The Genesis of a Specialized Climbing Setup

Primož Roglič’s transition from Olympic ski jumper to multiple Grand Tour winner required a total recalibration of his athletic profile, but nowhere is this evolution more visible than in the technical specifics of his climbing bike. Over the last five seasons, the Slovenian star has systematically turned his race bike into an alpine scalpel, focusing intensively on the pedal interface. The climbing pedals on his bike are not merely components; they are the primary connection between human wattage and forward propulsion, and Roglič has invested considerable effort in perfecting every detail of this interface.

The marginal gains philosophy that defines the Visma-Lease a Bike—and now Red Bull-Bora-Hansgrohe—program demands rigorous attention to parts that other riders might overlook. Pedals, cleats, and spindle materials are scrutinized with the same intensity as frame aerodynamics. For Roglič, who relies on explosive power over sustained rhythm, the pedal platform must deliver instantaneous engagement, minimal friction loss, and absolute stability when he rises out of the saddle to close gaps on the steepest gradients of the Tour de France and Vuelta a España.

The Evolutionary Arc of Roglič’s Pedal System

From Standard Platforms to Climbing-Specific Designs

In the earlier part of his Grand Tour career, Roglič rode standard Shimano Dura-Ace PD-9100 pedals. These pedals are widely respected for their robust bearing system and broad platform, which distributes pedal forces evenly across the carbon sole of a race shoe. However, as Roglič’s ambitions turned toward the high mountains of Europe, his performance team began looking for ways to drop rotational mass and optimize the pedaling biomechanics for extended alpine efforts.

The shift away from a full steel-spindle design marked the first major step. The standard Dura-Ace pedal uses a chromoly steel spindle that is strong but heavy. By moving to a titanium spindle option, Roglič saved roughly 36 grams per pedal pair. This saving is amplified by the principle of rotational inertia: weight removed from a spinning component has a disproportionate effect on acceleration compared to static weight loss. During a 15-minute effort on a climb like the Alto de l’Angliru, the cumulative energy saved by spinning a lighter pedal can translate into several additional watts available for forward motion.

Key Material Innovations

  • Carbon fiber body: The pedal body itself has transitioned from aluminum to carbon fiber. This not only reduces weight but allows engineers to sculpt a thinner profile, increasing cornering clearance during high-speed descents where Roglič often takes risks.
  • Titanium spindle: Known for its high tensile strength-to-weight ratio, titanium endures the peak loads of sprinting and hard climbing without plastic deformation. This is critical for maintaining the smoothness of the bearing interface over a Grand Tour’s three weeks.
  • Ceramic bearings: Roglič’s pedals have been observed with ceramic hybrid bearings, which reduce the coefficient of friction inside the pedal body. Independent testing suggests that ceramic bearings can save between 0.5 and 1.5 watts per pedal under sustained load—a small but consistent advantage over a four-hour mountain stage.

Cleat Positioning and Float for Alpine Efficiency

Cleat placement is a deeply personal biomechanical variable, and Roglič’s setup is the result of continuous positional optimization. His cleats are positioned slightly posterior to the standard mid-foot position, moving the point of force application backward along the shoe. This shift reduces the lever arm between the ankle joint and the pedal axle, lowering the torque demand on the calf muscles. For a rider who weighs approximately 65–66 kilograms, this adjustment helps prolong muscular endurance during the repeated high-torque efforts required when the road tilts above 10%.

Float is another carefully managed variable. Roglič uses a pedal system that provides adjustable angular float, typically set between 4 and 6 degrees of lateral rotation. Allowing the foot to rotate naturally within this range reduces lateral stress on the knees and hips, which is especially important over a three-week stage race. A fixed system would transmit more torsional load to the joints, increasing injury risk. This degree of float gives his knee tracking the freedom to find its natural path without sacrificing the solid engagement needed for powerful pedal strokes.

Integration of Power Meter Technology

Roglič’s pedal system often incorporates dual-sided power measurement. While he has used SRM cranksets in the past, his current setup frequently features Favero Engineering Assioma Pro MX pedals, which house strain gauges directly in the pedal body. This design allows for independent left/right power measurement, torque efficiency analysis, and pedal smoothness tracking. The data feeds directly into his Wahoo ELEMNT ROAM head unit, allowing the team car to monitor his output in real time.

The value of this data in a high-altitude stage cannot be overstated. When Roglič is chasing an attack on the Col de la Loze, his sports directors can see his torque application imbalance. If he begins to favor his right leg due to fatigue, the team can adjust pacing strategy accordingly. Over the last two seasons, this data has been used to refine his cadence preferences and validate gearing choices for specific stages, contributing to his climbing consistency.

