Life Time is investing in the future for 2025 by launching the Life Time Grand Prix U23 Development Program. Its a new initiative aimed at cultivating the next generation of elite off-road cyclists, while hoping to add dimension to the dwindled 2025 roaster. The program will provide young riders aged 18-22 a shot at competing alongside the sport’s biggest names, with a clear path to earning a coveted spot in the 2026 LifeTime Grand Prix.

The Program Breakdown

The U23 Development Program challenges athletes to compete in four of six marquee events within the 2025 Life Time Grand Prix series. The top male and female finishers will be awarded entry into the 2026 Grand Prix. Riders will race on a separate U23 leaderboard, with their best four results counting toward their overall standing. Two events can be dropped, but a minimum of four starts are required to qualify.

What if there’s a tie?! In case of a tie, Big Sugar Gravel will serve as the tiebreaker—though participation in that race is optional.

Here’s the full 2025 race calendar:

• Life Time Sea Otter Classic Gravel – April 11, 2025
• Life Time UNBOUND Gravel 200 – May 31, 2025
• Life Time Leadville Trail 100 MTB – August 9, 2025
• Life Time Chequamegon MTB Festival – September 13, 2025
• Life Time Little Sugar MTB – October 12, 2025
• Life Time Big Sugar Gravel – October 18, 2025

Mentorship and Development

A standout feature of the program is mentorship. Current Life Time Grand Prix athletes will be encouraged to connect with U23 participants, offering guidance and insights gained from racing at the highest level.

“As the owner and producer of 15 off-road cycling events, Life Time is dedicated to growing the sport of cycling. We look forward to playing a direct role in this development with the launch of the 2025 Life Time Grand Prix U23 Program and providing young athletes with a platform to compete and grow at a high level.”

Kimo Seymour, President of Media and Events at Life Time.

Want to Apply? Here’s How

Interested U23 athletes must complete these steps by January 15, 2025:

1. Submit the U23 Development Program application by the deadline.
2. Meet the age requirements:
   • Minimum age: 19 by December 31, 2025
   • Maximum age: Must not turn 23 before January 1, 2026
3. Register for at least four events from the Grand Prix calendar.

For more information and application details, head to lifetimegrandprix.com.

The post Life Time Launches U23 Development Program for 2025 Grand Prix appeared first on Bikerumor.

While pro rider team transfer news isn’t often big on our tech-focused priority list, Tom Pidcock’s move to Q36.5 Pro Cycling for the next three years brought up an interesting question.

Would he now race on all of the Scott bikes of Q36.5? Or would he somehow still race on those all-new off-road bikes that Pinarello developed especially for the multidisciplinary talent over the last few years while he raced with the INEOS Grenadiers team?

The simple answer is… why not both?

Tom Pidcock to join Q36.5 Pro Cycling and race Scott road bikes

We found out on Friday that Tom Pidcock signed with Q36.5 Pro Cycling to race for the next few years on the two-year-old Swiss UCI Pro Team. A team that is pretty much road-only as far as I know (quite similar to Ineos a few years ago, in fact). And then promptly, Scott Sports sent out a press release saying they were excited to see the 25-year-old Englishman racing on their bikes next year.

But that Friday PR burst had some curiously vague statements…

Q36.5 referred to Pidcock as “Double Olympic Champion” as their highlight, but they only mentioned a couple of road Classics. And they failed to utter any of the words: cyclocross, cross-country, or mountain bike… even though that is where Pidcock won his 2 World Championships and 2 Olympic Gold medals over the past few years.

Also, Scott’s co-CEO Pascal Ducrot was only a bit clearer, stating that they were “delighted that Tom Pidcock will be joining the team, and will be riding SCOTT road bikes and Syncros components from 2025.” Elaborating just a bit more detail, Scott reiterated that the Q36.5 Pro Cycling Team will ride their Foil RC, Plasma RC TT & all-new ultralight Addict RC road bikes in competition in 2025. No mention of anything off-road since that’s out of the team’s racing scope up to now.

So far, Q36.5 hasn’t shown any off-road ambitions, so Scott have not really had any reason to expand on that list. But Pidcock is clearly a different story, right?

Pidcock will actually race Scott AND Pinarello bikes in 2025

Well, today Pinarello has cleared up the matter a bit more, announcing that the “multiple world and Olympic champion [will] continue riding Pinarello’s flagship off-road bikes for the next three years.” The keywords there being ‘off-road‘ bikes.

Although team and sponsor negotiations must have been a bit more complicated than usual, it makes sense that Q36.5 & Scott were willing to make some concessions to lock in their new star rider, as they look to boost their young team and move up in the ranks of the peloton. Pidcock has shown promise on the road after all, with a 2022 Tour stage win up Alpe d’Huez, Amstel Gold & Strade Bianche.

Back off-road though, Pidcock did after all work closely with Pinarello to develop 2 completely new off-road bikes for the Italian bike maker while racing for Ineos. In fact, when he started with Ineos, he was racing on BMC bikes with blacked-out logos to keep those sponsors happy. But it looks like things might be a bit more transparent next year.

First, Pinarello created an all-new Crossista F cyclocross bike just for Pidcock. And then he proceeded to win the World Championship on it, right away.

Next, Pinarello developed an all-new Dogma XC full-suspension mountain bike just for Pidcock (and a companion XC hardtail for Ineos teammate Pauline Ferrand-Prévot). And again, Pidcock immediately rode his new cross-country bike to another World Championship title, then followed it up with an Olympic Gold medal the next summer.

He wasn’t specifically involved in their Grevil F, as far as I remember. But Pinarello notes that if Pidcock races gravel in the new 3 years, that will be his weapon of choice.

Fausto Pinarello told me in person last spring when I was test riding the new Dogma XC, that his team put a lot of time and work into developing new off-road bikes together with Tom Pidcock. So, it’s interesting to hear that this off-road bike development partnership will apparently continue, even after Pidcock joins a team sponsored by another road bike maker.

And so I’ll be paying special attention to how the new team and these two competing bike makers work it all out over the next few race seasons across road, gravel, cyclocross, and mountain bike racing. It’s certainly uncommon to see a professional athlete racing 2 different bike brands in different disciplines, when their team bike sponsor already makes absolutely top-tier race bikes across all categories.

But, I guess Tom Pidcock is an unconventional cyclist, so maybe I should be so surprised.

Q36-5ProCycling.com, Scott-Sports.com, AND Pinarello.com

Full PR texts below…

Double Olympic Champion Tom Pidcock Joins Q36.5 Pro Cycling Team

Q36.5 Pro Cycling Team is proud to welcome Tom Pidcock, as he embarks on an exciting new chapter in his career. Known for his versatility and relentless drive, the 25-year-old Brit is set to bring his passion, ambition, and world-class talent to the team as they take on new challenges together.   

 Pidcock’s decision to join Q36.5 Pro Cycling Team reflects the shared vision for growth and the freedom to pursue big objectives.  Having already claimed five professional road victories, including the illustrious Strade Bianche and Amstel Gold Race, Pidcock is driven to reach even greater heights as he approaches the peak of his career.

“This isn’t just a change of jersey; it’s the start of something special,” said Pidcock. “The chance to work with a team that’s growing, with incredible partners and brands, is something that motivates me. I can’t wait to see what we’ll achieve together.”  

For Pidcock, this new start is not just about personal ambition; it is also about being part of a mission to elevate the team and its partners to new heights. “I know the challenge that we face getting to where we want to be but it’s an adventure and I’m excited for it,” he added.   

 Pidcock’s decision reflects the alignment of his personal goals with the team’s innovative and forward-thinking approach.    

