The Details

Location scouting and interviews with Dan Atherton, Jackson Goldstone, and Gracey Hemstreet on the new Red Bull Hardline location.
Footage: Red Bull Content Pool

If you can't make it to the North Shore to witness history being made in person on October 17th, you’ll be able to catch the madness on Red Bull TV or the Red Bull Bike YouTube channel. While the Wales event will take a breather in 2026 to return with a fresh track in 2027, all eyes are currently on the Great White North. Get ready, Canada. It’s about to get very, very steep.

For more info, keep your eyes onredbull.com/hardline.

A Long Time Coming

It feels only right that a race this progressive would find a home in Vancouver's North Shore - the literal birthplace of freeride mountain biking. Known for its unforgiving, steep, and technical terrain, Cypress Mountain is set to host the world's elite male and female riders for this invitation-only event.

While the event originated in the Welsh Dyfi Valley back in 2014, it has spent the last decade evolving into a monster that pushes the absolute limits of what is possible on a mountain bike. After expanding to Tasmania, the move to British Columbia marks the event's third global location.

Local Legends Leading the Charge

This isn't just a visiting circus; the locals are already deeply involved. Canadian superstars Jackson Goldstone and Gracey Hemstreet have been working alongside founders Dan and Gee Atherton to design the course.

Gracey isn't mincing words about the upcoming Cypress track: "After walking the future Red Bull Hardline track, I'm pretty intimidated but excited... bringing Red Bull Hardline to Canada is something everyone has wanted".

View the 2 images of this gallery on the original article

• Jackson Goldstone: A former Red Bull Hardline winner (2022) and the 2025 UCI Downhill World Cup Overall champion.
• Gracey Hemstreet: A history-maker who became the first woman to win two Hardline events after back-to-back victories in Tasmania.

What to Expect

The Cypress course promises to be unlike any traditional downhill track, but that's nothing new for Hardline, and there's a reason these events are invite-only. By borrowing elements from BMX and dirt jumping, typically forbidden in UCI-sanctioned races, the build will be top-to-bottom, with the usual mix of boundary-pushing features standard at Hardline events.

Dan Atherton, who scouted the location in late 2025, believes Cypress is the "perfect place" to take the race to the next level.

Pricing for complete bikes is also pretty competitive, considering that all you really need to add is some bags, and you're ready to go seek freedom under the stars. The Unity is just $2,699 USD ($3,199 CAD, €2,699).

Kona's design team clearly wanted a bike that could go further and deeper into the rugged unknown than most bikes would dare. Here is the breakdown of why this machine might be the ultimate utilitarian mule.

Learn More at Konaworld.com

Why Mullet? Kona Says Why Not?

The Unity is on a mixed-wheel setup, which is somewhat out of the norm for a bike in this category, but what category is this bike? While mixed-wheel setups are often associated with enduro and DH, Kona chose it here for pure utility, and when you look at the point they're making, it all makes sense. Why not mullet?

• Lower Center of Gravity: Keeps the weight where you want it when the bike is fully loaded.
• Strength: A smaller rear wheel is inherently stronger for carrying heavy cargo.
• Clearance: The smaller rear wheel allows for more space for rear racks and seat bags.
• Big Rubber: The bike is built for massive volume, accommodating up to 3.0" tires on both the front and rear.

Built to Carry the Load

If you like bolting things to your bike, the Unity is your dream. The frame and fork are absolutely littered with mounting points, and I think if Frodo and Sam had the option to ride bikes to Mount Doom, they'd probably be on the Unity.

• Frame: 20 mounting points.
• Fork: 11 mounting points.
• Front Rack: 12 mounting points.

View the 2 images of this gallery on the original article

Adorned with a custom integrated front rack and an absurd amount of mountain points, the Unity is ready for a weekend overnighter, a multi-day mission, or a vision quest into the unknown. Unlike traditional racks that attach to the fork and flop around as you navigate, this one bolts directly to the frame. This means your gear stays still while your handlebars move, providing predictable handling even with a week’s worth of supplies strapped to the front.

Technical Specifications

The componentry choices favor longevity and "real-world abuse" over shaving grams. And that's what you want to see on a bike like this. There's low gearing for crawling up fireroads while encumbered, and a steel frame for longevity (and repairability), and everything else is designed to last, with minimal need to upgrade out of the box.

Practical Utility Meets Modern Tech

Kona didn’t just make a retro-inspired steel bike; they packed it with modern standards. The Unity features sliding dropouts that allow you to fine-tune your wheel position or even run the bike as a single-speed if your derailleur decides to quit in the middle of nowhere. It is also SRAM T-Type and UDH compatible, so you can slap the latest and greatest wireless or mechanical drivetrains on it.

And for those who think bikepacking means boring descents, think again. The frame is designed to be dropper-friendly, accommodating long-travel posts (up to 200mm on the XL frame) so you can still get rowdy on the downhills with your "kitchen sink" attached.

The Reality Check

Before you swap your suspension fork, note that the Unity won't accommodate it. A suspension fork would interfere with the frame-mounted rack and cable routing, and honestly, this bike doesn't really need that.

However, with a 0.56 gear ratio for those vertical climbs and enough mounting bosses to carry all the essentials and even the creature comforts, the Unity seems less like a traditional bicycle and more like a dedicated tool for seeking peace outside. There's no need to retrofit or bodge together a solution, because it's all been considered.

View the 2 images of this gallery on the original article

Coming out of Shenzhen, Amflow is dropping two new carbon eMTBs powered by the latest Avinox drive systems (M2 and M2S) that boast numbers previously thought impossible for bikes in these weight classes.

