- NOS EPREUVES
- CYCLO’TOUR CLASSIFIED
- GRAVEL’TOUR CANNONDALE
- MTB’TOUR CYCLETYRES
CYCLING CHALLENGE
Après avoir rassemblé près de de 8000 participants lors de sa dernière édition, le Cycling Challenge sera de retour en 2024 ! Ce challenge national, regroupant le Cyclo’Tour Classified et le Gravel’Tour Cannondale, intègre cette année une nouvelle entité : le MTB'Tour Cycletyres. Pour cette nouvelle édition, 7 manches de cyclosportives, 7 manches gravel et 5 événements VTT sont donc au menu. Une belle saison en perspective !
Pour cette nouvelle saison, le Cyclo'Tour Classified regroupe 7 des plus belles cyclosportives de France dans un challenge empreint de terroir et de convivialité. Au travers de ces épreuves riches et variées, vous découvrirez des paysages somptueux !
En 2024, pour sa quatrième édition, le Gravel'Tour Cannondale regroupera 7 des plus belles épreuves de France au cours d’une saison qui débutera fin avril dans le Sud Bourgogne pour se clôturer en octobre dans les Alpilles. De quoi en prendre plein la vue !
Découvrez les régions françaises et vivez votre passion du VTT avec le MTB'Tour Cycletyres ! Pour cette première édition, participez à 5 événements : la Lozérienne VTT, le Roc Laissagais, Cap Nore, le Super-Besse Bike Festival & la Transmaurienne Vanoise.
Bike7, partenaire du Cycling Challenge
Bénévoles et membres de l'organisation mettent un point d'honneur à faire vivre les épreuves sous le signe de la convivialité. Essence primoridiale des cyclos, cet aspect tend à disparaitre sur nombre d'entre elles. C'est pourquoi nous la remettons au centre de nos préoccupations !
Un enjeu majeur dans les organisations actuelles et un point fondamental à nos yeux. Grâce à notre charte de développement durable mis en place depuis 2008, nous limitons notre impact environnemental sur nos épreuves.
- MENTIONS LEGALES
Cyclo Sud Bourgogne 2024
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- Registration list
L'événement fait partie du Cyclo'Tour Classified ! Cliquez sur le bandeau ou ICI si vous souhaitez vous inscrire en une seule fois pour un Pack 3, 5 ou 7 événements dans la saison et bénéficier d'un maillot collector Cycling Challenge !
L'événement fait partie du Gravel'Tour Cannondale ! Cliquez sur le bandeau ou ICI si vous souhaitez vous inscrire en une seule fois pour un Pack 3, 5 ou 7 événements dans la saison et bénéficier d'un maillot collector Cycling Challenge !
Please note that electric bikes are only allowed on Rando events. If you take part in the Time Trial format, you will be disqualified.
Name and surname of the partner.
Please note that a second registration must be made for this participant.
Do you participate in several races of the Cycling Challenge ?
In order to facilitate your classification, please respect the same spelling LAST NAME / First name and special characters (à, é, -, ç ...) on all of your registrations
Please attach your licence
Parental authorization model
- Licensees -
FFC / UFOLEP / FFTRI / FSGT competition licensees must attach a photocopy of their 2024 license when registering and fill in the license number below
- Not licensed -
All the other competitors (licensees of federations not mentioned above, foreigners and not licensees) must provide the original or the photocopy of a medical certificate bearing the mention "does not present any contraindication to the practice of competitive cycling. "and dated less than 1 year on the day of the test
One free participant meal for each entry in the Chrono format.
Additional meals are available for accompanying persons.
You can book extra meals for your companions
Pack produit lavage vélo
Souhaitez-vous bénéficier d'un pack produit lavage vélo proposé par notre partenaire Bike7 ?
Ce pack comprend :
- 1 Wash and finish (format ½ l)
- 1 Chain clean (format ½ l)
- 1 Burette d’huile
- 1 gant de lavage
- 1 set de micro fibre
Le prix public chez Bike7 est de 58€, la Cyclo Sud Bourgogne vous propose un rabais sur le pack avec un prix de vente fixé a 40€
Comment souhaitez-vous récuperer votre pack produit lavage vélo?
