I've been going back and forth between the two options on the same trails to really find the differences between these two extremes, and they're noticeable, making each one much better suited to a particular riding style.

View the 2 images of this gallery on the original article

The Schwalbe radial tires have a recommended retail price of over $100 USD, but can be found on sale for less; even at that sale price, they are still more expensive than the Vee Tire Co. radials at full price ($84.99). But Schwalbe also has a much more recognizable name in the industry and likely a bit more tech that goes into their tires, not to mention more options in terms of compound, tread pattern, and, as far as I can tell, a more dramatic casing compared to the typical bias or diagonal casing tires, and even a more dramatic casing compared to other radial casing tires on the market. And this is honestly pretty noticeable on the trail, especially in the trail casing.

Schwalbe Radial Magic Mary and Albert

• Weight
  MagicMary ~1,410g
  Albert: ~1,310g
• Compound: Ultra Soft / Soft
• 72 TPI
• MSRP: $108 / $103 USD

When comparing the two, it’s clear that the Schwalbe tires are a bit more progressive with their take on radial casing, whereas the Vee Tire Co. options aren’t quite as dramatic with their take on a new casing structure. The Vee Tires feel much closer to a bias-ply casing, but with a little more damping and flexibility thanks to the brand's development of this new radial casing. As with all radial MTB tires, Vee Tire Co. says adding about 5 PSI to your normal pressure is the ticket to a smoother ride.

I have spent a lot of time on the Schwalbe Albert Trail radials, and recently more time on the Magic Mary and Albert Gravity, which has been an overall more enjoyable experience than with the trail-casing radials. I feel like the added support structure of the gravity casing mutes the vagueness of the radial casing, offering a bit more robustness to the contact patch and cornering capability. With the trail-casing radials, there is a bit too much lateral forgiveness, which can make cornering on hard-packed trails feel kind of squirmy and unpredictable if you’re not familiar with how they feel. I’ve found that with the more durable gravity casing this feeling is more subdued, but still present at times.

Where the Schwalbes really shine is in looser, loamier conditions and on more chunky rocks where the tire can really deform and hug the trail or adapt to the conditions, but although the radial tech is being marketed as a huge advancement in tire tech, I still find myself preferring a bias-ply tire for most situations thanks to the supportive feeling and predictable ride qualities.

Vee Tire Co. RADcore Attack FSX

• Weight: ~1495g (29x2.5)
• Compound: Full40 (42a rubber)
• 72 TPI
• MSRP: $84.99 USD

Now let's look at the Vee Tire Co. RADcore tires. Although the casing isn’t as extreme as the Schwalbe equivalents, they strike a nice middle ground between diagonal and radial casings, and they cost a few coins less. The direct comparison isn’t super easy because Vee Tire Co. doesn't really have the same variation, but they’re close enough to draw some connections. The Vee Tire Co. Attack FSX is the faster rolling tread pattern, and in the Full40 compound, it’s a pretty soft rubber, albeit not as supple as the ultra-soft Schwalbe compounds, but that does mean it will last a little longer. 

I’ve been running the Attack FSX front and rear, and although I did have some back and forth with the pressures to get them feeling ideal, they mostly felt really similar to a bias-ply tire; that was until I found a sweet spot in the pressure for what I have been riding. Originally, I had them far too high within the recommended 35-50 psi range and have since settled on a pressure that is just at the minimum, at 35 psi front and 37 psi in the rear, and I might even dare to go a little lower since I’m still not seeing the signs of folding or burping.

The Attack FSX is definitely a fast-rolling tire, but with the implementation of the RADcore and the softer Full40 Compound, they still feel abundantly grippy in corners, with a predictable and, most importantly, consistent breakaway point. The sidewall feels supportive, and the tread pattern is certainly familiar, which makes it easy to compare to other non-radial tires on the market, but I’ve also been spending a lot of time on the non-radial version of the Attack FSX in the same Full40 compound and I can confidently say that forking over the few extra dollars is well worth it for the benefits seen in the new RADcore options.

It does take some getting used to the feeling of a radial tire, and they aren’t perfect for every rider, but if you want a more damped and supple feeling tire and aren’t hitting high-speed, hard packed corners with the intention of ripping the tire from the rim, and instead want more grip and control on steep tech, the radial fad is well worth entertaining, and the Vee Tire Co. radials make that a much less expensive thing to explore.

There are other, more affordable options for radial-curious riders, and e*thirteen has its Grappler Radial tires, which retail for just under $80 USD, making them the most affordable choice, but I haven’t tested these just yet. I also don’t have the best experience with e*thirteen tires, but they do come in at a hard-to-argue-with price.

Overall, I think Schwalbe has the top step of the radial MTB tire podium, as they offer the most drastic change from a bias-ply tire, with increased grip and comfort in lower-speed situations or on more technical terrain. The Vee Tire Co. and Specialized options are a little more familiar-feeling and offer a less dramatic deviation from the more familiar diagonal casing most riders are used to, and I think they are an excellent option for those looking for a happy medium between bias-ply and radial.

Vee Tire Co. Radial Vs. Schwalbe Radial: Which Should You Choose?

Want a more supportive, fast-rolling radial tire, and a familiar-feeling tire that still offers the benefits of radial? Go with the Vee Tire Co. Attack RADcore options.

View the 2 images of this gallery on the original article

Want a more supple, grippier radial tire that offers the true radial-tire experience? Go with the Schwalbe offerings.

Underneath the power and weight on offer from the Avinox M2S motor and new battery, the bike felt like just that: a bike. I rode it primarily in a super detuned assist mode and didn’t hate pedaling it without any assist (crazy, I know). So when the new crop of Avinox motors started dropping, and Amflow put the M2S inside the new PX Carbon, I was curious to see if the soul of what makes an eMTB still feel somewhat like a mountain bike remained. After only a couple of rides on the new PX Carbon Pro, I’m left with some things to ponder, and a whole lot more to discover and reflect on. 

This is my first impression and feelings on the PX Carbon Pro; for all the details on the new bikes from Amflow, head over to this article.

Initial Thoughts

Maybe I’m getting older and turning back into one of those “eMTBs aren’t all that they’re made up to be” type of riders, but the Amflow PX Carbon seemed to be lacking a bit of the sparkle that the PL Carbon had. At least that was my thinking at the beginning of testing, and all it took was a little tinkering to get the bike feeling less like an eMTB and more like a MeMTB. Despite the bike feeling pretty good, there’s still something about it that feels a little strange, and I wish I could put my finger on it.

Looking past the mystery, the PX Carbon Pro is definitely a really great offering on paper. For USD $10,199, you get a build kit that makes sense. Magura Gustav brakes, Fox Factory Suspension (36 & Float X), and Amflow carbon wheels with Schwalbe Radial tires. I would love to see more eMTBs come with a 38 or Zeb as standard, because I just know there’s going to be another creaky CSU in this bike's future.

The most noticeable change in the new PX Carbon is the increased geo adjustability. While the PL Carbon had one flip-chip for wheel-size changes, the PX now has 4 chainstay positions thanks to two sets of chips. There’s also a chip in the yoke, and a pair of headset cups to fine-tune the headtube angle. It seems that Amflow has been paying attention to what the majority of the industry is doing and is now offering more adjustment for the better.

Necessary Changes

Out of the box, I made a few tweaks to the bike because the trend toward a short stack and not enough dropper seems to carry over from the PL Carbon. I swapped to some 50mm-rise OneUp Components Carbon bars, cut to 760mm, and a 240mm OneUp Components dropper. Other than that, the bike is very well specced, and I immediately noticed that Amflow decided to go with Gravity casing tires for this build - something that every eMTB should get.

View the 2 images of this gallery on the original article

A few weird aspects of the unboxing were the omission of tubeless valves and the inclusion of Schwalbe Clik valve cores. Seems like a weird decision, but thankfully I have valves-a-plenty. The PX Pro also comes with a headlight installed out of the box, which is strange to me, but removing it was easy and does require pulling the screen out of the top tube. I also pulled the steering block out of the headset assembly. Not sure why they have that since the fork clears the frame as do the bars.

View the 2 images of this gallery on the original article

On the bars, the Magura Gustav Pro levers have some interesting posts for shifter and dropper lever mounting, both of which developed some rattle early on that keeps coming back. Thankfully, Amflow includes more traditional mounts in the accessory box.

View the 2 images of this gallery on the original article

Early Ride Impressions

I have ridden the bike at both chainstay-length extremes, and with the pre-installed chip in the chainstays, the length is 438mm; flipping the chip pushes that number to 451mm. While the 451mm chainstays are very stable-feeling, they do make the bike much more planted and precise in corners, which is nice if you’re going for all-out speed. I like to play around a little more, and found that the 438mm chainstays make the bike feel a little more alive if you like to hop around.

I have yet to mess with the headset positions and the flip-chip in the shock yoke, but it’s nice to see all the options available now, even if there is a massive number of configuration options, and I will certainly be exploring them in continued testing, and thankfully, they are pretty straightforward to change and understand with the info included in the PX Maintenance Manual.

After a bit of tinkering to get the large frame to fit my 6’2” body, I set the tire and suspension pressures, and the bike really started to feel more soulful. I ended up going back and forth with the pressures on the Schwalbe radial tires and dropping pressure in the fork and shock - it’s always surprising how a few PSI here and there can drastically change the way a bike handles. Overall, the PX feels quite similar to the PL, but the few geo changes and mullet wheel configuration really make the bike feel a bit more refined, and it’s clear how much Amflow has learned from their first swing at a bike.

Motor, Battery, and Charging

I don’t have a ton of time on the PX Pro, but over the course of my few rides and just under 80 miles on varied terrain, I’ve got a hint at what the bike is all about aside from just the 150nm of torque and 1500 peak watts that the M2S is able to unleash. Climbing is obviously impressive; descending is what you might expect from a 160/150mm trail bike, and the overall UI in the app and on the display is dialed.

The obvious talking point with the Amflow PX Pro is the M2S motor, and it’s damn powerful, especially when you’re faced with steeper pitches - that’s when the power and torque really shine. It’s a personal shuttle system, and really smacks you in the mouth with the get-up-and-go that it puts out. Thankfully, you can still tune each assist mode, and as you might know, I went all the way down with the eco mode and left trail and turbo as-is. I usually turn the assist off or set it to Eco when descending because I don’t like any surprises on the way down.

Charging is also pretty dang quick for this new 700Wh battery, and at under 20% state of charge, the time to 100% is under 2 hours. I was also surprised at how much ride time I could get out of the smaller battery - with my first jaunt on the PX being 30+ miles, 4,600" of elevation, and mostly in Trail mode with 18% state of charge upon my return home. In fact, I haven't gone on a ride less than 25 miles and under 4,000" of elevation on this bike and felt like I was nervous about running low on juice. Even with mixed use of Turbo and Trail modes throughout. Pretty, pretty cool.

In Summary

All things considered, the Amflow PX Carbon Pro is a hell of a bike, and even if there is a little something-something that I can’t quite put my finger on, the more I ride it, the more the bike is beginning to make sense - even if I can’t help but struggle with the guilt of riding an eMTB or the internal conflict that arise from all the power it puts out. 

I’m looking forward to spending more time on this bike, and I’m really hoping that I’ll be able to find the words to describe the feelings that this bike evokes - stay tuned for the long-term review.

I'm happy to report that I wasn't making this bike out to be something more than it is. Sure, I was romanticizing a little bit, but it hasn't let me down in terms of character, feel, and a whole lot of soul - something a lot of bikes from big brands have been lacking lately.

Details

• Front Triangle: Velospec Air-Hardened Steel Front Triangle with 316L 3D-Printed Steel Inserts
• Swingarm: 6061 Aluminum (Hand-Fabricated) with 7075 Aluminum Hardware
• BB: T47 External
• Headset: Upper: ZS44/28.6 - Lower: EC44/40
• HTA: 64°
• STA: 73.4°
• MX or 29" Wheels
• Framset MSRP w/o suspension: $2,999.00
• Complete builds start at $6,200.00
• Learn more at Stinnerframeworks.com

The Romero is a utilitarian offering, with an absolutely beautiful suspension cluster thanks to the 3VO design by Chris Currie of Ministry Cycles. The traditional round steel tubes of the front triangle are paired with the square alloy of the rear linkage, making the bike stand out both aesthetically and in its ride characteristics.

Out of the box, which was pretty mangled in shipping, I figured the weight would be more noticeable than it was, but for such an industrial-feeling bike, it doesn’t come across as super weighty. The front triangle is made of Velospec air-hardened steel with 316L 3D-printed steel inserts, and the rear end is hand-fabricated 6061 aluminum with 7075 aluminum hardware. The cables and hoses are all on the outside, and the junction at the bottom bracket is well built. Overall, the Romero LT meets or even exceeds build and ride-quality expectations for a bike in this category.

The fact that this bike is all externally routed is a blessing. Honestly, I love the look of cables and hoses on the outside of a frame. Visually, it might be an acquired taste, but functionally, it’s not a hard feature to dislike, especially if you work on your own bike - hell, even if you have someone else working on your bike, they probably appreciate it.

Although I love external routing, I did hit a snag with the rear derailleur housing wandering into the chainring and crank spindle, but it was easy to solve with the most versatile tool you can carry: the Zip-Tie. Luckily, I caught the issue early and fixed it before the housing was destroyed.

Ride Impressions

On the trail, the Romero LT is a brute. Here in Boise, Idaho, the foothill trails are very mellow. It’s all flat-ish, rolling, and mostly XC-style terrain, but that hasn’t stopped me from enjoying the Romero a ton. For such a big bike, it’s not a nightmare to pedal around on low-angle trails. Sure, having 170mm out front and 160mm in back is not ideal, but in those situations that call for a little more travel, the Romero sure shows its fangs, and it’s got me excited to take it to some more aggressive trail systems.

Given the trails in my neighborhood, I wasn’t sure how such a big bike would handle such tame trails, and I’m happy to say that it hasn’t been as terrible as I expected. I’m coming off the New Revel Ranger and Specialized Epic 9, which are kind of perfect for around here, so the move to a big ol’ steel enduro bike took some getting used to, but after coming to terms that going uphill on the Romero LT was more about comfort than it was speed, it all clicked.

The 3VO platform used by Stinner is very well-rounded. It offers great small-bump sensitivity, plenty of climbing traction, and a super supple ride feel on the way down. Pairing this with the delicious feel of a steel front triangle and the stiff, precise alloy rear end makes for a bike that feels very organic.

Cornering feels delightful on the Romero, largely due to the balance between the frame materials and geometry. The 30mm BB drop isn’t crazy low or too high, and the slightly less-slack head tube keeps things predictable both up and down the hill. Overall, it’s very balanced, with little compromise in either direction, and quite impressive for the brand's first go at a full-suspension bike. 

The natural sway and flex of steel is really special, but thanks to the alloy linkages and rear triangle, there isn’t an overwhelming amount of that wiggle that can be felt with other steel bikes. The geometry is fairly conservative for a bike in this travel category, and that likely lends to it handling a wider range of trails so well. The head tube angle is 64 degrees, and the seat tube angle is 78 degrees (effective); the chainstays in the 29” configuration are 445mm, and the reach on the size large is 500mm. Nothing too extreme or revolutionary, just a well-thought-out long-travel bike.

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I’m testing the Romero LT with the Fox suspension package and SRAM Eagle 90 drivetrain, Stoic wheels (+$750 USD), which comes in at $7,950.00 USD, and honestly, considering that you’re getting a US-made, steel mountain bike using one of the most impressive suspension designs on the market, that’s pretty damn sweet. The Romero LT is also offered with the same Eagle 90 drivetrain accompanied by Marzocchi ($6,200.00) or RockShox suspension ($7,000.00). There is a build with the SRAM XO drivetrain, and the option to forgo the Stoic wheels in favor of DT Swiss 1900 wheels. Framesets start at $2,999.00 without suspension, but you can choose a suspension-equipped frame from Marzocchi ($4,100.00), Fox ($5,100.00), or RockShox ($5,000.00).

View the 2 images of this gallery on the original article

Seeing Stinner branch out into the full-suspension category is interesting, and it doesn’t feel like a move that is just for the sake of rounding out their offering of bikes. Stinner has roots in the handmade and bespoke segments and has long been associated with high-end custom bikes. Since the introduction of the Stinner Select options, that has changed, but not in a way that takes away from the core ethos of the brand - I think it bolsters it. They still offer custom Ti and steel bikes, but they also make bikes for those who want to support domestic frame builders and can’t afford custom pricing. If you want a full-suspension steel enduro bike made in the USA, this is the best bet for your hard-earned cash.

Stay tuned for the long-term review after I get this unit on some steeper terrain.

They just launched their REAL. EPIC. global content series, and they’re putting a $4,000 USD Adventure Fund on the line for the rider who can capture the true, unfiltered vibe of the ride.

Quad Lock is deliberately steering away from AI-generated slop. They want to see the actual ride - the pre-dawn climbs, the bad line choice, the weekend trail sessions with the buddies and the dogs, or that ideal summer trip. It doesn’t matter if you’re on a mountain bike, a gravel bike, or a motorcycle; they just want raw, authentic moments exactly as they happened.

How to Enter

The contest is open globally and runs from June 2 to July 31, 2026. Entering is dead simple:

• Capture your ride: Grab photos or videos of your most epic cycling or moto adventures.
• Write the story: In 100 words or less, tell them what riding actually means to you.
• Submit: Drop your entry over at quadlockcase.net/real-epic.

The Community Call

Once the July 31 deadline hits, you won't have to worry about a boardroom of corporate suits picking a winner. Instead, the finalists will be put up for a vote by the riding community on Instagram Stories, with the final winner announced in August 2026.

As Jacinta Priest, Quad Lock’s Senior Social Media Manager, puts it:

"Opening the series up, putting $4,000 USD on the line, and letting the community crown the winner felt like the most honest way to celebrate the riders, adventurers, and explorers who make this brand what it is."

If you've got a clip or a photo that captures the real reason you throw a leg over a bike, it's time to dig it out.

Fresh off the release of their Anark park bike, Mondraker is going deeper into the core with the KAOZ, a 26-inch, single-speed DJ bike. The complete build is $2,599 USD, and the frameset is $849 USD.

Learn more at Mondraker.com

The KAOZ uses a 6061 T6 Stealth Alloy EVO frame with hydroformed tubing engineered to handle the brutal compression forces of a hard-packed take-off and short landing.

• The Head Tube Window: That distinct cutout behind the head tube isn't just for show. It functions as a structural stiffness link, cutting out frame twist so your steering stays laser-accurate when pulling up hard on steep transitions.
• Split-Forged BB Shell: At the bottom bracket, Mondraker used a unique two-piece forged shell. By eliminating the harsh welds where the chainstays meet the BB, they’ve created a seamless junction that drastically improves lateral stiffness and fatigue resistance. It's basically built-in insurance for when you inevitably case a massive double.

No Work, All Play

A proper dirt jumper needs to be dead simple, and the KAOZ keeps things beautifully uncomplicated:

• Whip and Spin Ready: The rear brake hose comes extra-long straight from the factory, giving you plenty of slack for barspins and whips right out of the box.
• Smart Sliding Dropouts: The rear dropouts feature an integrated brake mount and an oversized tensioner dial. When you pull the wheel back to tension your chain, the brake caliper slides with it—perfect alignment every time without messing up your geometry.
• Silent Core Routing: Internal cable routing can be a rattling nightmare on hard landings, but Mondraker’s Silent Core tech keeps everything dead quiet.
• Strictly Single Speed: Purists rejoice—there are no derailleur provisions or extra cable ports here.

View the 2 images of this gallery on the original article

The Build Sheet & Sizing

You can grab the KAOZ as a complete build in "Superblack" or as a standalone 2.435 kg frameset. The complete bike is a ready-to-shred setup hitting the scales at 11.2 kg (Size M):

• Fork: RockShox Pike DJ (100mm travel).
• Rolling Stock: ASTM 5-rated DT Swiss D 1900 Classic Single Speed wheels wrapped in 26" x 2.3" Maxxis DTH rubber.
• Stop & Go: 4-piston SRAM DB8 rear brake (160mm rotor) and SRAM Truvativ Descendant 165mm cranks.

Sizing is intentionally kept straightforward, with just two options: Medium (415mm reach / 1057mm wheelbase) and Large (440mm reach / 1082mm wheelbase). Both share ultra-snappy 385mm chainstays, meaning it’ll manual on a dime regardless of the frame size you choose.

I’ve been digging into the specs of the newly refined Oiz, and Orbea has made it crystal clear: this is a race bike. But aside from some aesthetic and construction updates, the geo hasn’t really changed much. We’re looking at a few mm here and there. The Oiz is still an XC race bike, and not trying to be anything else.