Is the age of the "compromise" eMTB over, or are we entering uncharted and dangerous waters? Maybe a little bit of both, depending on who you ask. This new breed of eMTB has me asking myself “why?”, but I’m also quite curious. I feel as if we’ve hit an intelligent point to push pause on the arms race. We’ve got enough power and torque at this point, and although eMTBs are an absolute blast to ride, there comes a point where we’ll start seeing some industry fatigue when constantly pursuing “More is better.”

All my thoughts and feelings aside, I already really love the Amflow PL Carbon Pro, and the new Amflow offerings look to further improve the chassis with more options and better features, so let's get into the weeds.

Amflow PX Details

The headliner here is the raw output. The Amflow PX series features the new Avinox M2S motor, which delivers a staggering 150 Nm of torque and a peak power of 1,500W. For context, the PX Carbon Pro weighs in at approximately 20kg. That’s almost 2 horsepower in a sub-45 lb bike.

• Motor: Avinox M2S motor (150 Nm of torque, peak power of 1,500W)
• Battery: 700Wh battery
• ChainstayLength: 438/451mm
• HeadTubeAngle: 64.2
• Wheels: Mullet (stock) or full 29
• SeatTubeAngle: 78 degrees (72 degrees actual)
• BB Drop: 10.5 /23.7

Amflow PR Details

The Amflow PR series isn't a slouch either, using the Avinox M2 motor to deliver 125 Nm of torque and 1,100W of peak power. Both motors are designed to keep things quiet, operating at levels as low as 45 dBA to keep you deeply connected to nature.

The PR comes in two flavors: PR Pro and PR. Both are carbon, but the Pro gets the M2S motor, and the PR gets the M2. Both come with the Avinox RS 800 battery, but they differ slightly in terms of geometry.

• Motor: Avinox M2 motor (125 Nm of torque, peak power of 1,100W)
• Battery: 800Wh Battery
• Chainstay Length: 440/452mm
• Head Tube Angle
  PR Pro: 64.1
  PR: 64.5
• Wheels: Mullet (stock) or full 29
• Seat Tube Angle
  PR Pro: 77 degrees (70 degrees actual)
  PR: 76.5 degrees (70 degrees actual)
• BB Drop
  PR Pro: 10.4 /24.5
  PR: 9.6 / 20.9

Battery Tech and "Range Anxiety" Killers

Amflow is also introducing Avinox’s first removable battery system with the PR series. The full breakdown of the new Avinox motors and batteries can be perused here.

• Amflow PX: Features an integrated 700Wh battery with an energy density of 220Wh/kg, offering a range of up to 144km.
• Amflow PR: Uses an 800Wh removable battery, weighing just 4kg, which pushes the range to an estimated 158km.
• Charging: Both systems utilize GaN fast charging. The PX hits 80% in about 76 minutes, while the PR’s larger 800Wh pack takes about 96 minutes to reach the same mark.
• Expansion: The PR also supports an external 600Wh battery for those looking to do massive, multi-peak days.

Geometry: The Tinkerer's Dream

If you like to fine-tune your ride, Amflow offers 40 potential geometry combinations to play with. Through various adjustments, riders can tweak the head tube angle across five positions, the bottom bracket height between two positions, and the chainstay length across four positions. Head tube angles are as follows: 64.2° for PX and 64.5° for PR, but you can, of course, adjust them.

The bikes come standard with a mullet configuration for snappy handling, but as seen with the PL Carbon Pro, the frames are built to accommodate dual 29-inch wheels via a flip chip that maintains the center of gravity.

Tech-Forward Cockpit

Integration is so hot right now. Everyone (not me) wants an app and Bluetooth connection to ride their bike, so the new 2-inch OLED touchscreen is baked right into the frame, providing real-time data and navigation, and motor tuning. The Avinox Ride App now even allows for heart rate-controlled assistance, where the motor automatically adjusts its output to keep you in a specific training zone, which I think is actually kind of cool. There’s always the argument that eMTBs are “Too easy”, which can be true. But for someone who rides a ton, a recovery spin on the e-bike can be a lifesaver.

Build Kits and Pricing

Amflow didn't skimp on components and went with solid yet utilitarian picks for suspension, brakes, tires, etc. Full component and build specs can be found here. Partnering with FOX for co-tuned suspension and using Magura Gustav Pro or Tektro hydraulic disc brakes with 203mm rotors to keep all that power in check.

Sure, this is all very exciting, and the Avinox M1 was a milestone in the history of e-bikes, but it was more than enough power, torque, and range for the majority of riders. At a certain point, I feel that things need to find a plateau, no matter how fun it might be to unleash 1,500W of peak power and 150Nm of peak torque. I’m starting to sound like an old man here. I digress - people take bikes way too seriously, and I'm VERY excited to check out this new era of eMTBs.

The New Motors

Avinox was a newcomer to the eMTB industry and set the bar for power-to-weight ratios, and the new M2 and M2S are more of the same, but just a few short years later, proving that things are moving mighty fast. Avinox isn't just tweaking the software here; they’ve managed to pack even more punch into the same compact form factor we saw on the M1.

What does that mean for the rider? In simple terms, more power, less weight, and what is likely to be an absurd amount of fun. This is decidedly exciting, but I can't help but look back at my younger self, who was shaking his fist at the hordes of eMTBs at the trailhead, and relate a little to my old feelings about the prevalence of motorized assistance on the trail.