 “We are honoured to welcome Tom Pidcock to the Q36.5 Pro Cycling Team,” said Team Manager Doug Ryder. “Tom is a true embodiment of passion and competitive spirit, qualities that resonate deeply with our team’s values. His extraordinary talent, both on and off the bike, and his proven ability to win at the WorldTour level make him a game-changing addition to our roster. We look forward to writing this next chapter together.”

 Pidcock’s arrival signals an exciting new era for Q36.5 Pro Cycling Team and our partners, with plans to compete more consistently at the highest level and make its mark on the world of cycling.   

 “With his revolutionary, multi-disciplinary approach that has versatility at its heart, Tom is the perfect embodiment of our own approach to product development,” added Luigi Bergamo, Chairperson of Q36.5 Pro Cycling Team, Founder, and R&D Director of Q36.5. “Having Tom as part of the team offers us the opportunity not just to compete for victory at the world’s most prestigious races but also to continue to push the very boundaries of Q36.5’s vision of what the future of performance cycling clothing can be. I can’t wait to send him his first pair of Dottore bib shorts and hear what he thinks!” 

 Looking to take on new challenges, Pidcock is ready to embrace the opportunities ahead. “I love racing my bike, and I’m looking forward to making that a priority. Joining a team that believes in me and shares my vision of success makes this an incredibly important step in my career. Let’s make it happen.” 

Tom Pidcock has signed a 3-year contract and will join the Q36.5 Pro Cycling Team squad in the upcoming pre-season training camp, which is set to take place in Calpe, Spain in January.

Tom Pidcock Joins Q36.5 Pro Cycling Team

SCOTT-sponsored Q36.5 Pro Cycling Team is proud to welcome Tom Pidcock, as he embarks on an exciting new chapter in his career. Known for his versatility and relentless drive, the 25-year-old Brit is set to bring his passion, ambition, and world-class talent to the team as they take on new challenges together.

Pidcock’s decision to join Q36.5 Pro Cycling Team reflects the shared vision for growth and the freedom to pursue big objectives. Having already claimed five professional road victories, including the illustrious Strade Bianche and Amstel Gold Race, Pidcock is driven to reach even greater heights as he approaches the peak of his career.

“This isn’t just a change of jersey; it’s the start of something special,” said Pidcock. “The chance to work with a team that’s growing, with incredible partners and brands, is something that motivates me. I can’t wait to see what we’ll achieve together.”

For Pidcock, this new start is not just about personal ambition; it is also about being part of a mission to elevate the team and its partners to new heights. “I know the challenge that we face getting to where we want to be but it’s an adventure and I’m excited for it,” he added.

Pidcock’s decision reflects the alignment of his personal goals with the team’s innovative and forward-thinking approach.

“We are honoured to welcome Tom Pidcock to the Q36.5 Pro Cycling Team. Tom is a true embodiment of passion and competitive spirit, qualities that resonate deeply with our team’s values. His extraordinary talent, both on and off the bike, and his proven ability to win at the WorldTour level make him a game-changing addition to our roster. We look forward to writing this next chapter together.” – Doug Ryder, Team Manager, Q36.5 Pro Cycling Team

Pidcock’s arrival signals an exciting new era for Q36.5 Pro Cycling Team and its partners, with plans to compete more consistently at the highest level and make its mark on the world of cycling.

“We have been partnered with Q36.5 Pro Cycling Team since the beginning, and together we have built an incredible platform for racing and performance at the highest level. We trust in the leadership of this team and their fantastic commitment to achieving great results together. We are delighted that Tom Pidcock will be joining the team, and will be riding SCOTT road bikes and Syncros components from 2025.” – Pascal Ducrot, co-CEO, SCOTT Sports

Tom Pidcock has signed a 3-year contract and will join the Q36.5 Pro Cycling Team squad in the upcoming pre-season training camp, which is set to take place in Calpe, Spain in January.

SCOTT Sports continues as a committed sponsor of Q36.5 Pro Cycling Team. For the 2025 season, the team will ride SCOTT road bikes and Syncros components, including with the Foil RC, Plasma RC TT and all-new Addict RC bikes.

Tom Pidcock to Remain Part of the Pinarello Family

Multiple world and Olympic champion to continue riding Pinarello’s flagship off-road bikes for the next three years

Pinarello is pleased to confirm Tom Pidcock will continue riding and helping to develop its flagship off-road bikes for the next three years following his move from INEOS Grenadiers to the Q36.5 Pro Cycling Team.

Pidcock has enjoyed huge success on Pinarello’s off-road range over the last four years, winning world and Olympic cross country mountain bike titles on the Dogma XC. That bike was developed in both hard and softail models in the space of six months, specifically for him and Pauline Ferrand-Prévot, who also went on to achieve world and Olympic success.

The 25-year-old British athlete also triumphed on the Crossista F at the 2022 UCI Cyclo-cross World Championships, and will have that bike at his disposal again moving forwards, along with the Grevil F if he chooses to compete in any gravel competitions. The only occasions he will not compete on a Pinarello will be during road events.

Pinarello President Fausto Pinarello said: “We’re thrilled to confirm Tom will continue racing on our cyclo-cross, cross country mountain bike and gravel bikes. He is an amazing rider with phenomenal technical skills and it’s been a pleasure working with him on the Crossista and Dogma XC, both models in segments where we hadn’t had bikes for a long time.

“Tom is a rider who knows what he wants. His unwavering pursuit of excellence has challenged us a lot and enabled us to produce three incredible frames which he’s ridden to success on the grandest stages in the sport. We are delighted to keep this successful collaboration alive.”

Tom Pidcock said: “Working with Fausto and the team at Pinarello over the past four years has been a privilege, and a really enjoyable experience. I am so happy I get to stay working with them on everything off-road moving forwards.“

“So far, we have developed three cyclo-cross and XC MTB frames together and all of them exceeded expectations from the moment I sat on them, I could not have asked for more. I felt so confident on them that I was able to race and win after the first couple of rides.“

“To me, our relationship feels more like a partnership than a sponsorship. I’m looking forward to the next three years of racing and developing more great bikes with Pinarello.“

The post Tom Pidcock to Race Both Scott & Pinarello Bikes in 2025 with Q36.5? appeared first on Bikerumor.

If you’ve been eyeing a carbon Crux but balked at the price, the aluminum Specialized Crux DSW Comp might be your best option. It has the same geometry as its carbon brethren but is crafted from DSW alloy. This bike has a unique personality all its own and welcomes Specialized back into the world of alloy off-road drop bar frames. The build, however, makes us wonder if it is better to choose your components and build from the frameset up.

The Return of the Alloy Crux 

If you’ve raced cyclocross for a while, you remember the days of the beautifully colored (and affordable) Specialized alloy Crux frames. These frames were staples at every cyclocross venue around the US and beyond. The frames and, eventually, complete bikes had a personality to them. Plus, riders could build up a frame and give their personal touch on the Crux canvas. 

I love that Specialized sees a place for high-end alloy bikes in racing. The new Specialized Crux DSW comes at a perfect time when carbon super gravel bikes (even the Specialized ones) are priced out of touch with reality. 

The Frame: A Mix of Allez Sprint and Chisel 

If you’re familiar with the Specialized DSW (D’Aluisio Smartweld) lineup, the DSW Crux is precisely what you’d expect. Specialized calls it the “lightest alloy frame in the world,” though the jury is still out on that claim. 

The welds over the Specialized Crux DSW frame are stout but smooth. The downtube flows directly into the bottom bracket without any welds. The headtube is more refined than the Allez Sprint and doesn’t use the same welding method. The top tube is sloping, like the current version of the Crux.