Would you like to buy a pre-sale photo with our partner PhotosSport. Pre-sale offer: "1 photo bought = 1 photo offered" for 13€ instead of 20€ on site.
- Personal accident insurance -
Only FFC licensees who have subscribed to the "individual accident insurance" option are covered for individual accident insurance.
It is up to the participants to guarantee themselves for this type of damage.
Insurance is optional but strongly recommended (€ 3 per day) for unlicensed or FFC licensees who have not subscribed to the individual accident insurance offered by the FFC when the license is established.
Cette année encore, la Cyclo Sud Bourgogne s’associe à l’association Gen&Zic qui a pour but de sensibiliser le plus grand nombre à la Glycogénose de type 1 et de promouvoir la recherche médicale sur cette maladie génétique rare. Depuis plus de 4 ans, l'association œuvre pour soutenir les projets de recherche du Laboratoire "Nutrition, Diabète et Cerveau" de l' INSERM Lyon . Ce projet représente un immense espoir pour la Glycogénose de type, le Diabète et l'Obésité.
Chaque don est important pour faire avancer la recherche, vous pouvez vous aussi soutenir l’association Gen&Zic et aider la recherche !
La Cyclo Sud Bourgogne fait partie du Cyclo ’Tour Classified ! Vous recevrez par email juste après votre inscription votre code de réduction personnalisé de -15% pour les autres événements du Cyclo ’Tour Classified .
Cochez dès à présent toutes les dates du calendrier !
> Cyclo Sud Bourgogne : 28 avril 2024 > Lozérienne Cyclo : 5 mai 2024 > Cyclo La Vache qui Rit : 26 mai 2024 > GF Sybelles La Toussuire : 14 juillet 204 > Etape Sanfloraine : 11 aout 2024 > dVélos Lac d'Annecy : 25 août 2024 > Raid des Alpilles : 20 octobre 2024
Cette année encore, le parcours Gravel Chrono fait partie du Gravel ’ Tour Cannondale ! Vous recevrez par email juste après votre inscription votre code de réduction personnalisé de -15% pour les autres événements du Gravel’Tour Cannondale.
> Gravel Sud Bourgogne (71) : 27 avril 2024 > Lozérienne Gravel (48) : 4 mai 2024 > Gravel Vache qui Rit (39) : 25 mai 2024 > Roc Gravel (12) : 1 juin 2024 > Gravel’Nore (11) : 15 juin 2024 > Alpes Aventure Gravel (74) : 24 août 2024 > Gravel des Alpilles (13) : 19 octobre 2024
As a reminder, the Gravel Chrono event is run using GPX tracking only (GPS, smartphone application, etc.), in strict compliance with the Highway Code . The course will not be marked.
Failure to comply with the Highway Code, if observed by the organizers, may result in sanctions ranging from a simple penalty to disqualification.
The GPX route will be sent to registrants one week before the event.
RGPD : More information by clicking here.
360° Thrust Vectoring System
Through more than 10 years of intense research at CycloTech, a new aviation propulsion system was developed based on the cyclogyro principle. These CycloRotors are 360° thrust vector systems based on the same physical principle known as well as the Voith-Schneider-Propeller, successfully applied since decades for highly agile and stable ships in the maritime industry.
CycloTech is taking this technology into the air to offer a competitive alternative to the existing propulsion systems. The company has so far successfully developed five generations of CycloRotors. The latest version was showcased in 2021 when CycloTech presented a flying demonstrator, solely propelled by CycloRotors. Key feature of CycloRotors is the ability to instantaneously direct the thrust vector in a full circle of 360 degree, whereas all other propulsion systems pull or push basically into one direction. Thus, CycloRotors offer unique new capabilities to the worldwide emerging unmanned air vehicle (UAV) and urban air mobility (UAM) markets of the 21st century. It gives vehicle manufacturers unprecedented freedom in designing and operating VTOL aircrafts and drones.