View the 2 images of this gallery on the original article

• The M2S: This is the high-performance thoroughbred of the lineup. Weighing in at just 2.59 kg, it pumps out a staggering 1,500W peak power and 150Nm of peak torque. That’s a 45% increase in power density over the previous generation.
• The M2: The "standard" M2 isn’t exactly a slouch either, offering 1,100W of peak power and 125Nm of torque at a weight of 2.65 kg.

Refinements

Big power usually comes with big heat and noise, but the Avinox M1 never really presented those issues, and the new motors claim to have improved on that even further. The M2S uses flat-wire windings and integrated cooling fins to dissipate heat during sustained high-output efforts.

They’ve also addressed the "clack" that some riders noticed with the M1. The M2S uses a dual-gear meshing design to kill gear play and pedal kickback noise, while the M2 sticks with helical gears to keep things silent on the chatter. Both systems are rated at 45 dBA, so you’ll still be just as silent and under the radar while delivering enough power to run an energy-efficient refrigerator for a short period.

View the 2 images of this gallery on the original article

Batteries

A motor is only as good as the tank feeding it. Alongside the new motors, we’re seeing three distinct battery options join the fold, one of which is a first for Avinox, and something people have been asking for.

View the 3 images of this gallery on the original article

• FP700: An integrated 700Wh unit that supports GaN 3x fast charging—meaning you can go from empty to 80% in about 76 minutes.
• RS800 & RS600: For the first time, Avinox is offering removable batteries. The RS800 gives you 800Wh of range in a 4kg package, while the RS600 is a lighter 2.96kg option that can even be mounted externally as a dual-battery setup.

Backward Compatible, Smart Tech, and Big Partners

Avinox says its systems are fully backward-compatible, so if you’re already in the ecosystem, your gear isn't obsolete. It’s a bold move in an industry that loves a proprietary standard, and we can’t wait to get a leg over one of these new builds to see if the trail feels matches the spreadsheets, no matter how guilty I might feel riding one. It's unclear if there is also a range extender, so that is maybe the one thing this new ecosystem lacks. But the copy from Avinox reads as follows: "A 600Wh battery option is also supported, which as well supports battery removal and can also be mounted externally on a bike frame to serve as a dual battery, significantly extending how far and long cyclists can ride and eliminating the fear of running out of battery on a ride." So maybe the 600Wh can be used as a range extender?

The "smart" side of these bikes is getting a heavy refresh, too. The new 2-inch OLED displays (DP100-F and DPC100) now offer turn-by-turn navigation and, when connected to a heart rate monitor, can provide heart rate-based assist adjustments. If your heart rate spikes too high, the motor chips in more to save your legs; if you’re coasting, it backs off to make you work. And for the tech-obsessed (or the security-conscious), the DPC100 display now integrates with Apple Find My, letting you track your rig right from your iPhone.

Widespread Adoption

The most telling part of this launch? The industry buy-in. Avinox is launching with over 60 OEM partners, including heavy hitters like Canyon, Pivot, Mondraker, Propain, and Whyte. When brands of that caliber ditch the established players to build around a new system, it’s time to pay attention.

“Avinox continues to expand its market presence with innovations like today’s new drive systems,” said Ferdinand Wolf, Product Experience Director at Avinox. “Our established independence as a company has only elevated and accelerated Avinox’s commitment to excellence and industry leadership, and we look forward to bringing positive changes to the status quo with new products that propel the industry forward. Since the launch of the Avinox M1 in 2024, we have garnered substantial support and popularity among manufacturers and users. As of today’s announcement, Avinox has the privilege of working with more than 60 top OEM bike brand partners, and we’re thrilled to have them along with us on the journey to change the world of e-bikes.”

View the 3 images of this gallery on the original article

I love flat pedals, and the Crankbrothers Stamp pedals have always been one of my favorites, so when the brand dropped the info on the latest (and largest) Stamp pedal, I was keen to give them a shot. Here are my honest opinions on making the move from clips to flat pedals with the Crankbrothers Stamp Evo.

Details

• Body Material: Forged 6061-T6 Aluminum & Reinforced Nylon composite bashguard
• Footprint
  LG - 114mm x 133mm | SM - 103mm x 117mm
• Shoe Size
  LG - 10-15 (US M) // 43.5-49 (EU) | SM - 3-10 (US M) // 35–43.5 (EU)
• Traction Pins: 13 adjustable per side
• Pin Length: 5.6mm outer, 4mm inner, 3mm middle
• Bearings: Igus LL-glide bearing
• Seal System: Premium V-Ring
• Spindle Material: Forged SCM 435 Chromoly Steel
• Max Rider Weight: No restriction
• Weight
  LG: 464g
  SM: 418g
• Warranty: 5 years
• MSRP: $199 USD
• Available at Crankbrothers.com

Size Matters?

For the longest time, Pedaling Innovations has been, and still is, the manufacturer of the largest flat MTB pedal on the market. The XL Catalyst Pedal has a whopping 160mm x 105mm platform. This is a strikingly large pedal, and they’re hard not to gawk at when you see them on a bike, but those who are looking for the largest possible platform in a flat pedal absolutely love them. But in my humble opinion, they are just too big - and the Stamp Evo is even wider (114mm), just not as long. It's more of a girth issue than a length problem, and meant more pedal strikes, and some second-guessing if my feet were in the right spot.