The tubing is less round than the carbon version and slightly pointed on the end where a cyclocross rider would shoulder the bike. Specialized’s target has moved towards the gravel and exploration crowd rather than the pure cyclocross racer. That said, the bike is fine to shoulder but not as comfortable as the previous version. 

The seat stays are thin, reminiscent of the Specialized Chisel hardtail. The fork is the same as the carbon Crux models. The underside of the bottom bracket shell shows off some cool cutouts and easy cable routing additions. 

A different piece you won’t see on the carbon Crux version is a SRAM UDH (though we’re sure the next carbon Crux will have this update). Though the SRAM Apex 12-speed mechanical doesn’t require a UDH (unlike the 13-spd SRAM Red XPLR), it’s a nice touch and helps future-proof the frameset a bit.

One Build – SRAM Apex XPLR 12-speed mechanical

Like it or not, the DSW Crux comes in a single build option: SRAM Apex XPLR 12-speed mechanical. It arrives with a 40T front ring and an 11-44T XPLR cassette, giving it a solid range on gravel and off-road. The build speaks to the utility of the DSW Crux and helps keep it in the sub $3K ballpark. I have opinions on the SRAM Apex XPLR group set, but I’ll save that for my ride impressions. 

Wheels and Cockpit

The wheels are simple and effective. They are DT Swiss tubeless aluminum rims with a 25mm internal width paired with Specialized-branded hubs. The wheels come wrapped with Specialized’s 38mm Pathfinder Pro tires—one of my favorite gravel tires.

The cockpit stays in the alloy lane, arriving with Specialized Adventure Gear bars with a 70mm reach and a 12° flare. The saddle is another favorite of mine and is just as comfy as the top-tier version, the Specialized Power with alloy rails. 

Ride Review: 

My first Specialized Crux DSW Comp ride was short and slightly shocking. I dialed in the new review ride, taking measurements from my trusty Carbon Crux of the same year. Once I was satisfied with the fit, I headed for gravel. However, as I crested the final climb out of my neighborhood, my rear brake failed just as I started my descent. More precisely, the SRAM Stealth-a-majig failed. I was lucky to have the front brake, but I was still shaken after the incident.

I’ve had brakes fade and lose pressure during rides, but never like this. SRAM assured me that this was a warranty issue and took the brake in for further inspection. But even after installing a replacement brake, I’m still gun-shy about pulling the lever as hard as possible. The brake failure left a dark shadow over my time on the Crux, but the goodness of the bike still showed through.

Take 2 — Actual Riding

Now that my Crux was good to go, I chose a new route (I’m not superstitious but I am a little stitious…) and hit the gravel. Besides the different lever feel (I ride Shimano on my bike) the ride was very similar to the carbon version. 

Since the Crux DSW Comp comes with 38mm tires, the hum of the alloy is pretty muted. The alloy seat post is the bike’s only harsh and heavy (330g) component. I imagine that’s where most will upgrade first to take the edge off, give a little compliance, and shed some weight. 

Excellent Ride Quality

The Crux DSW Comp’s ride is responsive and lively. I can see this being a very popular option for cyclocross racers and gravel racers alike. The pedaling is responsive, and the bike’s geometry is the same as the carbon version—less aggressive than the previous version but easy to steer. 

The Crux DSW can hold its own in the woods and on single track. It’s slightly slower turning than a traditional cyclocross bike, but the short stem gives it a faster feel. Plus, when you get into the rocky and technical bits, the bike is effortless to pilot.

The alloy frame is hardly noticeable on the trails, open roads, and gravel-heavy sections. The super thin seat stays soak up the bumps, and the larger tires do the rest. Like its carbon counterpart, the frame is very stable on long open roads and descents.

Our demo ride arrived in the satin oak paint scheme, and it wasn’t my favorite. It looks like a carbon bike, and the satin finish holds onto mud and dirt more than a gloss paint would.

I’m personally a fan of the older alloy Crux paint schemes, with neon blazed lines and loud colors. Though, if you’re into that (but slightly more tame), check out the frame-only options (above, $1,700) for the Crux DSW. 

Though the SRAM Apex XPLR group let me down initially, the shifting and braking performance was solid after I got sorted. The hoods are nice and wide, with a slight tooth on the brake lever. The shifting is crisp and easy to dial in. The XPLR gearing range is ample and will be an asset for anyone doing extended explorations on the Crux DSW. 

Final Thoughts 

Overall, I’m a fan of the Specialized Crux DSW Comp. It’s a performance alloy bike with an attainable price for anyone looking to jump into gravel or cyclocross. The frameset is rock solid and has an excellent feel and responsiveness. The bike is easily upgradable to shed some extra weight, even though it’s respectably light. The weakest spot for me is the SRAM Apex spec. It helps keep the price down, but a comparable Shimano spec would go a long way with riders. 

Would I race Crux DSW? I would 100% race this bike. I’ve raced the carbon version of the Crux for years, and I love it. However, I would probably go with the “choose your own adventure” build route.

Bottom Line 

The Specialized Crux DSW Comp delivers an excellent ride and should help get more riders on gravel and between the tape. I recommend it to anyone looking to try gravel riding, commuting, or cyclocross. The $2,600 price tag is very reasonable for this much bike, and the fully stock 21lb (54cm) weight puts it on the pointy side of alloy life.

Specialized.com

The post Specialized Crux DSW Comp Review: An Excellent Frame with a Single Build appeared first on Bikerumor.

Now that cyclocross season is in full swing, Challenge Tire feels it’s time to get nostalgic. The Italian tire manufacturer is resurrecting the Fango tread. This limited edition offering will see only 100 tires created with the Fango tread in never-before-seen orange sidewalls. So, if you’ve been waiting patiently for the Fango to return from the dead (it is Halloween, after all). Scrape that old glue off your wheels, stretch your hands, and prepare for some tubular Fango action.

What is the Challenge Fango? 

For those who are newer to cyclocross or don’t follow tire trends as closely as this nerd, let me catch you up. The Challenge Fango is a unique tire that predates the most popular Challenge treads. It launched in 2008 and was supposed to be a direct competitor to the famous Dugast Rhino, which ruled the mud seas then. After its unveiling, the Fango was met with excitement or disdain. 

The tread is highly designed, with some touches that still make me scratch my head. But, you gotta remember, this was three years before the Limus, Baby Limus, and others. The Challenge catalog was limited, and the Fango was the mud tire. 

Fond Fango Memories

Nonetheless, many riders, like longtime cyclocross pro and owner of Cycle-Smart Adam Myerson, have fond memories of the Challenge Fango. 

“When the Fango first came out, it was designed as a mud tire, before the Limus existed, and all we had were Grifos. But it turned out to be an amazing grass tire when you needed a little extra pedaling and braking traction going straight and more aggressive side knobs for leaning over in soft, but not necessarily muddy, turns. It was the perfect tire for New England-style tracks with a typical mix of fields and woods.”

Adam Myerson

Challenge Fango Tread 

The Fango tread is unique, and there are certain instances in which the tire excels. What is Its most defining feature? That has to be Fango “scoop” in the center tread — 100%. 

In the center of the Fango tread, there is a long diamond shape with a scoop. The scoop has a rounded edge, unlike the flat, sharp edges we see on the Baby Limus and others. This scoop sheds mud but doesn’t dig into it for grip…so it’s an anomaly. 

Where Does the Fango Excel? 

Where the Fango pulls its weight is the sharp mid-cornering knobs. The outer edges are like the Grifo center tread but more of a “T” shape and vertical. A diamond staggered between the scoop for good and some mud-shedding capability. 

As far as course application for the Fango, I echo the Myerson quote above. It’s a heavy grass tire. But like all tires, every tread isn’t for everyone. I like the Baby Limus for many courses, while others might pick the Grifo or even a Dune. 

