How much does a Tour de France bike weigh in 2025? We put 16 pro bikes on the scales to find out

As the most important event on road cycling’s calendar, teams and riders bring their best equipment to the Tour de France.

That gives us the opportunity to assess the state of play at the pointy end of road cycling.

We covered all of the tyre tech at the 2025 Tour de France last week, but now it’s time to look at bike weights.

With the UCI mandating a minimum bike weight of 6.8kg, you might assume almost every bike in the bunch would weigh near enough exactly that.

After all, the Tour is famous for its brutal mountain stages and an almost religious devotion to low weight among its riders. The reality, however, is more nuanced.

While pro cycling’s obsession with weight remains, many riders – or at least their teams and equipment suppliers – are increasingly willing to compromise on weight for greater aerodynamic efficiency.

So, how much does a Tour de France bike weigh in 2025? We got our hands on 16 pro bikes at this year’s Grand Départ in Lille and put them on the BikeRadar scales of truth.

2025 Tour de France bike weights

Based on the 16 bikes we weighed, the average bike weight at the 2025 Tour de France is 7.497kg – some 700g more than the UCI’s minimum bike weight limit.

That’s up very slightly on last year’s average bike weight of 7.425kg, which is likely explained by the fact that this year’s Grand Départ tackled relatively flat terrain.

As predicted before this year’s race, aero bikes are back too – and not only for the sprinters. 

While we’ve seen burly aero bikes ridden by fast men such as Mathieu van der Poel (Canyon Aeroad CFR, 8kg) and Tim Merlier (Specialized S-Works Tarmac SL8, 7.355kg), the two pre-race favourites for the yellow jersey have also been riding aero bikes throughout this year’s Tour so far.

Caveats

As with our analysis of bike weights at previous Tours (we’ve weighed bikes at the 2022, 2023 and 2024 Grand Départs), it’s worth reiterating a few caveats.

A majority of the bikes we weighed at this year’s race start in Lille would have been optimised for the flat and rolling opening stages at this year’s Tour.

Rather than having one bike they’ll use for every stage of the race, most riders will change their setup depending on the day’s parcours.

A sprint stage, for example, might see riders switching to a set of wheels with deeper, more aerodynamic rims, for example, or to a proper aero road bike (if their bike sponsor provides one).

In contrast, riders might opt for a dedicated climbing bike for big days in the mountains, complete with shallow rims and lighter tyres.

The bikes we weighed, then, represent a snapshot from a specific moment in time rather than a true average of every bike used at this year’s Tour.

Nevertheless, they offer an insight into how Tour de France bikes are built and what factors – aerodynamics, comfort, weight and so on – riders prioritise when preparing for one of the most important races of their careers.

If you’re a regular reader of BikeRadar, you’ll be well aware that many bike brands claim to produce road bikes that can easily beat the UCI weight limit (providing you’re willing to pay for the right spec), yet all but one of the bikes we saw weighed more than 7kg.

This disparity exists because the bikes we weighed were mostly ready-to-race, including critical components such as pedals, bottle cages, a power meter and, occasionally, a bike computer and mount – all of which manufacturers typically exclude from their claimed weights.

Lastly, it’s worth acknowledging that although our scales show weight to three decimal places with a claimed scale division of only 5g, they haven’t been independently verified – so take these figures with a pinch of salt.

Perhaps next year we’ll get hold of the Kern CH 15K20 hanging scale, which one team told us is the 'official' UCI-sanctioned option for weighing bikes.

Highs and lows

We’ve already published in-depth features on a number of the bikes we examined, weighed and measured at this year's Tour (with more to come before the end of the race), but here are some highlights of the lightest, heaviest and most notable bikes in-between.

Tadej Pogačar’s Colnago V5Rs – 6.765kg

Pogačar’s Colnago V5Rs was the lightest bike we saw at this year’s Grand Départ, and the only bike that managed to undercut the UCI’s minimum bike weight limit, according to our scales.

The reigning champion’s climbing bike is as high-end as you’d expect, with a flagship Shimano Dura-Ace Di2 R9200 groupset, ENVE’s new SES 4.5 Pro wheels and lightweight Continental GP5000 TT TR time trial tyres.

It also features a number of upgraded, aftermarket parts, such as CarbonTi chainrings and thru-axles, an ENVE integrated cockpit and a custom 3D-printed Fizik saddle.

Nevertheless, weighing less than 6.8kg with pedals and what we assume is a relatively heavy, world-champion themed paintjob is impressive.