I think there is certainly a point at which the pedal is too big. There's a fine line between having enough room and having too much pedal, and this might just dance around that point. Crankbrothers Stamp Evo might not be as long as the Catalyst XL, but it's noticeably wider. Luckily, they come in two sizes: small (103mm x 117mm) and large (114mm x 133mm). 

There’s no ignoring that pedals can take a beating, especially ones that are the size of a small serving dish. Thankfully, both sizes of the Stamp Evo have replaceable bashguards, Forged SCM 435 Chromoly spindles, and Igus LL-glide bearings as both the inner and outer bearings. The Stamp Evo, like most other premium pedals on the market at also rebuildable and has an easily accessible grease port screw for quick maintenance.

In the largest size, the Stamp Evo is 114mm x 133mm, but it is also pretty thin (11mm - 15.5mm) and has a concave shape. Pairing the concavity with the massive platform and 13 adjustable pins per side means stupid levels of grip. But that real estate doesn’t come without some drawbacks.

Ride Impressions

Going back and forth between clips and flats can be jarring, but the one thing I didn’t feel was lacking was foot retention or control when swapping from my trusty Crankbrothers Mallet E to the new Stamp Evo. The Stamp Evos are noticeably massive, and that means the pins are well and truly biting into a huge surface area on the bottom of the shoe. Compared to a clip pedal, there was noticeable lateral grip, with none of the float one comes to enjoy on a clip pedal. The feet are locked in, almost more so than with a clip pedal.

With such a huge platform, it also means that if you’re riding with a dropped heel or with your feet in a “wedge” (dropped heel on the front foot and pointed toes on the back foot) theres a lot of control offered to pull and push the center and rear of the bike around.

While I do appreciate the massive platform and wicked grip of the Large Stamp Evo, I wish I had gone with the smaller size, even though I wear a size 12 US (46 EU). They’re borderline too big. I became well acquainted with the sensation of a pedal strike on something that I wouldn’t expect to strike, and I often felt that there was too much area to place my foot. This resulted in a wider stance on the bike or a need to shift my foot around to find the sweet spot.

Due to the large platform, pedaling up climbs felt great, almost on par with the efficiency you get from clip pedals, but because of the large platform, there's a bit more torsion put on the spindle and bushings, and my pedals quickly developed some play and a knocking sound that started to drive me nuts. Thankfully, a rebuild can be done in about 5 minutes.

A quick rebuild was easy-breezy and fixed the small amount of play after packing it with thicker grease and burping some of the low-viscosity factory grease via the bleed port on the pedal body.

View the 2 images of this gallery on the original article

One thing that became very apparent is the sheer width of these pedals, and part of that is due to the plastic bash guard, which, I don't think, would be needed if they were narrower. While they are there to help with hangups and strikes, the pins still screw into the pedal body, and there's still much more exposed metal than plastic. I found that the plastic does wiggle a little bit and creates a small amount of noise if your feet aren't pressing on them - a minor gripe, but something I have noticed.

Final Verdict

Personally, they might be too big, at least the large size is. I found them just a little too wide, but the overall height, pin placement, and ease of service are definitely highlights. If you're looking for an absolutely massive flat pedal, these are a great example, but I would suggest taking some measurements of your shoes before pulling the trigger to decide what size will work for you, because they do feel pretty huge at first. I have gotten somewhat used to them over the last few weeks, though, and it will probably be very noticeable when I move back to clips or another flat pedal.

FOX has clearly been listening to the conflicted rider's internal monologue. Instead of trying to force a one-size-fits-all solution, they’ve just dropped an updated iteration of the GRIP X damper, tucked inside a refreshed lineup of 34 SL, 36 SL, and 36 forks. The goal? To bridge the gap between going fast uphill without a compromise, going down, or vice versa.

Goodbye "Firm" Mode, Hello Traction

The most eyebrow-raising update here is what’s missing. FOX has officially ditched the "Firm" mode on the GRIP X. But yeah, it’s still on the dial. So you know how to turn it.

Before the XC purists start clutching their gels, let’s be real: how many of us are actually reaching down to lock out our 140mm fork mid-ride? I know I don't. Hell, I barely touch the lockout switch on my shock. By removing the Firm mode, FOX’s engineers redesigned the entire damping architecture to prioritize the part of the ride that the fork actually cares about: the descent.

By repurposing that internal "real estate," the new GRIP X borrows heavily from its big brother, the GRIP X2. We’re looking at a completely redesigned mid-valve piston and valve stack. On the inside, that translates to better oil flow, more sensitivity off the top, and crucially, that supportive mid-stroke that keeps you from diving through your travel.

The Marginal Weight Saving

The beauty of the GRIP X has always been its weight—or lack thereof. FOX claims this updated version is roughly 120 grams lighter than the GRIP X2. That is the weight of an average-sized banana, if you care.

In reality, 120 grams is kind of insignificant. And it probably won't be the difference between a bike that feels poppy and flickable and one that feels like a plow. You’re getting "near-GRIP X2" performance levels, with slightly lighter internals, but as they say, grams make pounds or whatever.

The “New” Fork Lineup

FOX isn't just dropping a damper and walking away; they’ve reorganized their Trail ecosystem to make sure there’s a chassis for every opinion.

The highlight here might be the 36 SL. It’s the lightest 36 FOX has ever produced, designed for the rider who wants the steering precision and stiffness of a 36mm chassis but doesn't necessarily need the 160mm of travel (or the weight) of a full-blown 150/160mm fork.

View the 2 images of this gallery on the original article

Pricing

The Breakdown: Who Is This For?