That said, tire choice can come down to personal preference and what gives you the most confidence on the course. A perfect course for the Fango would be a grass-heavy crit-style track with lots of high-speed corners.

Challenge Fango Limited Edition Details 

• Conditions: Wet/Grass
• Tire Type: Tubular Only
• Casing: Challenge Pro Edition 300 TPI
• Color: Limited Edition Orange 
• Weight: 445g
• Price: $100
• Availability: Now 

Ride Impressions: Challenge Fango Limited Edition 33mm 

When the Fango came across my desk, Challenge hit me with a wave of nostalgia. I remember when this tire came out and I was very excited about it. I was running clinchers with latex tubes and more baby powder in the tire than is customary…it was 2008, and I needed all the help I could find. The Fango was my ticket to finally becoming a mudder…

Remember When…

I haven’t looked at the Fango Tread in a while, and seeing it now, I understand why the tire has some dedicated followers. It’s a sharp tire with many points and edges (excluding the center scoop). The sharp edges are lone and have no connecting knobs or bridging to others (like the Limus), so they flex independently and offer some suppleness and conforming in the tread. 

The Challenge Pro Edition casing has a limited edition orange sidewall. Challenge tires usually arrive in Red (Team Edition) Tan (Poly casing) or older Tan/White sidewalls that are years past Team Edition “S” (soft) tires. The orange (or Pumpkin Spice, as I’ve been calling it) colored side wall sticks out and looks fantastic amongst the turning leaves. It also stands out on the bike, and it is guaranteed to get you some “What tires are you running?” conversation starters at the course pre-ride.

My initial thought about the tread is tire wear and how quickly those sharp knobs will dull on the pavement, but like we said – this is a grass/mud tire. It shouldn’t be hitting the tarmac for long sections and only for racing.

The second chevron (after the scooped one) is where the digging happens and where the grip and braking traction come from. It’s also a hollow knob and looks like a circumflex (caret) symbol with flexible lines that will move while under pedaling or braking force.

On the Cyclocross Course

I mounted the Fango Limited Edition to a set of Bontrager RSL alloy wheels (which they aren’t making anymore?). They glued up nicely, and I didn’t do much tire truing after the fact. 

On the course (a grass-heavy chosen track), the Fangos were great. I wasn’t hitting every corner at race speed, but I could see that the tire had a place, and that place was wet (and early morning dew) grass. When pushing the speed, the Fango slides slightly and hooks up in very damp corners. In dry grass and damp dirt corners, the Fango grips and has enough purchase on the ground that you can sprint out of the turns with no slipping repercussions.  

On wide open, soggy, thick grass, there is no slippage or burning out; it’s all grip. The Fango is slightly squirmy while cornering on the pavement, but nothing over what most mud tires feel like. 

I didn’t have a chance to ride them in full-on natural mud (we’ve only had these for a hot second), but there is a quick point where they grip and then become slicks. Depending on the mud style (slick over hard, peanut butter, or mud soup), the Fango would perform the best in slick over hard. 

Would you Race the Fango? 

Yes, but. For cyclocross, part of the fun (and annoyance) is the equipment and piles of wheels and tires. Mounting and allocating a wheelset only for the Fango tread would be tough. If I had endless wheels, rotors, and cassettes all the same, ready to rock like a professional Belgian cycling outfit – yes, 100%. I would be happy to have them in my tire quiver. But that’s not the case. I know my treads and what I like, and the Grifo and Baby Limus play better with my mountain bike style of bike driving and steering. 

That said, many riders feel the Fango is THE tread for them. That’s why there are so many tire options and combos. 

To those riders (and I know many), I say, “Get them while you can!” as this is a limited edition run and might be the last time you see the Fango. 

Challengetires.com

The post Exclusive: Challenge Issues 100 Limited Edition Fango Tires With Orange Sidewall  appeared first on Bikerumor.

Vision Wheels has slowly revamped its road offering over the past few years. The change has garnered wider tubeless ready rims, updated hubs, and overall versatility. With this change, the higher-end wheels received the update first, and then the tech slowly trickled down. The Vision SC (Service Course) 30 AGX wheelset is the latest on the receiving end of the tech updates. Vision didn’t change much from the higher-end SL version. However, they gave this wheelset its own path, with a deeper rear rim and gravel capability.

What is it? Vision SC 30 AGX Disc Wheelset

Vision’s newest low-profile carbon wheelset, the SC 30 AGX, offers nearly the same rim as the SL versions but at almost half the price. How? They swap out the PRS hub (reviewed here) for a less advanced (but solid) pawl-driven hub. If this sounds familiar, thats because it is. We reported on this at Sea Otter Classic, and the wheels even received a “best of” award. 

The Vision SC 30 AGX Disc wheelset is the latest addition to the Vision AGX (gravel and all-road capable) line. It is the first to employ two different rim depths on the same wheel. 

The front of the SC 30 AGX is 30mm deep, and the rear is a slightly taller 35mm. Both use the same 24 straight pull spokes and lacing pattern. The internal rim width is modern and measures 22.55mm with a solid hooked bead wall. 

I’m new to the updated graphics package of the newest Vision wheels. It’s classic but with a modern twist of overblowing the logo. It’s subtle enough that it doesn’t call out much and won’t throw off your bike motif. 

Vision SC 30 AGX Weights 

Vision SC 30 AGX Wheelset Details 

• Front wheel: 30mm depth rim
• Rear wheel: 35mm depth rim
• Internal Rim Width: 22.55mm
• Outer Rim Width: 30.11mm
• Tubeless-ready – Clincher rim
• Centerlock rotor mount
• TA-12 and X-12
• Six sealed cartridge bearings (2F + 4R)
• DP Spokes – 24F / 24R
• Includes rim tape included
• Artisan-built, entirely by hand
• Alloy freehub: Shimano 10-11sp, SRAM XDR
• Weight: 1547g (with tape and valves)
• Price: $1,298

Ride Review: Vision SC 30 AGX 

I was very excited when the Vision SC 30 AGX came across my desk. I am a fan of Visions wheels, having raced their tubulars for years in cyclocross and deep-section wheels on the road. 

Most riders know Vision wheels and components, but they mostly come from various World Tour teams and OEM products that arrive on their bikes. I feel Vision sometimes gets a bad wrap, and riders write them off as the “gear that comes stock” on the bike they purchased, not as the upgrade gear that riders look at for a performance boost and speed. The new Vision SC 30 AGX wheels prove you can have performance, reliability, and rational pricing in an all-around wheelset. 

So, are they gravel wheels? Good question, and the answer is… Sorta. The Vision SC 30 AGX fits that niche of all road and gravel that floats between categories. The rim width is enough to fill out a 40-45mm tire well without getting the lightbulb effect. The same applies to modern road tires; the SC 30 AGX works very well with a 26-30mm road tire. So, they have a progressive road feel and a slightly conservative modern gravel feel. For cyclocross and anything in the 33-40mm range, they are perfect (rim-wise).

On the All-Road

For the road and all road portion of my time on the SC 30 AGX, I opted for a thicker casing Teravail Telegraph 30mm tire. It’s a tire I wouldn’t flat on gravel exploration and one that rolls pretty well on the tarmac. 

My first impression of the SC 30 AGX wheels was, “These feel light.” When actually — they are not. At 1547g, they are closer to the weight of XC mountain bike wheels. However, the overall weight of the wheelset was in the hub. This is similar to my sensation when I recently reviewed the FSA KFX i28 MTB wheels. 

The wheels feel nice and calm on the open road. They are only 30/35mm deep, so they don’t catch much wind. They do have a nice roll, slightly rounding out the rough spots and delivering a punch when needed on a steep climb. 

