{"id":56006,"date":"2023-11-06T15:00:46","date_gmt":"2023-11-06T14:00:46","guid":{"rendered":"https:\/\/www.bikeradar.com\/?p=752395"},"modified":"2023-11-06T16:46:15","modified_gmt":"2023-11-06T15:46:15","slug":"the-ucis-6-8kg-weight-limit-is-under-threat-again-does-it-need-to-change","status":"publish","type":"rss_feed","link":"https:\/\/c01.purpledshub.com\/cyclingplus\/rss_feed\/the-ucis-6-8kg-weight-limit-is-under-threat-again-does-it-need-to-change\/","title":{"rendered":"The UCI\u2019s 6.8kg weight limit is under threat (again). Does it need to change?"},"content":{"rendered":"

A new breed of lightweight race bikes is pushing limits <\/p>

By Simon von Bromley\n \t\t<\/p>

Published: Monday, 06 November 2023 at 14:00 PM<\/p>

\n\n

This year has seen the launch of a number of lightweight, all-rounder road racing bikes that can hit the UCI\u2019s minimum weight limit of 6.8kg.<\/p>\n

Bikes such as the Specialized S-Works Tarmac SL8<\/a>, the latest Factor O2 VAM<\/a>, Orbea Orca OMX<\/a>, Canyon Ultimate CFR<\/a> and the Giant TCR Advanced SL<\/a> can all be built down to weights that tickle or even break the limit.<\/p>\n

Importantly, this is happening on framesets that retain some aerodynamic optimisations and with (relatively speaking) standard builds.<\/p>\n

They all have high-end components, but none resort to the kind of components or hacks now reserved mostly for dedicated hill climb bikes<\/a>.<\/p>\n

With new manufacturing techniques enabling some brands to find a Goldilocks balance between weight and aerodynamics, does the UCI\u2019s minimum bike weight rule need to change?<\/p>\n

Let\u2019s find out.<\/p>\n

What is the UCI minimum bike weight limit and why does it exist?<\/h2>\n
\"Chris\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Following the technological arms race seen in the 1990s, the UCI significantly tightened its regulations for bicycles and equipment used in competition.<\/span><\/figcaption> James Huang\/Immediate Media<\/i><\/span><\/div>\n

As the sport\u2019s global governing body, the Union Cycliste International (or UCI for short) defines the technical regulations<\/a> for bicycles and equipment used in its sanctioned races and events.<\/p>\n

Technical regulation 1.3.019 states \u201cThe weight of the bicycle cannot be less than 6.8 kilograms\u201d.<\/p>\n

Removable accessories, such as bike computers<\/a> or water bottles<\/a>, are not included in this, but fixed accessories (ones that can\u2019t be removed during competition) such as pedals<\/a>, bottle cages<\/a> and bike computer mounts<\/a> are.<\/p>\n

It was introduced as part of the UCI\u2019s Lugano charter in 2000 (which also put a stop to a load of other fun things such as monocoque carbon frames<\/a> and anything Graeme Obree<\/a> did).<\/p>\n

In 2010, Jean Wauthier, a UCI technical advisor<\/a>, told BikeRadar the limit was set taking into account \u201csensory-motor coordination, stability, balance, manoeuvrability, adherence, postural comfort, a vision-posture system and safety\u201d.<\/p>\n

We\u2019ll discuss whether or not this stands up to scrutiny (and what might happen if the rule were to be removed) later on.<\/p>\n

Why have pro bikes been so heavy until now?<\/h2>\n
\"Alberto\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Aero framesets and parts, disc brakes and wider (often tubeless) tyres have all contributed to a general increase in road bike weights.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

For now, let\u2019s look at why the UCI minimum bike weight limit had largely dropped out of the conversation in recent years.<\/p>\n

Largely, it was because road bikes<\/a> were getting steadily heavier.<\/p>\n

The reasons for this are twofold.<\/p>\n

First, the move from rim to disc brakes<\/a> added a few hundred grams (or more in some cases) to most road bikes.<\/p>\n