With the 2027 updates, FOX’s damper lineup is now a "Choose Your Own Adventure" book:

• GRIP SL: For the weight-weenies and lockout-lovers.
• GRIP X: For the 90% of us who want a "set it and forget it" balance of climbing efficiency and descending prowess.
• GRIP X2: For the privateer racers and park rats who need maximum tunability and don’t mind a few extra grams.

Our Take

FOX’s move to simplify the GRIP X by removing the lockout feels like one of the decisions of all time. It’s an admission that trail riding has evolved past the need for a rigid fork on the climbs. If the redesigned internals deliver on that promised mid-stroke support and sensitivity, the GRIP X might just become the benchmark for what a modern trail fork should feel like, and I honestly love the current (or past) generation 36 and 36SL, and it sounds like this will make them even better, even if it’s marginal.

These grips are designed to offer that elusive "best of both worlds" feel, and this is the second grip (that I know of) to cut out some of the plastic on the lock-on sleeve to improve comfort, the first being the new Goldstone Grip from OneUp Components.

Oh, and they come in a ton of colors, if you're someone who wants to color match all the parts on your bike.

The Thrice Open Core can be found over at SDGcomponents.com and probably your local bike shop.

Details

Obviously, the talking point is the Open Core Zone. Most lock-on grips use a solid plastic sleeve that runs the full length of the grip, which inherently limits how much the rubber can compress. By removing some of that section of plastic, the outer layer of ultra-soft 20A-durometer rubber is free to flex and conform directly to your palm. And the results aren’t totally noticeable at first, but there is a little more “give” to the grip when you’re really grabbing.

SDG didn't just stop at the cutout. They’ve covered the 20A durometer rubber body of Thrice with a list of topographical features that feel really great in the hand, both with and without gloves. The Thrice Open Core has an ovalized profile, designed to fit the natural closure of your hand for better control. The underside of the grips features a slab of finger-shaped grabbers and undercut textures to give your fingertips something to bite into, and they feel really great without gloves.

Ride Feelings

While they feel soft, they are built to stay put. A single lockring on the inside maximizes the usable grip surface, while a tapered inner core works to ensure the grip doesn't rotate. So far, there’s been no slippage, and since it’s summer, I’ve mostly been riding without gloves, and the Thrice Open Core grips feel quite comfortable.

Grips are super personal, as are most contact points on the bike, and most of us will find a grip that works and run those over and over again. So take what I share here as opinion and not as fact. I’m somewhat picky when it comes to grips, and I usually reach for a smaller-diameter grip if given the choice; 32mm is usually on the bigger side for me, but these don’t feel too huge in the hand like I expected. So if you're like me, and like a smaller grip even though you have big hands, these feel smaller than the specs suggest, and you'll probably get along with them pretty well.

View the 2 images of this gallery on the original article

Compared to the Goldstone Grip from OneUp, which has a cutout under the thumb, these Thrice Open Core grips have a much larger cutout under the palm, and smaller notches near where the fingers wrap around the grip. While not as noticeable as the cutout on the Goldstone Grips at first, after a few minutes gripping them, you'll come to realize the added squish under the palm, especially when you start heading back downhill. It feels like there's just a little more give to the material, and the vibration has somewhere else to go other than right into your palm.

Overall, the Thrice Open Core has been surprisingly comfortable, even though I usually prefer a smaller-diameter grip. I’m currently deep in testing out a bunch of grips for a longer article, and already the Thrice Open Core has become a standout in the sea of lock-ons sitting in the shed.

The all-new Vivid and Super Deluxe families have been redesigned from the ground up, sharing a new architecture aimed at what RockShox calls "Predictability, Perfected". Here is the breakdown of what is actually new.

The Common Ground: LinearXL and Suppleness

The headline for both shocks is the LinearXL air spring system. RockShox designed this to mimic the consistent, linear feel of a coil spring across the entire stroke. By increasing air volume and reducing speed sensitivity, the goal is a shock that doesn't feel "hooky" or unpredictable when the terrain gets chaotic.

Additionally, both shocks feature a redesigned base valve that reportedly cuts IFP (Internal Floating Piston) forces by 40%. This is a massive reduction intended to make the shocks significantly more supple off the top, improving traction and reducing the "stiction" often associated with air shocks.

No More Counting Clicks

In a move that every rider will appreciate, RockShox is moving away from the "count from closed" guessing game. The new numbered compression adjusters provide clear visual indicators for settings. You can start at "0" and move into your "window of happiness" with intuitive, repeatable adjustments.

Vivid: The Gravity Specialist

View the 2 images of this gallery on the original article

Designed for everything from bike park laps to World Cup DH tracks, the new Vivid focuses on composure in big terrain.

See more at Rockshox.com

• Adjustable Bottom Out (ABO): The Vivid features a dedicated dial to adjust compression damping in the last 20% of travel. It offers five settings to customize how much "cushion" you have on those massive hits.
• RCT2 Damper: This new damper is specifically tuned to match the performance of the Charger 3.2 fork damper, ensuring the front and rear of the bike react in unison.
• Expansion: The Vivid line now includes several tiers, including the Vivid Ultimate DH, which ditches the threshold lever for pure gravity focus.

Super Deluxe: The Versatile Workhorse

View the 2 images of this gallery on the original article

The Super Deluxe remains the go-to for everything from "downcountry" to enduro, but it gains some significant durability and weight-range updates.

