The QuikrStuff Mach 2 hitch rack popped on our radar via AWOL’s Overland Digest, and it’s interesting in several ways. This new LV (literally “Longer Version”) just launched with a longer stinger to help it clear bumpers, tailgates, etc.

For starters, there’s the eerie similarity to 1UP USA’s racks. And that’s because QuikrStuff’s founder Cal Phillips originally founded 1UP USA with the Quik Rack, too. He sold that company, and after the original patents expired, he got back in the game to bring a few new ideas to market.

Where 1UP has branched out into heavy duty racks for motos, overland gear mounts, QuikrStuff is (for now anyway) focused on bicycles. Their single model, the Mach2, starts with a 1-bike Single Rack base.

Then, you can by Add-Ons to increase capacity up to four bikes, but the trick is in how they attach.

If you skipped the video above, here’s how it works:

1. Unbox and install base rack
2. Click Add-On into place
3. Load bikes

Installing each Add-On takes just five seconds and zero tools. It’s just as easy to remove, simply hold the release lever that locks it into place, tilt it up, and pull it off. Even better, each Add-On has a release lever, so you never have to reach all the way under the rack to tilt it up.

It tilts down, too, letting you drop it down to access the back of your vehicle. And the whole thing folds up to the size of a small carry-on suitcase, making it easy to stow in your trunk or garage when not in use.

The new LV model has a total weight rating of 165lbs, but actual max capacity depends on your configuration:

• 1 bike –   75 pounds
• 2 bikes – 130 pounds total
• 3 bikes – 165 pounds total
• 4 bikes – 105 pounds total

For e-bike users, there’s also a quick-add Ramp that attaches to the rear of the rack in the same way. This makes it super easy to transport without having to shove it in your vehicle (or create manufacturing complexity by trying to slide it into the rack).

QuikrStuff Mach2 LV Specs & Weights:

• Weight: 30.9 pounds
• Shipping weight: 35.2 pounds
• Tray length: 56.3″
• Folded size: 28-½” x 17-¾” x 7-¾”
• Shipping dimensions: 31”x19”x9”

Base racks range from $799 to $879 and come in 2″ and 1.25″ versions. Add-Ons are $699 each, ramps are $299. Options include wheel locks, wheel straps, cable locks, license plate mount, and more.

QuikrStuff.com

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CANYON//SRAM is back to being CANYON//SRAM.

The team announced it has terminated its partnership with Zondacrypto, effective immediately, citing breaches of contract. Zondacrypto’s name isn’t just coming off the jersey; it’s coming with baggage. Zondacrypto is reportedly caught up in a serious mess in Poland, with frozen user funds, a withdrawal crisis, and fraud investigators looking into more than $95 million in alleged losses.

That’s not exactly the kind of sponsor cloud a WorldTour team wants hanging over the bus. So, the Women’s WorldTour squad will race (again) as CANYON//SRAM, while the development team returns to CANYON//SRAM Generation.

Simple enough on paper. In reality? That’s a mid-season rebrand, new kit, updated equipment, digital changes, UCI paperwork, and probably a few very tired people staring at logo files. But these are professionals, and there are no changes to the equipment they are using, so think of it as a new kit colorway.

The team says the transition is already underway, with branding updates across clothing, bikes, online platforms, and official UCI channels expected to be fully wrapped by August 1, 2026.

Not ideal timing. But bike racing rarely waits for a clean pause in action for a sponsor shake-up.

Same Team | Familiar Name

This is not a case of a program suddenly looking for its footing. CANYON//SRAM has been one of the defining teams in modern women’s cycling for more than a decade, with a resume that includes an overall win at the Tour de France Femmes avec Zwift, multiple world champion titles, the Zwift Academy, and the creation of CANYON//SRAM Generation.

That Generation program is a big one. It wasn’t just a nice idea bolted onto a WorldTour team. It gave young riders a real pathway into the top level of women’s racing, and it helped set the tone for what development should look like in the sport.

So yes, losing a naming partner mid-season is a headache. But this doesn’t read like a team in panic mode. It reads like a team cutting the cord and getting back to work.

Team Manager Ronny Lauke put it plainly “The organization had respected its contractual obligations and legal procedures, but was ready to draw a line and move forward.”