The size of the 30mm tire paired with the 30mm rim boosts confidence in cornering without feeling dull, like some wider rims.

Familiar Color Palette

Regarding aesthetics, the SC 30 AGX adheres to a familiar style guide that the top-tier Vision wheel follows. The graphics are subdued, pale grey, and pop slightly in the sun. The rims have a matte finish, with UD carbon and a slight rise in the middle. 

To Gravel and Beyond 

Most, if not all, of my time on the SC 30 AGX was spent riding gravel and cyclocross. Light gravel is where the wheels shine. The amount of abuse and power washing (cyclocross is excellent for your equipment) is worth noting. I’ve flatted several times while on the SC 30 AGX wheels but have yet to see rim damage. I’ve often thought, “There goes the rim,” only to find a sliced tire and an unscathed rim. 

Some (most) flat tires occurred from experimenting with the lowest pressures I could get away with while training in our cyclocross course. The 30mm rim width allows for an excellent contact patch without lowering the pressure much to get the desired feel. Paired with the 30/35mm depth, the wheelset has some natural give that helps soften the roughest roads and grassy fields. 

To me, the wheelset shines as a true all-arounder, allowing riders to roll from road to gravel as quickly as they can swap tires. The $1,298 price tag put the SC 30 AGX on the bubble of accessible performance carbon wheels. 

Long Haul Hubs 

The hubset on the SC 30 AGX is one piece that I both loved and have some gripes about. The bearings (six in total) are super trustworthy. After many washes, creek crossings, and mud baths — they came away rolling smooth. Plus, thanks to the hub construction, they are straightforward to service and access. 

Where they fell short for me is engagement. Since I’ve ridden the Vision wheels with the new PRS hub many times, the engagement gulf between the PRS and the 3-pawl design on the SC 30 AGX is a bit much. It’s not bad, and those who don’t swap mountain bikes and road wheels often would have difficulty noting a difference. However, those who appreciate a high engagement hub will. 

Is it enough to damage the wheels’ performance? No, but when you’re used to that instant engagement, it can feel like it is. 

Lasting Impressions

The Vision SC 30 AGX is a massive step in the right direction. It’s fast-rolling and reasonably accessible to those who want an all-arounder upgrade. The graphics are slight enough that they would pair nicely with any bike. 

The longevity of the bearings and rims during my testing makes me think the SC 30 AGX would be great for anyone who is hard on gear. They are still running as smooth as I remember from opening the package, with only superficial scratches on the rims. 

Would I change anything on the wheels? No, but I would love to see a higher-end version of the SC 30 AGX (SL30?) with the PRS hub. That would be a very popular gravel and cyclocross wheelset, especially now that tubeless cyclocross tires are performing at an all-time high. But one can dream. 

Visiontechusa.com

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Masters, get your wallets ready; Challenge Tires has just added another popular tread to the 38mm category. That’s right, now you can get the Baby Limus in 38mm in the Challenge HTLR casing. The supersized Baby Limus exceeds the cyclocross category in its voluminous casing, transforming this comfortable and capable cyclocross tread into a fast-rolling gravel race companion. Meet the new Challenge Baby Limus 38mm HTLR. 

What is the Challenge Baby Limus 38mm HTL

R? 

Do you know the Challenge Baby Limus tire? If not, let me introduce you to it. The Baby Limus is a modern Grifo tread (save your comments or anger until the end) and a mixed-conditions tire that leans slightly toward the muddier side of life. In Challenge’s words, “It offers something for everyone.” 

Why is it named Baby Limus? Challenge has a deep mud tread called the Limus (highly recommended). The tread pattern was very successful. The Y side knobs worked their way into a dry/icy conditions tire called the Chicane with the help of former British National Champ Helen Wyman. That tread was also very successful, the template was clear when Challenge looked to create an all-arounder tread. 

In a nutshell, the team worked backward from the Limus mud tire and turned down the volume on the tread size and thickness. The Baby Limus features the same side Y-shaped knobs as the Limus but replaces the center tread with a lower profile and tightly packed Y pattern. This downsizing shortened the transitional knobs in the process, giving the tire an excellent round profile compared to the flat-top Chicane. 

Aren’t All Cyclocross Tires 33mm?

Yes, but no… for the riders racing the UCI fields, the tire size is capped at 33mm. This means the rider and team also dabble in the 30-32mm treads, but 33mm is the most common size. Don’t even try to sneak one by the UCI, either. They measure every tire (worldwide) to make sure they are compliant. If only they were this hardline about doping…

However, if you’re NOT in the UCI fields, you can use a 38mm (and up) for masters and so on. The 38mm sizing is approved for the USA National Championships and offers a nice mix of comfort and speed for most riders. Hence, the explosion of 38mm treads coming into the cyclocross market. 

Challenge Baby Limus 38mm HTLR Details

• Casing: Challenge Handmade Tubeless Ready Casing (HTLR) Cotton
• TPI: 300
• Rim Type: Tubeless and Hookless
• Size: 38mm
• Measure size on 25mm rim: 38.20mm
• Weight: 445g
• Price: $86.00

Review: Challenge Baby Limus 38mm HTLR

Challenge Tubeless Cyclocross Tire Setup

For some, the Challenge cyclocross tires can be challenging to get on the rim (see what I did there?). I was also in this category of installers. That is until I brought it up with the Challenge team, and they explained politely: “You’re doing it wrong.” Now, it’s not that I was putting the tire on wrong. I didn’t use the correct order of operations that Challenge asks you to implement when installing these HTLR tires. 

It’s not a trick; it’s a process. The HRLT tires are flatter and softer than the nylon tires. This cotton casing makes them highly noodley and hard to manage while installing. So, Challenge asks you to start the installation like this: 

This is my fifth time using this method to install new Challenge HTLR tires, and it’s always easier. That said, the initial install is the only time mounting the tire can be tough. After that, they are much easier to mount without using a tire lever. 

I’m running the Challenge Baby Limus 38mms on a pair of Forge + Bond 45mm wheels with a 25mm internal width and hookless bead. The tires pumped up to a precise 38.20mm when fully inflated and didn’t require any special tubeless whispering while seating. 

Ride Impressions – Challenge Baby Limus 38mm

My first rides on the Challenge Baby Limus 38mm HTLR were on the road and on our local cyclocross courses and single track. I’m familiar with the Baby Limus tread, and it’s a favorite of mine for slightly muddy races. The Baby Limus tread excels, whereas a Grifo tread might not have the grip for off-camber features. The Y side knobs allow for more grip and crawling, and digging when compared to the Grifo dotted side knob. 

On the road, I was happy with the rolling sensation. I expected them to be more sluggish than the Grifo 38mm I traded them out for. However, they were just as quick and moderately faster. 

Cyclocross Riding

I’m slowly becoming a convert to the 38mm cyclocross race tire. I’ve reviewed (and am currently racing) the Challenge Grifo 38mm tubular tires and have trained on the Grifo HTLR 38mm tires for some time. The extra bit of comfort and rolling speed is definitely an upside. Those riders that are super adjusted to the 33mm tread could feel a slight lag in cornering response, but the rolling comfort should balance that out. I especially like them for courses that have less than pristine conditions.

If you’re riding a very bumpy course with lumpy grass sections, you’d love the 38mm suspension-like feel. They are slightly heavier than the 33mm version, so they will add some rotational weight to your setup. But all in all, they are a more comfortable tire option with minimal penalties.

On the Cyclocross Course

The Challenge Baby Limus 38mm HTLR on the course felt just as fast as the 33mm HTLR version. Where it outshines its 33mm brethren is in bumpy courses and rooty/rocky features. The additional tire volume is such an advantage for smoothing out the course, especially in wooded and single-track trail-style features. 