See more at Rockshox.com

• Increased Max PSI: To accommodate heavier riders and the high leverage ratios often found on E-MTBs, RockShox has increased the maximum PSI for the Super Deluxe.
• Doubled Service Intervals: One of the most practical updates is the air can service interval, which has jumped from 50 to 100 hours. That means more time on the trail and less time on the workbench.
• Hydraulic Bottom Out (HBO): Like the Vivid, the Super Deluxe utilizes a hydraulic cushion in the last 20% of travel to eliminate harsh metal-on-metal clanking.
• Flight Attendant RC3: The electronic version has been updated with a new main piston compression tune to match the Charger 3.2 forks.

Retail Availability

Both the new Vivid and Super Deluxe shocks are available starting this month, April 2026. If you’re looking to refresh your current ride, the Ultimate-level shocks will be the primary options available for aftermarket purchase.

Much like with the Boxxer, RockShox is leaning into a "whole fork" approach. Here is the breakdown of the tech making these forks move.

View the 2 images of this gallery on the original article

The Big Story: LinearXL Air Spring

The most significant change is the move to the LinearXL air spring. RockShox is chasing a "coil-like" feel—meaning a consistent, predictable increase in force as you move through the travel.

To get there, they had to tackle "speed sensitivity," which is a fancy way of saying they wanted to stop the air trapped in the lower legs from acting like an accidental, uncontrolled second spring. They’ve introduced two clever features to solve this:

• AirAnnex™: An expanded volume in the lower legs that reduces pressure build-up.
• Stanchions that Breathe: Small, strategically placed breather holes in the stanchions that allow air volume to increase as the fork compresses.

Friction Fighting: ButterWagonTech

Friction is the enemy of any fork, and the new ButterWagonTech™ (found on Ultimate models) is a bit of a wild engineering flex.

View the 2 images of this gallery on the original article

• The Divots: The stanchions feature a proprietary matrix of "divots".
• The Goal: These divots act like little buckets, carrying fresh Maxima oil up to the bushings with every single millimeter of movement.
• Consistency: The idea is to keep the fork feeling fresh throughout a long ride, rather than getting "sticky" halfway through.

Refined Damping: Charger 3.2

The Charger 3 damper was already a high-water mark, but the Charger 3.2 has been re-tuned specifically to play nice with the new LinearXL spring.

• Silent Performance: RockShox is doubling down on silence, claiming the new damper is virtually noise-free.
• Intuitive Tuning: The new control bezels feature numbered adjusters for High and Low Speed Compression. No more counting clicks from closed—just look at the dial and set your "window of happiness".

Key Shared Features

Lyrik vs. ZEB: Which is Which?

Lyrik

The Lyrik remains the surgeon's tool of the lineup. It’s designed for "any trail, any time," balancing a lightweight 35mm chassis with 140mm to 170mm of travel. It’s built for the rider who wants one fork for everything from local loops to all-day alpine epics.

Zeb

The ZEB is the heavy hitter. Built around 38mm stanchions, it’s meant for the most extreme terrain—think double-black diamonds, bike parks, and enduro racing. It offers 150mm to 180mm of travel and DH-level stiffness in a single-crown package.

Pricing & Availability

Both forks are available as of April 2026.

• Lyrik Ultimate Flight Attendant: $1,699
• Lyrik Ultimate: $1,259
• Lyrik Select: $929
• ZEB Ultimate Flight Attendant: $1,799
• ZEB Ultimate: $1,299
• ZEB Select: $989

We’ve seen the Lefties, the FlexPivots, and the proprietary offsets. But looking at the newly unveiled 2026 Cannondale Bad Habit, it seems the brand is trading in the weird for something much more usable: a refined, world-class machine that just works. It also seems to suggest that the 170-180mm enduro rigs are out, and nimble, short-travel enduro bikes are in.

Born from the feedback of the pro pits and solidified by Ella Conolly’s 2025 Enduro World Cup title, the Bad Habit isn't just a beefed-up trail bike. It’s a ground-up retooling of the already-beloved Habit platform to bring it up to date. But the last time we saw the Bad Habit name, it was a very different number.

The Bad Habit has been in the Cannondale family for a while now, and the last update we saw to the Bad Habit name was in 2018. Back then, the Bad Habit was a short travel trail bike with 27.5 wheels and room for the bizarre trend of plus-sized tires. Now, 8 years later, this new Bad Habit is free of all gimmicks, sits on 155mm of rear wheel travel, 160mm of fork travel, mixed wheels, and a much more capable set of geometry numbers for the modern mountain bike landscape.

Key Details

• Intended Use: Enduro / All-Mountain.
• Travel: 160mm (Front) / 155mm (Rear).
• Wheel Configuration:  Mullet setup (29” front / 27.5” rear) for a balance of stability and agility.
• Frame Material: Full high-strength carbon construction with a lifetime warranty.
• Max Tire Clearance: 2.6” (front and rear).

Geo Hits

• Head Tube Angle: 64° (Adjustable +/- 0.5° via aftermarket Acros cups).
• Effective Seat Angle: ~77.7° (Optimized for climbing).
• Seat Tube: Large 34.9mm diameter to accommodate the latest long-travel dropper posts (up to 240mm on larger sizes).

The Chassis: Mullets and Muscle

Let’s get the big numbers out of the way. The Bad Habit sits comfortably in the enduro sweet spot with 160mm of travel up front and 155mm in the rear. But the real story is the wheel configuration. Cannondale has gone full Business in the front, party in the back, spec’ing the bike as a dedicated mullet (29/27.5).