What Lays Ahead – Giro Starts Now, Tour Still Looms

The timing is spicy because CANYON//SRAM’s WorldTour squad heads straight into the Giro d’Italia Women, which starts May 30. The team says it will target both stage wins and GC ambitions in Northern Italy.

The Tour de France Femmes avec Zwift is still on the board, too. The team says its ambitions to fight for the overall at the WorldTour level remain unchanged. In other words, the name on the jersey may be changing, but the race plan isn’t.

Meanwhile, CANYON//SRAM Generation gets a short reset after podium rides across three stage races in the Czech Republic and Austria. The development squad returns June 12 at the Tour Féminin des Pyrénées, with the Col du Tourmalet on the menu.

What Actually Changes?

Mostly the look. The bikes are still Canyon. The drivetrain identity is still SRAM. The structure, riders, staff, and long-term team project remain intact. What changes is the Zondacrypto branding disappearing from the program.

That matters visually, of course. CANYON//SRAM has always had one of the most recognizable looks in the women’s peloton; loud kits, sharp bike paint jobs, and a brand identity that stood out in the bunch. The return to the cleaner CANYON//SRAM name feels familiar because it is.

Behind the scenes, though, this is a pile of work. Updating kits, bikes, websites, social channels, sponsor assets, race registrations, and UCI documents mid-season is not exactly a rest-day massage.

But from the outside, the message is clear: the team is stable, the calendar is moving, and the goals haven’t changed.

The Zondacrypto chapter is over. The double slash remains.

Now comes the harder part: racing like nothing happened.

Canyon//SRAM

The post Did Pro Cycling’s Crypto Bubble Burst? Canyon//SRAM Women’s Team Drops Zondacrypto! appeared first on Bikerumor.

A few months back, Arizona’s State Bicycle Co. launched a super affordable, fully aero, carbon road frameset. That frameset was a steal at under $1400, and it sold out quickly. Well, today, State expands its high-end road offerings beyond just a frameset with a new Carbon Road Complete using the same popular frameset.

Making their carbon platform accessible to more riders, the complete bikes will start at $2,799. This brings serious race-level carbon production bikes to a more affordable price range than we would typically see in this space.

State’s new Carbon Road frame focuses on three key areas: aerodynamic efficiency for more speed and less effort, lightweight construction for easier climbing and handling, and practical usability for regular road cycling.

The State Carbon Road Complete

The complete builds come in two different layups: Standard and SL. This gives riders frame options based on their performance needs and budget. The same frame design is currently being used in competitive racing and has proven capable on demanding climbs.

So that means that riders get access to geometry and frame construction that’s been put to the test at high levels of performance. The Standard Complete bikes start at $2,800, while the SL Complete bikes save a pound of weight and start at $3,250.

Carbon Road Geometry

State Carbon Road Complete Retail & Detail

Retail:

• Standard Complete: $2,800,
• SL Complete: $3,250
• Frameset: $1,399

Detail:

• Colors:
  • Standard frames: Panda Pearl and Midnight Blue
  • SL frame: Raw Carbon
• Tire clearance up to 32mm
• Fully internal cable routing
• T47 threaded bottom bracket
• UDH-compatible derailleur hanger
• Standard and SL Frames
• SRAM Rival E1 (2x) Drivetrain
• Enve Wheel Upgrade Available
• Weights: Size Medium
  – Standard Layup: 18.5lb
  – SL Layup: 17.5lb

So, if you’re a cyclist looking to transition to carbon but don’t want the typical premium pricing, the State Carbon Road Complete builds may be for you. It’s literally race-tested technology in a ready-to-ride package.

Get more details about the Carbon Road Complete, and check out all of the affordable bikes that State has to offer by hitting the link below.

StateBicycle.com

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Today, Old Man Mountain (OMM) reached out to share a new film about their ‘Experimental Bikepacking Team‘ member, Paola Berber (aka Poli), completing Le Tour de Frankie… for the third time!

In the short film directed, edited, and produced by Poli, she explores what keeps her coming back to this grueling race time after time. I didn’t know this, but Le Tour de Frankie is Mexico’s most difficult, and arguably then most important ultracycling event.

The movie is subtitled and filmed very well. It’s filled with amazingly beautiful scenery, and is a real pleasure to watch.

