In recent years, technology has revolutionized the world of cycling, especially in the development of road bikes and mountain bikes. Innovations in materials, aerodynamics, and drivetrain have changed the way we pedal, allowing for increasingly advanced setups tailored to all types of cyclists.
The role of R&D departments in major brands continues to grow, driving the development of lighter frames, electronic shifting systems, and improvements in the strength and efficiency of each component. In road bikes, improvements in aerodynamics and disc brakes have made a difference in competitions and training. Meanwhile, in mountain bikes, the evolution of suspensions, the rise of electric MTB (e-MTB), and the optimization of tubeless tires have enabled a smoother and more efficient experience on demanding terrains.
Some of these innovations are already part of our cycling reality, while others are still futuristic. What do you think? Where do you believe the future of road bikes is headed?
The wheel width stops increasing
Thanks to the widespread adoption of disc brakes, we have seen increasingly wider road tires. But where is the limit? Many experts agree that more than 30 mm makes no sense. Beyond that size, the tires are heavier, less aerodynamic, and most importantly: almost no one manufactures them, except for some models like the Continental Grand Prix 5000 S TR, which sets the limit at 32 mm. Beyond those sizes, we would enter the “all-road” segment, which is not the subject of this article. Therefore, it is possible that the industry will standardize between 28 and 30 mm. In this case, wide tire clearances for, for example, 34 mm, would not make sense. Thus, we might return to tighter tire clearances on road bikes.
Electronic drivetrains take over
SRAM has set the pace when it comes to the implementation of electronic drivetrains. Its three main groups (Red, Force, and Rival) already carry the eTap AXS designation, which distinguishes this category of devices. In 2022, Shimano launched the 105 Di2, an electronic version of its third-tier group, which was originally an affordable group intended for sporty but not too intensive use. It was the entry-level group before the more pro models: Dura-Ace and Ultegra. Continuing with the 105 Di2, we note that its price is double that of its mechanical version. In any case, everything seems to indicate that even lower-end groups will move towards electronic versions, and this trend seems likely to continue. Will there be room for the cyclist still looking for a lightweight, good-quality mechanical group at half the price of an electronic one? We’ll be watching.
Fever for integration
Like it or not, the integration of cockpits in bicycle design is an unstoppable trend in mid-high range bikes. The concern goes to the extreme. For example, big brands like Shimano and SRAM are looking for ways to hide the visible hoses of hydraulic disc brakes. It’s true that this trend doesn’t necessarily mean that bike brands themselves are driving this innovation. Brands like FSA (with its ACR cable routing system) or Deda (with DCR), to name just a couple of examples, offer solutions already used by leading manufacturers, such as Merida. Integration also affects accessories that some bikes include as standard in their high-end models. Such is the case, another example, of the SmartSense system from Cannondale, which features integrated lights and a rear-facing radar powered by a single battery mounted on the frame. It’s true that the reception for the first bike to use it (the Synapse 2022 model) was mixed. Will brands adopt this trend in their road models? If it adds comfort without increasing weight, why not? Let’s remember it wasn’t that long ago that the first disc brakes met with resistance in the road cycling community.
The endurance category diversifies
We’re not talking here about confusing things by introducing new cycling disciplines that are, to some extent, artificial or unfounded. This is a shadow that also hangs over the MTB world, with the down country category as its main example. That said, it is true that the endurance bike category begins to show signs of fragmentation. Right now, two trends are emerging: models focused on speed and aerodynamic performance, versus more relaxed and all-terrain sports bikes. If you agree, let's look at some examples within the current market. The Defy model from Giant maintains a classic endurance bike concept and geometry. It is light, agile, and comfortable. In summary, it has the typical traits of a classic endurance bicycle, textbook style. Therefore, it will be interesting to see which path this platform chooses in its next edition. The latest model of the Trek Domane, for its part, has reconnected with its roots, which have a lot to do with the cycling Classics. At the other extreme, we could find the Synapse from Cannondale, which decided to distance itself from competition (in fact, the first models after its launch did not even have UCI certification); a bike with ample tire clearance and integrated devices, such as lights and a radar. The Synapse is an endurance bike capable of doing light gravel work and designed for real-world cyclists, not for the racers who used to flirt with endurance bikes in the Spring Classics. We'll see where other brands are headed. The Specialized Roubaix will be a model to keep a close eye on. We already know the specific weight of the North American brand, also in this segment.
Movement at Campagnolo?
Ekar Group, Campagnolo's specific group for gravel. Image: Campagnolo. This is one of the debates that has already reached road cycling groups: What will happen with Campagnolo? The last launch dates back to 2020, when their group for gravel was released: Campagnolo Ekar. For a brand so focused on high-end road performance, producing a specific group for gravel with 13 speeds and a single chainring was a surprising and bold move. However, it is striking that such an innovative brand, so closely tied to top-level competitive cycling, has not responded to the moves of the other two giants: Shimano and SRAM. The most recent move by the Italian brand in this segment dates back to the first decade of the century. It could be that Campagnolo's next counterattack is to implement the 13-speed cassette in its road groups. It could also be that they decide to launch a product with an integrated crankset power meter, as some of their patents in this field are public. Will they bet on jumping on the electronic transmission bandwagon? Maybe yes… Or maybe not. Time will tell.
Greater presence of tubeless
For some time now, international regulations have endorsed the reliability and ease of installation of tubeless systems. In fact, some do not hesitate to predict the medium-term demise of inner tubes. That may be saying a lot, but what is clear is that the use of this technology in road cycling is an upward trend. Also in the professional world. In fact, many tests show that they are faster than traditional tubulars. More and more mid- and high-end bikes are coming from the factory with tubeless ready rims and, directly, without tubes. Leading manufacturers such as Zipp, ENVE, DT Swiss, or Reynolds have been producing their top wheels ready for tubeless for some time now. For their part, tire brands are also doing their part. One of the most highly regarded, the Continental GP5000 S TR, is compatible with all those tubeless rims. Therefore, with easily available components and greater knowledge, we could be witnessing an acceleration of the tubeless phenomenon on the roads.
Tuvalum Team