Why no flip-chip for full 29er fans? Cannondale’s answer is refreshingly blunt: they designed this bike to be a mullet. It’s built to track straight through the chunder and flick through the corners, and they didn't want to compromise that vibe with a bunch of geometry-altering hardware (but you can still adjust the head tube angle).

The frame itself is a full-carbon one, and in a move that will make home mechanics weep with joy, it’s remarkably normal. We’re talking a threaded BSA bottom bracket, a Universal Derailleur Hanger (UDH), and a standard 55mm chainline, and no proprietary AI wheel offset here.

Proportional Response: Geometry for the People

Cannondale is leaning hard into its Proportional Response philosophy. While some brands just stretch the front triangle and call it a day, the Bad Habit features size-specific kinematics and geometry. Whether you’re on a Small or an XL, the center of gravity is accounted for, ensuring the suspension feel remains consistent across the board.

The geo is modern without being "stretched-into-a-limo" radical

• Head Tube Angle: A slack 64° (with the option to tweak +/- 0.5° via Acros cups).
• Seat Tube Angle: A steep 77.7° to keep your weight centered when you’re grinding back up for the next lap.
• Seat Tube Diameter: A chunky 34.9mm, allowing for the massive dropper posts we’ve all come to love. We’re talking up to 240mm of drop on the larger sizes.

Feature Creep (The Good Kind)

One new (to Cannondale MTBs, at least) is the StashPort storage. Following the industry trend of shifting weight from the rider’s back to the frame, the Bad Habit features internal downtube storage. It ships with two  StashBags to keep your tools from rattling like a bag of marbles.

View the 3 images of this gallery on the original article

Interestingly, Cannondale opted out of its signature FlexPivot for this model. Their reasoning? Enduro riders are a skeptical bunch, and traditional bearing pivots offer a tried-and-true sense of peace of mind; it’s much more costly to go the FlexStay route. It’s a rare moment when a brand prioritizes rider perception over its own patented tech.

The Build Kits

The Bad Habit comes in two main flavors, plus a frameset for a custom build option.

Bad Habit 1 $7,999.00 USD / $9,999.00 CAD

The no-expense-spared level. The all-new RockShox Lyrik Ultimate, the new Vivid Ultimate, and the SRAM XO Eagle AXS T-Type drivetrain. It rolls on Reserve 30|HD AL rims laced to DT Swiss 350 hubs. Total weight: 34.4lb.

Bad Habit 2 $5,999.00 USD / $7,599.00 CAD

The workhorse. RockShox Select+ suspension, SRAM Maven Stealth brakes (for that heavy-duty stopping power), and a mix of SRAM T-Type components. Total weight: 35.3lb.

Bad Habit Frameset$3,499.00 USD / $4,799.00 CAD

Model Comparison & Geometry

View the 3 images of this gallery on the original article

• Colors: Available now in Black and Ultraviolet Purple
• Price: $239.95 USD
• Shop at WolfToothComponents.com

If you’re looking for a rebuildable, American-made gravity pedal that actually lets you tune your stance, these are definitely worth a look.

View the 2 images of this gallery on the original article

The sheer size of the contact patch on the SHIFT is what most will notice at first glance, but there's more going on than just a massive cage. Wolf Tooth is really covering all the bases with the pedal line, and the SHIFT pedals offer a massive 1,201 mm² platform with lots of grip and an adjustable Q-factor, something that is the standout on the CTRL, ALT, and DEL pedals.

Details

• Materials: The bodies are CNC-machined from 6061-T6 aluminum right in their Minnesota HQ.
• Grip: To ensure you aren't sliding around while trying to clip back in mid-rock garden, each pedal features 8 stainless-steel grip pins.
• Stability: The design focuses on maximum shoe-to-pedal contact to increase power transfer and control in extreme terrain.
• Mud Shedding: The open center between the binding cages is designed to clear mud quickly so you aren't fumbling to clip in during a messy race run.
• Low Profile: A thin stack height helps lower your center of gravity and reduces the frequency of heart-stopping pedal strikes in chunky sections.
• Internals: They are using the same guts as their Waveform flats - a heat-treated 17-4 PH stainless steel axle, three cartridge bearings, and a custom igus bushing.

Fight For Your Right (to Repair)

In a world of disposable tech and planned obsolescence, Wolf Tooth remains committed to its Right to Repair philosophy. Every single piece of this pedal - from the springs and bearings to the pedal body itself - is available as a replacement part. If you smash a part, you replace the part, not the set of pedals.

The SHIFT Gravity pedals are SPD-compatible, meaning they'll work with other cleats on the market, though they do come with Wolf Tooth’s own optimized cleats and a set of shims for a custom fit. And I've learned over the years that it's usually best to go with the cleats that match the pedals, but other variations will work in a pinch.

Can't Have the High Without the Low

These highs and lows aren’t singular to a professional athlete; they're something we all experience in life, and, as shown in his recent video, A Different Line, sometimes a pause and reset can feel counterintuitive, but can be exactly what you need to move forward.

This isn't a retirement swan song. Far from it. It’s a "dreaming again" moment. Laurie is stepping back to move forward, looking to rediscover the raw art form of riding that hooked him when he was nine years old. He’s talking about missions, projects, and aligning with brands that see the bike as more than just a win-at-all-costs machine.