360° Propulsion
A Cyclogyro Rotor is a propulsion unit which can change the magnitude and direction of thrust without the need of tilting any aircraft structures. It contains several parallel blades rotating around a central rotation axis. The thrust is generated by a combined airflow through the rotor originating from each blade and its periodic change of the pitch angle during one rotation. The individual pitch angle of the blades is controlled by a certain pitch mechanism. Usually, each blade is mechanically connected to a central hub with a conrod. The Cyclogyro-Rotor magnitude of thrust and its direction can be directly controlled by the eccentric positioning of this hub. This enables an easy and fast way of thrust-vector control of the propulsion unit.
CycloRotors are thrust-vector-systems that enable an immediate thrust generation 360° around the rotation axis – at constant rotation speed and direction – within fractions of a second.
Unique Characteristics of CycloRotors
360° thrust vectoring.
Easy transition hover to forward flight
Superior manoeuvrability and gust control
Decoupling of flight path and vehicle attitude
COMPACT DESIGN
Small footprint
CONFINED AREAS
CROWDED AIRSPACE
ADVERSE WEATHER
ADDED SAFETY
Rotor Performance
Rotor development.
The major challenge of using the Cyclogyro rotor technology is its radical new approach as an aircraft propulsion unit. This requires an extreme lightweight construction in combination with smart design which demands new concepts, advanced composite material and innovative manufacturing methods. The key is to understand, describe and control the underlying physics and its effects of a CycloRotor.
CycloTech has built up an highly automated toolchain with CFD-simulation, multi-body-dynamics calculation models, FE-simulations and further optimization tools to continuously improve the performance of the CycloRotors. These were verified on test benches, in wind tunnels and in flight. More than 100% performance increase has been realised within the last 3 years and there is still plenty of optimization potential – the technology is just about the beginning of its maturity curve.
CycloRotor CR-42*
The current rotor design with a one-sided mounting offers an easy connection to any aircraft structure via a simple suspension system. CR42 is a fully electric CycloRotor with an electric motor and a gearbox as a drivetrain. The core of the agility is the patented mechanical configuration and control system.
*in operation in our technology demonstrator **including drivetrain and suspension
ROTOR CONCEPTS & INCREASING EFFICIENCY
Despite the tremendous performance increase over the last couple of years, CycloTech has already identified various further optimization potentials. Improvements in thrust generation in hover mode, weight-saving measures within the design and concept of the rotor, and increased efficiency in forward flight mode will further raise the competitiveness of the technology. One of the multiple improvements, just to name one of it, will be a direct drive without gearbox. Safety, reliability, and redundancy of systems are main topics during the certification of aviation systems.
For the future use as a main propulsion system CycloTech is targeting a twin-rotor system that is designed and built as a redundant CycloRotor concept for the use in UAV and Urban Air Mobility applications. In addition, CycloRotors can be configured and combined in many ways, with themselves in different sizes, orientations, and quantities or with other typical aircraft components, such as lifting surfaces, or other propulsion systems.
Demonstrator Development
The proof of concept was performed with a flight demonstrator of 83kg take-off weight equipped with 4 of our CycloRotors in 2021. The demonstrator is used as a technology platform to test further optimization loops of the rotor technology.
In 2023, following EASA regulations, CycloTech received permission from the national aviation safety authority (Austro Control) to perform outdoor flights with its second demonstrator, which also features an enhanced flight control system.
First outdoor free flights took place in August 2023.
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Rotor Uno: world's first hydraulic groupset is the lightest disc brake groupset yet
Rotor has officially launched its new Uno groupset. It comes with a host of innovative features including hydraulic shifting. At a claimed 1604g (not including cranks), it's lighter than both SRAM Red and Shimano Dura-Ace
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Rotor’s original product back in 1996 was its RCK crank system, while its widely used Q-rings launched in 2006. It’s expanded its product range since to include cranks and power meters.
At the official launch of Rotor Uno near Madrid this week, Lars Janssen, the company’s Uno Product Manager, said: “Offering a complete groupset was the next logical step for Rotor”. But Rotor hasn’t just followed the crowd with Uno. It’s been working on it for six years, developing some innovative features and producing a solution with very low overall weight.