Details

• 120mm travel, 120mm or 130mm fork
• Two carbon frame options: OMX & OMR
• 29" wheels
• 66.8° head angle
• 76.6° seat angle
• 430 mm chainstays
• MSRP: $4,189 - $12,127 USD
• Frame Weight: ~1,700 grams (with shock and hardware)

By stripping away the superfluous, Orbea got the top-tier OMX carbon frame down to ~1700g. They achieved this partly through a pivotless rear triangle, relying on flex-stays to reduce weight and maintenance while boosting lateral rigidity. Combine that with their "Powerspine" frame structure and up-sized bearings, and you have a chassis that should be pretty damn stiff. For those who don't want to empty their savings, Orbea is also offering the Oiz in a slightly heavier OMR carbon layup, but the alloy options are gone. 

Geometry and Suspension

Orbea paired that 120mm of race-tuned suspension with staunchly XC-focused geometry, but Orbea says you can put a 130mm fork on it if you so desire. A slightly slacker head angle for stability, a marginally steeper seat tube, and 2mm shorter chainstays. See what I mean when I say a few mm here and there? They’ve also used a lower stack height with their in-house cockpit and a low-stack headset.

On the suspension side, Orbea baked in a high level of anti-squat. The result is a slightly regressive initial curve that resists pedal bob, meaning you can leave the shock open and still accelerate without feeling like you're pedaling through sand.

The cockpit integration here is clean, but at what cost? Orbea’s patented I-line routes the shock lockout internally in the sleekest, most direct way, but that means going through the headset, which doesn’t seem to be as detested in XC as it is in other segments of the sport. It all hooks up to their Squidlock remote - a little lever system that manages both your three-position shock lockout and your dropper post without you ever having to unwrap your thumb from the bar.

Throw in Oquo wheels with custom hub bodies designed to maximize power transfer, and the ability to fully customize your paint job and spec through Orbea’s MyO program, and the Oiz is a pretty tempting offering for those looking to dive deep into the custom vibe, or not spend five figures on an XC bike.

Bottom line? If your idea of a good time is tasting blood on the climbs and getting the most out of every pedal stroke, the Orbea Oiz might be worth a very close look.

The OMR builds start at $4,189 USD and cap at $7,717 USD for GX AXS, which is impressive. The lighter OMX frame build options start at $8,048 USD and top out at $12,127 USD for full SRAM XX SL and Fox Factory.

Explore the new Oiz at Orbea.com and play around with the MyO configuration program.

View the 2 images of this gallery on the original article

“The bicycle is a way for people to gain contact with something that has been misplaced. Mountain bikes are a perfect way to combine technology and nature in a way that is friendly to life. They can be an alternative to the abuse of technology that is so widespread in our world today. The more one uses a bicycle, especially in a natural environment, the more sympathetic and understanding one becomes of oneself and the planet.”
- Charlie Cunningham

Charlie Cunningham was a pioneer and proud voice in the custom bike-builder community, and his concepts paved the way for what we now see as modern gravel and mountain biking.

Aside from his technical contributions to the sport, it was Cunningham's perspective that rings true for so many.

While perhaps most widely celebrated for designing the legendary Ground Control tires - famously named by his wife, fellow Mountain Bike Hall of Famer Jacquie Phelan - his groundbreaking contributions span virtually every aspect of bicycle geometry and component design.

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Frame & Geometry

• Welded Aluminum Mountain Bike Frames: Pioneered the use of heat-treated, oversized aluminum tubing for off-road durability.
• Sloping Top Tube: Developed the compact, sloping frame geometry that went on to define modern mountain bike design.

Steering & Forks

• Custom Fork Designs: Engineered the high-performance Type 11 racing forks as well as the rugged Type 1 towing forks.
• L.D. "Gooseneck" Curved Stem: Designed a unique, high-rise curved stem specifically optimized for off-road drop bar configurations.
• Boltless Taper Stem Mounting: Created a clean, secure, boltless wedge system for mounting stems to steering tubes.

Braking Systems

• Roller Cam Brakes: Invented high-power, cam-actuated brakes that provided superior stopping power in muddy conditions.
• Toggle Brakes: Created innovative, linkage-driven braking mechanisms for precise modulation.

Wheels, Hubs & Serviceability

• Advanced Hub Spacing: Engineered an extra-wide front hub paired with a zero-dish 136 mm rear hub to build significantly stronger, dishless wheels.
• Araya RM-20 Rim Profile: Designed the distinctive, structurally optimized shape of the classic RM-20 rim for Araya.
• Grease Guard Bearings: Revolutionized component longevity by introducing user-serviceable grease ports directly into hubs and other critical moving parts.
• Tow Flips: Created specialized "tow flips" for added utility and functionality.

At $4,499 USD / $5,700 CDN for the complete bike (or $2,999 USD / $2,800 CDN for the framekit), Norco is delivering a legit, lifetime-warrantied park bike that saves your wallet and your sanity. 

This feels appropriate for Norco, a brand that is deeply rooted in freeride and the North Shore style - and if this bike is being ridden and pushed by Mr. Vestavik, it's clearly fit for whatever the average rider could ever hope to throw at it.

Details

Norco didn't overcomplicate this one. The Torrent DH features a robust, full-aluminum frame built with a durability-first mindset. There are no flip chips or small bits to fine-tune geometry; it’s a set-and-forget machine for bike park hammering. 

• External Cable Routing: It’s quiet, secure, and lets you swap a brake line without crying in the parking lot.
• Heavy-Duty Armor: It comes stock with integrated fork bumpers, a branded shuttle guard, and a chainstay protector/bashguard.
• Simplified Hardware: Oversized bearings keep your pivot service intervals far apart.
• Learn more at Norco.com

Suspension & Geometry

The bike pumps out 200mm of travel front and rear, utilizing Norco’s Virtual Pivot Suspension (VPS); a low-maintenance, dependable take on a Horst Link layout. It rolls exclusively on a mixed-wheel setup (29" front, 27.5" rear) across all five sizes (S1 to S5).

Norco scales the rear-center lengths proportionally (from 430mm to 450mm) so the bike handles predictably whether you’re a 5-foot-tall grom or a fully grown adult sending double-black pro lines. Out back, a custom-tuned RockShox Vivid Air Base shock handles bottom-out control when you inevitably overshoot the landing, but the frame is fully compatible with a coil swap if you prefer a linear feel.

The Spec Sheet & Bottom Line

The complete Torrent DH A1 build hits the scales at 17.9 kg (39.5 lbs) for an S3 and brings a blue-collar workhorse component list to the table:

• Fork: RockShox BoXXer Select D2 (200mm)
• Brakes: Powerhouse SRAM Maven Base 4-piston brakes
• Drivetrain: SRAM GX DH 7-speed
• Wheels/Tires: WTB ST Tough rims wrapped in Maxxis Assegai/Minion DHR II DH-casing rubber

This isn't a hostile boardroom takeover, as we saw when Kent Outdoors seemed intoxicated behind the wheel of the brand. It’s a highly calculated passing of the torch. When co-founders Dan Gerhard and Jake Heilbron snatched their brand back from corporate limbo in May 2024, they launched "Kona 3.0" - a grassroots mission to restore the company’s dealer-first, bike-shop-loving soul.

Russell actually joined the crew as Chief Revenue Officer back in the spring of 2025, spending the past year working shoulder to shoulder with the founders to bring Kona back from its somewhat “off-trail” route. Handing him the keys to the executive office is a clear sign that Kona is ready to shift from survival mode into a new chapter of pragmatic growth.

“The past year has been about rebuilding Kona with intention and integrity... The business is experiencing industry-leading growth," Russell noted. "Dan and Jake have positioned the company for a strong future, and I’m proud to step into this role.”

If you're worried about Kona losing its cult-classic identity to a suit, take a breath. Heilbron and Gerhard aren't riding off into the sunset just yet. Both founders are sticking around as directors and shareholders to serve as the ultimate vibe check. I think they’ve learned quite a bit from the past.

For the rest of us, this transition simply means financial stability, better support for local bike shops, and a brand that is healthy enough to keep churning out great bikes. Kona 3.0 is proving it has staying power, and we’re stoked to see what they build next.

What Revel has done with the latest Ranger is pretty special, and it’s honestly one of the most versatile short-travel bikes I’ve been on in a while. During the tail end of testing, I was going back and forth between the new Specialized Epic 9 and this Revel Ranger V3. These are two very different bikes. One is made for all-out XC performance, and the other is made for someone who wants the climbs to feel efficient and the descents to feel effortless. Both are machines made for purpose, but you know which is which. The Revel Ranger V3 loves to join you on whatever type of ride you feel like heading out for, and with the redesigned CBF suspension kinematics, tweaked geometry, and increased travel numbers, the Ranger V3 is an excellent example of what the modern XC bike is aimed at.

Overview

• Travel increased to 120mm in the rear and 130mm up front
• An average of 200g lighter across all sizes than previous versions
• Tire clearance to 29" X 2.6"
• Massive dropper post insertion across all sizes.
• Two bottle mounts in the front triangle, plus one under the downtube 
• Clean, hidden cable routing protected from debris and impacts
• Co-molded internal guide tubes for a rattle-free ride
• Universal Derailleur Hanger (UDH) compatibility
• Utility mount on the underside of the top tube.
• Chainstay rubber and impact-absorbing downtube rubber
• All-new debris fender on the seat tube

​Pricing

• Frame only: $3,699.00
• SRAM Eagle 90: $5,599.00
• SRAM XO Eagle Transmission: $6,599.00
• SRAM XX Eagle Transmission: $10,199.00

Check out the new Ranger at Revelbikes.com

The last two versions of the Ranger had 115mm of rear-wheel travel and 120mm up front, with geometry that felt very at home on the XC trails of the past. The new Ranger V3 now has 120mm of rear-wheel travel, 130mm of front-wheel travel, and geometry that scales with size and is more appropriate not only for the new breed of XC rider, but also for any extra credit you feel like. There’s a reason I hesitate to categorize the Ranger V3 as a “Downcountry” bike, although that name does seem fitting; this new platform feels like something much too capable to be put in that box. The Ranger V3 feels like one of the most capable bikes Revel has ever cooked up, which is serious praise considering how much I adore the Rascal.

“We left no stone unturned on this one. The Ranger V2 was already a fan favorite, so we took everything we loved about it, everything we learned from years of riding it, and built a bike that genuinely changes what a short-travel trail bike can do,” says Mike Giese, Director of Product

At Revel. “Trails start to feel slowed down. Braking points get closer to the corner. Traction feels endless. I would go as far as to say it is the fastest and most efficient bike I’ve ever ridden. And when you want to get the wheels off the ground, the Ranger is more than willing to facilitate.”

Revel doesn't change much with each new version of their bikes, and they don’t really need to if I’m being honest. They’re great from the outset, but modernization and small adjustments here and there refine them, making them even better. The new Ranger V3 holds true to that philosophy, but not entirely. The Ranger V3 has been redesigned from the ground up with a new suspension layout, new geo numbers, and a new vibe that really shows the brand's growth and just how much they have learned about making something great even greater. ​

​"The new Ranger has been really a meaningful bike to bring to life. It is the product of everything we've learned over the past decade compressed into one bike,” shares Adam Miller, Owner/Founder of Revel. “Ground up, no compromises, and no assumptions carried over. This is what a bike from Revel looks like when we start from scratch, making the bikes we want to ride, with no bureaucracy."

Geometry

The Ranger V3 has a steeper seat tube angle for more efficient pedaling, a longer reach to position the rider better on punchy climbs, a slacker head angle for increased confidence on descents, and a lower bottom bracket that provides a planted, in-the-bike feel. This design enhances cornering, braking, and traction across surfaces. Chainstay lengths increase with larger frame sizes, ensuring balanced handling for riders of all sizes and making the bike feel purposefully designed.

Ride Impressions

From the first ride, I knew the Ranger V3 was doing something different. It didn’t feel like an XC bike or trail bike. Sure, it pedals exceptionally well, and there’s no noticeable loss of power going from the legs to the wheels, but it also feels very planted and reactive when climbing. Reactive in a way that feels like the bike is reading the terrain and working with changes in the trail or rider's position rather than fighting the forces subjected to the frame.

I initially went with 20% sag in the rear, and was pleased with the results, but after playing around with the suggested 25-30% range, the Ranger V3 became a much more impressive vehicle. The way the Ranger rides makes it hard to avoid all the cliches, which I’d say is a really good thing. It’s supple off the top, supportive in the mid-stroke, and feels as if it’s got a ton of extra travel to use even when you’re damn near the bottom of the stroke. This trifecta paired with the weight and geometry makes for a bike that wants to be pushed in every direction. It’s eager to climb and maintains traction both seated and standing, even on highly variable trail surfaces. From loose over hard to technical rock sections, the rear wheel wants to stay active, but not in a way that upsets the flow or causes an imbalance. The same characteristics are also apparent when descending.

Going uphill, the Ranger V3 is playful, energetic, and forgiving, which you wouldn’t always expect to carry over when you start heading back down. But the Ranger V3 doesn’t care about expectations. When descending, this new Ranger retains the same characteristics: it’s playful, energetic, and forgiving. Thanks to the CBF redesign, the Ranger V3 wants to be pushed and pushed hard on the way down, and it feels almost like an entirely different bike than the one I just pedaled up the hill.

View the 2 images of this gallery on the original article

Pushing and pumping feel responsive, and the overall weight is easy to manage, with balanced geometry and a reactive suspension that inspires exploring alternative lines and side hits, which isn’t always natural on an XC bike. The geometry tweaks bring a longer reach, longer chainstays, a lower BB, and a steeper seat tube angle, which all work to achieve a more balanced feeling machine.

View the 2 images of this gallery on the original article

It’s not an XC bike, it’s not a trail bike, and it’s not a downcountry bike. It’s just a mountain bike, made for mountain biking. Looking for a bike made for long days with absurd amounts of climbing? The Ranger has your back. Looking for a bike that is frothing for a speedy lunch lap? The Ranger still has your back. Looking for the perfect bike to ride the majority of trails in your local trail network with composure? Well, the Ranger V3 is happy to assist.

Alongside the new suspension design, Revel has made some changes to give the Ranger a more robust structure where it matters most. Lighter isn’t always better when it compromises confidence, but somehow the Ranger is still light and nimble, all while inspiring less-than-ideal line choice. There was never a point during testing when I felt I was playing with the bike's limits or risking unintended use. This is a rare feeling on a short travel bike with such an efficient climbing personality, but I’m certainly not complaining, and neither was the bike. It stayed silent and precise throughout all the abuse and surprisingly never had me finding the harsh bottom of travel or let me down in moments of indecision.

Final Thoughts / Who's It For?

The Ranger V3 is the pinnacle of short-travel mountain bikes for me right now. Its versatility cannot be understated. As someone who is lucky enough to have a vast selection of bikes to choose from for any type of riding I'd like to tackle in a given day, the Ranger V3 was the bike that would be happy to do whatever within reason.

What has been accomplished with the latest CBF design is truly unique, and in classic Revel style, the brand hasn't completely strayed from the original path of the first version of the bike - they've just made it heaps better. There have been reports from other reviewers that the suspension seems less efficient than the V2 Ranger's. Something I will disagree with. I had issues with more pedal bob and strange sensations while pedaling at 20% sag, but after going down to 30% sag, that all sorted itself out, and I never even had to think about the climb switch.

My time on the Ranger V3 was short, but oh-so-sweet, and it quickly made a lasting impression. It has set the bar high for what a modern XC bike can be. I think that if you are looking for a bike that can be right at home during an all-day epic, a spirited lunch-loop, or just messing around with the limits of what you can ride a 120mm travel bike on, the Ranger V3 is the bike you should seriously consider.

It's early in the year, but the Ranger V3 is already a serious contender for my favorite bike of 2026, and for that, I tip my hat at Revel and the beautiful new chapter they are writing now that Adam is back at the wheel.

Both Jackson Goldstone and Loic Bruni failed to make the cut for finals, and even those who made it through only won the battle - the war was still to be fought. With Asa Vermette and Amaury Pierron both being taken hostage by the dust, we saw Luca Shaw grab hold of his first UCI DH win, and it was well earned and a long time coming for the young American rider.

Sleeper knows how to capture and harness the chaos, and they’ve done it again with this edit. As with all other Sleeper Shreddits, it NEEDS to be watched on the biggest screen you've got, with the volume up. Put the phone down and watch it the right way, please.

Details

MSRP: $199 USD

• Open Ear Experience: Slim bone conduction speakers use enhanced speakers that provide decent sound.
• 100% Waterproof: H2O Audio's waterproof technology allows headphones to withstand submersion to 12' (3.6m) underwater for unlimited time. Waterproof Rating: IPX8.
• MP3 Player: Built-in MP3 player with 8 GB of memory that holds several thousand songs and accepts most music formats, including iTunes .M4A.
• Bluetooth: Note Bluetooth does not work underwater. To enjoy music underwater, use MP3 or PLAYLIST+ mode.
• Battery Life: ~5 hours of playtime, depending on usage, in BT mode. Longer playback in memory (MP3) mode. Battery life will vary based on mode and volume. Charging time ~2h.
• Weight: 35 grams

I detest the use of noise-canceling earbuds on the trail (both for my own use and others), but I also appreciate good audio - and I’m willing to make compromises; that compromise is bone-conduction headphones. I’ve been using the H2O Audio TRI 2 headphones for a while now, and although they don’t provide the best audio quality, it’s better than no music; the real standout is the IPX8 waterproof rating. My sweat is no match for these headphones or a mid-ride dip in the creek or river.

In terms of comfort, the TRI 2 kind of disappears when you put them on, and I rarely remember that I’m wearing them on a ride. They work well with sunglasses and pretty much every helmet I’ve tested. They're lightweight, durable, and allow me to hear other trail users and the symphony of tires on dirt.

The only drawback is the battery life. You’re looking at about 5 hours of playback, but that does depend on the volume, which is usually almost all the way up to counter wind noise - something that is very noticeable when using bone-conducting headphones. In my experience, 3 hours is about the max playback time at higher volumes, give or take half an hour. 

The TRI 2 come with a carry case that doubles as a charger, and seeing as these are targeted at triathletes, they also come with some earplugs for swimming - something I have not put to the test because I’m not about that life. The TRI2 headphones are obviously wireless, and Bluetooth is the primary way you’ll use them, but not the only way. They connect to my phone immediately upon powering them on, and I have had zero issues with that. 

On the headphones themselves, there are three buttons. One for volume up, one for volume down, and a play/pause button that also serves as the mode switch between Bluetooth and MP3 player modes. This has caught me off guard a few times since I’m programmed to double-press the play/pause button to skip songs. Instead, the TRI2 headphones use the + and - buttons to skip to the next or previous track, with a long press to go back.

The model that I have been testing is equipped with Playlist+, which effectively makes these an MP3 player with 8 GB of storage. I haven’t used this feature, and I honestly don’t know where my SSD full of all my MP3 and FLAC files is, so Bluetooth and streaming it is for me. Even though I don’t have the audio tracks on an SSD, you can record playback using the Playlist+ feature by double-pressing the + button to start and stop recording. These recordings are then saved to the device and can be accessed through the MP3 Memory mode (double-press the play/pause button).

Not perfect, but better than nothing at all, and definitely worth looking into if you are in the same predicament as I am. The TRI2 with Playlist+ retails for $199 USD, but there is a non-Playlist+ equipped model that comes in at $149 USD. Compared to the SHOKZ OpenSwim Pro at $229.95, that’s not a bad deal.

With average temperatures around 30 degrees Celsius all week, riders are working hard to manage the heat, track erosion, and choose which tires to pick for race day. With everything already so dry and dusty on Goldstone's first lap, you can hear him comment on how blown out things are, which should make some riders hunt for alternative lines come qualifying.

Interestingly, track builders have intervened to save the riders from themselves. They’ve tweaked a few ultra-fast sectors - routing lines low around trees and shaping fresh catch berms to check the terrifying top speeds from last season. Yet, despite the safety checks, the soul of Loudenvielle remains intact. Jackson’s favorite high-speed corners are still wide open, begging riders to blindly commit and trust the side knobs.

If you're searching for a lightweight kids mountain bike that will transition perfectly between paved path to singletrack, the woom OFF is it. Period.

Known for creating lightweight and ergonomically designed bikes with child specific components, woom boasts that their bikes make it easier for kids to learn to ride. After over a hundred days of our kids riding their woom OFF and OFF Air bikes, we’d have to agree these models made it significantly easier to learn to ride mountain bike trails. 