Second is the mass adoption of aerodynamic optimisations on bikes and wider, heavier tubeless tyre<\/a> and rim systems.<\/p>\n

\"Ribble\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Aggressive aerodynamic handlebars may be slippery, but they\u2019re definitely not light.<\/span><\/figcaption> Simon Bromley \/ Immediate Media<\/i><\/span><\/div>\n

Round tubes are typically more structurally efficient than aerofoil-shaped tubes, and can therefore be made lighter.<\/p>\n

As a result, bikes such as the classically styled Cannondale SuperSix Evo<\/a> of yesteryear are a rare sight nowadays; as are skinny tubular tyres and rims.<\/p>\n

\"Cannondale\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Road bikes in the style of the old Cannondale SuperSix Evo are rarely seen beyond hill climb races these days.<\/span><\/figcaption> Simon Bromley<\/i><\/span><\/div>\n

Specialized pointedly says its round-tubed S-Works Aethos<\/a> is not intended for racing, for example.<\/p>\n

This was most evident when we weighed pro bikes at the start of the 2022 Tour de France<\/a> in Copenhagen, Denmark. Despite nearly every rider using some of the best kit available, the average complete bike weight was a hefty 7.92kg.<\/p>\n

How have some brands been able to hit the weight limit?<\/h2>\n
\"Simon\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
We didn\u2019t see any sub-7kg bikes at the 2022 Tour de France, but this year\u2019s race saw an increased focus on lightweight tech.<\/span><\/figcaption> George Scott \/ Our Media<\/i><\/span><\/div>\n

Fast forward a year, to the start of the 2023 Tour de France<\/a>, however, and the average bike weight had dropped to 7.45kg, more than 450g less than in 2022.<\/p>\n

On top of this, the lightest bike we saw \u2013 Simon Clarke\u2019s Factor 02 VAM<\/a> \u2013 weighed just 6.925kg ready to race.<\/p>\n

Why did things change so dramatically in only 12 months?<\/p>\n

Partly, it\u2019s a reflection of the differing parcours each Grand Depart had.<\/p>\n

In 2022, the opening stages around Copenhagen were pan-flat, meaning weight wasn\u2019t a concern and riders went all-in on aero.<\/p>\n

The 2023 Bilbao Grand Depart was far hillier, however. As a result, most riders opted for builds balanced between aerodynamic efficiency and weight.<\/p>\n

Nevertheless, there have been some technical developments in recent years that are enabling brands to build lighter bikes than before.<\/p>\n

Let\u2019s take a look at some of the bikes that have hit \u2013 or in some cases broken \u2013 the UCI\u2019s minimum bike weight limit this year, and how they\u2019re managing it.<\/p>\n

Factor\u2019s airy all-rounder<\/h3>\n
\"Simon\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
At 6.925kg, Simon Clarke\u2019s Factor O2 VAM was the lightest bike we weighed at this year\u2019s Tour de France.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

In the case of the new 02 VAM, Factor says it created a whole new manufacturing facility in Taiwan, to assist in its development.<\/p>\n

It also made extensive use of digital design aids, such as Finite Element Analysis (FEA simulates how objects behave under various physical conditions) and Computational Fluid Dynamics modelling (CFD is akin to a virtual wind tunnel), and rapid prototyping.<\/p>\n

These enabled Factor to explore and iterate on ideas more quickly and efficiently than previously, cutting development time substantially.<\/p>\n

\"Simon\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Factor developed a new set of weight-weenie wheels to complement the latest O2 VAM frameset.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

All in, the new O2 VAM has a claimed frame weight (including the integrated seat mast) of 730g in a size 54cm, despite it retaining a number of aerodynamic optimisations.<\/p>\n

Paired with a top-spec build and Factor\u2019s carbon-spoked Black Inc 28\/\/33 wheelset, the 02 VAM we tested<\/a> tipped the scales at just 6.63kg for a size-56cm bike without pedals.<\/p>\n