>>> Rotor launches lightweight carbon Q-ring
Hydraulic shifting
For starters, Rotor Uno uses hydraulics for shift activation. Each lever body contains a single piece CNC moulding, made by Rotor in its own factory, with two pistons: one for the hydraulic brakes and one for the shifting.
There’s a single aluminium shift lever placed behind the carbon-fibre brake lever: a bit like SRAM DoubleTap, you push a short sweep to shift the rear mech up or the front mech down. Push further and the rear mech shifts to lower gears and the front mech from the small to the large ring.
Watch our first look at Rotor Uno at Challenge Mallorca
Rather than building the gear indexing into the lever, Rotor has moved it to the derailleur mechanisms. This means that there’s no routine adjustment required and no chance of ghost shifting. You set the lowest position to run correctly on the cassette’s largest sprocket and the rest just follow and are immune to any changes in the hydraulics. The mechanism can be set to shift between one and four gears per lever pull.
The rear derailleur also incorporates a disengagement feature: flip a small lever and the mech is freed up from the levers and the cage can move independently, making it easier to switch wheels and adding some protection against damage, for example when in transit.
>>> Rotor power meter review
Since they don’t contain anything other than the hydraulic pistons, the internals of the lever bodies are very minimalist, which has allowed Rotor to choose how large to make the hoods. They’re actually quite wide as testers preferred the extra width, but Rotor will have the option in future to offer different sizes to suit different riders.
The hydraulic hoses for the gears are very narrow with 3mm external diameter, a size which Rotor has chosen to allow them to be threaded internally through frames designed for electronic shifting cables. Being fluid filled, they’ll also handle tight turns without this impacting shift performance.
They are maintenance-free and filled with a 30 per cent glycol solution, which is stable down to -15ºC, so there’s little chance of your gears freezing. It’s also non-viscous and being a closed system, there’s no chance of contamination.
Hydraulic brake options
Rotor Uno is being offered with either hydraulic rim or disc brakes. Roto has paired up with German hydraulics manufacturer Magura, which already provides bicycle disc and rim brakes. There are also two versions of the brake levers: one for rim brakes and one for discs.
Because heat build-up in disc brakes can be large, this system contains a fluid reservoir whereas one is not required for the rim braked version. This means that you can’t swap between rim and disc brakes without changing the levers too. The brakes use 5mm reinforced hoses.
Wider than the shift hoses, they are filled with Magura’s proven Royal Blood oil which is environmentally friendly and does not adsorb water.
Disc brakes will be available in IS mount and direct mount version, while a direct mount version of the rim brake is in the pipeline.
And finishing components for a complete groupset
Rotor has also designed its own cassette for Uno. It comes in three parts each containing multiple sprockets: the smallest two domes are steel to cope with wear, while the largest is aluminium as the stresses on the teeth of larger gears are less.
The cassette’s splines are compatible with Shimano/SRAM freehub bodies. Rotor claims a weight of under 150g for the 11-28 available at launch.
And it has paired with KMC to offer an Uno chain. Based on the x11SL chain, it is DLC anti-wear coated and comes with red sideplates.
Real world testing
Rotor has had Uno installed on a number of bikes ridden by the Dimension Data team since January and all riders on the Bigla women’s team are also using the groupset. Janssen told us that the feedback from the teams has been invaluable and has resulted in a host of tweaks.
We rode a Cervelo R3 Disc equipped with Uno and Rotor’s new 2INpower power meter up the defining climb of last year’s Vuelta a Espana from Miraflores de la Sierra to Puerto de la Morcuera, where Fabio Aru attacked and dropped Tom Dumoulin , securing his first Grand Tour win.
Uno’s shifting – particularly at the rear – is accurate and direct and requires similar force to a mechanical set-up. At the front, there’s some feathering required to accommodate different chainlines. Braking is also effective. We dragged our disc brakes for several kilometres back down the climb, without developing any noticeable fade or brake rub.
Pricing, weight and availability
A complete Uno groupset including rim or disc brakes will retail for 2499 Euros without cranks. Rotor claims that the total weight for the shifters, derailleurs and disc brake hardware is 1604g, which is 10g less than the SRAM Red equivalent and 417g less than the same components for Shimano Di2.
