics, the Soloist is a force, and one we’d happily toe a start line with. It might become the most popular Cervelo among self-funded racers for years to come.

How to Choose a Road Bike

What is the difference between a road bike and a gravel bike?

A road bike is designed first and foremost to be ridden on harder surfaces. That generally means roads and bike paths, but chip-sealed, cracked, and pothole-littered roads can be ridden in a pinch on a road bike, too.

A road bike will typically offer a lightweight frame, wheels, and components to match. Almost every road bike these days features a drop handlebar that curls from the top down, as it offers the rider several hand positions while riding. The tires are almost always narrow, typically ranging from 25 millimeters to 38 millimeters, and have essentially zero tread on them in the name of more efficient riding.

Road bikes don’t come with suspension, but they don’t need it for performance on pavement—modern road bikes are smoother and more comfortable to ride than ever. You’re likely not going to find suspension or even wider tires on a road bike, as that’s the territory of a gravel bike.

A gravel bike, which is designed for riding on dirt and gravel roads first, will prioritize grip and comfort for the seat and handlebars. It will do so at the expense of weight and speed on smooth roads and tarmac. Be sure to see our Best Gravel Bikes of 2024 guide for more information.

If you know you want to ride mostly on-road, and you don’t intend to carry any extra gear, then a road bike is the right choice. Choose the gravel bike if you know you want to ride predominantly gravel and dirt paths, or if you’re uncertain exactly where your riding will take you.

What type of road bike do I need?

There are two broad categories of road bikes: race road bikes and endurance road bikes. Each of those has subcategories that can quickly become confusing.

The type of road bike that is best for the majority of riders is an endurance road bike, occasionally called an all-road bike. An endurance road bike emphasizes comfort and approachable handling. They’re typically easier to manage as the speeds increase and offer up to 38 millimeters of tire clearance to smooth your ride. Further, they’re more likely to have mounts for fenders, racks, or even additional water bottle cages. All-road bikes offer as much as 40 millimeters of tire clearance but retain handling characteristics optimized for riding on roads.

The flashiest road bikes are typically race bikes. They’re more likely to place the rider in a lower, more aerodynamic body position that emphasizes speed over comfort. The frames are lighter and offer stiffer riding to help you go faster. Further, the handling is typically more responsive, sometimes bordering on twitchy. Race road bikes typically feature 25 to 28-millimeter-wide tires, and ditch any feature that doesn’t make the bike easier to ride quickly.

Not all race bikes are the same, however. Some are aero road bikes, which have deeper tubes and rims that prioritize aerodynamics and out-and-out speed. Others are called climbing bikes, which prioritize low weight and stiffness at the expense of aero efficiency.

How much do I need to spend on a road bike?

Most of the bikes we’ve tested qualify as high-end bikes, which can cost as much as a used car. However, there are some fantastic road bikes at a more affordable price point. Budgeting to buy a road bike isn’t just buying the frame. Getting the most out of your road bike requires having the right accessories. At a minimum, you’ll need a quality set of bike lights and a well-fitting helmet in the name of safety. Further, you’ll need to budget for a decent set of pedals, and matching shoes if you want to use clip-in style pedals rather than a more accessible flat pedal.

At the entry-level, one can expect to pay anything between $1,000 to $2,000, depending on what features the bike offers. Clothing, including a jersey, shorts, a helmet, and clip-in shoes can cost anything from $150 to $300. Those accessories we mentioned? Expect to pay $100 to 150 at a minimum, and more depending on your specific needs.

How do I choose the right size road bike?

Road bikes come in a range of sizes to fit riders of all heights. This size range is usually expressed in centimeters, though sometimes you’ll find an XS to XL range.

To figure out the correct size for you, go for a test ride. That means standing over the top tube of the bike (sometimes referred to as a crossbar) to see whether you can comfortably stand with both feet flat on the ground. The top tube can touch you, but the bike is a better fit if it doesn’t.

The right-size road bike will place your arms at roughly a 90-degree angle from your torso without feeling uncomfortable. Your knees will have a slight bend in them at the bottom of your pedal stroke. Most importantly, the bike will feel comfortable to maneuver around.

Of course, the best course of action is to go to a trusted bike shop to have a bike properly sized and fit. Having another set of eyes to help you find the correct size bike will ensure your money is well-spent. They’ll help you determine the right bike for you based on your riding experience, mobility, and needs, and they’ll help you determine proper sizing for features like handlebars, saddles, and even your frame.

How We Test

• Number of Testers: 5
• Number of Bikes Tested: 42
• Longest Test Ride: 142 miles

Five dedicated riders from around the world put 42 bikes through their paces on varied terrain and across hundreds of collective miles—from west Texas to Steamboat Springs, Colorado to Glasgow, Scotland. The road bikes we tested—ranging from entry-level to ProTour worthy—were chosen to encapsulate the best range of bikes on the market today. Yes, we tested road bikes from all the major road bike brands, but we also tested the small brands to cover all bases.

Our test rides included local loops, big days out, group rides, and everything in between. After each ride, we asked each reviewer to judge a bike on the following criteria: Who is it best suited for, and what type of riding was it designed for? What were its strengths, what were its weaknesses, and was there anything that made it stand out above the competition? Every reviewer not only took the time to ride each bike to assess its performance but also built them out of the box and maintained them through weeks of testing to learn more about their ins and outs.

Meet Our Lead Tester

Alvin Holbrook is a tech editor for Velo. He’s been in the bike industry for almost a decade and covers road, gravel, and e-bikes. When he’s not geeking out over bike gear, he uses his background in urban planning to cover stories about active transportation, policy, tech, and infrastructure through the series. He lives in San Antonio, Texas with his wife and an ever-growing stable of bikes and kitchen utensils.

The post The Best Road Bikes for Racing and Endurance appeared first on șÚÁÏłÔčÏÍű Online.

The 23 Best Places to Travel in 2024

Our expert travel writers circled the globe to find the next-best destinations to explore—and why to go now. From beautiful just-built wilderness lodges, to fun sporting events in perfect adventure locales, to the most stunning place to see the northern lights, here are the trips you should take this year.

Read onÌę șÚÁÏłÔčÏÍű

5 Rugged Guided Treks Every Backpacker Should Do Before They Die

Hiking with a guide can take you to places you’d never be able to experience on your own. These guided treks are some of the best in the world.

The Best Runs in North America For Every Type of Terrain

From steeps to glades to bowls, we put our heads together to compile a respectable list of must-ski trails at resorts across the continent.

Fifty More Classic Climbs of North America

In 1979, Steve Roper and Allen Steck released Fifty Classic Climbs of North America. This modern take is for the weekend warrior.

The 5 Best Road Rides in the World

Bucket list rides every cyclist needs to check off.

Travel To These 16 Places For The Most Tranquil Outdoor Yoga Practice of Your Life

Sometimes your outer experience can facilitate your inner one.

13 Bucket-List Triathlons That’ll Change Your Life

Whether it’s epic scenery, a killer challenge, or both, the editors of Triathlete present 13 of the best bucket-list triathlon events in the world.

The Best American Cities for Running

These cities have great running trails, races, shops and communities.

The post Where to Hike, Ski, Run, and More: The șÚÁÏłÔčÏÍű Network’s 2024 Travel Awards appeared first on șÚÁÏłÔčÏÍű Online.