Canyon\u2019s Ultimate race bike<\/h3>\n
\"Pack\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
The latest Canyon Ultimate CFR weighs well under 6.8kg, even in a size Large.<\/span><\/figcaption> Russell Burton \/ Our Media<\/i><\/span><\/div>\n

Despite the marketing focusing on its aerodynamic improvements, the latest Canyon Ultimate CFR<\/a> nevertheless remains a feathery bike at 6.39kg for a size large (without pedals).<\/p>\n

Unusually, Canyon even said it added 30g of extra carbon to the frame compared to the previous version<\/a>, to improve its stiffness and reliability.<\/p>\n

While BikeRadar tester Ashley Quinlan<\/a> noted the hyper-light DT Swiss PRC Mon Chasseral wheelset<\/a> and Schwalbe Pro One TT tyres<\/a> are \u201cone-trick ponies\u201d of sorts, they make it possible to undercut the UCI weight limit even with pedals and other accessories.<\/p>\n

\"Canyon\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Canyon is no stranger to weight-weenie builds for its Ultimate CF platform.<\/span><\/figcaption> Jack Luke \/ Immediate Media<\/i><\/span><\/div>\n

This impressively low weight was almost an afterthought, though \u2013 perhaps because Canyon knows it can build lighter bikes.<\/p>\n

Canyon\u2019s 2019 Ultimate CF EVO Disc 10.0 LTD<\/a>, for example, weighed just 6.04kg in a size medium, while its 5.1kg Ultimate CF Evo 10.0 SL<\/a> showed what was possible in the rim-brake era.<\/p>\n

Specialized\u2019s Venge-killer<\/h3>\n
\"Remco\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
The Specialized S-Works Tarmac SL8 is claimed to be more aerodynamic than the Venge, yet capable of breaking the UCI\u2019s weight limit.<\/span><\/figcaption> Specialized<\/i><\/span><\/div>\n

For the latest generation of its all-rounder racing bike, the Tarmac SL8<\/a>, Specialized said it took inspiration from the Aethos.<\/p>\n

Rounding off some of the frame tube shapes away from the leading edges of the frameset, enabled them to bear loads more efficiently, Specialized says.<\/p>\n

In turn, each tube could be lighter, leading to a claimed weight of 685g for a size 56cm S-Works Tarmac SL8 frame \u2013 115g less than an equivalent S-Works Tarmac SL7<\/a> frame.<\/p>\n

Despite this, Specialized says changes to the leading edges of the bike, such as the fork, head tube, and a new lighter and more aerodynamic integrated cockpit, make the Tarmac SL8 more aerodynamic than the S-Works Venge<\/a>, Specialized\u2019s last dedicated aero road bike \u2013 an impressive feat.<\/p>\n

\"Remco\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Remco Evenepoel\u2019s Specialized S-Works Tarmac SL8 for the 2023 Vuelta a Espa\u00f1a hit 6.8kg exactly, ready to ride.<\/span><\/figcaption> Specialized<\/i><\/span><\/div>\n

While the Dura-Ace Di2-equipped SL8<\/a> we have in for review weighs 6.76kg<\/a> in a size 56cm, without pedals or accessories, Specialized says a special-edition, size-52cm version built for Remco Evenepoel to take on this year\u2019s Vuelta a Espa\u00f1a<\/a> weighed 6.8kg ready to race.<\/p>\n

That means complete with \u201cpedals, power meter<\/a>, computer mount, bottle cages, and all\u201d.<\/p>\n

Giant\u2019s robot-assisted TCR<\/h3>\n
\n
\"Pack\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
The Giant TCR Advanced SL is now partially built using robotics for greater precision.<\/span><\/figcaption> David Caudery \/ Immediate Media<\/i><\/span><\/div>\n