Hats off to you, Poli!

Check it out to get hyped for the weekend…

OldManMountain.com

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Restrap launched its Switch Rack Cargo System earlier this year. The original Switch Rack has already gotten glowing reviews and is part of a growing modular ecosystem of Switch-compatible bags and accessories, including panniers and the Switch-Top Bag. While this system is already highly regarded, thus far it has been reliant on a thru-axle mounting system. 

Since its launch, and apparently even before, the folks at Restrap say they’ve “been bombarded with questions about whether we would be creating a version that could be mounted to frames with traditional rack/mudguard eyelets.” Now, Restrap is answering those questions with a new direct-mount version of the Switch Rack. And for those who already own a Switch Rack, Restrap is making the Direct Mount Adaptors available to convert it.

Switch Rack – Direct Mount Details

We already covered the launch of the Switch Rack in detail, so if you’re interested in learning more about it, that article has all the info. Rather than redesigning the rack, Restrap is using the same chassis and has created an adaptor kit to modify it for use with traditional rack and/or mudguard eyelet mounts. This means a bike with a thru-axle is no longer a requirement to use the Switch Rack. It also means that riders will be able to move their Switch Rack between bikes with and without thru-axles as needed.

The Direct Mount hardware is designed to fit all bikes with horizontal/in-line M5 rack and/or mudguard mounts. By flipping the orientation of the adaptors, the Switch Rack – Direct Mount is claimed to fit frames with 135mm, 142mm, and 148mm axle spacing. It also comes with two lengths of M5 bolts, 40mm and 50mm, to provide options for the varying spacing and thicknesses of dropouts on different frames.

Switch Rack – Direct Mount: Pricing and Availability

Restrap is selling the Switch Rack – Direct Mount as a complete package for £107.99, €129.99, $161.99. Already own a Switch Rack? The Direct Mount Adaptors are also available, and they retail for 15.99, €18.99, $23.99. For more details or to buy, head to the Restrap website.

restrap.com

The post The Restrap Switch Rack is Now Available in Direct Mount appeared first on Bikerumor.

There are too many all-black wheels these days – stealthy matte carbon rims, black spokes, black anodized nipples, and hubs painted black everywhere you look. It’s all so boring. A few brands are fighting back. And now it’s nice to see DT Swiss spicing things up a bit with this all-silver limited edition aluminum FR 1500 Classic gravity bike wheelset. You get all their best tech for enduro, freeride & DH – premium 240 hubs, fast DEG engagement, user-adjustable DF anti-kickback function hidden inside – and now in glorious shiny silver.

DT Swiss FR 1500 Classic Silver DEG DF LTD gravity wheels

Now frankly, I’m more than a little annoyed by the fact that DT Swiss decided to make this entire limited edition wheelset campaign in Black & White.

Sure, it looks artsy. And it’s true that there’s no color to be found on the wheels – outside of some red bearing seals pressed inside the hub or the red DT special grease inside the oversized star ratchet.

But what makes a silver wheelset really shine is how it differs from bland black wheels, and how it reflects the colors of everything around it – whether that’s the paint job of your bike, or the trees and wildflowers next to the trail.

See what I mean!

Shiny silver gravity wheels are awesome.

Like, the set I custom-built myself.

OK, enough ranting about shininess. Onto the core tech…

Tech details

There’s nothing new on these limited edition wheels, just proven rims, spokes, and hubs laced together to build a bombproof wheelset for whatever type of gravity-infused mountain biking you prefer

• super tough FR541 aluminum rims with extra impact resistance & built-in pinch flat protection
• 30mm internal x 35mm external x 21mm deep
• tubeless-ready
• 605g per 29″ rim (claimed)

• built on 240 Classic DEG DF 6-bolt disc brake hubs
• fast 90T / 4° Ratchet DEG engagement

• adjustable 0° / 10° / 20° DF anti-kickback device inside
• Boost 15×110 & 12x148mm spacing only
• laced 3x with 32 RevoLite round double-butted J-bend spokes and Pro Lock Squorx alloy nipples
• only available in full 29er, curiously
• SRAM XD only, although Shimano HG & MicroSpline DEG freehubs are available separately
• ASTM Cat 5 rated for DH, with a rider+bike weight of 140kg/309lb
• 2030g wheelset weight (claimed )

DT Swiss FR 1500 Silver LTD wheels – Pricing, options & availability

Technically, an ultra-tough aluminum Freeride & DH wheelset at 2030g… they’re really not terribly heavy, meaning you definitely could run them on an enduro bike, too. In fact, it’s actually about 100g lighter (at the hubs) than the shiny silver DT wheels I built up myself with a lighter EX511 rim, RevoLites & the pastel limited edition 350 DEG hubs last year.