It’s worth mentioning that the OFF and OFF Air models use the same lightweight frame complete with mostly the same components, however, they differ in which fork is included. The OFF uses a rigid carbon fork while the OFF Air uses an air suspension fork. We also reviewed the OFF Air, but this review is specific for the OFF, which is slightly lighter due to using the rigid carbon fork.

woom OFF Kids Mountain Bike

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A few things stand out on the OFF series that make it obvious these bikes were built with kids in mind. Upright rider positioning that makes the rider feel more stable, an ability to have quick and nimble riding styles due to a lightweight frame, and confidence on a variety of trails provided by quality components like hydraulic brakes and grippy Schwalbe tires. A safe and confident rider that can tackle the ascents and descents with ease is a rider that is going to fall in love with mountain biking, who is exactly whom the woom OFF was designed for.

Our tall four-year-old spent a season riding his woom OFF on all sorts of terrain, from paved city trails to dusty singletrack and tacky forest trails. In this review, we'll outline impressions from a long test period, where the OFF performs best as well as all the specifics on the build and geometry.

WOOM OFF OVERVIEW

• Wheels: 20” (OFF 4),  24” (OFF 5), 26” (OFF 6)
• Suspension: None (Carbon Rigid Fork)
• Brakes: Hydraulic disc brakes (Promax)
• Gears: 9-speed trigger shifter (SRAM X5)
• Frame: lightweight, high-quality 6061-T6 aluminum with butted and hydroformed tubes
• Weight: 18 lbs 15 oz (OFF 4 - 20”), 21 lbs 9 oz (OFF 5 - 24”), 23 lbs 3 oz (OFF 6 - 26”)
• MSRP (USD): $949.00 (OFF 4 - 20” model), $999.00 (OFF 5 - 24” model), $1049.00 (OFF 6 - 26” model)

THE DETAILS

Perhaps the most important detail of the woom OFF is weight. Where many lower end mountain bikes use cheap and unnecessary components, as well as higher end brands which have added a child-sized mountain bike to their line ups without customizing its features to a child-sized person, a common falter is weight. 

The woom OFF uses high quality aluminum on a slender frame along with lightweight aluminum hubs, cranks, and rims creating a kids mountain bike that weighs significantly less than competitors. By using a carbon rigid fork, there is less weight on the front end of the bike making it more responsive to the rider as well as reduces and absorbs vibrations found on rougher terrain.

Any parent who has tried to ride a bike fully loaded with cargo will understand that lighter bikes handle easier while riding, and feel quick and nimble rather than slow and cumbersome.  Ideally a bike should not exceed 30% of a riders body weight, which the woom OFF is typically within or below that range, whereas many competitor brands with mountain bikes designed for beginner riders come in at 50-70%.  It’s a significant shift in weight ratio that shows up in how quickly kids learn to ride and how long they have energy to stay riding. 

The lightweight frame of woom OFF also means that kids will be able to tackle ascents and with the 9-speed SRAM X5 trigger shifter, kids will be able to change gears quickly and confidently on the fly.

With the woom OFF designed for cross country trails that will likely be your child's first taste of a downhill descent, the hydraulic disc brakes with child-sized brake levers that actually fit a small child’s hands will allow kids to stop on a dime and use over long periods without tiring out their hands. 

It’s easy to get lost in the child specific specifications of the woom OFF series without knowing exactly how that will translate into a better ride for your child. From shorter cranks that allow a smaller, more comfortable stance and natural range of motion that improves overall stability while also reducing discomfort, to tapered ends of the handlebars that make it easier for smaller hands to grip, there are so many thoughtful details included in the woom OFF that make it easier to ride without unnecessary components that add weight.

SIZE AND MODEL SPECS

• Wheels: 20” (OFF 4),  24” (OFF 5), 26” (OFF 6)
• Frame material:  6061-T6 aluminum with butted and hydroformed tubes
• Gears: 9-speed SRAM X5 trigger shifter with SRAM X5 rear derailleur
• Fork: carbon 1 – 1 ⅛″ tapered steerer tube 
• Wheels: Tubeless-compatible Alexrims wheelset, aluminum hubs with sealed industrial bearings, 20 G14 spokes, double-crossed spoking and aluminum nipples
• Thru axles: 100 x 15 mm front and 135 x 12 mm rear
• Headset: Fully integrated 1 – 1 ⅛" headset
• Tires: 20 x 2.25″ Schwalbe Rocket Ron with ADDIX SPEED rubber compound, presta valves, tubeless conversion ready
• Stem: Forged aluminum, CNC-machined, attached via two clamps with a rise/drop: +/-15° with flip-flop design to adjust the handlebar height
• Handlebars: Width: 570 mm and rise: 20 mm
• Seatpost: 27.2 x 250 mm with quick-release seatpost clamp
• Drive: 4.3" (110 mm),  chainring with 28 teeth and 11-32 teeth on cassette 
• Brakes: Hydraulic disc brakes by Promax with 140/140 mm diameter on OFF 4, 160/160mm for OFF 5 and 6
• Max weight: OFF 4 (20”): ~110 lbs (50 kg), OFF 5 (24”): ~155 lbs (70 kg), OFF 6 (26”): ~175 lbs (80 kg)

RIDE IMPRESSIONS

Before riding the woom OFF, our tall four-year-old had experienced flat dirt trails and paved city trails along with the occasional pump track during his previous summer season of riding. After setting off riding the woom OFF, his confidence soared and it was clear this was the perfect bike for him to transition into mountain biking. 

The lightweight frame was easy to maneuver and manage, the brakes so responsive, and gears simple to get the hang of. Within the first few days he had already progressed more than I had hoped for the season. 

For a beginner rider, the dip in the top tube made it possible for our younger rider to actually get on and off. While riding, our child always looked stable, thanks to the upright positioning which undoubtedly also made the ride feel more comfortable and natural. 

It’s important to note that woom describes the woom OFF as being “designed for versatile off-road terrain, including gravel paths, dirt trails, and pump tracks”. The rigid frame and quality mountain bike tires do absorb a significant amount of shock of the rougher terrain, but this bike is not designed for steep descents or drops that would be found for advanced level riding. 

Most of our rides take place in northern Canada on loamy, flowy tracks made of a mix of sand, silt, and clay with beginner to intermediate features. As a child with a love of variety, we also ride paved paths in the city and spend time at dirt-packed or paved pump tracks. The woom OFF handles all the terrain well.

I worried that the lack of suspension would cause discomfort on rooty or rocky terrain, but that wasn’t the case. Between the carbon fork and the quality rubber 2.25″ Schwalbe Rocket Ron tires, there was plenty of cushioning for our son to eagerly ride on and off curbs all afternoon as well as hit rooty or rocky features with ease.

For trail riding, being so lightweight with a wide 530mm handlebar, our child easily handled the berms, or banked turns while maintaining speed.  With hands on both the smaller brake level and silicone grips, our child's hands never slipped out of position while riding nor did he once complain about his hands being sore which is often a concern on other v-brake style braking systems.

woom OFF 4 Ultra-Lightweight 20" Kids Bike

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The 9-speed trigger finger shifters gave him a great range to control his speed and combined with the lightweight frame meant I rarely ended up pushing his bike uphill for him. 

As the seasons change, the grippy rubber tires of the woom OFF have provided a stable ride despite frost, mud and leaf litter. 

In truth, the only falter our child noticed in his woom OFF bike was that there is no gear indicator on this current model which when you’re four years old and learning numbers would have been a welcome addition but clearly not a deal breaker.

GEOMETRY

There are slight variations in geometry that you’d expect for a bike that has sizes suited for ages 5 - 14 years old, but the key elements for each bike is the same: a bike with a higher handlebar height and similar steering and seat tube angles mean the rider will be in an upright position, keeping their centre of gravity more aligned with their hips, which is ideal for beginner to intermediate riders. 

This effectively makes the rider feel more secure on the bike with a wider range of visibility, and less tension on back, neck and wrists than an aggressive forward leaning stance would have.

RIGID FORK VS SUSPENSION

Before trying a woom OFF bike, I had a long debate on whether the rigid carbon fork or the air suspension would prove to be better for my young rider. Ultimately, because of how small and lightweight my son was, I decided the lightest option available would be best. 

The rigid carbon fork on the woom OFF series allows for a weight reduction that equates to an easier bike for a child to manage. Although it may not seem that significant in terms of a weight reduction for an adult bike, removing 2 lbs off a child’s bike significantly reduces the bike weight to body weight ratio resulting in a bike that is quicker to accelerate, possible to tackle climbs on, and overall much more efficient pedaling. 

On the OFF 4, my son is fully capable of navigating tight turns, braking and maneuvering on intermediate singletrack with features. Happily, the rigid fork is also more than capable in providing a comfortable ride on rough trails and off curbs.

FINAL THOUGHTS

After spending a season on the trails and seeing other young riders on a variety of bikes, I can safely say the woom OFF delivers on what it promises: an off road capable bike that kids will love. 

The lightweight frame makes this bike accessible to the smallest of riders entering the mountain biking world. With a carbon rigid fork, the OFF has one of the lightest front ends available with the strength and comfort of a quality material that will be noticed on trails.  

This results in quick maneuvering making rides more fun. With responsive hydraulic brakes can come with ergonomically designed levers, quality pedals that nearly eliminate slipping, a mountain bike specific saddle that’s actually comfortable - kids will be happy to ride for longer. For parents, there are also the added features that sometimes go unnoticed like thru axles that secure the tires to the frame which enhance handling and braking.

The OFF features geometry that just makes sense will take a beginner rider far while also providing peace of mind to the parent that their child is in a quality bike fit for the trails.

With three sizes available, the woom OFF bike is a recommended option for beginner to intermediate riders aged 5-14, looking to get a premium bike at a more affordable price.

Built explicitly to slide into the bike park and freeride categories, the Anark isn't concerned with finding the sharpest racing lines. It’s built for what Mondraker calls the "shred state". Sure, they can call it a freeride and bike-park bike, but when it comes with a dropper and

Frame Details and Pure Practicality

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At the heart of the Anark is a robust Stealth Alloy EVO 6061 aluminum frame. In a refreshing turn of events for home mechanics and park rats alike, Mondraker didn't over-complicate this beast. Instead, they focused on pure durability and smart, functional design choices:

• Heavy-Duty Construction: The frame relies on variable-thickness hydro-formed aluminum tubing and a compact, reinforced swingarm designed to withstand heavy trail abuse.
• Shuttle Armor: It features an integrated downtube pick-up pad to protect your frame from damage during quick tailgate shuttle runs.
• No Headset Cable Nonsense: Mondraker opted for internal cable routing that enters through the frame rather than threading through the headset, choosing mechanical simplicity and headset durability over over-integrated trends.
• One Bearing Size to Rule Them All: Maintenance is kept dead simple with a unified bearing configuration, utilizing a single bearing size across all pivot points equipped with double-sealed MAX capacity bearings—the exact same robust setup found on their Summum DH bike.
• Jib-Friendly Single-Speed Compatibility: For riders looking to strip things down for pure jump-line duties, the frame is single-speed compatible using a UDH derailleur hanger or a T-Type tensioner.

Suspension Kinematics & Mixed Wheels

The Anark runs a full-time mixed-wheel layout, sporting a 29-inch wheel up front and a nimble 27.5-inch wheel out back. Don't plan on throwing a 29-inch wheel on the rear, though; Mondraker explicitly states the bike is optimized around the mullet platform, and using a different rear wheel diameter will compromise the geometry and void your warranty. The frame clears rear tires up to 2.6 inches wide.

For suspension, Mondraker adapted its Zero Suspension System into a lighter platform, pulling kinematics from the Summum race program but tailoring them for playground laps. The bike delivers 170mm of rear wheel travel paired with a meaty 180mm fork up front. The suspension curve features a highly progressive 25% rate designed specifically to play nice with coil shocks.

At the recommended 30% sag, you get roughly 98% anti-squat for efficient pedaling and a solid 99.7% anti-rise to ensure independent rear braking action that doesn't lock up your suspension when you're anchoring into a loose berm. While it's optimized for single-crown forks, Mondraker notes it is compatible with dual-crown forks as long as you stick to the 180mm travel limit.

Geometry Built for Jibs and Adjustability

Mondraker offers the Anark in five sizes, ranging from S to XL, introducing a brand-new M/L size to bridge the gap perfectly. Keeping the focus entirely on playful handling and agility, the rear end utilizes a tight 445mm chainstay length across the entire size run.

Riders can easily customize their stance via a single-bolt flip chip design at the lower shock mount. Out of the box, the "Standard" position gives you a slack 63.5-degree head angle, a 77.5-degree effective seat tube angle, and a 346mm bottom bracket height. Flipping the chip to the "Low" setting drops the bottom bracket by 5mm (to 341mm), slacks out the head angle to 63.15 degrees, and shortens the reach by 4mm across the board.

Build Models and Availability

Mondraker will offer the Anark in two complete builds, as well as a standalone frameset option. Both builds utilize powerful SRAM 4-piston brakes and robust SRAM T-Type wireless drivetrains.

Anark XR

This flagship model arrives in a Raw Alloy finish, equipped with an Öhlins RXF 38 M3 180mm travel fork, an Öhlins TTX22 M.2 coil rear shock, SRAM Maven Base brakes, e*thirteen Grappler Core wheels, and a SRAM 90 Eagle T-Type drivetrain. In a size ML, this build hits the scale at a claimed 17.8 kg.

Anark R

Swapping the raw look for a "Superblack" paint job, the R model utilizes a RockShox ZEB Base RC 180mm fork, a RockShox Vivid Coil Select+ shock, SRAM DB8 Stealth brakes, WTB Sportterra Tough wheels, and a SRAM 70 Eagle T-Type drivetrain. The size ML build weighs in at 17.9 kg.

If your idea of a perfect riding weekend involves sessioning a massive jump line, pounding out party laps at the local bike park, or throwing a bike over a tailgate pad without a care in the world, the Anark looks like a beautifully straightforward tool for the job.

Here are some of the best grips we’ve used that we recommend for a wide range of riders.

Grips: A Personal Preference

Much like pedals and seats, grips are hugely important, as they are one of the bike's three contact points. Although they are seemingly small, they can have a profound effect on bike control.

Mountain bike grips come in two options with multiple diameters to suit different hand sizes and disciplines. The most common type of MTB grip is a Lock-on grip, which "lock-on" to the bars with one or two small bolts that clamp down, allowing easy swaps when replacing them. Lock-on grips are heavier and can be restrictive if you want to run a tool or bar ends.

The other option is a push-on or slide-on grip. These are much lighter, but installing and replacing them can be frustrating. They require some finesse to slide on and usually have to be destroyed to remove them. However, they are incredibly comfortable and made from soft foam that absorbs vibrations well.

Ergon: GDH Slim

Ergon recently added a Fat and Slim option to the World Cup-winning GDH grips, and as someone with large hands who still loves a smaller grip, the GDH Slim has been a standout during testing. That’s not to say the regular GDH isn’t still a great option, but now riders who love the feel of the GDH can get the same excellent pattern and rubber in a smaller or larger diameter.

I’ve found the GDH to be pretty long-lasting despite the relatively soft rubber compound, and they work well for riders who don’t love the feel of gloves. The raised palm texture and soft ramps for the fingers give a super positive grip on the bars and are still very noticeable when wearing gloves.

• Diameter: 30mm
• Weight: 110 grams
• Length: 135mm

PNW Components: Loam Grip

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This grip has an ultra-tacky compound and ergonomic pattern to support your palms and help relieve fatigue that you might feel after long days on the bike. The Loam Grip is available in 11 colors and two different sizes, depending on preference.

Diameter: 30mm, 34mm
Length: 135.5mm

Enve: Fractal Lock-On Grip

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The Fractal Lock-On is the gravity- and trail-oriented option, with a left- and right-specific design, two diameters, and six colors, making it a pretty standard grip. At 135mm in length, they aren’t the longest grips on the market, but they offer a spacious spot to grip the bars. The rubber sits at A25 on the Shore Scale, which means it's somewhere between the feeling of a rubber band and a baby bottle nipple - if that makes any sense.

From the few rides I’ve had on these, I'd say they feel pretty great, but I'd love to see a 30mm diameter option in the lineup. Even though I do have pretty big hands, I usually ride without gloves and prefer a slightly smaller-diameter grip. If you fall into this camp, that might be something to consider. 

Diameter: 31.5mm and 34.5mm
Length: 133mm

Revgrips: Pro Series Standard

Revgrips offer suspension at the bars since they don’t make contact with your handlebar. The inner diameter of the grip is approximately 1/8 of an inch larger than the Outside Diameter of the handlebar and is "suspended" in an elastomer on each side of the grip. These elastomers are tunable depending on rider preference. Revgrips also come with plenty of color customization options for grip and hardware color.

Diameter: 31mm, 32.5mm, 34mm
Length: 117mm

Wolf Tooth Components: Lock-On Echo

Wolf Tooth Echo Lock-On Grips are made for mountain biking in any forms. The rubber material is soft and tacky to the touch, while the alternating diagonal pattern of grip keeps the rider's hand placed with or without gloves conditions. Anodized aluminum collars match the 8 colors. They also offer replacement parts through the right-to-repair program.

If you want a beefier grip, Wolftooth also offers the Fat Paw with a 36mm diameter, and Mega Fat Paw grips with a massive 40mm diameter.

Diameter: 32mm
Length: 132mm

OneUp Components: Goldstone Grip

The OneUp Components Slim grip has been my go-to for a long time, but the new Goldstone Grips have quickly dethroned it as my new favorite. The tech behind them isn’t anything wild, but the design is excellent and makes a lot of sense. The palm area is quite tall to take up the space created, and the ends of the grips are flared pretty drastically to give the outside of the hand a good amount of purchase in corners. 

These grips also use well-considered cutouts in the plastic sleeve beneath the rubber to allow for a softer-feeling grip under the fingers. Overall, the Goldstone Grip is one of the most ergonomically effective grips I’ve ever felt; however, they are pretty slim, and might not be the ideal choice if you like a fatter grip.

• Diameter: 29mm - 33mm
• Weight: 107g
• Length: 140mm

Burgtec: Bartender Pro Lock-On

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Greg Minnaar’s old signature grip before he launched Cast. These grips use a tapered internal sleeve that allows for more rubber to be used closer to the stem to improve vibration dampening. It also uses a tacky rubber that remains sticky in most conditions.

Diameter: 31.5mm
Length: 130mm

SDG: Thrice Open Core

The Thrice Open Core is something of a hybrid that combines the comfort of a slip-on grip with the security of a lock-on grip. Kind of like the OneUp Goldstone, but with a much larger cutout relief in the plastic inner sleeve. The thinking here is that this open segment will make for a more comfortable grip due to the gap between the soft rubber and the bars. 

In reality, it does just that. Although it’s not immediately noticeable, after riding a few different grips back-to-back, it becomes very apparent that the cutout does a lot for comfort. The Open Core Thrice uses a pretty soft rubber, and so far they have held up great both gloved and bare hands, with the latter being my preference for these grips.

• Diameter: 32mm
• Length: 135mm
• Weight: 48g

Well, one thing is for sure: the Epic 9 is very much an XC bike. It's a statement that XC is still its own category of mountain bike, despite the similarities they can often share with short-travel trail bikes.

I was nervous at first. The S-Works Epic 9 is a $15,249.99 example of bicycle engineering, and draped in some bling components that are a little beyond my current fitness levels, but damn, was I feeling fast. I originally planned a 10-15-mile loop as the first ride on the Epic 9, but as I kept climbing and felt faster and faster, that 15 miles quickly turned into 25+ miles of chomping at the bit. The bike just made me want to be better. 

While riding such a light bike can be a little scary at first, I definitely got more comfortable with it over time. To be fair, the geo isn't what I’m used to, nor are the sub-1,000g wheels and super-minimal tires. It’s a world away from what I typically like to ride, but I’d be lying if I said I didn’t have a ton of fun.

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After getting accustomed to the geometry and automated suspension system that is RockShox Flight Attendant, the bike began to feel a little more relatable, albeit a little nervous on sections of trail that normally feel mundane. I’ll attribute this feeling in large part to the 25+ mph gusts of wind and loose conditions, but also a little bit to how careful I was being about the wheels and tires I was rolling on. The Fast Trak front and Air Trak rear tires don’t offer much in the way of knobs, and, being so skeptical about dropping too much air pressure, I was riding them a little higher than I would with a more robust tire - that's an easy issue to correct with beefier tires or inserts, though.