The Giant TCR has long been a prototypical climber\u2019s bike, yet while the most recent update to the platform headlined with claims of improved aerodynamics, Giant also revealed it had found new ways to lighten it.<\/p>\n

Rather than using off-the-shelf options, Giant says it weaves its own carbon fibre to its own specification, in its own composites factory.<\/p>\n

When the 2021 Giant TCR<\/a> launched, Giant claimed this enabled it to create the lightest set of carbon fibre sheets ever assembled for one of its bikes.<\/p>\n

\"The\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Giant\u2019s ThinLine paint is claimed to save significant weight.<\/span><\/figcaption> Warren Rossiter\/Immediate media<\/i><\/span><\/div>\n

On top of this, Giant says it uses lasers rather than machine stamping to cut its carbon fibre sheets and now employs robotics to automate certain aspects of the carbon layup.<\/p>\n

Giant also developed a new \u2018ThinLine\u2019 lightweight paint, bringing the total weight savings to 140g versus the already very light 2020 TCR Advanced SL Disc<\/a>.<\/p>\n

Why does everyone love a lightweight bike?<\/h2>\n
\"Chris\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Lightweight bike tech has an enduring appeal to many road cyclists.<\/span><\/figcaption> Jack Luke \/ Our Media <\/i><\/span><\/div>\n

Bike weight makes almost no difference to performance if you\u2019re riding along a flat road.<\/p>\n

Of course, it\u2019s the climbs most people care about, but even then, shaving a few hundred grams off a bike won\u2019t transform anyone from a rouleur to a grimpeur.<\/p>\n

A rider\u2019s power-to-weight ratio<\/a> is critical to climbing performance. However, your bike typically makes up such a small percentage of the overall system weight, that a slightly lighter bike doesn\u2019t move the needle much.<\/p>\n

Riders at every level love marginal gains, but sacrificing aero for weight rarely pays off unless you\u2019re racing a hill climb (if you believe the performance simulations<\/a>).<\/p>\n

\"Jasper\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
We\u2019re used to seeing riders bemoan that modern road bikes are \u2018too heavy\u2019.<\/span><\/figcaption> Simon von Bromley \/ Our Media<\/i><\/span><\/div>\n

Regardless of how big or small the performance gains are, though, many riders just want a lighter bike for the \u2018vibes\u2019.<\/p>\n

Our former colleague, Matthew Loveridge<\/a>, used to insist that a lighter bike \u201cwill always be more fun to ride, all else being equal\u201d<\/a>, for example, and the idea that modern road bikes are \u2018too heavy\u2019 is frequently raised in the comments sections of our website and YouTube channel<\/a>.<\/p>\n

Given professional riders often push their body weight to the limit in pursuit of performance, it should perhaps come as no surprise many also demand the same of their equipment.<\/p>\n

Ultimately, whatever the physics says, it\u2019s hard to beat the experience of picking up a featherweight bike and imagining how it might improve your climbing<\/a>. It\u2019s mind over matter.<\/p>\n

Do we need a minimum bike weight limit?<\/h2>\n
\"UCI-approved\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
The UCI now requires new equipment to undergo an approvals process before it can be used in competition.<\/span><\/figcaption> Focus<\/i><\/span><\/div>\n

Given a bike weighing at least 6.8kg doesn\u2019t in itself guarantee its safety, it begs the question of whether there is even a need for a minimum weight limit.<\/p>\n

Before the mass adoption of disc brakes on road bikes, for example, many pro-spec road bikes weighed less than 6.8kg and this was not widely considered unsafe.<\/p>\n

As a result, it wasn\u2019t uncommon to see lead weights added to bikes<\/a> to ensure they passed checks by beady-eyed UCI commissaires.<\/p>\n

Even the UCI has acknowledged this obvious disparity.<\/p>\n

\"Trek\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
The days of adding weights to bring pro team bikes up to the minimum limit are long gone.<\/span><\/figcaption> Ben Delaney \/ Future Publishing<\/i><\/span><\/div>\n