I love riding those custom-labeled wheels on my long travel enduro test bike, and expect to see them again close up next month with some all-new tire tech, coming soon!

Officially, DT Swiss calls the FR 1500 Classic Silver DEG DF wheelset a “limited edition”. And it will only be available in some international markets. But there isn’t a set limited number of wheelsets available. So, it’s more a case of pick up a set before they stop making them.

We do know that the shiny silver gravity wheels sell for $1034 / 900€ for the pair. And they are only available in a full 29er set with a SRAM XD driver. But at least you can swap in another standard DEG freehub for Shimano or alt drivetrain compatibility. The FR 1500 Silver LTD wheels are available now from select European dealer shops in Austria, France, Germany, Ireland, Italy, Portugal, Spain, Switzerland & the United Kingdom, plus Canada & the USA. OR you can snap up a set online from Bike-Components.de.

DTSwiss.com

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OMNIUM is to cargo bikes as Cinelli is to road bikes. Now, two iconic brands in their respective cycling genres have joined forces on a limited-edition cargo hauler. And when they say limited, they mean it. Only 120 of these unique OMNIUM x Cinelli Supercargo bikes will be made.

“Omnium builds cargo bikes that ride like nothing else — lightweight, precise, alive. Cinelli builds bicycles that have defined what Italian cycling means for over seventy years. When the two met, the brief was simple: merge two design languages into a single, undeniable object. The Supercargo is the answer. A cargo bike with the soul of a Cinelli Supercorsa, finished in Azzurro Laser — a blue pulled straight from the Cinelli archives, from the era of the Laser track bike.”

According to the brands, these collab Supercargo bikes are “designed to carry everything, fast.” The launch of this limited-edition bike is also meant to showcase both brands’ support of the Cycle Messenger World Championships this weekend on Cinelli’s home streets of Milan. The OMNIUM x Cinelli Supercargo will be on display at the event.

“I couldn’t be more excited about our collaboration with Omnium. We both bring our unique skills and histories to this one — it’s a mashup of Omnium’s functionality and ruggedness blended with Cinelli’s Milanese design language, all driven by our shared passion and love for the global messenger community. Most of all, our teams have become good friends, and we hope this project is just the start of doing cool things together.”

-Cinelli Chairman, Victor Luis

OMNIUM has been a fixture in the cycle messenger and courier community. The brand was founded in 2012 in the cargo-bike capital of Copenhagen, Denmark, by Jimmi Bargisen, a Danish cycle courier. OMNIUM has taken part in the Cycle Messenger World Championships for years, including victories in 2018 and 2019.

“Working with a benchmark brand as Cinelli, undoubtedly is, has been amazing. Obviously, being aligned on our passion for bikes, but also combining our aesthetics and culture has been a great start to a hopefully long-lasting relationship. And naturally, the timing couldn’t have been better, being able to launch during CMWC, which we usually take part in, and then in Milan. It just makes sense.”

-OMNIUM CEO, Matia Ovens

The OMNIUM x Cinelli Supercargo Details

The limited edition Supercargo’s frame comes in three sizes, S, M, and L, and is made with double-butted chromoly steel with Columbus tubing. Each frame is numbered and painted in an Azzuro Laser colorway, an iconic look featured on Cinelli’s World Championship and Olympic-winning Laser track bike. That’s combined with a unique logo featuring the iconic winged C of Cinelli blended into Omnium on the frame.

The bike comes spec’d with a SRAM Apex 11-speed drivetrain, SRAM Level TL brakes, and classy-looking chrome OMNIUM cranks. It also includes full coverage front and rear fenders in silver, plus silver/chrome accents throughout. Buyers have their choice of a black or white Cinelli Volare saddle when purchasing. 