As for pressure, I went for 18-20psi, depending on the course and demands for the day. For the road and gravel, 20-21psi was a good combo with the F + B wheels. When riding the grass in slightly damp conditions, the 18-19psi range was better. Like any tire or component, it’s up to your riding style and comfort level with the “squish and squirm”  of a cotton tire. You’ll be OK with lower if you’re used to a tubular. If not, aim higher and go down slightly if you’re trying to achieve more grip. 

No Burping Please 

The downfall of tubeless tires (compared to tubular) is burping and the tire ripping off the rim. So far, I’ve not burped one off the rim on any Challenge tubeless tires I’ve reviewed and ridden. I’ve had rims grab some grass off a course but never jump off and lose enough air to cause an issue. So, they passed the “will it stay on the rim?” test for me with flying colors. 

Are there any drawbacks to 38mm cyclocross tires? The only ones that I have encountered are narrow rims and frame clearance. The 38mm casing will fold on narrower rims when leaning hard into corners. Upping the pressure can remedy this folding, but you don’t get the performance you want from the tire. So, it’s a trade-off. I would say a great performing tire/rim combo, would be a 21-25mm internal rim width paired with 38mm tires. 

For frame clearance, double-check your maximum tire clearance and account for mud. If you have an older cyclocross frame, the clearance will be tight, so do your research before committing. I have a Cannondale Super Six EVO, and the frame clearance is bonkers high. Most new (2020-current) frames should be able to clear a 38mm tire, OK, but again, check those specs before dropping $170+ on new shoes. 

How About Gravel? 

I took the Challenge Baby Limus 38mm HTLR on some gravel and was happy with the ride quality. I usually reach for narrow 40mm grave tires for my race bike (course dependent), and the 38mm ride was comparable in quality (it’s only 2mm). 

The Baby Limus tread is only offered in a 33mm (and now 38mm), so it was never an option for gravel. However, after spending some time on groads (nothing too chunky) with the Challenge Baby Limus 38mm HTLR, it’s a great gravel option. Plus, it would eliminate a redundant 40mm tire from the tire quiver for most riders. 

The tread is fast rolling and pairs well with most fine to medium-style gravel. It tends to flick and spray some fine gravel to riders on your wheel, but thats their problem. 

How About Puncture Resistance? The Challenge Baby Limus 38mm HTLR is puncture-protective in cyclocross conditions. I haven’t had issues with gravel, but I haven’t put them through the gauntlet of the toughest PA gravel, so I’ll save that ruling for another time. 

Final Thoughts – Challenge Baby Limus 38mm HTLR 

If you’re looking for a cyclocross (or lighter gravel) tire that is a true jack of all trades, the Challenge Baby Limus 38mm HTLR is it. The 38mm HTLR casing gives it a nice, supple feel on the cyclocross course and a refined feel on the road. It’s a larger tire, with that said, some frames will limit its use, but it’s a true performer on bumpy, rough courses. 

Currently, it’s limited to the tan-cotton HTLR casing, and the top tier of Challenge HTLR tires is the Red Team Edition casing.

Will we see any 38mm tires in the TE Red casing? Only time will tell. Until then, the Challenge Baby Limus 38mm HTLR is the most well-rounded, voluminous cyclocross tire that I’ve ridden. 

ChallengeTires.com

Interested in more cyclocross tire talk?

Check out our Best Cyclocross Tire Guide

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It’s not often that a piece of kit comes along and truly pushes against the status quo. Usually, when said piece is introduced, there is a sea of elation and discontent— the “if it’s not broke, why fix it?” attitude from detractors who would rather keep the familiar. Canyons CFR helmets with the Hi-Bar strap system aren’t flawless (listed later). However, they signal a protocol change for helmet retention, hopeful headwear progress, and maybe fewer head injuries.   

Canyon Disruptr CFR

You can check out our full tech breakdown here if you’re new to the Canyon Disruptr CFR helmet. In a nutshell, the Disruptr CFR signals Canyon’s entry into the helmet space. Like most avenues Canyon pursues, they started at the very top of the line. Canyon launched two helmets simultaneously: the Disruptr CFR, an all-around road and gravel helmet, and the Stingr CFR, which is more aero-focused. Both designs feature the new and innovative HighBar retention system.

What makes it different? Unlike classic webbing-style straps, the HighBar is rigid and uses a BOA-style (not actually BOA brand) strap instead of a buckle. This retention style is how the HighBar stays firmly on the rider’s head. You can read more about the tech and HighBar safety philosophy here.

How does the Canyon Disruptr CFR fit? 

I found the size medium Canyon Disruptr CFR to fit me well. Usually, I wear a medium in Trek, Lazer, KASK, and the like. I found the Canyon Disruptr CFR to be on par with others’ fit and sizing. The profile and shape of the Disruptr are slightly more bulbous than others in its category. Still, in a world where the (Sweet Protection Redeemer 2Vi Mips helmet) exists, this is a reasonably tame silhouette.

The elephant in the room with the Disruptr CFR is the HighBar system. 

If you played any sports that require a helmet (non-cycling), like US Football, Hockey, Lacrosse, and so on, the fit of the HighBar system will feel familiar to you. The retainment pieces follow the face contours but don’t touch the skin. The chin strap gave me intense hockey flashbacks, but not in a bad way. 

Serious Business 

The goofiest part about the HighBar system is how to disengage it to put the helmet on. The bar straps move on a hinge located near the temple. To “unlock” the system, you have to move the bar to your forehead, put the helmet on, and then lower it. It’s no less ridiculous than putting on a skinsuit or aero-socks, but it’s new, and new can be weird/bad to cyclists (myself included).

Once you lower the chinstrap, tighten the Boa-style dial, and you’re off. The chin strap has slight padding on the inside but doesn’t interfere with the fit. It reminds me of the feel of the Rudy Project helmets with the thick buckle cover. The HighBar retention system is a different fit for everyone. Some may dislike it from the start, and others (like myself) will have no issues. 

Does it work?

If by “work” you mean staying on the rider’s head, then yes, 100% it is more effective than classic webbing straps that are poorly adjusted. Why not just adjust the straps correctly? Some new riders might not know how to properly fit a helmet (something they should learn at their local shop upon purchase). Canyon is taking that misfitting out of the equation with the HighBar design, which is seemingly unable to be improperly fitted. Plus, they lack customer touch points like a classic bike shop.  

How does it compare to the competition for weight and price? 

• Trek Velocis MIPS, 258g: $299.99
• Trek Ballista MIPS, 268g: $299.99
• S-Works Prevail 3, 271g: $300.00
• Specialized S-Works Evade 3, 272g: $300.00
• Giro Aries, 270g: $300.00
• Kask Protone Icon, 239g: $299.00
• Kask Utopia, 258g: $300.00
• MET Trenta MIPS, 250g: $260
• Canyon Disruptr CFR, 275g: $299.00
• *All weights are in size Medium

The Disruptr’s weight is more like that of an aero helmet and not an all-around, only by a few grams, but we might as well count everything while we’re at it. 

How About the Aerodynamics? 

Another claim from HighBar is that the fixed positioning of the “strap” helps with aerodynamics and is faster than traditional webbing (around 10-20 watts, but that pushing it). This claim is valid, and in most wind tunnel testing, helmet manufacturers test helmets with the webbing taped down to the dummy. Now, I’m no aerospace engineer, but that makes sense. On the other hand, wouldn’t a properly fitted webbing strap with sunglasses over the strap negate some of the flapping? 

Less wind noise? Not from what I could tell, but my eardrums are blown from playing in a punk band for most of my life. I will say that the sounds of wind and strap sensation are more consistent than with webbing. When you move your head, the webbing straps can sometimes catch wind and flap. That doesn’t happen with the HighBar system. 

