AI, while having potential, “must be handled responsibly and with a firm focus on user control,” and third-party developers may not take “such a deliberate approach,” Strava wrote. And the firm expects the API changes will “affect only a small fraction (less than 0.1 percent) of the applications on the Strava platform” and that “the overwhelming majority of existing use cases are still allowed,” including coaching platforms “focused on providing feedback to users.”
Ars has contacted Strava and will update this post if we receive a response.
DC Rainmaker’s post about Strava’s changes points out that while the simplest workaround for apps would be to take fitness data directly from users, that’s not how fitness devices work. Other than “a Garmin or other big-name device with a proper and well-documented” API, most devices default to Strava as a way to get training data to other apps, wrote Ray Maker, the blogger behind the DC Rainmaker alias.
Beyond day-to-day fitness data, Strava’s API agreement now states more precisely that an app cannot process a user’s Strava data “in an aggregated or de-identified manner” for the purposes of “analytics, analyses, customer insights generation,” or similar uses. Maker writes that the training apps he contacted had been “completely broadsided” by the API shift, having been given 30 days’ notice to change their apps.
Strava notes in a post on its forum in the Developers & API section that, per its guidelines, “posts requesting or attempting to have Strava revert business decisions will not be permitted.”
As I followed a friend down a flow-y, undulating single-track trail, I started laughing. Unlike my mountain bike-riding companion, I was on a gravel bike, the new Trek Checkpoint SL 7 AXS Gen 3. You might be wondering why a review of a gravel bike is starting with such a ride. The answer is simple—the Checkpoint had excelled everywhere else I rode it, so I was curious to see how it would fare on a non-technical MTB track. Amazingly well, as it turns out.
Unlike every other bike Ars has reviewed to this point, the Checkpoint SL 7 Gen 3 has no battery and no motor—there’s no e- in this bike. As is the case with our other bike reviews, sometimes we ask for a specific model, but manufacturers tend to contact us when we’ve already got a garage full of bikes we’ve not finished the reviews for (there are currently 12 bikes in my garage, some of which belong to other family members).
Launched in 2018, the Checkpoint is Trek’s gravel-centric bike. For 2025, Trek has split its gravel lineup into the third-generation Checkpoint Trek and the Checkmate SLR 9 AXS. The latter features a lighter-weight frame, a power meter, and SRAM’s new Red XPLR groupset. Selling for $11,999, the Checkmate is a gravel racer. Priced several thousand less at $5,699, the Checkpoint SL 7 AXS is now Trek’s top gravel bike for those looking for a fun day out on the trails.
With the Gen 3 Checkpoint, Trek has added mounts all over the frame, tweaked the geometry to make it more comfortable for long rides, improved ride comfort by reworking the rear IsoSpeed decoupler (which softens the bumpiness from rough trails and pavement), and increased the tire clearance to 50 mm (42 mm with fenders). Trek uses three different types of carbon on its drop handlebar bikes. The top-of-the-line OCLV 900 shows up on the racing-focused Madone road bike, while the OCLV 800 is used in the Domane endurance bike lineup as well as the Checkmate. The SL 7 uses Trek’s 500 Series OCLV carbon, and the bike weighs in at 19.85 lb (9.0 kg)—about 100 g heavier than the Gen 2. The drivetrain comes from SRAM, with a SRAM Force XPLR AXS D2 groupset.
If you’ve ever been on a group bike ride, you’ve no doubt heard these two words shouted by a nearby rider. It’s also the name of Trek’s new bike radar.
For safety-conscious cyclists, bike radars have been a game-changer. Usually mounted on the seat post, the radar units alert cyclists to cars approaching from behind. While they will work on any bike on any road, bike radar is most useful in suburban and rural settings. After all, if you’re doing some urban bike commuting, you’ll just assume cars are behind you because that’s how it is. But on more open roads with higher speed limits or free-flowing traffic, bike radars are fantastic.
While a handful of companies make them, the Garmin Varia is the best-known and most popular option. The Varia is so popular that it is nearing the proprietary eponym status of Kleenex and Taser among cyclists. Trek hopes to change that with its new CarBack bike radar.