The complete bike weighs in at a claimed 20kg in size medium, and the front rack has a claimed weight capacity of 75kg (165 lbs.). 

OMNIUM x Cinelli Supercargo Specs

• Frame Material – Double Butted Chromoly Steel Frame mixed with Columbus Tubings
• Crankset – OMNIUM Wide Narrow Cranks 42t
• Brakes – SRAM Level TL | IS mount
• Shifter – SRAM Apex
• Derailleur – SRAM Apex 11 SPD
• Weight – 20kg (Medium – complete bike)
• Standard Rack Weight – 1320g +/-

OMNIUM x Cinelli Supercargo: Pricing and Availability

The limited-edition OMNIUM x Cinelli Supercargo is available now and sold as a complete bike for €3500 or as a frame kit for €1800. Production is limited to just 120 numbered units, so it seems pretty likely to sell out. If you want one, you’ll probably want to act fast.

OMNIUM x Cinelli Apparel and Accessories

But wait, there’s more! Alongside the Supercargo bike, OMNIUM and Cinelli have also released a limited collection of apparel and accessories. This collection includes a messenger bag, t-shirts, a cycling cap, socks, and a water bottle. 

You can learn more about or purchase the bike, apparel, and accessories on the Cinelli and Omnium websites.

cinelli-milano.com

omniumcargo.com

The post OMNIUM and Cinelli Team Up for Limited Edition Supercargo Bike appeared first on Bikerumor.

On its Instagram page yesterday, KHS Bicycles posted a message informing the public that it will close its U.S. distribution business after 50 years. Founded in 1974 by Wen and Susan Hsieh, KHS Bicycles, known primarily for its mountain bikes, will officially cease operations on May 31, 2026. This announcement does not affect KHS Taiwan, which will reportedly continue to operate as normal.

This news comes roughly eight months after Bicycle Retailer and Industry News (BRAIN) reported that KHS’s U.S. distribution would close in early 2026, unless they found a buyer to take over the business. At the time, KHS’s U.S. vice president, Wayne D. Gray, said they were “talking to several entities interested in buying the distribution business, the U.S. distribution rights to the bike brands, or both,” as reported by BRAIN. Given the closure announcement, it appears no deal was ever reached.

The past few years have been anything but easy for the cycling industry, and like many other brands, it’s fair to assume that recent economic challenges likely played a role in this decision. But, it was reported that the brand’s founders were also looking forward to retirement after 50 years of running the family business. Gray said he has plans to retire and ride his bike every day, too.

Based in the U.S. with factories in Taiwan, KHS has produced and distributed a large range of bicycles for decades. This includes those from its subsidiary brands, Free Agent BMX bikes and Manhattan Beach Cruisers. Additionally, along with QBP, KHS was one of only two distributors wholesaling Shimano parts in the U.S. market.

Although KHS never seemed to achieve mainstream popularity, that also never really appeared to be the goal. KHS had many patents and accomplishments to its name, and the brand even earned numerous “Bike of the Year” awards from various publications over the years. Still, KHS always seemed focused on providing value to consumers, rather than competing with the big brands.

KHS has been a long-standing supporter of up-and-coming domestic racers in both mountain and road cycling. The KHS Pro MTB team was a constant threat in gravity disciplines on the North American downhill, enduro, and dual slalom circuits for years, with numerous National Championship Titles to its name.

We’re sad to see another cycling industry staple shut its doors. We wish all the best to the KHS team and all of the individuals affected by the brand’s closure.

The post KHS Bicycles is Shutting Down U.S. Operations After 50 Years appeared first on Bikerumor.

Purple ano is one thing, but until Fox starts coating their stanchions in a Barney-inspired hue, you’ll have to go for gold if you want more stuff matched across your bike. Now, Formula is making that a bit easier with the new Kashima-coated Cura brake sets.

Available on the Cura 4-piston brakes, both the caliper and master cylinder get the Kashima treatment, applied exclusively by the Miyaki Company in Japan. It’s not just a cosmetic option, though, they say the coating on the master cylinder’s piston gives the brakes a smoother feel.