Speaking to BikeRadar in 2015, the UCI\u2019s then-technical manager, Mark Barfield<\/a>, acknowledged the UCI\u2019s minimum bike weight limit \u201cis a bit of a relic of the past\u201d.<\/p>\n

\u201cIt no longer does what it set out to do, if it ever did,\u201d he continued. \u201cYou can build a safe bike at five kilos and you can build an unsafe bike at 10, so therefore adding a weight to a particular piece of equipment is irrelevant.\u201d<\/p>\n

Barfield also said he believed the UCI should move to a \u201csafety-based standard\u201d, and that there was \u201cgeneral agreement\u201d within the industry on this at the time.<\/p>\n

If minimum safety standards were incorporated into the UCI\u2019s technical regulations, then a minimum bike weight limit could be rendered unnecessary.<\/p>\n

What might happen if the UCI removed the minimum weight limit?<\/h3>\n
\"Specialized\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Specialized says the S-Works Aethos isn\u2019t a race bike, but if the UCI\u2019s minimum bike weight limit was removed that could change.<\/span><\/figcaption> Oscar Huckle \/ Our Media<\/i><\/span><\/div>\n

Were article 1.3.019 removed altogether, we\u2019d likely see pros switching between bikes optimised for ultra-low weight and aerodynamics (and perhaps somewhere in between, too) more frequently.<\/p>\n

As things stand, the difference in weight between a brand\u2019s aero road bike<\/a> and climbing bike<\/a> can be relatively small, meaning there\u2019s often little to be gained by switching from the former to the latter.<\/p>\n

The latest Giant Propel Advanced SL 0,<\/a>\u00a0for example, weighs just 6.91kg (size ML, without pedals) \u2013 only around 200g more than an equivalent TCR Advanced SL 0<\/a> (6.71kg, size L, without pedals).<\/p>\n

If the minimum weight limit were to be removed, however, bikes such as the Specialized S-Works Aethos<\/a>, which we\u2019ve seen in a build as light as 4.7kg<\/a>, could become a serious consideration for riders facing big days in the mountains.<\/p>\n

\"Jack\u2019s\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
Would removing the weight limit herald the return of rim brakes in the pro peloton?<\/span><\/figcaption> Olivier Penpenic \/ Haute Route <\/i><\/span><\/div>\n

Or perhaps we\u2019d even see the return of rim brakes in professional racing? Because bikes with caliper rim braking systems<\/a> still tend to be lighter than disc-brake equipped ones, all else being equal, they remain popular with weight weenies<\/a> and hill climb racers.<\/p>\n

Given Simon Clarke appears to care enough about weight to make do with just a single bottle cage on his bike, we expect plenty of pros would jump at the chance to use lighter, rim-brake equipped bikes for certain races.<\/p>\n

Will the UCI minimum weight limit ever be changed?<\/h3>\n
\"Simon\n<\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/source><\/picture>\n<\/div>
It\u2019s likely many bike brands could build super-light bikes, but whether they\u2019d want to is another matter.<\/span><\/figcaption> George Scott \/ Our Media<\/i><\/span><\/div>\n

Of course, eight years have passed since Barfield made those comments and nothing has changed.<\/p>\n

Putting our commercial hat on, the stumbling block to it changing may be the bike industry itself.<\/p>\n

Brands have always taken great pleasure in declaring their bikes \u201cillegally light\u201d<\/a>, but if the minimum weight limit goes, so does the viability of this as a marketing strategy.<\/p>\n

More seriously, though, while many brands were capable of building hyper-light bikes in days gone by, removing the minimum weight limit would likely cause headaches for the majority of road bike brands that are now focused exclusively on developing disc-brake equipped bikes and related parts.<\/p>\n

The current rule helps provide something of a level playing field (in sporting terms) too, with the UCI stating \u201cThe rules governing the use of equipment aim to ensure both the safety of riders and the fairness of competition\u201d.<\/p> <\/body><\/html>\n

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