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In terms of how the bike feels on the trail, I can sum it up in one word: Nimble. The Epic 9 is obviously designed to handle the most demanding XC courses, which are getting more technical each year, but I was immediately impressed with just how responsive the bike felt in every situation. There’s nothing muted about how it rides, both up and down the hill. Every input from the rider is met with an instant reaction from the bike. From pedaling to cornering, the Epic 9 wants to abide by rider commands like a well-trained working dog. But like a collie or heeler, it’s also confident in its ability to handle whatever, and for a 120mm space ship with wheels, it feels much more capable than I gave it credit for initially, especially when you start to trust it.

The geometry is tight, which is both a pro and a con. It’s a con at first, but once my mind and body realize what bike I'm on, it becomes a pro. It’s made to go fast and be efficient, and to do that, it needs to strike a balance; thankfully, Specialized has found a workaround.

The Epic 9 has one flip chip at the lower shock eyelet that allows you to adjust the head tube angle, BB drop, and reach slightly. At the stock setting (high), the head tube angle is a pretty tight 66.3 degrees, and the BB drop is 33mm; flip it to low, and you’ll get a 65.7 degree head tube angle and 40mm of BB drop. This will also reduce the reach by 5mm across the size ranges. I have only ridden the Epic 9 in the stock configuration so far, and I predict that the low setting will be much more to my liking.

For the Epic 9, Specialized has essentially taken the best parts of the Epic 8 and the Epic World Cup and blended them into a single, ultra-efficient, ultra-light chassis. The kinematics have been adjusted to optimize pedaling feedback, with a reduced leverage rate at sag that increases support, improving pedaling efficiency and traction, but maintains the same proven curve through the bump zone and end-stroke as the outgoing Epic 8. Somehow, Specialized has made its World Cup-level race bike much more compatible with the everyday rider or weekend warrior.

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For such a svelte frame, the Epic 9 doesn’t necessarily feel fragile, and considering the extensive amount of testing and R&D that went into this bike coming to market, I’ll say that, like other Specialized bikes, the Epic 9 will be able to take quite a lot of punishment.

For the full details on the Specialized Epic 9, check out the first look article below.

It doesn’t matter if you’re ripping laps at the bike park or just riding singletrack with your friends after work; staying comfortable and protected is essential, but with the heart of the summer descending upon us, pants might not be the best choice for your next mountain bike ride.

I’ve been hard at work testing out a huge selection of the best mountain bike shorts to figure out which ones are worth spending the money on. For 2026, there are still some shorts that have stood the test of time from last year, and that speaks volumes to the fit and function. From enduro MTB shorts, trail riding shorts, to lightweight biking shorts and all the variations in between, there are options for all types of riders in this mountain bike shorts buying guide.

Mountain bike shorts can come in all different cuts and materials. Some have more than enough pockets, while others lack carrying capacity for big rides, but are ideal for extremely hot days, which makes finding the perfect MTB shorts a challenge.

Mountain bike shorts are also not inexpensive, and finding the right ones can be a costly gamble if you're trying out a variety of different styles. To make your life easier, I’ve compiled a list of the best MTB shorts on the market.

What Makes a Great Mountain Bike Short?

Fit

You want a mountain bike short to be form-fitting but not so tight that you feel restricted while pedaling, and you also want decent coverage if you ride with knee pads. Many shorts come in different inseam lengths; it's essential to consider what type of riding you will be doing to determine which fit is best for you.

Function

Are you primarily riding bike parks, or are you a seasoned long ride connoisseur? Knowing the intended use can significantly impact the effectiveness of an MTB short, and selecting a short tailored to your riding style is crucial. More durable shorts will be less breathable, but lightweight shorts will often lack durability and pockets, making them less suitable for gravity-fueled riding. Finding a balance can make all the difference.

Pockets

Not all MTB shorts will have the same number of pockets as street clothes, and there are plenty of shorts that might fit perfectly but lack space to carry all the things you want on a ride. If you are someone who rides with a backpack or hip pack, pockets might not be a huge selling point, but this is still something to consider when shopping for your next pair of mountain bike shorts.

Material

The construction and material of a MTB short can be the difference between a good pair of mountain bike shorts and a GREAT pair of mountain bike shorts. If you are looking for a super durable pair of shorts for enduro and aggressive trail riding, they are likely made of a thicker material and won't be ideal for longer, hotter rides. But a lightweight mountain bike short will likely lack the protection you need for bigger XC-style rides.

Price

Most mountain bike-specific shorts aren’t cheap; they serve an essential purpose, and finding a pair that will last a while is vital if you want to avoid suffering from buyer's regret. Some MTB shorts can be close to $200 USD, but that doesn’t mean you need to spend that much to find a pair that checks all the boxes, and I’ve found that the sweet spot for the best MTB shorts is right around the $125-$150 range, but spending more will come with advantages.

Best All-Around MTB Shorts

Velocio ACCESS Short - $189

In 2026, the Velocio ACCESS Shorts continue to be the pair of shorts I keep going back to, with ample pockets and a terrific balance between durability and breathability. I’ve found myself reaching for the Trail ACCESS shorts on most of my rides lately, thanks to their convenient, secure pockets, supremely comfortable fit, and excellent coverage. The entire range of MTB apparel from Velocio isn't to be overlooked, but it isn’t cheap at $189 USD.

The Trail ACCESS shorts are the second-most-expensive pair of MTB shorts in this guide, but for what they are, I’d happily pay the price again and again. Thanks to the Velocio Renewed option, you can find these shorts at a discount if you’re willing to purchase a quality-controlled selection of repurposed and reconditioned apparel.

Most Breathable MTB Shorts

Curious Creatures Sun Dog Short - $125

Curious Creatures nailed it with the new Sun Dog Shorts. I spent a warm weekend in Moab, discovering what these lightweight mountain bike shorts were all about. As expected, these shorts are great. The Sun Dog shorts feature the same elastic waistband and drawstring as the pants, which makes them remarkably comfortable and especially harmonious with hip packs. The Sun Dog Shorts are made from soft, four-way stretch 100% polyester fabric and have a 12.5” inseam and three pockets (two sides, one rear). They are ideal for long rides, big chilling, and even dips in the river.

At $125 USD, the Sun Dog Shorts are a pretty affordable and SUPER comfortable short, and to further sweeten the deal, Curious Creatures has partnered with a local Montana sewing studio to handle any repairs that are needed from damage due to regular wear and tear, which will be repaired at a reasonable cost.

Related: Curious Creatures Spring MTB Apparel Is Here

Best Lightweight MTB Shorts

Strafe Ridgeline Short - $129.00

Can an MTB short actually make you cooler? Somehow, Strafe has made this possible with the Ridgeline Shorts with brrr° Cooling Technology. In short, brrr°’s cooling magic creates a Triple Chill Effect®, using cooling minerals, rapid drying, and active wicking to deliver a cooling effect on long days. Whether it really works or not is hard to discern, but I can say that the Ridgeline Shorts are super comfortable, and absurdly light - so much so that these were the shorts of choice for a 100-mile gravel event that I did on a mountain bike last year in the heat of summer, and I have no complaints.

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To keep things light, the Ridgeline Shorts are pretty minimalist, with only two pockets and not a lot of fluff-features to weigh you down. The fit is pretty tight, but not so tight that you’ll be self-conscious, and the branding is minimal. When it comes to the waistband, the minimalist yet efficient trend continues with webbing and a tension-lock adjustment system offset to avoid pinching and discomfort.

Best MTB Shorts for On and Off the Bike

Ripton Performance Jorts - $69

Performance and denim don’t always go hand in hand, but Ripton is breaking that stereotype. If you want to look chill on and off the bike? Ripton has you covered, and the Performance Jorts are honestly some of the most comfortable shorts I’ve worn this year, both on and off the bike. They aren’t just relegated to being an MTB short, and I know I’ll be spending a lot of time in them on all types of bikes thanks to the 33% Weft stretch material, gusseted crotch, and relaxed fit.

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The Performance Jorts use a blend of 89% Cotton, 10% Polyester, 1% Spandex for freedom of movement, and the 9.5" inseam (on the hemmed option) is just enough to give the thighs a little sunshine but not so short that you feel like a Reno 911 character. They really hit the sweet spot for on- and off-bike comfort.

Best MTB Shorts for Adventure

Stio OPR Short - $129

The Stio OPR Short is incredibly versatile, and I found myself wearing these off the bike almost as much as on it, making them ideal for those seeking a single pair of mountain bike shorts that can do it all, day after day. With two traditional front pockets, a zippered side and rear pocket, an adjustable waist, and Schoeller nylon/spandex blend fabric featuring a delightful amount of stretch. The Stio OPR shorts are ideal for long gravel rides, commutes, river hangs, trail rides, and multi-day bikepacking trips.

The Stio OPR shorts are available in 9” and 11.5” inseams, depending on your preference, and the $129 USD price tag strikes a sweet spot for most consumers, while also offering a durable and wonderfully comfortable pair of shorts.

Best MTB Shorts for Long Days

Outdoor Research Freewheel Lite Shorts - $115

When Outdoor Research entered the MTB apparel game last year, they made quite a statement with their Freewheel collection. Everything in the collection is well thought out, and the legacy outdoor brand clearly invested a lot of time and energy in doing things the right way with its first MTB collection, which is exemplified by the Freewheel Ride Shorts.

The Freewheel MTB Ride Shorts are only $115 USD, but the quality and fit are something you’d expect from a much more expensive pair of MTB shorts. With two zippered side pockets, a breathable back panel, an adjustable waistband, and construction details that enhance durability, these shorts are perfect for big rides with variable terrain. Thanks to the water-resistant and Bluesign-approved fabric, articulated leg openings with front drop coverage, the Freewheel Ride Short is ready for whatever weather, features, or mileage you might encounter while out on epic rides.

Related: Tested and Compared: Outdoor Research Freewheel MTB Shorts

Most Comfortable MTB Shorts

NF Lazerlite Trail Short - $128

NF has been a solid and consistent figure in the mountain bike scene for years, and those who have spent time in NF kit will attest to its fit and durability. Trusted by some of the most recognizable names in freeride and downhill, including Yoann Barelli, Aaron Gwin, and Steve Vanderhoek, the NF kit is designed to withstand incredible amounts of abuse. But it’s not just durability with NF.

At $127 USD, the Lazerlite Trail Shorts hit the nail on the head with fit and functionality thanks to NF’s purpose-designed zrilix™ fabric. The NF shorts are designed from the ground up for riding, with no buckles, unusual seams, or unnecessary fabrics that can distract you while on the trail. The Lazerlite Trail Shorts are some of the most comfortable shorts that money can buy, and it’s easy to see why NF has such a dedicated following after a single ride in these shorts.

Related: Roots to Grow with NF

Best Budget MTB Short

Backcountry Slickrock - $89.99

Backcountry is known as one of the largest online marketplaces for outdoor gear, but it also has a catalog of owned brands that offer incredible value in the MTB apparel space. The Slickrock and Empire shorts from Backcountry have been standouts in this test for the amount of features that you get for the price.

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The Slickrock shorts, priced at $89.99 USD, feature a comfortable fit, secure fasteners, and numerous pockets with construction that promotes airflow and versatility on a wide range of rides. On paper, they check many of the boxes that need to be checked for a great MTB short, and in testing, the same boxes are also checked. As the most affordable option on this list, the Slickrock shorts are my recommendation for those seeking a great pair of shorts on a budget.

For a more robust pair of MTB shorts that is more gravity-oriented, the Empire shorts are a great option at $119.00 USD. The Backcountry Empire Shorts have a longer inseam and more pockets, making them a better choice if you're kitting up with knee pads and looking to bring more spares or snacks on a longer ride.

Best for Bike Park Riding

Peak Performance Trail Short - $145

Peak Performance has been a big name in outdoor apparel, especially in the world of snow sports, but a recent push into mountain bike apparel got me excited about these new Trail Shorts. These are the longest pair on the list, and the baggier fit slots them in as an excellent option for hotter days in the bike park when pants are too claustrophobic.

Related: Peak Performance Breaks into MTB Apparel

The Peak Performance Trail Shorts are super comfortable and spacious, but with only one pocket, they aren’t ideal for longer rides when you need to carry more gear. Where the Trail Shorts shine is in the park and shorter, more aggressive rides. The material is extremely robust, and the secure double closure and adjustable waist are excellent at keeping the shorts secure, even if you take a spill. At $145 USD, these fall right in the middle of the price sweet spot, but the durable construction and comfy fit make them ideal for more casual rides when lots of accessories aren’t needed.

Most Sustainable MTB Shorts

Norrøna Fjørå Flex1 tech Shorts - $139.00

Norrøna is well known in the outdoor space for hiking and snow gear, but they actually make a host of great MTB kits that translate the brand's adventure heritage into the world of mountain biking. The Fjørå Flex1 tech Shorts have been a solid addition to my rotation of shorts over the last year, thanks to the Flex1 material, which has a PFC-free DWR coating, great breathability, and durable construction that will take whatever you can throw at it.

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The 4-way stretch double weave fabric (86% Recycled Nylon, 14% Elastane, 125g/m2 PFC-free DWR bluesign & GRS certified) feels robust in the hand, but super light when you’re wearing it, and the pockets are super usable - something that a lot of MTB shorts often get wrong. The Fjørå Flex1 Tech Shorts are a great length, and thanks to the MTB-specific cut of the leg opening, you won't be a victim of pad-gap when wearing kneepads.

More Gear Guides

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Having spent time on both Specialized and Schwalbe radials over the last year, I've noticed a difference between bias-ply casing and radial MTB tires. While “radial” tires for mountain bikes are not truly radial as we know them in automotive tires, the threads of the tire casing are more in line with the radial pattern than they ever have been before.

Schwalbe is pretty open with their casing construction, but both Specialized and Vee Tires are a little more tight-lipped about the cross-pattern, but it's clear from riding them that both Specialized and Vee have not gone quite as extreme as Schwalbe.

This gives the tires a more malleable structure when in contact with the ground, which means a larger contact patch and, to an extent, more grip. While the “more grip” thing is true, it has its limits, especially with the more obtuse cross-pattern that Schwalbe uses in its radial tires, which can lead to a more flexible tire in situations where that isn’t needed. Because of the radial-ish construction of these tires, most riders find that 5 to 10 more PSI is the sweet spot for the expected support while still benefiting from the larger contact patch.

Vee Tires and Specialized have taken a less aggressive approach to the radial casing, finding a middle ground between what Schwalbe is doing and traditional bias-ply construction for their radial tires. I’ve found that with the Schwalbe Radial tires, much higher tire pressures are required to avoid folding them in hard-packed corners, and they are slightly less predictable overall than bias-ply tires, even at higher pressures.

Three Radial MTB Tires Compared: Which Is Best?

With the Specialized and Vee radials, things are a little different. Specialized says you can run the same PSI as a bias-ply tire, whereas Vee recommends 2-5 PSI higher than usual. In the hand, both the Specialized and Vee radials feel much more rigid than the Schwalbe tires, likely because their casings are slightly less extreme.

There’s a noticeable difference between the Schwalbe radial construction and the other options on the market, with both the Specialized and Vee radials feeling a lot more similar to bias ply casing tires, but still offering the same supple and damped feeling of a more flexible casing.

In comparison, the Vee Tire RAD Core tires are the most robust, with harder rubber and a more supportive sidewall, which has been a nice contrast to the almost squirmy feel of the Schwalbe radials. The Specialized Radials are a nice middle ground that offers a more noticeable damping effect but still holds true to the predictability of a bias-ply tire.

Along with the 4-bar suspension layout, the frame has also undergone some weight-saving measures to make it more efficient across all types of terrain. The sixth-generation Tallboy retains the downtube storage, the hi/lo flip chip, and the same do-it-all spirit that was so beloved on the last generation.

Coming in just CC options for the frame, and each size gets proportional geometry, so that no matter what size you ride, the bike feels the same while sitting on the new 4-bar layout. But why did Santa Cruz choose to switch things up for their new take on a classic trail bike?

Well, as Santa Cruz puts it: Four-bar systems can easily achieve a low anti-squat, which means minimal pedal kickback on square-edge hits and remain active while pedaling up and across rough, technical terrain. They exhibit fantastic performance while braking on steep, rough terrain, isolating the rider from the harshness of and maintaining traction at all times. Which means the bike (and subsequently, the rider) can be consistently composed while riding the hardest trails. This is all common knowledge to anyone who has been riding 4-bar bikes and loving them. It’s simple, effective, and just works. Not perfect, but depending on what you want a bike to do, it’s pretty damn versatile.

“We used a four-bar layout on our ebikes initially to make the bikes ride the way we wanted while fitting a full-power drive unit,” reads the literature on the Santa Cruz website. “For the Tallboy, we were really looking for a very different feel than the previous versions, and we were able to fine-tune the kinematics to get what we wanted: a moderately progressive suspension that eats bumps while being spritely and sporty. The low anti-rise and lower anti-squat result in a bike that's very controlled under braking, and allows you to pedal through roots and rocks without causing any hiccups or losing traction. On top of that, it allowed us to reduce weight and improve seatpost insertion. Big wins all around.”

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The V6 Tallboy comes in four build kits, and is available as a frameset with a shock for $3,899.. For $5,899, you can get the Tallboy CC frame with Eagle 90 and more budget-oriented components. Stepping up a tier to $6,999 gets you SRAM GX Transmission and alloy Reserve rims laced to DT Swiss hubs. The second-highest build kit runs $7,499 and features Shimano XT Di2, SRAM Maven brakes, and the same Reserve alloy wheels, but laced to DT Swiss DEG DF hubs. The top spec is a $9,299 and comes equipped with SRAM XO AXS Transmission and carbon Reserve rims laced to DT Swiss DEG DF hubs.

Explore the new Tallboy at Santacruzbicycle.com

The Klic HV pumps come with or without a gauge, which is pretty great and, overall, quite accurate. It’s been a faithful companion on most of my rides, and the newly added Plug-Mate tool has made this great hand pump even more versatile. I love innovation like this, and reducing the amount of small things that I need to carry in a pack or on the bike is always welcome.

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While there are plenty of tubeless plug offerings out there, Crankbrothers has taken a fresh approach to plug design, with reusable tips and a familiar strip-style plugging material. The tips are plastic, so they won't damage the rim, even if you’re running carbon hoops. One thing I really appreciate about the Plug-Mate system is that it works with almost all tire plug forks, so there’s no need for a proprietary tool for installation.

Combining the plug tool with a reliable pump is really cool, and I’m all for paring down the ride kit to make things simpler overall. The Klic Pumps with Plug Mate are both simple in operation and effective in function - what’s not to love here?

Klic HV & Plug Tool

Weight: 129g
MSRP: $49.99 / 54.99€

Klic HV Gauge & Plug Tool

Weight: 156g
MSRP: $59.99 / 64.99€

Details

• Magnetic head for quick connect
• Twisting collar protects the connection from dirt and debris
• Flexible hidden hose inside
• High volume
• Presta / Schrader interchangeable valve
• 110 psi / 7.6 bar rating
• Handle includes: Quick access plug tool, Presta valve core tool, 4 tire plugs (2 thin, 2 thick), 3 reusable Plug Mate anchors (2 small, 1 large)
• Easily plug tires using the pump as a handle
• Can store plugs pre-installed for fast repairs
• 5 year warranty

Originally teased at Sea Otter Classic this year, Taken is now taking pre-orders for framesets, with the first small batch expected to be ready in early June.

Experience a Closer Encounter at Taken-cycles.com

Encounter Details

• Frame Only: $2,699
• Frame with Fox Factory Float X2: $3,399
• Frame with Rockshox Vivid air / Coil: $3,399
• Frame with Push 11.6 Coil: $3,999
• Frame with EXT Racing Coil: $3,899

Full Alloy Construction: Strong, lightweight, and built to handle anything. External cable routing. DH certified. Dual crown compatible. Built by Genio, the best alloy frame builder in Taiwan. The Encounter is equally at home as a trail bike, enduro race bike, or mini DH park bike.

CBF: Pedaling perfection licensed from Chris Canfield. CBF points the chainline and drive forces around the top of the chainring through 100% of its travel, resulting in maximum pedaling efficiency, regardless of where you are in the travel, what terrain you're on, or how much power you are putting down. All your power goes to turning the rear wheel. The suspension can do its job completely - independent of drivetrain and braking forces.

I-track: Licensed from Hugh McLeay in Australia. Mounting the pulley on the chain stay provides a mechanical pull-down when pedaling, helping the suspension stay composed under power.

The Encounter comes in two colors, or should I say one? The painted option is Smashio, a bold, protective, expressive finish designed to stand out. If that pop of color isn’t your style, the Encounter also comes in a raw, bare aluminum finish, left in its natural state with a matte clear coat that offers a clear view of the welds. 