The technical and performance features carry over unchanged from the standard finishes:

• Four 18mm thermoplastic pistons
• Low roll-back seals
• Two-piece lever with feeling control system
• Tool-free reach adjustment
• Sintered pads fitted; organic pads included in the box
• Weight: 400 gr (85 cm hose, 160 mm 1-piece rotor and mounting hardware)
• RRP: €310 per brake (adapters and rotors sold separately)

They pair nicely with Formula’s new Japanese Gold anodized two-piece rotors (160/180/203mm options, €70/76/86 respectively), and are compatible with all of their monolithic rotors and two-piece rotors.

New Avinox Compatible Brake Rotors, Too

Got one of the new Avinox equipped eMTBs? Formula has a compatible brake rotor for them, with the speed sensor ring integrated into the rotor for a cleaner, lighter setup. It’s available in a 200mm diameter with 2.3mm thickness, 6-bolt only. MSRP €80, available in September.

RideFormula.com

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The Specialized Crux has always been a bit of a beautiful outlier. It started life as a cyclocross race bike, got dragged into gravel before gravel became the monster it is now, and somehow became the go-to machine for riders who wanted a gravel bike that didn’t feel like a gravel bike.

Light, sharp, simple, and very fast.

All-new Specialized Crux 5 aero gravel race bike

Now the all-new Specialized Crux 5 takes that idea and adds the one thing the previous Crux didn’t lean into quite as hard: aerodynamics.

But this isn’t just a “we made the tubes deeper, please clap” update. Specialized is calling the new S-Works Crux 5 the fastest gravel race bike it has ever made, not simply because it is lighter, more aero, or clears a monster tire. But because they have the data to back it up.

Time To Finish

The “fastest gravel bike we’ve ever made” claim is based on what Specialized calls “Time to Finish”. This calculation is a full-course performance model that rolls aero drag, weight, rolling resistance, surface roughness, environmental conditions, and rider power into a single number. It’s kinda nuts, but wait till you hear about how they crunch the numbers and the potential time saved.

That number? Specialized says the new Crux 5 would have saved Sofia Gomez Villafañe 9 minutes and 58 seconds on the 2025 Unbound Gravel course compared to the previous Crux 4.

How did they arrive at those numbers? Well… each Specialized off-road athlete sported race-day telemetry packs small enough to run under the saddle, used in actual competition (more on this later).

But I’m not gonna let the ‘Time to Finish’ or the ‘Equation of Speed’ steal the show, even though it’s a big part of the Crux 5 story. We’re here to talk about the all-new Crux 5.

2026 Specialized Crux 5 – What’s New?

So, if you took the top half of a Tarmac SL8 and the bottom half of a Crux 4 and put them together, you would basically have the new Crux 5. I mean, it’s much more refined than that, but basically that’s what we have here. Specialized went all in on gravel, and now the Crux lives on as a more aero-focused gravel machine built for the world’s toughest gravel events.

Frame Updates

The frame still has the bones of the Crux 4, but the tubes are clearly more sculpted. The fork is the most visually striking update. The design team traded the thinly sculpted fork of the Crux 4 for a larger, deeper sectioned design with massive mud clearance.

The round seatpost is gone, traded for the exact seatpost design from the Tarmac SL8. There is no internal frame storage or bag mounting points (except for a new toptube bento bag mount). There is no identity crisis anymore. The Crux is an all-out gravel race machine.

Despite its updated aero treatment, the Crux 5 isn’t a bloated performative aero-looking machine. The new S-Works Crux 5 gets a claimed 789g FACT 12r carbon frame, complete builds starting at 6.9kg. So it’s still a pretty light bike, and now it has clearance for up to 55mm / 2.2 in tires (that includes 5mm for mud clearance).

So how aero is it?

Specialized also claims the bike is 15.2 watts faster than the Crux 4 at 45kph when tested with its moving-leg rider mannequin in its Win Tunnel.

The company says roughly half of the aero improvement comes from the frame, fork, and seatpost. But that’s only half of it: 30% of that aero claim comes from the new Roval Terra Aero wheels, and 20% from the Terra cockpit. So, yes, this is a frame launch, but it is also very much a system launch.

Time to Finish: Specialized’s Gravel Math Problem

Instead of focusing on a single lab result, Specialized says it built the Crux 5 around the same “Equation of Speed” mindset used in the Tarmac SL8.