In fact, that’s 505g less than Pogačar’s Colnago V4Rs weighed at last year’s race, although that included a Wahoo Elemnt Bolt 2 bike computer, which weighs around 68g, whereas the V5Rs was weighed sans computer.

It’s worth noting that bike computers don’t count towards the UCI’s minimum bike weight unless they’re secured to the bike in a way that prevents them from being removed mid-race. 

However, we suspect a race number or some marginally heavier bottle cages ought to be enough to top Pogačar’s V5Rs up to the required weight – should he choose to race it at any point (so far, he’s ridden his Colnago Y1Rs aero bike for every stage except the flat time trial on stage 5).

Matteo Jorgenson’s Cervélo R5 – 7.03kg

The next lightest bike we saw was Matteo Jorgenson’s unreleased Cervélo R5.

Weighing only 7.03kg with two empty water bottles and Garmin’s diminutive Edge 130 bike computer, Jorgenson’s new climbing bike was notably light considering it was a large, size-58cm frame and – relatively speaking – didn’t use any exotic parts.

The wheels, for example, are Reserve’s standard mid-depth all-rounders, the 42|49s, while the tyres are Vittoria’s 29c ‘Wide Rim Optimised’ Corsa Pro TLR, rather than the lighter Corsa Pro Speed TLR.

Removing the two Tacx Shiva bottles (which are claimed to weigh around 80g each) should take the weight down to a feathery 6.87kg.

That’s only 130g more than Jonas Vingegaard’s 51cm R5 from last year’s Tour, which we weighed at 6.74kg on the same scales at the Grand Départ in Florence.

Jonas Vingegaard’s Cervélo S5 – 7.385kg

Aside from a new R5, Visma-Lease a Bike have another impressively light bike in their stable – but this time it’s the team’s new Cérvelo S5.

Despite being set up in full aero regalia, with super-deep Reserve 57|64 wheels, an aero chainring, Vittoria Corsa Pro TLR all-rounder tyres, plus two empty Tacx bottles and a Garmin Edge 840 bike computer, Jonas Vingegaard’s S5 weighed only 7.385kg.

Discounting 160g for the bottles and 85g for the Edge 840 puts this aero bike at around 7.14kg, with scope to go lower via a swap to some shallower rims and lighter tyres.

This likely explains why we’ve yet to see the two-time Tour champion onboard the new Cervélo R5.

As with Jorgenson’s R5, it’s notable that this weight is achieved with what appear to be stock parts from the likes of Cervélo, SRAM, Reserve and VIttoria – neither bike uses super-expensive, weight-weenie parts from third-party specialists (those kind of parts were saved for Vingegaard’s flyweight time trial bike for the stage 13 mountain TT).

As during much of last year’s Tour, Vingegaard has been leading the charge for 1x drivetrains in pro road racing, using one during a number of stages so far.

Three lightweight Specialized Tarmacs

Because both of the Specialized-sponsored teams at this year’s Tour were staying at the same hotel during the Grand Départ, we got our hands on not one, not two, but three different builds of the brand’s flagship road bike – the S-Works Tarmac SL8.

Despite the various frame sizes, paintjobs and build lists, all three shared one thing – they’re decently light.

The heaviest Tarmac SL8 we saw at this year’s Tour, for example, was Tim Merlier’s European champion’s build.

With its 58cm frame, stand-out Euro-themed paint and sprinter's build, it was set up for flat-land speed rather than low weight, but still tipped our scales at only 7.355kg.

Remco Evenepoel’s gold Specialized S-Works Tarmac SL8 was even lighter, at only 7.18kg, with Roval Rapide CLX Sprint wheels and unreleased Specialized Turbo Cotton TLR tyres in a size 30c.

As with previous Grand Tours, we also saw the Olympic road and TT champion aboard an all-black Tarmac SL8 frameset on some of the big mountain stages at this year’s race (before he abandoned on stage 14), which ought to be around 200g or so lighter given he was riding a sub-7kg Tarmac SL8 at last year’s race.

Last but not least was Primož Roglič’s bike, which weighed 7kg on the nose with a Garmin Edge 840 Solar bike computer.

In contrast to the two Soudal-QuickStep bikes, the Red Bull-BORA-hansgrohe Tarmac SL8 team paintjob is less lavish (although still limited edition), but Roglič’s bike nevertheless had some notably ‘pro’ details.

As well as the latest carbon-spoked Roval Rapide CLX III wheels and 30c Turbo Cotton TLR tyres, for example, the team’s SRAM Red AXS groupsets are customised with pro-only graphics and team-only coloured accents on the crank arms and shifters.

Davide Ballerini’s X-LAB AD9 – 7.5kg

Aside from being a debutante at the Tour de France, Davide Ballerini’s X-LAB AD9 stands out for being the bike closest to our average weight.