The Complete Climbing Bike: Beyond the Pedals

Frame and Fork Selection

The centerpiece of Roglič’s climbing arsenal is the Cervélo R5, a frame engineered specifically for low weight and high stiffness. A painted size 56 R5 frame typically weighs in the sub-700g range, a benchmark that few production frames achieve without compromising ride quality. The R5 uses Cervélo’s Squoval Max tube shapes, which optimize stiffness-to-weight ratios without the material penalty of fully aerodynamic profiles. On climbs averaging 8% or more, the weight saved by the frame allows Roglič to maintain a higher speed at the same power output compared to a heavier aero frame.

Fork selection is equally deliberate. The R5’s fork is designed with dropped seat stays and a tapered head tube, which helps absorb road vibration without flexing laterally under load. This vertical compliance is vital for descending at 75 km/h on rough alpine roads—it keeps the front wheel tracking through bumps, giving Roglič the confidence to take corners at speeds that force his rivals to brake.

Wheel and Tire Choices for Alpine Stages

Wheel choice for Roglič’s climbing bike is dictated by the equation of weight versus aerodynamic stability. The team predominantly uses Reserve 34/44 wheelsets, with a shallower 34mm front rim and a 44mm rear rim. The shallow front rim reduces the wheel’s moment of inertia, making it easier to accelerate out of corners and react to surges in pace. The slightly deeper rear rim adds some aerodynamic benefit without destabilizing the bike in crosswinds—a common hazard on exposed mountain passes.

  • Tires: Roglič runs 25mm or 26mm tires, typically the Vittoria Corsa Speed or Pirelli P Zero Race TLR. Recent seasons have seen a shift toward tubeless setups, which eliminate the risk of pinch flats and reduce rolling resistance. Tire pressure is carefully adjusted according to the stage profile: lower pressures (around 75–85 psi) for rough surfaces to improve grip and compliance, higher pressures (85–95 psi) for smooth asphalt where rolling resistance is the primary concern.
  • Inner tubes: On tubular or clincher setups, latex inner tubes are used for their lower rolling resistance compared to butyl rubber. This saves roughly 2–3 watts per tire pair, a marginal gain that can accumulate into significant time savings over a 200-kilometer stage.

Gear Ratio Optimization

Roglič’s gear ratios are chosen to allow him to climb efficiently on gradients that exceed 20%. He uses a compact crankset (50/34 or 52/36) paired with an 11-32 or 11-34 cassette. The 34-tooth inner chainring combined with a 34-tooth largest cog gives a bottom gear ratio of 1.0, meaning one full rotation of the cranks yields one rotation of the rear wheel. On stages with sections over 20%, such as the Angliru or the Zoncolan, this gearing allows him to maintain a cadence of 75–85 rpm, staying well within his optimal power-to-weight efficiency zone.

One notable detail in his setup is the use of oversized pulley wheels in the rear derailleur. Larger pulley wheels reduce the angle at which the chain bends, lowering drivetrain friction. Tests conducted by his team suggest that oversized pulleys can save 0.5 to 1 watt in the drivetrain—a small but measurable reduction in friction that adds up over the thousands of pedal revolutions in a single climb.

Handlebars, Stem, and Saddle Position

The contact points between Roglič and the bike are optimized for both aerodynamic efficiency and muscular comfort. His handlebars are a narrow 38cm wide, which reduces his frontal area and encourages a flatter back position during sustained climbing. When the gradient forces him to stand, the narrow bar width helps keep his shoulders tucked, minimizing wind resistance even at slow speeds.

  • Stem: A 110mm to 120mm stem with a negative rise angle positions his torso in a stretched, aggressive posture. This lengthening of the cockpit opens up his hip angle slightly, allowing for greater extension through the pedal stroke.
  • Saddle: Roglič uses a Selle Italia SLR Boost, a short-nose saddle originally engineered for time trial positions but now widely adopted by Grand Tour climbers. The saddle is set with a slight nose-down tilt to reduce perineal pressure during seated climbing. Its carbon rails and shell keep weight to approximately 170 grams, contributing to the overall sub-6.8 kg UCI weight limit.

Aerodynamics in the Mountains: Weighing the Trade-offs

Conventional wisdom says weight is the only variable that matters for climbing, but Roglič’s team understands that aerodynamics has a significant role at speeds above 18 km/h. On a 10-kilometer climb averaging 7%, a rider might take 40–50 minutes. At these durations, reducing aerodynamic drag by 8–12 watts can save as much time as reducing bike weight by 500 grams. This is why Roglič’s climbing bike is not stripped entirely of aero features.