Like other bike radars, the CarBack can be used with either a cycling computer or your smartphone. Mounted either on a seat post or the back of a Bontrager saddle, the CarBack can detect vehicles approaching from as far away as 150 meters, beeping at you once one is in its range.
The CarBack plays just as nicely with Garmin bike computers as the Varia does. When a car comes within range, your bike computer will chirp, the edges of the screen turn orange, and a dot showing the car’s relative position travels up the right side of the screen—exactly the same as riding with a Varia.
Speaking of the Varia, there are three significant differences between it and the CarBack. The first is the effective range, 140 meters for the Varia versus the CarBack’s 150 meters. While riding, I didn’t have the feeling that I was getting alerts sooner. But testing on a busy street demonstrated that the CarBack does have at least a few more meters of range than the Varia.
Enlarge/ The peloton passing through a sunflowers field during the stage eight of the 110th Tour de France in 2023.
David Ramos/Getty Images
Most readers probably did not anticipate seeing a Tour de France preview on Ars Technica, but here we are. Cycling is a huge passion of mine and several other staffers, and this year, a ton of intrigue surrounds the race, which has a fantastic route. So we’re here to spread Tour fever.
The three-week race starts Saturday, paradoxically in the Italian region of Tuscany. Usually, there is a dominant rider, or at most two, and a clear sense of who is likely to win the demanding race. But this year, due to rider schedules, a terrible crash in early April, and new contenders, there is more uncertainty than usual. A solid case could be made for at least four riders to win this year’s Tour de France.
For people who aren’t fans of pro road cycling—which has to be at least 99 percent of the United States—there’s a great series on Netflix called Unchained to help get you up to speed. The second season, just released, covers last year’s Tour de France and introduces you to most of the protagonists in the forthcoming edition. If this article sparks your interest, I recommend checking it out.
Anyway, for those who are cycling curious, I want to set the stage for this year’s race by saying a little bit about the four main contenders, from most likely to least likely to win, and provide some of the backstory to what could very well be a dramatic race this year.
Tadej Pogačar
Enlarge/ Tadej Pogacar of Slovenia and UAE Team Emirates won the Giro d’Italia in May.
Tim de Waele/Getty Images
Slovenia
25 years old
UAE Team Emirates
Odds: -190
Pogačar burst onto the scene in 2019 at the very young age of 20 by finishing third in the Vuelta a España, one of the three grand tours of cycling. He then went on to win the 2020 and 2021 Tours de France, first by surprising fellow countryman Primož Roglič (more on him below) in 2020 and then utterly dominating in 2021. Given his youth, it seemed he would be the premiere grand tour competitor for the next decade.
But then another slightly older rider, a teammate of Roglič’s named Jonas Vingegaard, emerged in 2022 and won the next two races. Last year, in fact, Vingegaard cracked Pogačar by 7 minutes and 29 seconds in the Tour, a huge winning margin, especially for two riders of relatively close talent. This established Vingegaard as the alpha male of grand tour cyclists, having proven himself a better climber and time trialist than Pogačar, especially in the highest and hardest stages.
So this year, Pogačar decided to change up his strategy. Instead of focusing on the Tour de France, Pogačar participated in the first grand tour of the season, the Giro d’Italia, which occurred in May. He likely did so for a couple of reasons. First of all, he almost certainly received a generous appearance fee from the Italian organizers. And secondly, riding the Giro would give him a ready excuse for not beating Vingegaard in France.
Why is this? Because there are just five weeks between the end of the Giro and the start of the Tour. So if a rider peaks for the Giro and exerts himself in winning the race, it is generally thought that he can’t arrive at the Tour in winning form. He will be a few percent off, not having ideal preparation.
Predictably, Pogačar smashed the lesser competition at the Giro and won the race by 9 minutes and 56 seconds. Because he was so far ahead, he was able to take the final week of the race a bit easier. The general thinking in the cycling community is that Pogačar is arriving at the Tour in excellent but not peak form. But given everything else that has happened so far this season, the bettors believe that will be enough for him to win. Maybe.