Geo and Suspension Details

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The film follows Ben Hildred and Ruth Holcomb as they tackle New Zealand’s legendary Old Ghost Road, an 85-kilometer (52mi) ribbon of rugged alpine ridges, tech, and lush cloudforest. But if you look past the jaw-dropping vistas and Ruth's impromptu geology lessons, there’s another story hiding in plain sight. Both riders are rolling on what appears to be the highly anticipated, unreleased Santa Cruz Tallboy.

Eagle-eyed gear nerds will immediately notice a massive architectural shift for the iconic short-travel machine. Santa Cruz seems to have ditched its traditional dual-link VPP suspension layout in favor of a Horst-link design. Following the recent Vala e-bike, this marks a monumental pivot for the brand’s non-motorized lineup. This new four-bar configuration repositions the shock, likely opening up coveted real estate for deeper seatpost insertion, better bottle clearance, and a highly rumored bump in travel.

This isn't the first teaser of the new Tallboy, either, and we've been expecting the 6th-generation Tallboy for a little while, but the fact that it was soft-launched in this suggests that we should be seeing the new Tallboy any day now.

Considering the terrain and nature of this ride suggests that this bike hasn't lost an ounce of its gravity-loving XC identity. It’s a reimagining of the adventure machine built for those spirited power-hour loops or all-day backcountry spins.

One is an ultralight, short-travel machine, designed and tested at the highest level of cross-country mountain bike racing. The other is made of steel and alloy, with external cables throughout and almost no carbon fiber visible. But both of these bikes are unified with a single emotion as I unboxed and built them. The same emotion that keeps me excited about mountain biking year after year.

Two Mountain Bikes, Worlds Apart

Although the bikes are the antithesis of each other, designed for very different riders and riding styles, I found myself elated at the idea of riding both. The rides I’ve imagined are opposites, but that’s the beauty of this sport. Bikes are inanimate, but they have the ability to spark feelings in us as a reminder that we’re all just the same kids who wanted to just ride our bikes around in the woods and get lost in daydreams about the adventures we’d take as soon as we were free from homework or school.

Stinner Romero LT

On one hand, there’s the Stinner Romero LT, a long-travel steel bike handmade in Santa Barbara. It’s calling my name like the One Ring as I type this. This is a bike that I’ve been terribly excited about, and it’s been a few months since I’ve been on a bike with more than 150mm of travel, and I cannot wait to ride it around more than just up and down the block. There are no batteries anywhere on it, and it’s not the lightest bike, but that’s not the point. The Ministry Cycles' 3VO suspension system, which this bike sits on, paired with a steel front triangle, has me seriously excited to go see how stupid I can be down a hill.

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Specialized Epic 9

On the other hand, we have the Specialized Epic 9. An all-out spaceship that is covered in batteries and sensors to tell the suspension what to do and when to do it. It’s an absurdly light frameset, covered in top-end gadgets that are all designed to maximize efficiency in the most fun way possible. In reality, it’s a bit too bougie for my blood, but god dang if I’m not giddy about lacing up the stiffest shoes I have and putting on my tightest kit to see just how close to a KOM I can get. The wheels alone are just 998g, and that's far and away the lightest wheel I’ll have ever ridden.

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As I stood and looked at the two machines I had just assembled, realizing how stark the contrast was between them, I felt the same excitement I felt as a kid, and I can't emphasize how important it is to let yourself fall back to that ignorant joy. As I write this, I’m sitting next to my window, gushing about how much fun and joy the bicycle brings, when I should be out riding, but just as there is duality in the two bikes sitting in my shed, there is duality in life. Jobs, life, and all the noise of “normal” life drowns out the things that keep the heart chalice full, and sometimes all we have is the longing for another chance to go play outside.

“Get a bunch of bikes, and ride them around with your friends. It’s the shit.”
-Tyler, the Creator

If only it were that simple. Instead of riding my bike on this beautiful spring day, I’ve stared at a computer screen writing this, edited video footage of myself riding bikes, talked to a camera about riding bikes, cleaned a house we just moved out of, done errands, cooked food, and made coffee for others. But each moment I’ve not been busy with the “normal” stuff, I’ve been dreaming about swinging a leg over a bicycle. Life isn’t always fun and games, but longing makes the heart grow fonder, or whatever.

This week, I'm looking at a few more of my favorite accessories that make life a little easier on and off the trail, cool new big-ass shades, and some apparel that has impressed me so far during the early season.

Now, here's some MTB kit that I think is pretty neat.

Smith Syncline Glasses

Shop Smith Syncline Glasses Here

Sunglasses are more than just a fashion statement on the bike; they serve as eye protection from the sun and debris kicked up while riding, and most MTB-specific lenses also boost contrast on the trail. The best eyewear will look good, and check all the protection and utility boxes. If you like an oversized, almost goggle-like look for your sunglasses, the Smith Syncline are the right sunnies for you. The Syncline glasses are big, which usually means I won't be a huge fan, since I sweat a lot and run warm. A large lens and oversized form inhibit venting and offer more surface area for sweat to accumulate on a long climb, but the Smith Syncline has an ever-so-slight lens gap between the frame and lens for moisture venting and a unique smudge- and moisture-resistant coating that makes cleaning easy and keeps the optics clear.

I’ve been rocking the light-sensitive photochromic lens options with ChromaPop™ technology, which adapts to changing light conditions pretty quickly while still enhancing contrast and the trail's natural color. The extra-large coverage area and wrap-around lens also mean there’s no frame blocking the eyeline or weird gaps in coverage on super-bright days. Despite their size, they’re still super lightweight, and the autolock hinges make for easy one-handed on-and-off and storage.

State Bicycle Co. Mini Pump

Shop State Bicycle Electric Mini Pump Here

I’ve always been a hand-pump enjoyer. They work pretty well, and if you’ve got the fitness and a high-volume pump, it doesn’t take much to get a tire or tube back up to the desired pressure after a burp or flat. But when the SBC Mini-Pump showed up on my doorstep, I was intrigued. Most electric mini-pumps are not cheap, and at just $69 USD, the State Bicycle Mini Pump is surprisingly affordable. As is the trend with most of what State offers, it works just as well, if not better, than other options that are sometimes twice the price.

It’s become a staple on my rides, not just because it can inflate efficiently, but because it pulls double duty as a tire pressure gauge. The 1100 mAh battery, USB-C recharge, and easy operation are the standouts here, and even at half-charge, I know it’s still got the juice to inflate multiple tires or keep a tire topped up enough to limp home without wasting energy with the hand pump just to squeeze out a few PSI. 

Pear Izumi Canyon MTB Kit

Shop Pearl Izumi Canyon Short Here
Shop Pearl Izumi Canyon Jersey Here

Pearl Izumi is often seen as a budget or entry-level brand when it comes to cycling kit, but the brand has a deep heritage in bike clothing, and the Canyon MTB kit is a solid option with minimal branding, a great fit, and solid functionality. I’ve been impressed with the Canyon short-sleeve jersey and shorts so far this year, and it’s become one of the outfits I reach for when I know I don’t want to be messing around with waistband adjusters, struggling with weird pocket placement, or worrying about the dreaded “pad-gap” that can come when riding in shorts and knee-pads.

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Ergon GDH Slim Grips

Shop Ergon GDH Slim Grips Here

Grips are so incredibly personal, and I’m a picky little diva when it comes to this small but important contact point. I really struggle with finding the right diameter grip that also lasts a season without issues, and the new Ergon GDH Slim has been a huge win. I loved the GHD already, and found the grip pattern and fit to work really well with my larger hands, but the new GDH Slim option has made a great grip even better. Ergon has also rolled out a GDH Fat for those after more real estate to grab onto.

The GDH Fat is a hefty 34mm diameter; the GDH is a more standard 32mm, and the GDH Slim comes in at a svelte 30mm for those that prefer a slightly less bulky grip. All the GDH grips feature the same multi-directional cushioning, aggressive finger channels, and Ergon’s GravityControl rubber compound, the brand's softest.

From 2009 to now, the Tallboy has seen many changes, and if the leaked image is the latest Tallboy, this might be the most drastic change yet for the short-travel trail bike. The last update was in 2022, but many are guessing that the next iteration might move away from the VPP suspension design toward a more traditional 4-bar Horst-link design without flex-stays.

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The Santa Cruz Tallboy could be seen as the bike that convinced the "wagon wheel" skeptics to put down the pitchforks and embrace the larger rim. The Tall Fella has been through five iterations, evolving from a tentative XC racer into a "long travel" version, to a short-travel trail bike that some might call XC. I think most of us just call this a mountain bike. Semantics aside, let's take a trip down memory lane - one lined with threaded bottom brackets, VPP links, and the gradual death of the 71-degree head angle.

Tallboy 1 (2009 - 2013)

Before the Tallboy, 29ers were seen as a strange new fad. This “wagon wheel” was laughed at, and many died on the hill defending the opinion that 29” would never catch on, and it’s honestly embarrassing to look back on how many people felt this way. Then, in 2009, Santa Cruz dropped the Tallboy 1.

It sported 100mm of travel and a - hold your breath - 71-degree head angle. You don’t even see head tube angles that tight on the Stigmata these days, but hey, it worked back then. It used the upper-link-driven VPP layout, which gave it a snappy, efficient feel and made it a "Bible of Bike Tests" darling. It was the first 29er that didn't feel like a compromise; it felt like an advantage. It wasn't just fast; it was actually fun.

• HTA: 71°
• STA: 73°
• Rearcenter: 444.5mm
• Travel: 100mm rear / 100mm to 120mm front

Tallboy LT 1 (2012-2015)

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This was a weird one, but honestly ahead of its time. Despite the age, it was rocking a dropper post, 135mm of rear wheel travel, 130mm to 150mm forks, a 69.4° head tube angle, and 450.1mm chainstays on all sizes. I don’t think the world was quite ready for what Santa Cruz was cooking with the Tallboy LT 1, but there's no denying that this was a sign of what was to come for the humble short-travel trail bike.

• HTA: 69.4°
• STA: 72.6°
• Rearcenter: 450.1mm
• Travel: 135mm rear / 130mm to 150mm front

Tallboy 2 (2013-2016)

If the V1 was the breakout hit, the Tallboy 2 was the refined "Sophomore" album. Santa Cruz didn't want to mess with the formula that was already printing money. The travel stayed at 100mm, but the frame got stiffer, lighter (shaving about 1/4 pound), and more efficient. It got marginally slacker and was certainly more capable than the first swing. 

This was the start of the "XC/Trail" blur. You’d see this bike on the starting line of a marathon race one day and being sent down tech singletrack the next. It was the "Bacon of 29ers" - it made everything better. But the industry was changing, and the "Enduro" storm was building.

• HTA: 70.2°
• STA: 72.3°
• Rearcenter: 445.2mm
• Travel: 100mm rear / 100mm to 120mm front

Tallboy 3 (2016 - 2019)

The Tallboy 3 is where things got weird. This was the era of "Boost" spacing and the "Plus" tire craze. Santa Cruz bumped the rear travel to 110mm and slackened the head angle even further to 68 degrees.

The V3 was a pivot point. It introduced a flip-chip, allowing riders to swap between 29-inch wheels and those chunky 27.5+ tires that we all collectively obsessed over for about eighteen months before realizing they were just heavy and unpredictable. But more importantly, it moved the Tallboy away from the XC tape and toward the trail category. It was longer and lower, and finally felt like it could handle a dropper post and a 130mm fork without feeling like it was on stilts, while still offering the option of a front derailleur.

• HTA: 68°
• STA: 73°
• Rearcenter: 432mm
• Travel: 110mm rear / 120mm to 130mm front

Tallboy 4 (2019-2022)

Then came the V4. This wasn't an evolution; it was a total rebuild. Santa Cruz took the lower-link VPP design from their big-hitting Nomad and Megatower and shrunk it down. They pushed the travel to 120mm, slackened the head angle to 65.7 degrees, and introduced size-specific seat-tube angles.

In 2019, people called this "downcountry." I called it "the bike everyone actually needs." By moving the shock to the lower link, the leverage curve became more progressive, giving the bike a "bottomless" feel that 120mm bikes simply shouldn't have. It became a bike that climbed well, but descended with the confidence of VPP efficiency. This is where things started getting really good.

• HTA: 65.7°
• STA: 76.X°
• Rearcenter: 430mm
• Travel: 120mm rear / 130mm to 140mm front

Tallboy 5 (2022-Current)

This is where we sit today. It’s not “downcountry” or Cross-Country; it’s something special, and a category of mountain bike that I have really begun to appreciate over the last few years. It’s a short travel trail bike that feels like the right tool for most jobs. Santa Cruz has settled with the V10-inspired suspension layout, but kept the geometry tight and tidy for long climbs.

Santa Cruz put flip-chips (hi/lo) and downtube storage on the latest Tallboy, and also moved to size-specific chainstay lengths that also shift with the flip-chips. They didn't mess with travel and kept the same VPP linkage because it works. This is what a modern trail bike is these days.

• HTA: 65.7°/65.5° (hi/lo)
• STA: 76.3°/76° (hi/lo)
• Rearcenter: 430 - 444mm (depending on size and hi/lo setting)
• Travel: 120mm rear / 130mm to 140mm front

What’s Next?

Looking back across the lineage, the Tallboy’s journey is a microcosm of mountain bike history. We went from 71 degrees to 65.5. We went from "climbing is everything" to "if it doesn't ride everything, I don't want it."

It’s hard to find many faults with the current generation Tallboy. It’s got everything to check the boxes of a bike designed to ride whatever, and the soul is there. It’s a bike that rewards an active rider - someone who wants to pop off roots rather than plow through them, or go up and down, then do it all over again.

The Tallboy V1 proved that 29ers could work. The V4 proved that 120mm is often "just enough." But could this next version show a deviation away from the VPP that Santa Cruz has been sticking with up until the most recent crop of eMTBs? The spy shots strongly suggest that this might be the case, as the spotted bike sure seems close to production.

Whether you’re looking at an OG carbon V1 in a garage or a modern V5 on the trail, the Tallboy remains a reminder that a well-designed bike doesn't fear the passage of time or a few extra wheel inches. 

Santa Barbara-based Stinner Frameworks is embracing the 32”. Known for their meticulously crafted handmade frames, Stinner has just announced the Refugio 32, a bike designed specifically around the emerging 32-inch wheel platform.

Seeing brands like BTCHN' and Stinner not just embrace the 32”, but innovate with this new wheel size is beautiful. For the first time in a long time, trends and the future are being shaped by small builders and makers who can explore this new tech in ways that make sense for the individual applications. I understand that 32” isn’t for everyone, but as a taller rider, 32” makes a lot of sense, and if smaller riders get bikes specc’ed with 650B/27.5 wheels, why isn’t there a wheel size for the other end of the spectrum? Well, it looks like that question is being answered.

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Frame Highlights:

• Material: Straight-gauge Titanium.
• Compatibility: Wireless 1x drivetrains only (55mm chainline).
• Clearance: Massive 32" x 2.4" tire clearance.
• Details: T47 bottom bracket, internal brake routing through the downtube, and three bottle cage mounts.
• Dropouts: Stinner UDH 160mm flat mount CNC Ti dropouts.

The philosophy here is simple: "Smooth is Fast, Fast is Fast". By utilizing larger wheels, Stinner aims to create a ride where trail chatter and roots effectively fade into the background. The Refugio 32 is designed from the ground up to optimize this platform, promising a bike that carries momentum over rough terrain while remaining "calm and precise" in its handling.

While Stinner offers standard sizing from Medium to XXL, they also offer custom geometry for riders who want to further dial in their fit on this unique platform.

The heart of the Refugio 32 is a straight-gauge titanium tubeset that is welded in-house in Santa Barbara. It features a classic bead-blasted raw Ti finish (chef's kiss), accented with your choice of polished titanium or black decals.

Up front, the Refugio 32 is paired with a full-carbon fork from their in-house component brand, Stoic Components. It’s built for the long haul, featuring triple mounts on each leg with a 6lb load capacity, fender mounts, and internal routing for a dynamo wire. Like the frame, it clears a 32" x 2.4" tire and uses a 110x15mm spacing.

To support the 32-inch format, Stinner has spec’d the bike with Stoic carbon rims (32mm internal width) laced to DT Swiss 350 hubs. These wheels are wrapped in Maxxis Aspen 32" x 2.4" tires, a fast-rolling choice that should complement the bike's momentum-focused design.

Availability and Details

The complete build leaves little to be desired, featuring a SRAM GX T-Type Transmission AXS groupset and Rival AXS E1 levers. The cockpit is rounded out with a Stoic gravel handlebar and Teravail components.

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This is a highly exclusive release. Stinner is only producing a Limited Edition batch of 50 frames. They are available as a frameset, a frame-and-wheel combo, or a complete build.

If you’re looking to experience what Stinner calls a bike that "absolutely comes alive" when the trail tips down, you'll need to move fast. Delivery for this limited batch is scheduled for August 2026.

Learn More at Stinnerframeworks.com

Build Details:

Refugio 32 Frame Spec:

Frame:

• Material // Titanium - Straight Gauge Tubeset
• Finish // Bead Blasted Raw Ti with either Polished Ti or Black Decals
• Dropouts // Stinner UDH 160mm Flat Mount CNC Ti Dropouts
• Drivetrain Compatibility // Wireless Only 1x w/ 55mm CL - Transmission/Full Mount compatible
• MAX Tire Clearance // 32" x 2.4"
• MAX Chainring Clearance // 1x: 38t (55mm chainline)
• Dropout Spacing // 148 x 12mm
• Rear Axle // M12 x 174mm x 1.0
• Brake Mount // Rear - Flat Mount 160mm, Front - Post Mount 160mm
• MAX Rotor Size // 180
• Brake Routing // Internal through frame - Hose enters the downtube just behind the headtube
• Seatpost Diameter // 31.6mm
• Seatpost Clamp Diameter // 34.9mm
• Bottom Bracket // T47 73mm wide shell
• Headtube Diameter // 44mm Internal Top and Bottom
• Headset Specs // Upper: ZS44/28.6 - Lower: EC44/40
• Mounts // 3 bottle cage locations

Fork:

• Material // Full Carbon
• MAX Tire Clearance // 32" x 2.4"
• Dropout Spacing // 110 x 15mm
• Front Axle // 139mm - M15 x 1.5
• Brake Mount // Post Mount 160mm
• MAX Rotor Size // 180mm
• Brake Routing // External (Internal through non-drive leg)
• Steerer // 1.5" Tapered
• Steerer Length // 280mm
• Crown Race // 40mm
• Axle to Crown // 490mm
• Rake // 44/52mm
• Mounts // Fender Mounts - Triple mounts on each fork leg (maximum load of 6lbs per fork leg) - Front light mount with internal dynamo wire routing

Wheelset:

• Front Wheel // Stoic Carbon Rim, Hookless 32mm internal, 25mm depth, Tubeless, DT Swiss 350 Classic Hub, 110x15mm, 32h, Center Lock
• Rear Wheel // Stoic Carbon Rim, Hookless 32mm internal, 25mm depth, Tubeless, DT Swiss 350 Classic Hub, 148x12mm, 32h, Center Lock, XD or Microspline Driver

Complete Refugio 32 Spec:

Cockpit:

• Stem // Teravail Radia Stem, 6°, 60mm length
• Headset // FSA Orbit - Upper: ZS44/28.6, Lower: EC44/40
• Handlebar // Stoic Gravel HB
• Bar Tape // MSW HBT-210
• Seatpost // Teravail Stratum Seatpost, 31.6mm diameter, 400mm length, 0mm setback
• Seat Collar // Kalloy SC-201 Bolt-on
• Saddle // WTB Silverado 265 Medium 142mm, Steel Rails
• Pedals // Not Included

Drivetrain:

• Rear Groupset // SRAM GX T-Type Transmission AXS - 165mm cranks, 32t chainring
• Shift/Brake Levers (Rear) // SRAM Rival AXS E1 
• Shift/Brake Levers (Front) // SRAM Rival AXS E1 
• Flat Mount Adapter // Wolf Tooth Post to Flat Mount Adapter

Brakes

• Front Rotor // SRAM Centerline 180mm
• Rear Rotor // SRAM Centerline 160mm

Wheelset:

• Front Wheel // Stoic Carbon Rim, Hookless 32mm internal, 25mm depth, Tubeless, DT Swiss 350 Classic Hub, Boost 110x15mm, 32h, Center Lock
• Rear Wheel // Stoic Carbon Rim, Hookless 32mm internal, 25mm depth, Tubeless, DT Swiss 350 Classic Hub, Boost 148x12mm, 32h, Center Lock, XD Driver
• Front Tire // Maxxis Aspen 32" x 2.4"
• Rear Tire // Maxxis Aspen 32" x 2.4"

As someone who usually doesn’t love riding in a full-face helmet, I've been surprised by how comfortable and functional the Leatt Gravity 5.0 can be. 