Key aerodynamic integrations include:

  • Integrated handlebar and stem: The Vision Metron Aero cockpit routes brake and shift cables entirely internally, cleaning up the frontal area. Wind tunnel data from Cervélo indicates this can save 2–3 watts at 15–20 km/h compared to a traditional round handlebar with exposed cables.
  • Aero bottle cage: The downtube bottle cage is designed to deflect airflow around the bottle, minimizing turbulence. This piece saves roughly 0.5 watts over a standard round steel cage.
  • Frame tube shaping: The Squoval Max profiles reduce the stall speed of airflow over the frame, meaning the bike cuts through the air more cleanly even on slower mountain ascents.

Measured Results: The Quantifiable Impact of His Setup

Climbing Performance Data

Roglič’s climbing metrics have shown steady improvement since he began refining his pedal and bike setup in 2019. On the Grand Colombier in the 2020 Tour de France, he averaged 6.9 W/kg for 18 minutes. By the 2022 Tour de France, where he won the stage over the Col du Granon and Col de la Loze, his power output on similar duration efforts had risen to approximately 7.1 W/kg. This 0.2 W/kg gain correlates with a reduction in total system weight and drivetrain friction, combined with his own athletic development.

A direct comparison against other General Classification contenders shows Roglič’s setup allows him to be highly efficient on steep, variable gradients. During the 2023 Vuelta a España, he delivered a critical attack on the steep upper ramps of the Angliru, maintaining 450 watts for nearly six minutes. His ability to sustain this output while managing heat and altitude is partially attributed to the cleat positioning that offloads strain from his calves and allows more even muscular recruitment across his quadriceps and gluteals.

Reliability Under Grand Tour Stress

The attrition rate in a three-week stage race is brutal, and equipment failures can end a campaign instantly. Roglič’s pedal setup has demonstrated remarkable reliability. The titanium spindles do not corrode or fatigue the way steel spindles can under repeated high-torque loads. The ceramic bearings, while fragile if struck directly, are protected by the pedal body and maintain their smoothness throughout wet and dusty stages. This hardware reliability allows Roglič to mentally focus on racing, trusting that his power transfer will be consistent from the opening time trial to the final mountain stage.

The Horizon: Future Innovations in Roglič’s Setup

Magnetic Retention Pedals

The next frontier in pedal design may involve magnetic retention systems pioneered by Wahoo Speedplay. Unlike traditional spring-based retention, magnetic systems allow for instant engagement with lower entry and exit force. For a climber like Roglič, who may need to clip out quickly on a technical climb or change bikes mid-stage, this system reduces the energy wasted on pedal entry. A magnetic system could also eliminate the heavy steel spring mechanism, saving another 20–30 grams per pedal pair.

Integrated Cadence Applied Sensors

Future iterations of power meter pedals may include force vector measurement, analyzing not just total torque but the direction in which Roglič applies force throughout the pedal circle. This technology, currently used primarily in laboratory settings, could reveal inefficiencies in his stroke—such as excessive vertical force or poor dead-spot management—that can be corrected with further cleat angle adjustments or gear ratio changes.

Frame and Component Weight Reductions

As the UCI weight limit of 6.8 kg remains outdated for modern safety and material science, Roglič’s team continues to push component weight downward so they can add weight in the form of aerodynamic features or stability enhancements. Integrated electronic shifting (Shimano Dura-Ace 9250) already saves approximately 150 grams over the previous generation. Next-generation frames could see further integration of carbon fiber brake reservoirs or even lighter layup schedules for the bottom bracket area, which currently must withstand peak sprint loads.

Conclusion: The Sum of Precision Engineering

Primož Roglič’s climbing bike is not the product of a single revolutionary innovation but rather the sum of dozens of precise, data-validated adjustments. From the titanium spindles reducing rotational mass in his pedals to the specific ceramic bearings that lower friction, every component is chosen to extract the maximum possible efficiency from his physiology. The partnership between Roglič and his equipment suppliers has created a climbing platform that is uniquely suited to his strengths: explosive power, high cadence tolerance, and the ability to sustain high wattage on the steepest gradients in world cycling.

Understanding the depth of this setup helps explain how a former ski jumper can dominate the Vuelta a España and challenge for the Tour de France. The pedals are only a small part of the system, but they represent the foundational connection between man and machine. When Roglič stamps on the pedals to launch an attack on a 15% gradient, he is benefiting from years of material refinement and biomechanical study—a marginal gains cascade that may well define his lasting legacy in the sport.

For any competitive cyclist looking to improve their climbing performance, the lesson is clear: the pedal interface is the most personal and impactful component on the bike. Optimizing float, cleat position, and spindle weight can unlock power that was previously wasted, turning a standard bike into a finely tuned climbing instrument.