The FASTEST 2025 Tour de France Bike Tech – But Should You Copy?

The 2025 Tour de France is well underway and we were at the Tour de France start to see what road bike tech the likes of Tadej Pogacar, Jonas Vingegaard and Remco Evenepoel are using in 2025.

With a sweeping set of bike tech rules coming 2026 could this be the fastest Tour de France ever and is there anything we can learn from pro cycling to make us faster on the bike.

Let us know if you use any of this bike tech to get faster on the bike in the comments below 👇

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What do these Tour to France wheels, these bars, and these gears all have in common? Yep, from next year they’ll all be outlawed. So, what are the tech trends of the 2025 Tour to France Pelaton? Is there anything we should be copying? And who’s going to have the biggest headache in 2026? This is Cycling Weekly and welcome to the 2025 Tour to France. First up, Carbon Spokes. They’re in, like really in. Nearly all of the teams that we’ve visited are now using lightweight composite spokes rather than the steel options which have dominated for the last well forever. Even brands that have previously shunned carbon spokes have now jumped on the bandwagon. Roval with their new repeated sprint wheels, Vision with their latest offering. Shimano with an unreleased set of hoops under Matio Vanderpole and Reserve trimming weight on Walnut’s wheels join brands such as Newman and Kex who’ve used them for quite some time. Carbon spokes don’t come cheap, but that’s rarely an issue if you’re a World Tour team who even if they do have to purchase their wheels, will happily shell out in order to save a few grams. Before you rush out and get a set though, be warned that they do sometimes prioritize stiffness over comfort. Oh, and subscribe to this channel before you forget, because it really helps get us out to races like the Tour to France. We’ve been running around the pits with our trusty tape measure, and we soon realized that nearly everyone’s bars fall foul of the UCI’s next bright idea to make racing safer. From January the 1st next year, all bars should measure no more than 400 mm from outside to outside. But the trickier hoop to jump through is that they can measure no less than 320 mil between the hoods. This is a shot from where we measured Scal Mosa’s bike, which measured just 25 cm between the hoods. a full 7 cm or about 22% too narrow. That’s not a small adjustment. Don’t forget things will probably be even more extreme in the women’s pelaton, but most of the teams don’t seem to be too worried just yet. In fact, well, no one wanted to go on record saying it, but many teams thought that the UCI’s ruling is ridiculous and will be very surprised if they manage to implement it. Nearly everyone’s bars are illegal, but no one seems to be worried. One thing that has been very successfully implemented is the resurgence of the climbing bike. Here at the tour, we’ve seen Sevel double down on its two bike approach with the R5 and S5. BMC have come equipped with the new lightweight team machine, and Canyon riders still get the option of the Aero or Ultimate CFR. To explain why brands might be taking this approach, we caught up with Sevel’s engineering manager to ask him why they choose to offer multiple bikes rather than one bike to do it all. SL has sort of doubled down on its two bike approach, two bike race bike approach. And we’ve seen lots of other manufacturers going to one bike to rule them all. You know the terminology and things. So can you just explain to us why you think this is the best way forwards? Um, yeah, because you’ll always have a compromise. There’ll always be a condition in a certain race where you don’t have the best tool for the job. Um, it’s not the easiest solution. It’s it’s hard. It’s harder than having one bike. Um, then we also offer a bike that does that in the Soloist. Um, so there are there are races and there are cases where that does work and there are cases where this is the bike of choice and that is more specific for that and I think that’s that’s part of our ethos. We’re always there to make riders faster and we’re always there to make the best tool for the job. So for more of that interview and lots more specs about the S5 and R5, click the link up there. Everyone loves a bit of car park chat, don’t they? Although there’s some riders that are definitely going shorter. Yonas Fingard on 160s, for example. There’s still plenty of riders sticking to the tried and tested crank lengths. Vanderpole, Mads Pedison, and many more. So, who should you copy? Well, the jury is clearly still out, although chances are our hip flexors are nowhere near as flexible as the pros. So, there’s potentially more benefit to going shorter. I run 170s. You don’t have to copy me, though. Probably copy the pros over me. Who remembers when 50 mil wheels were considered deep? Well, not these days. The first few stages of the 2025 tour to France are certainly not flat and yet nearly all the teams were pulling out properly deep wheels. Remco Evnipol is using a 63 mm deep front wheel. Vizma Lisa bike are on 5764s. The Newman wheels under Binium Gamayco will be subject to V in 2026 as they measure about 65.8 mm or 0.8 8 mm over the UCI’s limitation. And the Decathlon AG2R riders, they’re on 68 mil wheels. They don’t care about the rules next year. That’s a new wheel as well. Seems like a slightly odd thing to release, but hey, every little helps. A few years ago, any bike that wasn’t slammed and a few sizes too small for a rider would have looked well out of place at the Tour to France. Then pros seemingly got all sensible and we began to see a few spaces appearing under their stems. In 2025, bike fits have clearly gone out of fashion or something and the pros have continued their race to the bottom of their steer tubes. That is, we also spotted this60 mil stem. Now, this was by no means an anomaly. There were plenty of riders seemingly trying to make their front ends as long as possible, maybe to get over the finish line first. Sticking with the front heavy bike fit theme, although some manufacturers make it quite hard for us lot to get hold of inline seat posts, this clearly doesn’t seem to be an issue for the pros who continue their quest to get as far over the cranks as possible. There it really is a seriously high percentage of zero setback seat posts in the Pelaton. One thing that probably is beneficial to copy off the pros is custom insoles. They can be a really cost-effective upgrade and improve not only your comfort, but also your performance. Multiple teams admitted that all their riders use custom insoles, opting for brands such as Cedus, Soulstar, and Specialized Custom BG insoles. They seem to be the most popular ones. And finally, we’ve spotted more 30 mil tires than ever before at the Tour to France. Intermarie were all on the 30 mm Hutchkins and Blackbird tires. And any team using the new Continental Archetype tires, such as Pagata and his UAE team Emirates XRG team, had no choice but to use 30 ms, as they don’t even make them in any other size. So, let us know which of these tech trends you’ll be copying and which ones you’ll be avoiding like the plague in the comments below. Make sure you’re subscribed and click the links here for lots more to France content.