Leatt is known for MTB and Moto protection, with a range of helmets, chest and back protection, and pads for both disciplines, along with goggles and other accessories. Most recently, the brand expanded into components, offering bars, stems, grips, and a selection of pedal options.

I'm already a fan of the Leatt protection line, and the Ultralite Knee Sleevesare among my most frequently worn pads in my rotation of knee protection, but can this lightweight full-face helmet make the same impression?

I was given the Leatt Gravity 5.0 at Crankworx Whistler 2025 and received a thorough rundown before I began testing it. It's undoubtedly an impressive offering from the brand, as they continue to innovate in the rider protection category, in which they are already well established. The Gravity 5.0 falls in place between the more budget-friendly Gravity 4.0 full face MTB helmet and the more premium Gravity 6.0 helmet, and strikes an outstanding balance between the two options with a host of features that make it an ideal choice for riders who want a lightweight helmet for bike park and downhill riding as well as a robust option for aggressive trail and even enduro racing. 

Leatt Gravity 5.0 Helmet Specs

• Certifications: ASTM F1952–15, EN1078, CPSC 1203, NTA 8775
• Sizes: S: 51–55 cm, M: 55–59 cm, L: 59–63 cm
• Peak Extender, two cheek pads, and a removable mouthpiece are included. 
• MSRP: $384.00 USD

Personal Bias

I don't love the bulk of a full-face helmet, but I know I could benefit from the added protection it offers. However, in my experience, being less comfortable on the bike often leads to more crashes, and I don't always want to take the risk. Instead, I usually opt for a smaller, lighter, and more comfortable half-shell helmet for my regular rides. Still, I have been forcing myself to grab the Leatt Gravity 5.0 for many of my rides lately, and I've been pleasantly surprised by the form, function, and overall comfort of this new hybrid full-face helmet.

I ride a wide range of terrain, from mellow flow trails and almost XC-like singletrack to bike park jump lines and steep, technical downhill trails. For the most part, comfort is key when kitting up for a ride, and full-face helmets have historically not been super comfortable on my head. I only wear them when absolutely necessary; that is, until I started riding in the new Leatt Gravity 5.0. While it's light enough for more gnarly rides, you definitely won't catch me rocking this lid on trail and XC loops, but on bigger days of pushing descents or hitting jumps, this super-light full-face is becoming a frequent pick.

Leatt Gravity Overview

The Gravity 5.0 features a lightweight carbon shell, a BOA Fit System dial, and a thermoplastic shell with a polymer chinbar. In-mold construction enhances internal channeling and ventilation, and the helmet impressively weighs just 710g for a size medium. For context, the new Fox Racing Rampage RS weighs approximately 980g for a size medium, and both helmets meet nearly the same certifications. The Leatt Gravity 5.0 is ASTM F1952–15, EN1078, CPSC 1203, and NTA 8775 certified, whereas the Fox Racing Rampage RS meets all the same certifications plus AS/NZS 2063 check mark for the Australian and New Zealand markets. 

The Gravity 5.0 also adopts a novel approach to rotational impact with the newly redesigned 360 Turbine Evo inserts, which utilize a spread of small, triple-density pucks to absorb impact and rotation without requiring a liner to be integrated throughout the helmet. These new pucks are also smaller than the previous generation of the 360 Turbine by about 10%, which helps keep the weight down and safety high on the Gravity 5.0. 

Riding and Impressions

The Leatt Gravity 5.0 is noticeably lighter than other DH-certified full-face helmets I’ve used, and this is a huge selling point for the helmet. It means less work for your neck and shoulders, and all the weight savings from the venting make it much more breathable and comfortable while riding. It’s so light and ventilated that I don’t worry too much about taking the helmet off for shorter climbs, something that I usually need to do with other full-face helmets. 

The BOA dial at the back of the helmet is also easy to adjust, but due to the more flexible nature of the retention system, it requires a bit more coordination to put on without getting the BOA dial caught up. The Gravity 5.0 also features a Fidlock buckle rather than the more common DD-ring closure found on DH helmets - another way to keep weight down.

The peak is not adjustable, but it is breakaway in the event of a crash and feels secure, with minimal noise and rattle while riding. Additionally, it features a flat area on the underside of the peak for mounting an action camera. 

Fit and Function

The large vents on the chinbar are also lifesavers on hot rides when you don’t want to be taking the helmet on and off, and the removable grid on the front of the chinbar might not seem like it would increase airflow that much, but it actually has a noticeable effect on the amount of air that passes through the helmet. 

Available in three sizes, each with two sets of cheek pads that can be repositioned for a better fit. The inner liner features a moisture-wicking, breathable, anti-odor, and washable design, providing a secure and comfortable fit. This is one of the first full-face helmets I’ve ever worn that I don’t have to size up on - a small yet noticeable aspect that I appreciate. 

The cheek pads have two mounting options to fine-tune the fit depending on head shape, and I’ve been happy with them in the more extended position, which feels secure but puts less pressure on the cheeks, preventing the chipmunk face that is common with full-face helmets. The FOV through the helmet's opening is also pretty generous - an issue that I’ve run into on other full-face helmets in the past. The chinbar and peak are spaced well enough that you can still see everything around you, and the side-to-side vision is broad enough not to feel restrictive.

Final Thoughts & Availability

Overall, the Gravity 5.0 from Leatt feels like an excellent option for someone who doesn’t want to invest in multiple helmets and prefers a single full-face helmet for their aggressive riding. While a dedicated DH full-face is ideal for someone who is solely focused on racing and gravity and would like a MTB helmet that still meets the certifications of a motorcycle helmet, the Gravity 5.0 meets a lot of the standards for downhill riding and is packaged in a lightweight and breathable form that won't break the bank.

The Leatt Gravity 5.0 is available now

The State Bicycle 4130 All-Road is the bike I tell people to get when they tell me they're curious about gravel or shopping for a gravel bike. And I’m not just blowing smoke when I suggest it. I’ve ridden the absolute bolts off of one, and although it’s a “budget” bike, it doesn't feel like one, and I will always regret selling mine.

For 2026, the 4130 is getting even better, and it's a hard one to ignore if you're in the market for a capable, comfortable, and versatile gravel bike for some exploratory gravel miles, bikepacking adventures, or just commuting around town.

4130 All-Road Updates

• 12 Speed State Drivetrain (Stock) w/SRAM XPLR Upgrades available, upgraded to Rival from Apex at no additional charge!
  Rival XPLR AXS 13-speed — 10-46t range Eagle "Mullet" AXS 12-speed — 10-52t
• Upgraded Tire Clearance: 4130 Frame and Fork now accommodate 700x55 or 650bx60
• Cable Actuated Hydraulic Brakes as Standard (Previously $99.99 upgrade) 
• New Continental Terra Hardpack TR 50mm tires (stock)
• New colors (Root Beer / Alpine Bloom)
• Complete Bikes Starting At $999.99 w/ Multiple upgrade options.

View the 2 images of this gallery on the original article

The 4130 All-Road has excellent geometry, comes with great entry-level components, and provides a platform for upgrades and magical amounts of tire clearance and durability for the long haul. I’ve done some stupid stuff on this bike. From 100-mile days on pavement and gnarly singletrack to downhill trails that most wouldn’t glance at on a full-suspension bike. For the price, it’s hard to beat what you get from the State Bicycle Co. 4130 All-Road, and with some really impressive updates, it just got even better.

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Starting at $999, what you get is excellent, but State also lets you customize the bike before checkout with groupset and wheelset upgrades, and even a choice of steel, carbon, or suspension forks. It’s an absurd value proposition that’s honestly pretty damn hard to beat these days.

State Bicycle Co. also makes a pretty incredible steel hardtail MTB, if drop bars aren't really your flavor, and it's just as impressive.

View the 2 images of this gallery on the original article

The Pro Mirror comes in 35mm and 50mm options, and silver or black, both made from 6061-T6 aluminum with a convex, tempered-glass mirror that, despite its size, offers a wide FOV and great clarity so you can see approaching cars or the riders you just dropped.

Installation is tool-free, and swapping between bikes is incredibly easy. It fits 14–20mm drop bars, and each one is backed by a lifetime warranty. Spur has really thought of everything with this, and for just $69 USD (nice), safety just got a significant dose of cool.

View the 2 images of this gallery on the original article

The execution is simple, and the function is really dialed in. Installation is as easy as it gets, and the design, as you would expect from Spur, is impeccable, and doesn’t look out of place on any drop bar build. Safe is cool with the Pro Mirror. Like most mountain bikers who dabble in road and gravel, I also really hate riding in such close proximity to cars, and having more awareness of what’s going on behind me is something we can take for granted when venturing outside of the safety of the local trails.

Details:

• Machined from 6061-T6 aluminum for a streamlined aesthetic.
• Optical Clarity: Tempered glass mirror
• Fully rebuildable with a lifetime warranty.
• MSRP: $69.00 USD
• Get safer on drop bars at Spurcycle.com

From start to finish, “HEADACHE” is a banger. From the musical composition to the meat of the riding. The French have a vision. With Paul Couderc, Edgar Briole, and Tomas Lemoine all bringing the heat with regularity, it’s clear to see that Commnecal is facilitating that vision.

Watch the vision unfold...

“HEADACHE” might be the biggest and hardest project I’ve ever taken on in my life.

It’s a true passion project, and I poured everything I had into this video all my energy, commitment, and heart.

I’ve always dreamed of filming a major video part in Utah, and we finally made it happen. Huge thanks to Dorian Jouvenal and my brother Adrien, who helped me so much throughout the process. Without them, none of this would have been possible.

I’m incredibly proud to show you what the three of us were able to achieve in just two weeks, driven by pure motivation and determination.

Filming in Utah is gnarly the weather, the terrain, the exposure, the exhaustion everything makes it brutally challenging.

What started as a filming for my Rampage submission turned into something far more than that.

Stoked to share it with you all soon.

Merci Dorian et Adrien.

-Paul Couderc

Round 2 of the 2026 Monster Energy Pro Downhill Series presented by Continental, landed in the hills of New Jersey at Mountain Creek Bike Park. Racers were faced with changing track conditions from seeding to finals, with sunshine to rain, mud and wind, leading to blown-out lines, deep ruts, and slick rock gardens. The women’s field was first to drop, with all eyes on first-year Pro, Alyana Van Horn, who went fastest in seeding. The Logar sisters, Ostgaard, Rønning and defending champion, Kailey Skelton were all on the hunt to shake things up from seeding. For the men, Gwin is back in the start gate, looking to defend his 2025 win at Mountain Creek. Suetos, Silva, Dooley and Kitchen are all looking for P1 to take a lead in the series overall, while Dakota Norton and Mikey Delesalle are sitting on top 5 seeding times.

Will Nate Kitchen go 1-1 and take his first ever Pro Downhill Series win? Is this Van Horn's breakout moment? Or, do the pair of No.1 plates with Gwin & Skelton defend their 2025 wins? Mountain Creek is one of the most iconic venues in US Downhill, and the perfect stage for the race drama to unfold. This season-long, five-race national series is well underway for 2026 - see you at the races.

Round 3 takes place at Solitude Mountain Resort in Utah, July 17 - 19th

This week, I’m taking a look at a few pieces of apparel, some bike cleaner, a REALLY cool bike computer, and a neat little sleep kit - most of which I put to the test on a quick little overnighter bikepacking trip in my backyard.

I’ll probably make this a regular thing to showcase all the cool stuff I’m testing, outside of full reviews. Think of these as a roundup of the cool bike stuff that is kind of hard to do a standalone review of, or as an aggregate of first looks. This is just stuff that impresses me throughout the week and deserves a mention before we dive into the weekend.

Now, here's some stuff that I think is pretty neat.

Stans Drivetrain & Bike Cleaner

I’m a simple man, and by that I mean I’ve mostly just used Simple Green for most of my bike cleaning. Stan’s recently sent me over some of the Bike Wash and Drivetrain Cleaner, and I was immediately impressed with it. The Drivetrain Cleaner melted away a solid week of gunk and grime at a speed that I wouldn't expect from a bio-based cleaner. Although it is vegan, Stan’s does recommend avoiding contact with disc brake rotors and brake pads, but because it is PFAS- and PTFE-free, it’s safer than petroleum-based products for rubber, carbon, paint, and anodized bike parts. Hooray.

The Bike Wash is more of the same eco-friendly vibe and gets things sparkling, but still requires some elbow grease and scrubbing to remove some grease buildup and caked-on blood. Oops. Thanks to it also being bio-based, it's safe on seals, anodized metals, carbon fiber, disc rotors, and brake pads, and I don’t need to be overly cautious when hosing down the bike. 

Velocio TRAIL Mesh Bib Liner

I’ve been rocking these for a while now, but not all the time. I’m kind of a weirdo and stick with shorts or no chamois at all for most rides under 30 miles, but when the mileage creeps up, a chamois with bibs is a saving grace.

View the 2 images of this gallery on the original article

The Velocio Liner Bibs have really comfortable straps and a chamois that feels good for big days, especially when paired with a good chamois cream. I have done 100-mile days in these, but I think the true test is multiple days in the same bib (as gnarly as that can be, it’s a great test). I just did an overnighter in these and am happy to report it went over without a hitch. The straps stayed soft despite being crusted with sweat, and the chamois still felt almost as fresh as day one. 

Hammerhead Karoo (3)

I’ve got a more in-depth look coming, but in the initial testing phase of the Karoo, I’ve been super impressed. It might not have the best battery life, but it makes up for that with an absolutely delightful user experience. It’s super intuitive and packed with features out of the box, but if you want even more, you can have it. Since the Karoo 3 is running Android 12 it supports sideloading, and there is a host of third-party apps that can be downloaded right from the device - no smartphone required, just connect it to Wi-Fi.

View the 2 images of this gallery on the original article

Navigation is a breeze on the Karoo, even with the smaller screen, which is also super bright compared to the previous version. You can customize a ton of the UI on the device and pair it with just about any sensor or drivetrain you can imagine (even Di2).

Even with less robust battery life than something like the COROS DURA, the Karoo 3 took me to and from a campsite, and it was at just 68% when I left the house and didn’t need a charge overnight. Pretty sick tbh. 

Outdoor Research Helium UL Bivy

I love a good cowboy camp on a bikepacking trip, but when there are lots of flies and mosquitoes, a bivy is the next best thing. I’ve had a REI bivy for years now, and it’s done the job, but things can get pretty stuffy since it doesn’t have a bug net or great venting. I’ve been curious about the OR Helium UL and finally got one to replace the tired REI Bivy. So far, it’s addressed all the issues I had.

View the 2 images of this gallery on the original article

I’m 6’2”, and headroom can be an issue on some Bivys (hence the preference to cowboy camp when possible), and the Helium UL is spacious to say the least. I had room at my feet and ample room near my head, and was able to move around comfortably. The screen on the closure is also very nice, providing added airflow and a clear view of the stars.

I kind of expected some condensation in the morning, but I was stoked to see nothing pooling or clinging to the inside or outside of the tent. A+ and well worth the coin.

Based on the silhouette of the Ares, Specialized’s ultra-primo road shoe, the Recon Evo is lightweight, comfy, and made for riding off-road, and I’ll be damned if the press release isn’t packed with all the performance buzzwords. Specialized says, “This shoe is built for riders chasing speed, stability, and all‑day performance in the roughest conditions.”

Recon EVO Details

• MSRP: $550 USD
• Sole: Carbon with TPU pontoons. Rubber stomp pad
• Closure: BOA® Fit System featuring Dual-Dial Li2
• Weight: Yep
• Available at Specialized.com

But without comfort, performance is lost, in my humble opinion. But Specialized also seems to agree here, and the Recon Evo is putting an emphasis on fit and function. Specialized knows fit - just look at their three pillars of performance: Power Transfer, Ergonomics & Fit, Premium Off‑Road Features. That seems like four pillars to me, but I see the vision. 

Pillar 1: Power Transfer

A redesigned heel counter and unique PowerHug closure stabilize the rearfoot and lock the midfoot, boosting pedaling efficiency and control. Inspired by Ares 2’s closure architecture, it improves foot‑to‑upper contact for better power with less energy loss.

This new heel counter prevents unwanted movement and improves stability under power. The structured, patented PowerHug closure system delivers a secure, precise wrap across the upper, which people really love about the Ares 2 shoes.

Pillar 2: Ergonomics & Fit

Built on the Body Geometry Natural Last, Recon EVO cuts forefoot pressure by 44%, maintains foot alignment with the Varus Wedge, Arch Support, and Metatarsal Button. Adaptive fit zones reduce harshness and hot spots, and ensure comfort during races and all-day rides.

View the 4 images of this gallery on the original article

Body Geometry technology has been enhancing performance and offering supportive comfort for more than 25 years. The Natural Last ensures proper alignment of the foot, knee, and hip, helping to convert effort into forward movement with reduced strain.

Pillar 3: Premium Off‑Road Features

Recon EVO is built for technical terrain, combining rubber and TPU lugs for off‑bike traction. Interchangeable pontoons and adjustable BOA® zones enable fine-tuning for a trail-ready fit.

View the 2 images of this gallery on the original article

• Rubber toe and heel lugs for traction and protection.
• TPU pontoons tuned for pedal stability.
• Interchangeable pontoons for custom pedal feel and cleat interface.

Who’s it for?

Well, firstly, it’s for someone who doesn’t mind spending quite a pretty penny on some new shoes. At $550 USD, the Recon EVO isn’t cheap. Specialized is targeting XC racers, gravel athletes, and off‑road competitors. However, riders focused on power transfer and efficiency, as well as top-tier fit and comfort, should also be pleasantly comfortable in these new boots.

To many, Mert was the smooth-riding star of Bruce Brown’s 1971 classic On Any Sunday. To those in the mountain bike world, he was the visionary who helped pull our sport out of the "klunker" era and into the world of high-performance suspension.

Born and raised in Boise, Idaho, Mert was the son of a house painter and a schoolteacher. He grew up as one of seven children, developing an early reputation for using his creative ingenuity to dodge chores in favor of mechanics and motion. That drive eventually led him to the pinnacle of motorcycle racing.

A Mountain Bike Pioneer

When Mert transitioned his engineering mindset to the bicycle industry, the results were nothing short of revolutionary. Long before mountain biking became mainstream, Mert produced the PRO CRUISER in 1977, one of the world's first production mountain bikes.

The Four-Bar Linkage: Lawwill designed and patented a four-bar suspension system that became a cornerstone for brands like Yeti Cycles and Schwinn.

The Lawwill Leader: He developed the groundbreaking Lawwill Leader, a leading-link suspension fork that pushed the boundaries of what front-end bicycle tech could do.

Racing Success: Throughout the 1990s, elite racers on Lawwill-designed platforms dominated tracks, proving his mechanical intuition was decades ahead of the curve.

"Mert’s Hands"

While the championships and patents defined his professional career, Mert often felt his most meaningful contribution was "Mert’s Hands".

Motivated by his close friend and fellow racer Chris Draayer, who lost an arm in an accident, Mert engineered a prosthetic device. This innovation allowed riders with limb loss to maintain a secure connection to their handlebars while safely releasing during a fall. It was a project born of pure empathy, opening the door for countless adaptive athletes to return to the sports they loved.

A Life Lived on His Own Terms

Mert is survived by his son, Joe Lawwill—himself a decorated mountain bike racer—his daughter Marcella, three stepsons, and three grandchildren. In a moving tribute, Joe Lawwill reflected on the surreal experience of growing up with a father who was a global icon:

“As I grew older and pursued my own career in mountain bike racing, he remained my most steadfast supporter, always encouraging and standing behind me... I have always felt a deep sense of gratitude and honor to call someone so impactful my father.”

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Mert Lawwill was a man of unfailing good nature and a sharp sense of humor. He didn't just follow the path laid out for him; he engineered a better one—whether he was sliding a Harley sideways at 100mph or sketching out the future of downhill mountain biking.

A celebration of life will be held at a later date. For now, we tip our helmets to a true legend who changed the way we all move through the world.

I received my ADHD diagnosis pretty late, but it always had an impact on my life - I just didn't know what to call it. The form my disability manifested in was more than just the usual ADHD symptoms, and was a root cause of severe depression, anxiety, and an intense feeling of "there's something wrong with me" for most of my adult life. Before I had a name for it and knew how to manage it, I was self-medicating and supplementing my self-worth with the bicycle, which, honestly, saved my life.

The human mind is often seen as a fragile system that needs ideal conditions to remain stable, but it’s been my experience that the mind craves adversity as much as it needs tranquility. It always comes back to the importance of balance, and cycling has always been that balance for me.

