The war between the UCI and SRAM continues: new resource to save the limit on gear ratios

The UCI does not give up in its battle against SRAM and will once again take the controversial limit on maximum gear ratios to court. Just two weeks after Belgian justice once again backed the American brand and overturned the project to restrict gear ratios, the highest governing body of cycling has announced that it will file a new appeal before the Court of Cassation of Belgium, the highest judicial instance in the country.

The UCI will take the SRAM case to the Belgian Supreme Court

The decision was confirmed after the latest meeting of the UCI Management Committee. In an official statement, the organization defended that the so-called Maximum Allowed Development Protocol was part of the initiatives promoted by SafeR to improve safety in professional cycling.

According to the UCI itself, the gear ratio limitation test aimed to gather opinions and data on the possible future implementation of limits on the transmission ratios used in competition.

However, the federation believes that the judicial resolutions issued so far have applied criteria that are too lenient to block the measure and that the scope of the review carried out by the Belgian courts has been insufficient. Therefore, it has decided to file a new appeal before the Court of Cassation.

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A conflict that began with SRAM's 10-tooth sprocket

The origin of the entire conflict dates back to 2025, when the UCI proposed an experimental test to limit the maximum gear ratios used in the professional peloton.

The proposal established a maximum ratio equivalent to a 54-tooth chainring combined with a 10-tooth sprocket, which would result in a maximum advancement of 10.46 meters per pedal stroke. Although the measure was presented as a safety initiative aimed at reducing extreme speeds reached in some races, the project directly affected SRAM.

The American company is currently the only major manufacturer that widely uses cassettes with a minimum 10-tooth sprocket in its road groups. To comply with the regulation, it would have had to modify or even mechanically disable that sprocket in competition.

SRAM responded by arguing that there was no scientific evidence directly linking longer gear ratios to a higher risk of accidents. Furthermore, it argued that the final speed of a bicycle depends on numerous factors, such as cadence, crank length, wheel size, or tire width.

Two consecutive judicial victories for SRAM

SRAM's first major victory came in October 2025, when the Belgian Competition Authority (BCA) provisionally suspended the application of the protocol just a few days before it was set to debut at the Tour of Guangxi.

Subsequently, the UCI appealed that decision to the Brussels Market Court. After several months of exchanging documentation and a public hearing held in April, Belgian justice once again aligned with the competition authority and confirmed the blocking of the project.

The ruling known on May 21 represented a severe setback for the international federation, which was also ordered to bear various symbolic legal costs.

Despite the accumulated defeats, the UCI maintains its position. In recent years, safety has become one of the strategic priorities of the organization, especially after the increase in average speeds recorded in events such as Paris-Roubaix or some stages of the WorldTour calendar.

The federation believes that limiting gear ratios could help control those maximum speeds and reduce certain risks in races. However, so far, the Belgian courts have primarily questioned the way in which the measure was designed and approved, rather than the safety objective pursued.

A case with much broader implications

The new appeal will prolong a legal battle that has already become one of the most significant confrontations between a manufacturer and the highest regulatory body of modern cycling.

Beyond whether or not the size of the gear ratios is ultimately limited, the case is setting a precedent for how future technical regulations can be introduced within professional sports. The underlying question is no longer solely whether a 10-tooth sprocket is safe or not, but to what extent the UCI can impose technical changes that directly affect manufacturers, teams, and riders without broader consensus within the industry.

For now, what seemed like a definitive defeat for the UCI is far from over. The final word will now rest with the Belgian Court of Cassation.