Canyon Disruptr CFR Ride Impressions

I’ve been using the Canyon Disruptr CFR for quite a while and in many different conditions. It takes some getting used to, but I like the HighBar system. Some small bits that will annoy newcomers include things like glasses going under the strap and the fitting near the cheekbones being slightly intrusive. Otherwise, I felt at home with the Canyon Disruptr CFR in various conditions and temperatures. 

Most of my rides were on my gravel, road, or cyclocross bikes. Training for cyclocross in the summer is pretty cruel, and going all out in 90 degrees is rough, but Disruptr CFR was good at thermoregulation and keeping the head cool. The large vents are excellent, allowing airflow and proper sunglass retention (with pads included). The HighBar strap claims to help cool the head, and although I didn’t feel that much cooler to note a difference, it certainly did not make the helmet hotter. 

Padding and Sweat Retention

The Canyon Disruptr CFR helmet uses MIPS Air Node for the protective liner and main padding. The peripheral padding is a dense foam that doesn’t hold sweat but offers support in critical areas. I found this padding a nice feature along the cradle of the rear of the helmet. The main padding is robust and retains sweat well.

Easy Cleaning

I like the robust design of the Disruptr CFR and the HighBar system. Traditional webbing straps can get gross after muddy races or super summer training sessions, and it’s hard to wash them all out. I found the Disruptr CFR much easier to maintain (bucket washing with dish soap) and the HighBar system to hold less odor than a traditional webbing strap. 

Conclusion

Is the HighBar system a game-changer? In my opinion, yes. Why? It’s starting a conversation on how to better support helmets staying on riders’ heads. Is it perfect? Not at all, and some riders will probably not like it, but it’s starting the ball rolling toward safer helmet designs, and I’m all for that. 

Im bummed that Canyon totes the additional light option, but it’s another $27.90 if you’d like it. I understand this is a pro-level offering, but that would be an extra slam dunk for safety if they provided it at no charge. I see it as a missed opportunity for the first adopters to get something extra while taking a chance on a new safety-driven design.

Would I race the Disruptr CFR and seek it out as my only helmet? Currently, I am reaching for two helmets in my stock, the MET Trenta MIPS and the Disruptr CFR. These fit my head perfectly, and I like the breezy airflow of the Disruptr CFR. The easy-to-clean nature of the helmet is a big plus, especially going into ‘cross season. Nothing is worse than a smelly helmet before you ride.

I recommend the Canyon Disruptr CFR for any rider who doesn’t mind a spin on the traditional. The helmet fit (excluding the strap) is relatively conventional, and it’s highly recommended if you’re a caustic sweater with chalky-looking webbing straps after every ride in the heat. 

Canyon.com

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We’ve been hearing a lot from the Hutchinson camp this year. So far, they’ve covered nearly the entire bike racing spectrum. They’ve released a road tire (Blackbird), a mountain bike tire (Python 3), and now gravel. Meet the Hutchison Caracal Gravel Tire and Caracal Gravel Race Tire. 

One thing all of these tires have in common is a race and performance focus. That also means they share some similarities in compound, casing, and layup. Each line, whether the Blackbird or the Python, borrows tech from the other. The Caracal takes cues from its road and mountain bike brethren to craft a truly fast gravel race tire. 

What is the Hutchinson Caracal? 

The Caracal is Hutchinson’s newest gravel tire range, aimed squarely at speed and performance. The lineup features two tires: the Caracal Race and Caracal. The Caracal tires have the same tread pattern and designs but have two different constructions. 

Caracal Race features an all-out speed and race focus, forgoing some puncture protection for reduced rolling resistance and weight. The Caracal has a greater range of puncture productivity, and with that comes some additional weight (but not much). 

Like the other Hutchinson tires released this season, the new Caracal Gravel range features the premium’ Racing Lab’ naming. These tires are hand-made in France and the product of Hutchinson athletes’ feedback and testing. The Caracal range took many cues from ultra-distance gravel specialist Ulrich Bartholmoes.

Hutchinson Caracal Gravel Race Tire

When creating the Carcal Race tire, the team at Hutchinson wanted to create the fastest gravel tire on the market—years of research, prototyping, and looping in athlete feedback followed. The result is a gravel race tire that outperforms similar race tires from competitors by up to 35% in independent tests commissioned by Hutchinson.

How? It helps that Hutchison also had two high-level (and Olympic hopeful) tires in Racing Lab development at the same time: the Blackbird and the Python 3.

The Caracal Race uses the new SwiftEasy casing technology you’ll see on the Blackbird. The cool thing about this casing is that unlike typical tire casings, which overlap at the center of the tread, the new casing is bonded to the tire’s outer layer (see photo above again).

This method means one less casing layer is required at the center, allowing for significantly increased flexibility and performance. Hutchinson claims rolling resistance is reduced by an unprecedented 40% over similar semi-slick gravel tires in the Hutchinson range.

The Caracal Race also utilizes Hutchinson’s new high-performance Mach Tread 3.0 compound. This compound is another technology initially developed for its performance BlackBird road tires – covered here. 

To recap, the Mach Tread 3.0 is the fastest compound Hutchinson has developed. Its new formulation offers an exceptional 25% rebound, meaning more energy is returned into forward motion. Not only is the compound faster than its predecessor, but it’s also 10% harder and more resistant to tearing. Hutchinson’s tests resulted in 75% better performance in tear tests, all without compromising grip.

Caracal Tread Pattern 

The Caracal tread (or lack thereof) is similar to other dry-condition gravel tires on the market. The center line tread pattern is smooth with a slightly pebbled surface for dry, fast race days. The side knobs are lower on the shoulder and are staggered and grow in size, descending onto the carcass of the tire—more on the tread and performance in my ride review. 

• Size: 700x40mm size and only in Tan Wall color
• Weight: 475g *claimed
• Price: $65.00/€59.99

Hutchinson Caracal Gravel Tire

The Caracal has the same fast-rolling tread pattern as the Caracal Race but adds more long-range utility. The casing is a Hutchinson traditional design paired with its Hard-skin bead-to-bead puncture protection layer. This protection adds a little weight (not much) and might raise the rolling resistance (we haven’t seen test data for it). 

The rubber compound is Hutchinson’s steady bi-compound found on the other tires in Hutchinson’s gravel range. 

The result is a fast-rolling tire with puncture protection that lasts longer for endurance events and all-around riding.  

• Size: 700x40mm size and only in Tan Wall color
• Weight: 467g*actual weight
• Price: $63.00/€54.99

Where do the Caracal Fit in the Hutchinson Gravel Range?

The French tire manufacturer offers five different gravel tires to match the full spectrum of conditions that riders encounter. These include the Override for dry fast tracks with sand or fine dirt, the classic Touareg for all-around riding and daily use, and the Tundra for hardcore technical days out or in wet conditions. But out of those listed above, the Caracal Race is the only option available in the Racing Lab notation and formulation. 

Ride Review Hutchinson Caracal 

The Caracal arrived just before the launch date, right as Pittsburgh was experiencing early summer weather. We didn’t receive the Caracal Race version early enough to get ride impressions but stay tuned for a head-to-head competition. 

However, the Caracal impressed me right out of the box. It didn’t “feel” like a second-tier tire model. It’s only the more practical of the two in reality. The tire has a supple feel, similar to the Blackbird and Python tires we reviewed earlier. 

Setup

I mounted the Caracals to our Industry 9 SOLiX SL review wheel set with a 25mm internal and 35 external rim width. The tires installed and inflated easily with a floor pump and without the use of tire levers. The casing felt in the middle of robust and thin. This version of the Caracal uses the traditional casing, not the ‘Swift easy’ like the Race version. Still, it feels supple and race ready from the touch. 