This is just my perspective. I'm not a professional, and this is not even close to being medical advice; this is just a look at how cycling has impacted my life, health, and mind.

If you're struggling, reach out.

SAMHSA’s National Helpline, 1-800-662-HELP (4357) (also known as the Treatment Referral Routing Service), or TTY: 1-800-487-4889 is a confidential, free, 24-hour-a-day, 365-day-a-year, information service, in English and Spanish, for individuals and family members facing mental and/or substance use disorders. This service provides referrals to local treatment facilities, support groups, and community-based organizations.

From an early age, I knew I wasn’t average in terms of how my brain was wired. School was always hard, and managing my emotions was never easy. Intense emotions came on strong and burnt fast, and if there was no hit of dopamine from a task, I couldn’t be compelled to give much of a shit. I never liked being told what to do or how to do it, and any criticism felt like a direct attack on my confidence and my abilities. It has never been easy to talk about, but the more I talk about it, the more it all makes sense. But more importantly, the more I listen, the more I realize that although I might be different from the majority, I’m not alone, and I hope this resonates with anyone else who might feel that way.

This isn’t a sob story or a way to complain about my abnormal perspective of the world. This is a dialogue for anyone who might feel the same way, and a way to express deep gratitude towards what many see as a recreational activity. Sure, riding a bike is just that, and it’s used as a means of transportation, exercise, or a lifestyle that shapes how we navigate the world, and for some, it’s a lifeline that keeps the brain and mind in balance. I happen to fall into all these categories, but aside from the utility cycling offers, I’m thankful for its role in keeping me sane in a world that seems to test sanity daily.

I consider myself extremely lucky to have found something that gives me purpose, especially something as elitist as cycling. In many respects, bike riding is expensive, and mountain biking can be even more so. As someone who grew up in what would be considered poverty, without the affluence typically associated with cycling, I’m terribly lucky.

From the moment the training wheels came off my bike until now, cycling has been teaching me about balance. Literally and metaphorically. Like a bike ride, life is full of highs, lows, and struggles, and it is up to each individual to navigate the ungulating nature of the human condition in their own way. For me, a hard bike ride is cathartic. It's not suffering because I have willingly subjected myself to it, and in these challenges, I can quiet my brain and focus on the task before me.

I often wonder if my mom, a single parent at the time who had just taken the training wheels off my bike, had any idea how monumental the moment was when she pushed her 6-year-old child down the road onto a path that would forever change and shape my direction in life. I sometimes wonder if I even fully grasp the importance of that event. It unlocked something, but not the generic “freedom” that most attribute to the first time on a bike. It wasn’t about the mobility, although that was a huge part of it. For me, it represented something I was competent at, that was entirely under my control. It was hard to learn, but the difficulty was not a deterrent; it was a welcome challenge that felt important.

Now, years later, I have a diagnosis and an understanding as to why my brain has always worked the way that it did; it all makes more sense. The bicycle was and still is a form of self-medication for me, but it seems deeper than that. Sure, the endorphins that accompany a ride are valuable for emotional regulation, but it’s the peace and sanctuary it offers that have had a greater benefit to my life. It isn't about the adrenaline or fear for me, which I realize is not the norm in this sport. It’s about the physical and mental meditation that comes from moving my body and doing hard things on my own. It’s about going deep inside the mind palace and realizing that I chose this difficult route and can only rely on myself to get things done.

It’s not all positive, though, and I come back to the importance of balance. For years, I hung my badges of self-worth on my ability on the bike, the frequency of rides, and the distance I was able to cover each week, and it became less of an escape and more of a cage I wasn’t always happy to return to. In a sense, it could be an addiction. I NEEDED to ride my bike and find that release in order to feel an internal sense of worth. It was an activity that brought accomplishment and was personally fulfilling in a way nothing else could be, but relying so heavily on this activity to regulate comes at a price, especially when you face the inevitable injuries and forced downtime that accompany it.

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The physical injuries usually heal, but the mental spiral that resulted from not being able to find my peace always overshadowed any physical pain I was dealing with, and that’s not sustainable. Even now that I am medicated and addressing the issues and trauma from the past, I still feel the creep of inactivity if I haven’t ridden my bike for a few days, but at least I have the self-awareness to recognize the imbalance. And how incredibly lucky I am for that to be a problem in my life, because in the grand scheme of things, it’s such a privileged experience to have.

Mental health is a topic many people are becoming more open about, and that’s a good thing. We’re learning more about the similarities and differences each of us carries through life, but with the mind, there isn’t always a black-and-white, right-or-wrong, good-or-bad. It just is. We all deal with what we deal with in different ways. For some, pharmaceuticals help ease the imbalance, and some choose a hybrid model that balances the mind's scales through activity, diet, and whatever else eases the feelings.

As a wise woman always told me, “Do what you can to find happiness - as long as what you’re doing isn’t hurting yourself or others.”

Throughout the years of struggling with and managing my own mental health, I’ve learned that I don’t know much about the purpose of life, but one thing I do know is that riding bikes has saved my life and given me purpose in a world that isn’t always designed for people like me. The challenges of riding a bike have taught me that, despite all the cards stacked against me, I can just keep looking ahead and dealing with what comes next.

To tie it all into a corny analogy of cycling: Eventually, the climb will end, and we get to enjoy a descent, but there will always be another hill to climb and another descent that follows. The next hill might be longer than the last, or the trail might be a false flat for miles, but that will change, and the most valuable tool the mind can hone is acceptance.

If riding a bike is a teacher, I’ve learned that it’s okay to struggle, it’s okay to get lost, it’s okay to feel whatever you might be feeling. Most importantly, where the mind looks, the body follows.

If you made it this far, thanks, and I hope my singular perspective on a touchy topic offered some kind of help.

I also don't remember the last time a bike launched and took hold of my heart strings like this one does. This frame is named after Cam Zink's dog, the late-great Zader. “It’s named after the one who’s always there when things get real and always has your back. No hesitation. No judgment. Just loyalty. That’s ZADER.”

Zader stood on top of Rampage every year he was alive. He was always there and always trustworthy. No hesitation, no judgment; just loyalty, and ready to go again the second it was over. That’s the spirit this bike carries.

Details

• MSRP: $2,850
• RearTravel: 190mm
• HeadTubeAngle: 63.4- 64.1 degrees
• WheelSize: 26” or 27.5”
• Sizes: XS, S, M, L
• Lifetime frame warranty
• American Made
• Universal derailleur hanger

View the 3 images of this gallery on the original article

The ZADER comes with a two-position flip chip to change high and low settings, Zink Bikes Lift suspension design, and size-specific chainstays. Although the Zink Bikes lineup might not be the most progressive in terms of geometry, it just works. Anyone who has ever ridden a Zink will attest to its effectiveness. It’s clearly not a bike for everyone, but those looking for these specifics see the Zink Vacay and Zader as the perfect bikes. 

They’re designed for those who aren’t taking things too seriously and chasing every percentage point of performance, but instead prioritizing fun and flow from a bike that will take all the hits that they can dish out. Just look at the athlete roster riding Zink bikes. It’s not stacked with racers; it’s a core group who likes to play around. 

Learn more about the ZADER at Zink.bike

Natural Selection Bike 2026 brings together 27 of the most creative and fearless riders in mountain biking, blending Big Mountain Freeride, Slopestyle, and Downhill into one unmissable event. Defending champion Szymon Godziek, runner-up Carson Storch, Brett Rheeder, Reed Boggs, Nicholi Rogatkin, and a stacked field of men and women all drop into a refined and expanded Mt. Dewar course, built to push the limits of what's possible on a bike.

Riders hit a course built for speed and commitment. Two top-to-bottom lines run from start to finish, each packed with feature options that force decisions at every turn. Clean runs demand control. Winning runs demand much more.

Last year’s men’s champion, Szymon Godziek, returns looking to climb one step higher on the podium and carrying momentum into one of the deepest fields in the sport. “Coming to Natural Selection as the defending champion comes with a lot of pressure, and I want to show my best. This comp doesn’t get any easier. It’s a process to get through all these jumps and prepare the tricks.”

For 2026, course updates opened new possibilities across the mountain. “The updates to the course added some new features, improved old ones, and created more connection points,” said Hannah Bergemann. “The updates allowed me to have two completely distinct lines for my first and second comp runs and gave all the competitors more options for creativity with their line choices.”

Competition plays out across two mornings of prime conditions. Organizers moved with the weather and waited for clear windows. Riders earned one scored run per day, up to 50 points each, 100 total. Day one set the tone. Day two demanded a response.

Men rode different lines across both days. Women dropped into the same primary line twice and pushed variation through feature selection and trick choice. Progress in the women’s field is clear this year. All eight of the women put down two full runs each, doubling last year’s finals field to drop, and raising the level across the board.

“The level of women’s riding has improved dramatically even from just a year ago,” said Bergemann. “For me, just having more experience in these intense competition settings allows me to approach them with more confidence and push myself more. I think having a big field of women in these events and good support from sponsors and organizers really allows us to progress and showcase our riding at the highest level possible.”

Cannondale is starting 2026 off with some pretty exciting announcements in support of its mountain bike presence, and the new Moterra and Moterra LT come just after the news of the new Bad Habit. The new Moterra models certainly borrow some inspiration from the aforementioned Bad Habit, especially the Moterra LT.

Depending on how you feel about eMTBs and the current war on power, it's pretty cool to see more brands sticking with Bosch, which is a proven innovator and advocate for more realistic and manageable eMTB motors and systems. However, the latest update suggests that Bosch is well aware of how things are trending.

Regardless of eMTB power opinions, the new Moterra offerings are pretty slick looking, and thanks to revised geo and suspension kinematics, the Cannondale Moterras are looking like some really well-considered eMTB options from the legendary brand.

Overview

The Moterra comes in two flavors, with the LT variant being the longer-travel option, and the one that most of us are probably most intrigued by. The Moterra sits on full 29” wheels, 160mm of front wheel travel and 150mm in the rear, and comes with some gnarly-looking through-headset cable routing. On the other hand, the Moterra LT does not route the cables through the stem, has more travel (170mm front, 165mm rear), and uses an MX wheel setup. 

Both models utilize the Bosch CX motor, somewhat proportional geometry, and revamped suspension kinematics tuned for specific wheel and frame sizes and riding styles. Both Moterra and Moterra LT bikes are compatible with either a 600Wh or 800Wh battery, and Bosch’s 250Wh PowerMore range extender to really maximize laps. The timing of this new Moterra line coincides with the recent update that Bosch rolled out for its CX motors, allowing riders to unlock more power and more torque.

Despite the headset cable paths on the Moterra, it’s still a pretty impressive-looking unit for someone looking for an eMTB that will do most things really well, but, as I said before, the Moterra LT is the bike that aggressive riders will gravitate towards. It’s bigger, badder, and basically takes the selling points of the Bad Habit and puts some power into the chassis.

View the 2 images of this gallery on the original article

In terms of suspension design, both Moterra models are going with a tried and true Horst link style linkage, because it’s just the right pick for a bike like this. The Moterra comes in 5 build kits (1,2,3,4 and 4+) as well as two frame materials (carbon - 1 & 2, and alloy for 3,4, and 4+), with slight differences to play to the strengths of each, whereas the Moterra LT is carbon-only.

Moterra LT Suspension Details

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Pricing & Geometry

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Build Kits

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After years of building a community around premium skis and mountain culture hubs, they’ve officially stopped just teasing all of us and announced the NIGHTTRAIN. To do this, and do it the right way, RMU has gone straight to one of the most well -known suspension designers in the industry, Dave Weagle.

Details

MSRP
ShimanoDeore - $4,999 USD
ShimanoXTDi2 - $6,999 USD
SRAMDHGX - $6,399 USD
Frameset - $2,499 USD

• Material: Full Alloy (6066-T6)
• Travel: 170mm / 170mm
• Sizing: S1 through S4
• Configurations: Available as a frameset or complete builds featuring FOX Suspension and Shimano drivetrains, or a DH variant with a Boxxer and GX DH drivetrain and Maven Brakes.
• Warranty: Backed by a lifetime frame warranty

Sure, the bike looks a lot like the Pivot Phoenix, but this isn’t DW6, it’s something else. There are some differences that all work to make the NIGHTTRAIN climb and descend better than it should. At first glance, the Nighttrain looks like it might be joining the high-pivot craze, but RMU is quick to point out that this is something different. The bike utilizes a mid-pivot adaptation of Weagle’s 6-bar Orion suspension. What truly makes it stand out is the patented dual-idler drivetrain layout.

While we've seen dual chains on World Cup DH bikes before, seeing them on a production enduro bike is new. The goal here is twofold:

• Drivetrain Efficiency: Minimizing the power loss often associated with complex idler systems.
• Reduced Pedal Feedback: Ensuring the 170mm of travel doesn't interfere with your legs when the terrain gets chunky.

View the 2 images of this gallery on the original article

According to Weagle, this isn't the supple, "couch-like" Orion of the past (as was seen on the Esker cycles full-suspension bikes). This version is reconfigured to mimic the support and control of a World Cup DH race bike while still providing good anti-squat for big days of climbing - or so they say.

Long Travel Body, Short-Travel Mind

The Nighttrain is a big bike by any definition, with 170mm of travel front and rear, paired with a 65mm-stroke shock. However, RMU’s Product Manager, Luke "Ocho" Allen, claims the goal was to avoid the "sluggish" stereotype associated with long-travel machines.

The brand's "ski DNA" is heavy here, emphasizing a playful, poppy ride feel rather than a "plow-everything" monster. The geometry follows modern enduro trends: a slack head angle for stability and a steep seat tube for those long transfers back to the top.

“I’ve owned both high-pivot bikes and traditional drivetrain bikes over the years, and both have theirdrawbacks. Even so, when Dave presented us with the mid-pivot dual-idler layout I was skeptical, butknowing the drawbacks with both of these other designs I was also intrigued. When we first started testingthe dual idler I quickly noticed the efficiency of the drivetrain, and how well it pedaled not only on flatground but climbing.

After the first lap on the NIGHTTRAIN with the dual idler, my worries quickly faded into the background and I just rode. I started to notice how well it helps keep you feeling in control andcentered on the bike through corners. It rails berms like a short travel bike, but makes you feel like youhave control to just plow over anything in sight too. I also love how poppy and predictable this bike is onjumps. It truly turns the trail into a playground which is a characteristic that our skis have, and one that Iwanted to carry over into our bikes.”
— Luke “Ocho” Allen, Product Manager/Co-Founder of RMU

Build Kits, Geo, and Availability

RMU is staying true to its rugged roots with a 6066-T6 aluminum frame. The initial "Midnight Onyx" production run is limited, emphasizing the brand's small-batch philosophy.

Pre-orders are open now, with the first bikes expected to ship in July 2026.

The Takeaway

It’s a massive undertaking for a boutique ski brand to enter the bike world, especially with a platform as technically ambitious as a dual-idler 6-bar. By partnering with Weagle, which continues to work with heavy hitters like Pivot, Ibis, and Evil, RMU is making a statement that it is serious about entering the MTB scene properly.

While we haven’t spent any time on this yet, we will have a full review coming soon, and I’m sure it will be an interesting machine to pedal around.  

Learn more at Rmumtnculture.com

DRIFT is leaning hard into the classics, and in a world where BOA is king, I still love a little lace action. The ARC is a premium, full-grain leather, waterproof MTB shoe that feels like a bit of a throwback in the best way possible.

Fun Fact: BIKE and DZR had a collab shoe back in the day, and I remember always wanting a pair.

Developed and tested in the soggy mountains of British Columbia, the ARC wasn't just built for Tahoe sunshine; it was built for year-round riding. The use of leather is intentional here; it’s naturally durable and, unlike its synthetic counterparts, it molds to your foot over time, developing a specific character and a patina that tells a story - something I really, really dig.

Details

The core of the ARC is built around three pillars: premium leather, total waterproof protection, and versatile SPD compatibility. It features a specialized waterproof construction designed for whatever the forecast has in store.

• Waterproof, full-grain leather construction
• Composite shank
• Reinforced toe box
• Rubber outsole
• SPD compatibility
• Sizes 5M to 12M (6W-13W)
• MSRP: $240

The ARC uses a composite shank to transfer power while maintaining a natural walking gait off the bike. It’s the kind of shoe you can wear for a multi-day trip where you might spend as much time pushing your bike or grabbing a coffee as you do pedaling.

Intentional Design

According to DRIFT Co-founder and CEO Shane Rattazzi, the ARC represents a move toward a more "intentional" business model. Rather than flooding the market with dozens of SKUs, DRIFT is focusing on small-batch development and meticulous testing.

"This is how we plan to operate as a brand: small-batch development and intentional product introductions that reflect the design and development approach of DRIFT," says Rattazzi.

It’s great to see a brand with this much heritage coming back to the table with a focus on high-quality materials and "ride-everything" versatility. I'm looking forward to getting a pair of these dirty to see if that BC-tested waterproofing can handle the unrelenting SW Idaho sunshine and moondust over the summer.

Availability and Pricing

The DRIFT ARC is a unisex style and is available in five muted, trail-ready colorways: Cedar, Forge, Stone, Charcoal, and Black/White.

View the 5 images of this gallery on the original article

• Price: $240
• Sizing: 5M to 12M (6W-13W)
• Where to Buy: Exclusively at drift-sports.com.

Intense waves goodbye to the chunky downtube and the significant weight of the previous Tazer. This new machine now has a Dual-Co-Rotating suspension design and the latest high-power Bosch drivesystem, and now looks much more on-trend with the other bikes in the Intense lineup.

Intense Tazer Detials

Colors: Satin Blue & UD Black
Sizes: S, M, L & XL
Wheel size: MX or 29” Wheels
Travel: 160mm Front/ 150mm Rear Travel
Battery: 600Wh, or 800Wh Battery Options
Motor: Bosch CX Gen 5
Headtubeangle: 64.5
Seattubeangle: 72.8
Chainstays: 445mm (MX) 450mm (29)

At the center of the new Tazer is the Bosch Performance Line CX fifth-generation motor. While many brands are chasing "lightweight" mid-power systems, Intense is leaning into raw capability with a massive 120Nm of torque and 750W of peak power. This is a Class 1 e-MTB, meaning you’ll get pedal-assist up to 20 mph (32 kph).

To keep those laps going, Intense is offering two battery options: a 600Wh or 800Wh PowerTube, along with compatibility for the Bosch PowerMore 250 range extender on sizes medium through extra-large.

New Suspension Platform

The new Tazer is now running the Dual Co-Rotating (DCR) Link suspension platform. Intense founder Jeff Steber notes that the team tested multiple platforms side by side to strike a balance between "DH sensitivity and trail bike efficiency".

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The result is a 160mm front and 150mm rear travel chassis that prioritizes traction and composure. Key highlights of the new suspension include:

• Rearward Axle Path: The axle moves nearly 60% further back upon impact compared to the original Tazer. This allows the rear wheel to track over square-edged hits rather than deflecting off them.
• Supple yet Progressive: The leverage ratio has been refined to stay active over small chatter while building support progressively to resist harsh bottom-outs.
• Full Carbon Construction: The frame features a full carbon fiber front and rear triangle.

View the 2 images of this gallery on the original article

Geometry

Intense hasn't played it safe with the geometry, either. The Tazer is designed to be a "composed" yet "active" partner on technical terrain. Whether you prefer the 29-inch wheel setup or a "Mullet" (MX) configuration, the numbers stay consistent.

• Head Tube Angle: A slack 64.5° across all sizes for stability at speed.
• Effective Seat Angle: A steep 77.9° to keep your weight centered during those high-torque climbs.
• Reach: Ranging from 430mm on the Small to a roomy 505mm on the XL.

Builds, Pricing, and Weight

Despite the "full power" motor and large batteries, the Tazer remains impressively competitive on the scale. A medium frame with the Bosch motor and 800Wh battery weighs in at 24lbs 2oz (10.94kg). A complete Pro build in size medium tips the scales at 50lbs 6oz (22.85kg).

For the riders who want a truly bespoke machine, the INTENSE 3D Configurator allows you to customize components and finishes to your heart's content.

The new Tazer is available now at authorized Intense dealers and on Intensecycles.com

Round one was a spectacle to say the least. There was no shortage of excitement over the weekend, and there’s really no better team to capture that excitement than the crew from Sleeper Co., and this latest Shreddit does not disappoint at all.

One comment on YouTube said what we're all probably thinking, "Best thing about a new World Cup downhill season is it means we’re guaranteed to get 9 new Shreddits…"

What’s most impressive here is that Bosch is delivering most of this via a software update for existing "Smart System" hardware. If you already own a CX or CX-R bike, you’re basically getting a new, more powerful motor on May 4th for the grand total of zero dollars.