On the road, aero tends to dominate the conversation. On gravel, it gets more complicated. Speeds are lower, rolling resistance is higher, tire choice matters more, and the surface changes constantly. Weight still matters, but not in isolation. Aero matters, but only if it doesn’t wreck the rider, the tire clearance, handling, or comfort.

That is where the Time to Finish model comes in.

Specialized says the model uses measured data from aerodynamics, frame weight, rolling resistance, surface roughness, weather, course profile, and rider output to predict total elapsed race time over a real route. It’s wild stuff and used pretty frequently in Formula 1 and World Cup mountain bike racing, but this is the first time I’m hearing it applied to gravel bike racing.

Always Unbound

For the development of Crux 5, the brand used Unbound Gravel as the key benchmark. If you want to test a gravel race bike, Unbound is pretty much the final boss: 200 miles, high-speed pack racing, rough sectors, exposed wind, deep fatigue, and enough tire-choice anxiety to ruin a week leading up to the race.

Specialized even collected surface data from race-day telemetry packs mounted under riders’ saddles.
That small black box under Matt Beers’ saddle at the 2025 Unbound? It was collecting surface vibration data in real time using accelerometers (I totally thought it was a saddle bag last year).

That means Specialized now has telemetry data from:

• Multiple elite gravel races
• Thousands of kilometers
• Every major gravel surface type

This data feeds directly into their Time-to-Finish simulations. And as for the Sofia Gomez Villafañe data, here’s what the team runs to get the Equation of Speed compared to her previous time on the Crux 4:

• 15.2 watts less aerodynamic drag
• A 789-gram frame
• 7.1 kg system weight
• Hyper-accurate surface telemetry
• Elite rider power profiles

It all adds up to 9:58 minutes saved, according to Specialized’s calculations.

Playbook: Aero From the Tarmac & Weight From the Aethos

The previous Crux was already extremely light, but it was not shaped like a modern aero gravel bike. The Crux 5 changes that without turning into a heavy aero sled.

Specialized says development borrowed heavily from the Tarmac SL8 program (duh!). Early test mules mixed Crux and Tarmac DNA, including Crux frames with Tarmac-inspired seat tubes, rear ends, seatposts, and aero fork concepts.

The final bike is much more sculpted than the outgoing model, but Specialized was careful not to lose what made the Crux feel like a Crux. That means low weight, quick acceleration, and a ride quality that does not punish you for choosing speed over comfort. Plus, it looks like a bike that you want to ride, and I applaud Specialized for that, because, in a world of overly aero-looking bikes, it’s hard to make something that still looks visually appealing and not just fast.

Flow State Design

The 789g S-Works frame uses FACT 12r carbon and a design approach Specialized calls Flow State Design, first used on the Aethos. The basic idea is that the tube shape carries more of the load, so the frame needs less excess material to hit stiffness, strength, and ride targets.

That gives Specialized a neat trick: aero tube shapes without the usual weight penalty, and the tubes aren’t as exaggerated in appearance.

The S-Works Crux 5 complete build starts at a claimed 6.9kg, and Specialized says even the aero setup with Terra Aero CLX III wheels comes in at around 7.1kg.

Bigger Tires, No Aero Penalty?

The biggest real-world update might be tire clearance.

The new Crux 5 clears up to 55mm / 2.2in tires, which puts it right where modern gravel racing is heading. A few years ago, 40mm felt big. Then 45mm became normal. Now, top riders are looking at 50mm and larger for certain courses because bigger tires can roll faster on rough terrain, hold traction better, and stave off some fatigue.

Specialized says the Crux 5 was designed around that reality. The bike can run big tires without giving up the handling or low weight that made the Crux popular.

Even better, Specialized claims that a 50mm Tracer tire on the new Roval Terra Aero CLX wheel has the same drag as a 45mm Tracer on the previous Terra CLX II wheel. Meaning riders can upsize for traction, comfort, and rolling efficiency without incurring the usual aero penalty.

Geometry: Less Do-it-All & More Stable

The Crux has never been a couch. It is a race bike. The new one still sounds like a race bike, but Specialized has made a few updates to better match bigger tires and its formal turn away from cyclocross and into gravel forever.

The new Crux 5 gets a longer reach and is designed around shorter stems. It also gets a 0.5-degree slacker head angle, a lower bottom bracket, and a 0.5-degree steeper seat angle.