Perspective matters, of course, so its 7.5kg weight (with race number but without a bike computer) could be impressive or disappointing – depending on how you look at it.

Compared to Mathieu van der Poel’s 8kg Canyon Aeroad CFR, for example, it seems quite impressive for a new entrant to the WorldTour. On the other hand, Jonas Vingegaard’s 7.385kg Cervélo S5 makes it look less so.

In any case, Ballerini’s bike featured a high-end, sprint-focused build with Vision Metron’s 5D ACR Integrated 3K carbon cockpit and Metron RS 60 wheels with carbon spokes (which we got a close look at during the Bike Connection trade show earlier this year).

It also seemed to have an upgraded seatpost, with the unbranded unidirectional carbon weave looking very much like the work of Spanish weight weenie specialists, Darimo.

The only other notably lightweight parts were the 28c Continental GP5000 TT TR tyres, although we expect these were chosen more for their low rolling resistance than low weight, given Ballerini was rolling on the deepest (and therefore heaviest) Vision Metron RS rims available.

Mathieu van der Poel’s Canyon Aeroad CFR – 8kg

One of the more surprisingly heavy bikes at this year’s Grand Départ belonged to Alpecin-Deceuninck star, Mathieu van der Poel.

Showcasing a white and gold paintjob from his bike sponsor’s MyCanyon customisation programme, van der Poel’s size-large Aeroad CFR was set up in full sprint mode when we saw it, with Shimano Dura-Ace C60 wheels and 30c Pirelli P Zero Race TLR RS tyres.

In contrast to Shimano’s Dura-Ace C50 wheelset, which featured on Geraint Thomas’ Pinarello Dogma F, the C60 wheelset not only features deeper, 60mm rims, but also thicker, 1.8mm spokes (compared to 1.5mm on the C50s).

The C60s also feature Shimano’s OPTBAL 2:1 spoke-lacing pattern on both wheels, whereas this is only present on the C50 rear wheel.

According to Shimano, these changes increase the lateral rigidity of the C60 wheelset by 20 per cent, which offers better handling under powerful riders. There is, however, a 148g weight penalty for this.

The Dutch rider duly led out teammate Jasper Philipsen to victory on the first stage only a day later, with Philipsen also aboard an Aeroad CFR with a MyCanyon paintjob, Dura-Ace C60 wheels and 30c Pirelli tyres.

With a size-medium frame, Philipsen’s bike was slightly lighter at 7.89kg.

Both bikes, though, were a decent way off the Canyon Aeroad CFR Di2 we tested last year, which was claimed to weigh only 7.07kg in a size medium (without pedals).

Tobias Johannessen’s Ridley Noah Fast 3.0 – 8.2kg

The heaviest bike we saw at this year’s Grand Départ was Tobias Johannessen’s Ridley Noah Fast 3.0, which weighed a hefty 8.2kg.

It was, though, as my colleague Jack Luke would say – a ‘full-fat’ aero bike, perhaps even a jersey cream one (if you don’t mind us stretching the analogy to breaking point).

As well as more of the most extreme head tubes in the peloton, Ridley’s latest Noah Fast 3.0 features a host of truncated aerofoil tube shapes designed to help it maximise efficiency on flat and rolling stages.

As we saw it, Johannessen’s bike was also set up with deep, DT Swiss ARC 1100 Dicut 62 wheels and relatively wide, 29 and 30c tyres, front and rear.

Unsurprisingly, as the Tour has rolled into more mountainous terrain, Johannessen has also been riding Ridley’s lightweight all-rounder bike, the Falcn RS.

The Falcn RS sits between the all-out-aero Noah Fast and the climbing-focused Helium Disc.

When we’ve seen pro builds of the Falcn RS previously – such as Caleb Ewan’s prototype at the 2023 Grand Départ – it weighed 7.5kg without a bike computer.

So, although Johannessen has been pairing his Falcn RS with lighter rims and time trial tyres, it nevertheless seems unlikely his climbing bike could match Pogačar’s V5Rs without resorting to more exotic parts.

What can we expect at next year’s Tour de France?

With the 2026 Grand Départ taking place in Barcelona, Spain, it looks as if we’ll get another hilly start to the Tour de France.

Given this, our early prediction is that lightweight aero all-rounder bikes will be back in fashion next year, and the average bike weight will drop a touch.

We also expect to see a lot more time trial bikes being readied in Barcelona because the first stage is a 19.7km individual TT, with a sharp uphill finish to the Montjuïc Olympic Stadium.