Bosch Update Overview

• Up to 120nm torque
• 600% rider support
• Extended "Boost" mode
• Drivetrain engagement refinements
• Faster charging
• Better connectivity with Garmin and "Trick Tracking"

More Power and Support

Let’s talk about the elephant in the room: 120 Newton-meters of torque. For context, the previous gold standard for the "Race" motor was 100Nm, with the standard CX sitting at 85Nm. Bosch is now unlocking 120Nm across the board for the CX, CX-R, and Cargo lines. That is a staggering amount of grunt. Combined with a jump to 600% support (up from 400%). Bosch has also made the extended boost mode more tunable in the Flow app, giving riders more control over its duration and output.

But Bosch is being smart about it. They aren’t forcing this mode on everyone. Through the Flow App, you get a slider to decide how much of that 120Nm you actually want. It’s a nod to the fact that while more power is fun, it also eats up drivetrain components and state of charge, and it doesn't always make bikes better.

The peak power update and higher torque are cool, but there is also a subtle new feature that helps make the Bosch systems feel even more refined. The Drivetrain Tensioner addresses the "clunk" or "dead zone" when you first engage the pedals. Bosch’s new software optimization essentially "pre-tensions" the internal motor freewheel, keeping the motor and the rear wheel in constant readiness. In theory, this should make those mid-climb situations, where you have to restart on a 20% grade, feel significantly more natural.

Fast Charging

On the hardware side, the new 12A Charger is a genuine game-changer. By utilizing Gallium Nitride (GaN) technology, the same stuff that makes those tiny, high-wattage MacBook bricks possible, Bosch has built a charger that puts out over 500 watts while remaining smaller and lighter than the old 4A unit.

If you’re doing big alpine days or "battery-swap" racing, being able to dump a massive amount of juice into a PowerTube 800 in a fraction of the time is a huge logistical advantage.

Connectivity

Bosch is also introducing Trick Check. Using the motor’s internal IMU (the sensors that track movement and tilt), the system can now automatically recognize jumps, manuals, and wheelies. Your Kiox display will now provide a "scorecard" of your session. This is an interesting feature, but not something I imagine a ton of people are demanding, but it could still be kind of fun.

More practically, the Live Data Interface finally opens the ecosystem up to third parties. You can now push your live e-bike metrics, battery percentage, motor output, and cadence directly to a Garmin Edge head unit.

Cross-country racing isn't what it used to be, and bikes are evolving to better suit the modern era. The climbs are still brutal, but the descents have become much more technical. Canyon has clearly been paying attention.

Today, they officially launch the latest evolution of their championship-winning XC flagship: the Lux World Cup CFR. The goal here was simple: make it faster, lighter, and more capable than anything that came before it.

Overview

• Travel: 120mm Front, 110mm rear
• Weight: Frame as little as 1,480 grams (3.3 pounds). Complete bike weights are now as low as 9.82 kg or 21.6 pounds (size M)
• Headtubeangle: 66 degrees
• Seattubeangle: 75.5 degrees
• Chainstays: 435mm
• Reach: 415mm to 495mm (20mm increments)
• Stack: 596-620mm

Geometry and Travel

The most significant shift in the new Lux is Canyon's emphasis on descending performance. Following the industry trend toward more aggressive XC geometry, Canyon has slackened the head angle by a full 2.5 degrees, bringing it down to 66°. They’ve also stretched the wheelbase by roughly 40mm.

View the 2 images of this gallery on the original article

To match that new geometry, the suspension gets a bump in travel. The new Lux now has 120mm up front and 110mm in the rear. According to Canyon pro Luca Schwarzbauer, that extra capability is about more than just speed—it’s about recovery. If you can relax on a technical descent because your bike isn't trying to buck you, you’ll have more in the tank for the next climb.

Weight and "Flip Chip"

Despite the extra travel and more robust geometry, this is still very much an ultralight race bike. Canyon managed to shave 55 grams off the previous CFR frame, bringing the size Medium frame weight down to just 1,480 grams (3.3 pounds). For those counting every gram, complete bike builds are weighing in at as low as 9.8 kilograms (21.6 pounds).

The most interesting technical addition is the adjustable anti-squat flip chip. This allows riders to fine-tune pedaling efficiency and suspension feel based on their specific gearing or the day's terrain. It’s a level of granularity we don’t often see in the XC world, and it should make the Lux a very versatile bike for everything from short-track sprints to marathon epics.

Canyon isn’t just relying on lab data for this launch. The Lux World Cup CFR has been hiding in plain sight under some of the world's fastest riders. In 2026, Luca Schwarzbauer and Sam Gaze took three stage wins at the Cape Epic on unreleased prototypes. Even more impressive, Jenny Rissveds swept all eight stages of the Cape Epic aboard the new CFR while racing in the Mixed Pairs category.

Pricing and Availability

Prices range from $3,399 USD to $9,499 USD. The new LUX CF and CFR bikes are available in four models here in the USA: Two World Cup CFR models with SRAM or Shimano. There are also two CF models: the CF9 and CF7, at the more affordable end of the spectrum.

The CF build kits feature mechanical drivetrains - one from SRAM and one from Shimano- and the CFR builds follow that same structure, but tap into AXS and Di2, respectively. The fact that these two top-tier builds are under $10K is pretty incredible, especially given the specs and weight they claim.

Explore the all-new Canyon LUX CF and CFR models at Canyon.com

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We got a look at the course last week from the builders, but with the season starting this weekend, the pros are finally on course and learning the new track in MONA YongPyong, which previously hosted the Winter Olympics. 

The course looks pretty raw and very loose immediately after leaving the start gate, as riders hit the high-speed ski slopes-turned-DH track. The track then dives into some steep, loose, off-camber, wooded sections, and I imagine this will be where most of the chaos will happen as riders grapple with changing conditions throughout the race weekend. In the video, we can already see big ruts forming and corners softening and blowing out from practice laps.

As this is an entirely new track for everyone, it will be anyones race to win, and we’re all very curious to see who can come out on top during practice and qualifying, especially with a whole new crop of riders moving up from the Junior ranks into the Elites this year. 

But when it comes to bikes, there aren’t many brands that are all-in on equipment for both seasons. Commencal is the obvious one here, and they make bikes and skis, and so do Rossignal and Scott Sports, so there are a few out there, but not many.

RMU is the latest to join in on the dual-season mission with the NightTrain, a bike that we’ve seen teased for a little while, but today, we get a closer look at what is going on. The NightTrain will use a design similar to that of the new Pivot Cycles Phoenix DH bike. This dual chain, dual idler system, designed by Dave Weagle, is just the first in what is expected to be an entire line of new bikes from the Ski brand.

The NightTrain doesn't seem like it's RMU designing a bike just to design a bike - this feels like a pragmatic approach at melding two very passionate user groups who have a ton of overlap. The NightTrain is a seriously capable looking bike, and given the aggrassive travel numbers and innovative suspension design, it's bound to be a serious weapon.

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While we don’t have a ton of details about the new bike, we do have some first-hand comments from Patrik Chomist, an RMU athlete. 

“170/170mm enduro machine designed by Dave Weagle with his “Orion 6 Bar Dual Idler Suspension” system. Been riding it for the past few months and really enjoyed the benefits such as no pedal kickback and strong support mid-travel which makes the bike poppy and insanely fast!”

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Sure, the 47c tires, rigid alloy frame, and drop bars are a wild departure from the bikes I’ve been on this year; it’s been a refreshing and rewarding gateway to making the mundane feel exciting again. For context, the Blackheart Gravel AL isn’t the most progressive or MTB-adjacent gravel bike on the market. It’s marketed as a slightly aero gravel bike. It doesn’t have the widest tire clearance. It’s aluminum with a carbon fork, a one-piece bar-and-stem, and geometry that suggests it wants to see the start line of a gravel race. However, that’s not what I’ve been doing with it, and it hasn’t missed a step.

Details

• Frame: Double butted 6066 aluminum frame
• Tiresize: 700c x 50mm front and rear
• Fork: ENVE Gravel In-Route carbon
• BB: T47-85.5 bottom bracket
• Seatpost: 31.6mm
• GroupsetCompatibility: 1X Electronic or mechanical | 2X Electronic only
  (34.9 mm front derailleur hanger size)
• Available at Blackheartbikeco.com

I’ve been curious about Blackheart Bikes for a few years, and jumped at the opportunity to test one. I wasn’t entirely sold on the idea of a “premium” alloy gravel bike because, honestly, alloy is known for stiffness rather than comfort and ride quality, something that is a must for gravel and adventure biking. But that is where the Blackheart Gravel AL has been most surprising. It’s comfortable - arguably more comfortable than some carbon or steel bikes I’ve ridden. 

If you were to ask anyone who knows me, they’d say I’m a mountain biker, but that doesn’t mean I don’t love getting weird on other types of bikes, and the Blackheart Gravel AL has been a 10/10 palette cleanser from all the e-bikes and trail bikes I’ve been on lately. Hell, I might even shave my legs and start chugging bi-carb or sign up for a gravel race. Probably not. But I will be packing the frame bags and loading this bike up for some bikepacking trips to see if it can also pull double-duty on some overnighters.

I haven’t been gentle with the Blackheart Gravel AL. I’ve been riding it like a mountain bike, and it doesn’t seem to have a problem with that. In fact, it might be enjoying it, but seeing as it’s not sentient, I can’t ask. But I do know that it’s handled everything I’ve thrown at it without a problem, which brings me to the point: Underbiking is underrated.

What is Underbiking?

There’s no such thing as the wrong bike, just the wrong tire pressure and mentality. That is what the Blackheart has been proving to me. But what is “Underbiking” and why am I such a vocal advocate for bringing what some might consider the wrong bike to the trails?

Underbiking is pretty simple. It’s riding a bike that doesn’t quite make sense on the trails you're riding. Think gravel bike on mountain bike trails, or a cross-country bike on a downhill trail. The act of underbiking isn’t anything new, and it’s frankly becoming a pretty mainstream activity, especially as gravel bikes get more and more capable.

Why do I think underbiking is important? In short, it’s just fun. It turns boring trails into fun ones that test your bike-handling and problem-solving skills. Underbiking doesn’t need to be on drop bars either. It can be on any bike that makes you think, “Maybe this isn't the right bike for the terrain.” A 26” basket bike with cantilever brakes or a gravel bike with 47c tires, they all fit the bill.

Now, about the bike I’ve been choosing to underbike on.

Blackheart Gravel AL First Hits

To kick things off, I need to address that although the Gravel AL is alloy, it sure doesn’t ride like other alloy gravel bikes I’ve swung a leg over. That's partly thanks to the geometry and my tire pressures, but the material used also plays a big role. The V2 Gravel AL frames are made from 6066 Aluminum alloy, compared to the 7055 used in the V1 frames. 6066 is a durable, high-strength-to-weight ratio material. This being a gravel bike, durability and predictability matter a ton. Compared to more common aluminum alloys used in bike frames, 6066 offers higher tensile strength, enabling lighter hydroformed structures without sacrificing long-term durability. That means that it is better suited to years of repeated impacts and torsional abuse.

All these factors translate into a frame that feels planted and composed, without the harshness or fragility of other alloys. It’s more forgiving than the previous 7055 frames, and it still hits a competitive weight, features classic tube shapes, and offers ride quality I’ve been really impressed with for an alloy frame.

Geometry

When looking at gravel bike geometry, it’s quite different from mountain bikes. Sizing is still based on the top-tube length (usually). Head tube angles and seat tube angles are less aggressive, although the STA is usually pretty similar between mountain bikes and gravel bikes. Despite the differences, you still want a bike to feel balanced, and the Blackheart Gravel AL is just that. The front center is pretty proportionate to the rear center, and the geometry is stable without feeling totally sluggish when you’re on the road.

It’s not all gumballs and rainbows, though, and there are some aspects that I don’t really like about the bike. For one, the headset cable routing is a hassle, and the spacers and one-piece bar-stem have led me to hunt for creaks and pull things apart on the trail. But the cockpit is pretty damn clean, so I can’t knock it too much.

The seatpost is 31.6, and that means dropper posts are an option if you want to take that route. I tried fitting a RockShox AXS dropper I had sitting around, but the 225mm post wouldn’t sink low enough in the frame. It’s still an option.

Build Kit

The bike came equipped with the new SRAM Rival shifters and brakes, mated to a GX T-Type derailleur and 10-52t cassette. Paired with a 44t chainring, the gear range is pretty massive for whatever I have decided to crawl up, and I have yet to find myself walking anything. The ergonomics of the Rival shifters are top-notch; they clearly borrowed inspiration from the GRX Di2 levers but refined them in a way that makes me like them even more, which is saying something. The braking is where they really shine, though, and the one-finger actuation is sublime.

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Wheels are the Hunt Carbon Gravel 35, and I honestly can’t comment on them beyond noting they’ve not been a component I worry about, no matter where I’m riding, which I’d say is a great thing. They’ve been solid. They’re light, strong, and offer enough compliance to feel comfortable even in some less-than-comfortable situations.

In terms of finish, the frame feels very premium and shatters the impression that aluminum bikes are cheap. The paint is absolutely sick, and I get more compliments on this bike than any other in my current crop of test bikes.

View the 2 images of this gallery on the original article

First Impressions

I have about 125 miles on the Blackheart Gravel AL so far, with many more planned as the weather keeps getting better. So far, I have enough information in my brain for a first impression, and that impression is more positive than I expected from an alloy gravel bike. What Blackheart has made with the Gravel AL certainly shifts my opinions on what an alloy gravel bike “should” ride like.

View the 2 images of this gallery on the original article

From singletrack to washboarded fire roads and paved commutes to and from said terrain, the Gravel AL handles it. The build kit is well thought out, and the geometry is bang on for a bike that is designed to do a little bit of everything. Although I don’t love the through-the-headset cable routing and the limited cockpit setup options, I can’t ding it too much because the ride is delightful.

View the 2 images of this gallery on the original article

Stay tuned for the second installment and final impressions after I sink some more time into the bike. For now, I can confidently say that the Blackheart Gravel AL is an impressive example of what can be done with alloy.

The big story here is the Flux GR Radial tires. While traditional tires use a bias-ply layup (where the casing cords run diagonally), a radial tire's cords run perpendicular to the direction of travel. It's a concept we're all probably pretty familiar with at this point, but this is what e*thirteen is saying about the Flux Radial casing.

e*thirteen claims its tires have a 30% larger footprint at the same pressure as traditional tires, offering more rubber on the ground, better braking, and greater confidence in loose corners. The sidewalls flex for better tracking, acting as a secondary suspension to reduce fatigue and keep the bike stable. To address "wallowy" high-load cornering, they use Dual Apex Sidewall Inserts for added stability while maintaining flexibility.

As with other radial tires, e*thirteen recommends increasing your pressure by 15% to account for the extra radial compliance.

The Compounds

e*thirteen has simplified its rubber offerings into two options.

1. MoPo Compound (42a): This is the "glue" stuff. It’s a 42a durometer rubber through the entire tread, designed for maximum damping and slow-rebound grip. If you’re racing DH or Enduro and traction is your only priority, this is the one.
2. Momentum Compound: A dual-compound mix featuring a firmer 50a center for better rolling speed and durability (crucial for high-torque eMTBs) and 42a side knobs to ensure you don’t wash out when things get spicy.

View the 2 images of this gallery on the original article

The Treads & Casings

The Grappler line offers three distinct tread patterns to suit your dirt, and now they offer three casings to suit the style of riding.

• Flux AM
  90 TPI, 2-ply bias. Armor Weave sidewalls resist punctures without the weight penalty. Built for riders who climb as hard as they descend.
• Flux GR
  72 TPI dual-ply construction. GR Apex sidewall inserts for maximum support on bike park laps, enduro lines, and rock gardens.
• Flux GR Radial
  True radial plies run bead-to-bead at 65°. Bump compliance without the lateral wobble. Dual Apex inserts fix what other radials get wrong.

View the 3 images of this gallery on the original article

• The Grappler: The flagship "do-it-all" aggressive tire. It uses a 2-3-2 knob layout with massive center lugs. It looks like a beast for wet, loamy, or loose-over-hard conditions.
• The Grappler RS: Rear-specific and optimized for speed. It moves to a 2-2-2 pattern with steeper ramps to help you carry momentum while keeping the braking edges sharp.
• The Grappler TR: The "Fast and Light" option. It keeps the RS layout but drops the knob height for hardpack hero dirt or dry summer laps.

View the 3 images of this gallery on the original article

The Price

Perhaps the most impressive part of this launch isn't the radial tech—it's the MSRP. In an era where "budget" tires often feel like plastic, e*thirteen is launching the Grappler range between $59.95 and $79.95.

If the performance of the Flux GR Radial casing lives up to the claims, e*thirteen might have just set a new benchmark for the performance-to-value ratio.

Learn more and shop tires at ethirteen.com

Last year, Maxxis, which knows a thing or two about making tires, gave the Dissector a much-needed overhaul. I know this is a little late to the party, but I think the new Maxxis Dissector has been out long enough to warrant another look. While the original Dissector wasn’t terrible, it wasn’t the most common tire to see out on the trail from the brand. The Assegai and Minion still reign supreme on most trail networks, but the V1 Dissector was a tire I appreciated on faster-rolling trails that could still handle loose, less manicured sections, and I never really understood why it wasn’t more popular - it was a great tire.

The new Maxxis Dissector V2 is even better. The new tread pattern has made it more predictable in all aspects. Depending on where you ride, it might not be the ideal choice, but if you live somewhere dry, rocky, and fast, the Dissector V2 might be worth consideration.

Details

• Pricing: $104 - $116
• Casingoptions: EXO, EXO+, or DoubleDown
• Compounds: Dual, 3C MaxxTerra, or 3C MaxxGrip
• Weight: 950g - 1,205g

What's New

When Maxxis decided to update it to a more familiar tread pattern, I was intrigued. The new DIssector looks a lot like a mini-Assegai, suggesting it’s a more versatile tire for trail riding for those who don’t want the aggression of the Minion or Assegai, but still want something with some bite. The new DIssector kind of slides in between the Minion SS and the Forekaster.

I’ve cooked through a couple of the V1 Dissector tires over the last 6 months and just mounted the new Dissector on a short-travel trail bike to see what they are all about. I decided to go with the Dissector front and rear, rather than a Forekaster or Icon in the rear, to get a good feel for Maxxis's claims (better control, cornering, and braking). 

When people on the internet say it’s a mini Assegai, that is mainly in reference to the tread pattern, since both tires follow the ever-popular 2-3-2 center lug formula. This is a pretty common tread pattern these days, and there are plenty of other tires that follow in the Assegai's footsteps, but the Dissector, being a Maxxis tire, is probably the best candidate for that nickname.

Overview

Maxxis’ Dissector comes in any size you could ever want, as long as that size is 29x2.4. The Dissector is offered in either a 60 TPI casing with EXO or EXO+ and the MaxxTerra or Dual compounds, or a 120 TPI casing with DoubleDown casing and 3C MaxxTerra or 3C MaxxGrip. Seeing the options, it’s pretty clear that this is a dedicated tire for a trail bike, but with a DoubleDown option, it bleeds into more gravity-friendly territory.

The major change from the Dissector V1 is the spacing of the knobs. The center knobs are now much more balanced with the shoulder knobs. In theory, this would make the tire much more predictable while cornering. The new Dissector also fully separates the trio of center knobs and features a new siping pattern that improves braking.

Testing Both Dissector Tires

Overall, the change is entirely positive. As the previous Dissector could feel a little loose on some terrain, especially in corners, the new Dissector feels composed and predictable in fast, dry, and rocky conditions, but can still find bite on more variable terrain thanks to the new tread pattern.

Going from the old Dissector to the new design has been a good way to get a feel for this refresh, and highlights just how much more predictable the tread layout is. The almost-foggy feeling of leaning into a corner with the V1 Dissector is gone on the V2 Dissector, but it still feels like a fast-rolling, very balanced tire for a wide range of riding.

View the 2 images of this gallery on the original article

I’ve been mostly putting it through some torturous XC-ish rides, but as we’re seeing XC become a spectrum that often creeps into more challenging sections of the trail, the Dissector V2 feels like a great bridge from long climbs on smooth trails and fire roads to loose, technical descents. Because it is less aggressive than the Minion or Assegai, but more aggressive than the Rekon or Forekaster, it feels like a tire that can do most things pretty well without making me feel like I’m “on the wrong tires”.

The Dissector V2 feels fast, cornering is really predictable, and braking is precise, but it can lose a bit of its sparkle on softer, loamier trails due to the shorter knobs and tighter spacing. It’s still a better pick for varied terrain than the previous Dissector, and a great pick for anyone living in drier climates.