This updated geometry gives the bike more stability at speed, a more planted feel with big tires, and a more efficient seated position without completely dulling the handling.

Specialized says the goal was to make the bike feel more confident “in” the terrain, not perched on top of it. That tracks with where race gravel has gone. The fastest riders are no longer tiptoeing around chunky sections. They are rolling through it, choosing lines, trusting volume, and trying to preserve speed.

The tricky part was keeping the Crux lively. A bike can be stable and still feel dead on the road. Specialized says it matched the compliance and stiffness targets of the Crux 4 while adding the aero gains, so the new bike should still have that familiar snap.

Rider-First Layups Across the Size Range

Specialized is also carrying over its Rider-First Engineered approach. Each frame size, from 49cm to 61cm, gets its own layup schedule to keep the ride feel consistent. That means 5′ 5″ Sophia Gomez Villafañe and 6′ 5″ Matt Beers will have the same experience on the Crux 5 as folks in the sweet spot zone, like the 54-56cm crowd.

That matters more than most spec sheets make it sound. A 49cm frame and a 61cm frame should not feel like two totally different bikes wearing the same paint. With size-specific layups, Specialized is trying to keep stiffness, compliance, and handling balanced across the full range.

2026 Specialized Crux 5: Models & Pricing

Specialized will offer the Crux 5 in a full spread of race-ready builds, from the no-excuses S-Works Crux 5 AXS down to the more attainable Comp. The top-shelf S-Works model lands at $14,000 with the FACT 12r frame and fork, Roval Terra Aero CLX wheels, SRAM RED AXS XPLR, Terra cockpit, S-Works Power with Mirror saddle, and CeramicSpeed bearings.

Introducing S-Level

Like S-Works, but S-Level.

The interesting addition is the new Crux 5 S-Level AXS, which essentially takes over the slot where a Pro model would normally live in Specialized’s lineup. The S-Level build is something new from Specialized. The S-Level build gets a FACT 10r frame rather than the S-Works-only FACT 12r chassis, but the build kit is still very much halo-level.

For the S-Level build, you get SRAM RED XPLR 13-speed, a Quarq power meter, Roval Terra Aero CL wheels (not CLX), the integrated Roval Terra cockpit, Power Pro Mirror saddle, and an S-Works Tarmac SL8 carbon seatpost. Claimed frame weight is 897g, with a complete bike weight of 7.7kg in size 56.

That makes the S-Level the “nearly S-Works” option. The S-Level has the same top-tier drivetrain and much of the same premium finishing kit, just with the 10R frame and a lower price of $10,500. Color options include Deep Marine Metallic/Dolomite Metallic and Redwood Metallic/White, with sizing from 49 to 61cm.

The Crux 5 Expert AXS comes in at $7,000 with a FACT 10r frame, FACT 12r fork, Terra C III wheels, SRAM Force AXS XPLR, and a two-piece Terra bar and stem. 

The Crux 5 Comp opens the complete-bike range at $4,500.

Framesets are available too, with the S-Works Crux 5 frameset at $5,800 and the Crux 5 10r frameset at $3,500.

Crux Is Still Crux, But Committed to Gravel

The Crux story started in 2010 as a dedicated cyclocross race bike. It won world titles in the mud, found its way into gravel long before the category looked like it does now, and in 2021 became the ultralight gravel race bike that helped define the current Crux identity.

The Crux 5 feels like the next logical step, and as a cyclocrosser, I’m not mad about it. The weight is still wild. The clearance is finally massive. The aero story is much stronger. And Specialized has wrapped the whole thing in a race simulation model that feels equal parts nerdy, useful, and extremely on-brand.

What about the cyclocrossers who now face another raceable option being pulled from shelves? Well, there’s always the Crux DSW. And though it’s an alloy machine, it’s still got that snap of the Crux 3/4 with a price that’s still in 2021.

But the direction is obvious. Modern gravel race bikes are no longer just road bikes with clearance. They are becoming their own thing: aero enough to matter, light enough to climb, stable enough to handle huge tires, and efficient enough to make the last two hours of a race slightly less cruel.

The new Crux 5 is Specialized’s cleanest answer yet to that formula.

Fast, light, aero, and finally roomy enough for the tire choices gravel racers are actually making.

Specialized.com

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