Adding in Rotor cranks is likely to reduce this advantage, although the option is there to use the groupset with other manufacturers’ cranks. And with Rotor offering its own crank-based power meters it might not be so relevant for high-end users.
Initially Rotor will focus on selling aftermarket, but also expects Uno to be offered as an option on complete bikes. It also plans to launch additional Uno products in future. Janssen mentioned satellite shifters. Adding additional shift options would just be a case of joining their hoses up to the lines from the main gear shifters.
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Paul started writing for Cycling Weekly in 2015, covering cycling tech, new bikes and product testing. Since then, he’s reviewed hundreds of bikes and thousands of other pieces of cycling equipment for the magazine and the Cycling Weekly website.
He’s been cycling for a lot longer than that though and his travels by bike have taken him all around Europe and to California. He’s been riding gravel since before gravel bikes existed too, riding a cyclocross bike through the Chilterns and along the South Downs.
Why is Elisa Balsamo using custom SRAM shifters on her Classics setup?
By Joe Baker Published 13 April 24
A familiar face to many CW readers, former full-time rider Callum McQueen is now a performance adviser to some of the sport’s biggest stars. David Bradford hears about his rapid career progress
By David Bradford Published 13 April 24
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Why are teams using mountain bike disc rotors at the Tour de France?
Various teams spotted using Shimano XTR rotors in place of Shimano Dura-Ace, we speculate why
As we enter the third week of the Tour de France , we've had plenty of time to look at the bikes of the riders already, and there has been plenty of cause for tech discussion at this year's race. There's been tyre talk, as the debate of tubular vs tubeless was usurped by clinchers . Wheels have had their time in the spotlight too, as Jumbo Visma and Ineos Grenadiers shunned Shimano in favour of non-sponsor selections, despite our suggestion that Shimano has something new coming .
Today it's the turn of another wheel-based component, the disc brake rotors. Riders including Julian Alaphilippe , Marc Hirschi and Adam Yates have been using mountain bike rotors.
- Interested in disc brake stoppers? Check our guide to the best road bike disc brakes
The rotors they have been opting for are the Shimano RT-MT900 rotors from the brand's mountain-bike-focussed XTR range. This is instead of the SM-RT900 rotors that come part of the road-focussed Dura-Ace groupset that the riders have been using.
- Want a full run down on Shimano's road offering? Here you'll find everything about Shimano road groupsets explained
There are various differences between the two sets of rotors, the most noticeable of which is that the cooling fins are smaller in size on the XTR rotors and leave sizeable holes between the rotor's centre-lock body and braking surface. Conversely, the Dura-Ace rotors feature much larger fins which make the rotors almost solid in appearance. This more sparing use of material means the XTR rotors weigh less; nine grams less for 140mm rotors, 10 grams for 160mm.
The holes drilled into the rotor's braking surface are larger, too, which while untested in this application, can lead to greater bite, better wet-weather performance, and increased cooling properties. Thirdly, the body of the rotor - which includes the centre-lock adaptor and the arms to connect to the rotor's braking surface - is built differently; the Dura-Ace rotors have thinner arms which curve in line with the rotation of the wheel, whereas the XTR rotors use double-strutted, almost-triangular-shaped arms that are bulkier in appearance. While this is unconfirmed, it's a fair assumption that the result is an increase in stiffness and durability.
There has been plenty of rumour and speculation around why, which we're going to dive into, in the hope that we can find some answers.
We'll preface this with a disclaimer: We don't have the answers. Mechanics and teams keep these decisions close to their chest, but we'll dive in nonetheless in order to see what the most likely reasons are.
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The first and most obvious difference is the weight. As mentioned, the difference is to the tune of 19 grams for a pair of 160mm front and 140mm rear - the most common combination.
Despite the minor potential benefits of rotating weight, few Tour de France teams need to save 19 grams in order to hit the UCI's limit of 6.8kg. We know from our Specialized Tarmac review that a 58cm Tarmac SL7 weighs 6.89kg, drop that down to the 54cm frame that Alaphilippe is riding and you're already at (or below) the UCI limit. This suggests to us that while weight will be part of the equation, it's unlikely to be the full story as to why teams are using the rotors.