Inflated, the Caracals grow to a slightly larger than spaced 41mm, but keep in mind this number is rim width dependent. The shape of the Caracal on the I9 AR40 rims with a 25mm internal looked great. The profile was round and not a teardrop shape like some overly narrow rims can create. 

Ride Impressions – Hutchinson Caracal Gravel Tires

For my rides, I went for all conditions and all roads. I started my rides at 38PSI front and 39PSI rear, and for the road, that was just fine. I felt like I was rolling quickly, and the tires were quite, eating up any road chatter or gravel bits. From the tires the Caracals replaced, I could feel a rise in efficacy and less rolling resistance. My former tires were nearly the same profile but apparently lacking in “free speed.”

I took the Caracals on kitchen sink-style rides for nearly all my review outings. On the road, they ride very similar to an all-road tire, but the 40mm width takes some getting used to at speed if you’re sizing up. They feel like a dream on the gravel and unmaintained roads, absorbing all the little rocks and imperfections in the pavement. This is where the Caracal soars in. The confidence and excellent supple casing supplies, partnered with a puncture protective casing, give the rider an extra boost. 

In the Forest and On the Trails

The Caracal holds its own on single track and technical tracks, but it’s still a dry-weather tire. The slight tread offers much more than expected, especially in dusty and damp conditions. I felt the lower the pressure (more like 35-PSI rear and 33-PSI front), the better the performance, but you sacrifice some solid corning feel on the pavement, as the tire gets slightly bouncy at those pressures depending on rider weight. 

I found the Caracal grips the solid nicely with the sharp side knobs, especially when they can sink into the ground. This was slightly unexpected but pleasantly surprising. 

The Caracal can survive rocks, roots, and the techy bits. If the rocks are dry, it’s a great companion. The volume is enough to bounce over and through the roots without much rim time. If you do bottom out, however, the casing is resilient enough to take more than a few hits. 

How did the Caracal feel compared to others on the market from my initial rides? They feel like an excellent middle ground between Vittoria Gravel Tires and Challenge Tires—a mix of suppleness and dependability. 

Final Thoughts 

The Caracal is worth a long look if you’re looking for a fast-rolling and dependable gravel race and training tire. The tread pattern is similar to the “fast tires” on the market, with a slightly better, lively feel and what looks to be lower rolling resistance. Remember, this is Caracal, not the Caracal Race, so it only gets faster from here. Look back for a head-to-head shootout between these two tan-wall Titans. In the meantime, I’m predicting the Hutchinson Caracal will be at the top of gravel racers’ “must-try tire” list if they can get a set. 

Cycling.hutchinson.com

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Colnago is having a banner year. The company just reported sales of 55.7 million euros ($59.6 million) in 2023 and is on its second gravel bike release of 2024. It’s no secret that racing is a huge part of their success and history. After releasing the refined (and super expensive) C68 Gravel, Colnago created something for the dedicated gravel racer with a hint of cyclocross pedigree. Meet the new Colnago G4-X. 

Colnago G4-X — What is it?

The new Colnago G4-X  replaces the G3-X as Colnagos dedicated gravel and cyclocross race bike. 

What about the C68 Gravel that just came out? That’s a good question; it’s actually pretty different. The C68 is hand-assembled in-house in Italy and has a modular frame. It is more slack, with more stack, and slightly more compliant. Plus, the tire clearance is 42mm maxed out. Colnago doesn’t think of it a “race bike” (even though we did) but more of a great-riding gravel bike. 

The G4-X, on the other hand, is a monocoque frame made in Asia, designed specifically for racing and competition. The frame is stiffer and more aggressive (more on that later) with less rake, less stack, and fewer (none actually) mounts for bike packing. Colnago says the G4-X takes cues from the V4RS road bike (tube shape wise) than the C68.

Colnago G4-X Frame Details 

Colnago wants the world to see the G4-X as the gravel (and cross) companion to the V4RS. The frame is UCI-approved, and will be raced worldwide, including the European cyclocross season and world championships. 

Colnago maintains tight control in manufacturing, even though the frame is crafted in Asia. They have an in-house dynamic stiffness test that is more comprehensive than the Zedler standard. It is meant to mimic the actual stresses of the rider on the bike rather than general stress.

While still monocoque, the frame layup is very intentional. The drive side has a stiffer modulus where the chainstay is narrower. The same is true in various places, such as seat stays, down tubes, etc. 

Internal Cable Routing 

The frame sees updated internal cable routing via headset and stem. Steerer-wise, the new G4-X moves to an entire 1.5 top and bottom headset over the previous 1-1/8 top and 1.5 lower. The new headset accommodates internal routing and is compatible with other manufacturers’ stem and bar combos.

The new G4-X frame is UDH compatible with all 1X and 2X groups. If you’re looking to “do-it-all,” the G4-X has clearance for road-size chainrings.

Utility-wise, the G4-X has a newly re-imagined seat post clamp, similar to the C68 Gravel. 

If you’re looking for rack mounts, keep walking. The G4-X has zero rack or fender mounts, don’t fear – it has spots for three bottles and a top tube feedbag. 

The new Colnago GX4 boast more tire clearance than its predecessor, from 42 max on the G3-X to 45mm (with 6mm wiggle room) on the G4-X.

Colnago Bar/Stem 

The new G4-X is available with a traditional two-piece bar and stem or an integrated Colnago CC.01 Wide one-piece bar/stem combo.

This updated bar stem boasts a 40cm top—46cm flare. The same super comfortable ones we reviewed on the Colnago C68 Gravel are also available. 

Colnago G4-X Geometry

The G4-X has slight geo changes compared to the G3-X. The head tube is slightly steeper, with a longer reach. Size wise the Colnago G4-X comes in; 45, 48, 52, 54, and 57cm sizes.

Builds Options 

The new G4-X will arrive in five different build options, with pricing starting at $4,750 and growing to the $9,000 mark. The builds start at 1x and 2x Shimano GRX builds around the $4,750 mark. There are three SRAM builds available with mechanical Rival at $5,250, Force AXS XPLR at $6,250 and Red eTap AXS XPLR for $9,750. No Campagnolo builds are slotted for the time being.

Weight: The Colnago G4-X with integrated bar, SRAM Red AXS build option, Zipp 303S wheels, with XT pedals weighs in at 8.4kg (18.5lbs). 

Colnago.com

The post Colnago Launches G4-X For Pure Gravel Race and Cyclocross appeared first on Bikerumor.

With the latest update to their AXS smartphone app, the SRAM Wireless Blips can now be paired to your derailleurs without needing a separate primary shifter on the bike.

Previously, the Wireless Blips could only be added to a bike that had either a standard shifter lever (road) or paddle/pod (MTB), or their BlipBox (triathlon/TT). Now, the app will recognize the Wireless Blip buttons on their own, and the only other component required is an AXS rear derailleur to serve as the “parent” component.

This opens up easier customization of shifter layouts, particularly for triathlon and TT bikes that previously had to hide a BlipBox somewhere in or on the bike. You can pair up to eight on a single bike, giving you plenty of shift location options.

Mountain bikers can also use it to streamline their cockpit, as long as they don’t need it to control the Reverb AXS dropper. The Wireless Blips are still unable to send a continuous signal with a long press, so they won’t work for the dropper or with Multi-shift.

They retail for $99/pair and come with mounting brackets for drop bars. The Wireless Blips are not rechargeable and need to be recycled with other electronics when they stop working. SRAM estimates their battery life at up to two years, with more frequent riders likely getting a little over a year out of them.

SRAM.com

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