So, what about cooling?
Both rotors utilise 'Ice Technologies' which essentially pairs an aluminium layer sandwiched between two steel layers, and 'Freeza', which extends this aluminium layer into cooling fins, these are then painted with heat-dissipating paint. With larger fins, one would assume the Dura-Ace rotors are better at cooling, albeit offset somewhat by the larger holes on the braking surface of the XTR rotors. Riders in the Tour de France are extremely unlikely to be dragging their brakes all the way down a descent, so it's unlikely that cooling has ever been an issue, so even if there is a difference, it's unlikely to have been a factor in the decision.
Better braking?
With the larger holes drilled into the XTR rotors' braking surface, one could predict a slight increase in braking performance, especially in the wet. A theory compounded by Maciej Bodnar's choice to use the XTR rotors at the road world championships in Yorkshire last year.
This could be a consideration for confident descenders such as Hirschi, but in all likelihood and experience, the Dura-Ace brakes offer such high performance already that we can't envisage any riders going to such lengths for more.
Aerodynamics?
There probably is a difference, but with the turbulent air coming off the front wheel and the minimal thickness (around 1.8mm) of the rotors, any difference will be small, and it's unlikely to have been a factor in the decision.
Crosswinds?
When Roval launched its Rapide CLX wheels , they made claims about the stability of their front wheel in crosswinds and that by reducing those moments of panic where your wheel is swept off-line, it would reduce the number of times a rider has to slow down in order to regain stability. With the increased gaps in the rotors, the XTR rotors will potentially be less affected by crosswinds, and with that, they're faster… right?
Possibly. It would explain why Adam Yates used it on the front wheel only at the Dauphine, but also, it probably isn't the full picture, because in almost every other case they're being used both front and back. And a 160mm rotor will be much less affected by wind than a 622mm wheel.
Is it because they're stronger?
The tolerance for clearance between a rim and a rim brake pad is approximately 3mm. Whereas that of a disc brake rotor is considerably smaller at around 0.5mm. Therefore, if a rotor is ever misaligned, damaged or bent, there's much less free space before the brake pads start to rub.
With the increased bulk in the body of the rotor and its arms, it could be conceivable that the rotor is stronger, sturdier, and better at withstanding impacts.
With the amount of riding, crashing, travelling, transportation and manhandling, it's easy to imagine a scenario where a wheel is knocked, dropped, crashed or someone's bike leans against another, pushing the disc out of true. It makes sense that if a team is able to use a rotor that can better withstand such impacts, riders would require fewer bike changes in the long run.
Or is it a simple case of availability?
With the COVID-19 pandemic closing factories around the world for months earlier this year, and with rumours rife about if and when Shimano plans to update Dura-Ace, could it simply be that Shimano's stocks are running low?
We reached out to Shimano for an answer, and the response suggests otherwise, as Ben Hillsdon tells us: "Teams are also provided with Dura-Ace rotors so they are free to choose."
He then went on to reiterate the point of weight: "Our team liaison officers tell me that some teams still struggle to get the 6.8kg weight limit so this is the reason why they request XTR rotors."
The likely answer is a combination of the above, as WorldTour teams are rarely single-minded in their approach to equipment advancements. Weight is clearly a consideration, but the increased durability could well be part of the equation, and the potentially improved wet-weather performance will be a bonus.
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As the Tech Editor here at Cyclingnews, Josh leads on content relating to all-things tech, including bikes, kit and components in order to cover product launches and curate our world-class buying guides, reviews and deals. Alongside this, his love for WorldTour racing and eagle eyes mean he's often breaking tech stories from the pro peloton too.
On the bike, 32-year-old Josh has been riding and racing since his early teens. He started out racing cross country when 26-inch wheels and triple chainsets were still mainstream, but he found favour in road racing in his early 20s and has never looked back. He's always training for the next big event and is keen to get his hands on the newest tech to help. He enjoys a good long ride on road or gravel, but he's most alive when he's elbow-to-elbow in a local criterium.
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