Fun > Racing

When announcing his departure from Santa Cruz Syndicate, Laurie shared the following thoughts: “Racing has had its little snippets of brilliance, but for the large majority, I didn’t feel myself - but, I’ve never been one to put all my eggs in one basket, and I’m proud of the diverse life I’ve sculpted for myself, not just as an athlete but as a human.” This feeling is exemplified in this short, raw, beautifully shot piece by Ollie Hamilton-Fox. Laurie opens up about a battle many of us can relate to: the "invisible injury." We all understand a broken humerus or a shattered collarbone; you can see the cast, you can track the PT. But when the engine is running hot, and the mind is starting to fray, people tend to judge.

View this post on Instagram

Laurie talks candidly about the "serious lows" and the pressure to be his "best self" when he simply wasn't. It’s a heavy reminder that even the fastest pilots on the planet aren't immune to the pressure.

Seeing Greenland lean into this new chapter and refocus the lens of inspiration to what really feels "right" is special. It paints a picture of an artist inside the athlete, and the balance that comes from doing what you love as a job. You can't keep burning the same candle forever, and there comes a time to light a new one.

Big ups to Laurie and Ollie for putting this one together and spreading inspiration.

The 2025 edition of Red Bull Rampage was, for the most part, not what anyone wanted to see. The spectacle of the sport was on full display, and from 1st-hand accounts from friends who were on the hillside, the energy was chaotic and heavy, but from the dusty chaos, Zablotny built something honest and memorable.

Big screen. Volume up.
No distractions.
This story is too big for your phone!

Directed/filmed/edited by: Matty Miles
Edited by: Aaron Larocque

Hayden, a rookie with a BMX pedigree that runs through his veins (thanks to his legend of a father, Pete), didn't just show up to fill a slot on the roster. He moved to Kamloops this past summer to soak in the energy of freeride’s birthplace.

Before the tires ever touched the Utah scree, the path was paved with labor. Hayden’s philosophy is simple: digging is more than 50% of the riding. For Hayden, the confidence and familiarity you get from building your own features are what allow you to truly switch off your brain and let the flow state take over.

Having the freeride legend, Wade Simmons, in his corner added to the weight of the moment. Wade’s advice to "do it for you" clearly resonated. This wasn’t just a win for Hayden; it was a win for the soul of freeride. It’s a reminder of why we’re so obsessed with this sport: the grit, the community, and the absolute dedication to pushing the sport.

So far, this procedure has turned my experience with Mavens from terribly inconsistent to one of the better brakes I’ve ever used. In this article, I’ll tell you what you need and show you exactly how to fix the wandering bite point of SRAM Mavens in 6 steps. This process works for all SRAM Maven brakes with a wandering bite point problem.

What is the Wandering Bite Point?

Simply put, it’s when the lever pulls to the bar, and the brakes do nothing. It sucks, and it’s pretty common with SRAM Maven brakes, whether they're ULT or Base models. The wandering bite point is persistent. But not all riders have experienced this, but those who have will know what I’m talking about.

The feeling of pulling a handful of brake as you charge into a corner at too much speed, and the lever pulling right to the bar with no effect on the speed you’re carrying, is a sobering experience to say the least. This is a feeling that many riders have encountered with SRAM Mavens, and I think I’ve found the solution.

*Disclaimer*

The solution is to abandon the SRAM bleed procedure and do things a little differently. As this is NOT what SRAM recommends, it might void a warranty. So try this at your own risk.

What You’ll Need

• SRAM Maven Bleeding Edge Syringe
• SRAM Compatible Bleed Cup
• Maxima Mineral Oil
• T10 Torx (Lever bleed port)
• T25 Torx (Lever clamp bolt)
• SRAM Maven Pad Spacer
• SRAM Maven Bleed Block
• Patience
• Shop towels and Isopropyl Alcohol (for clean up)

How To Fix Wandering Bite Point in 6 Steps

To be clear, when SRAM Mavens work, they work phenomenally, but when they don’t work, they go from being one of the most powerful brakes on the market to being a barely functioning brake. I want to love them, and in order to do that, I need them to be consistent.

After struggling with all the solutions I could find, I ended up going rogue and putting together my own bleed procedure, borrowing techniques from other mineral-oil brakes on the market, and finding a way to “over-pressurize” the SRAM Mavens to get a consistent bite point and a wonderful lever feel. So far, this trick has solved the issue of wandering bite point and made the Mavens the brakes that I always wanted them to be. 

Step 1

Fill the bleeding-edge syringe about halfway full of mineral oil and click it into the bleeding-edge port on the caliper. When opening the bleeding edge port with the syringe, pull the plunger to suck any air that might be trapped in the caliper as you depressurize the system. 

After the bleeding-edge port is open and the air has been purged into the syringe, the system is depressurized. At this point, move up to the lever and make sure it is level with the ground, and not tilted, as SRAM recommends in their bleed procedure. 

Step 2

This is where things get a little wacky. Instead of a syringe at the lever, use a bleed cup as you would with a Shimano brake bleed. Open the T10 bolt at the lever bleed port and fill the bleed cup about halfway with mineral oil with the plunger installed. After the oil is in the cup, remove the plunger.

With the bleed cup in the lever, you can now remove the brake pads to expose the pistons. With the pads out, push the pistons back while the system is depressurized. You should see fluid and small air bubbles entering the syringe as you massage the pistons into the caliper.

Step 3

Once the pistons are massaged, install the bleed block into the caliper and ensure the lever reach position is all the way out, and the bite point is also all the way out. If your levers don’t have a contact adjust dial, don’t worry about it. Just make sure everything is all the way out. 

Yes, I know this goes against the very specific instructions that SRAM outlines, but trust me. It’ll work out.

Step 4

Once everything is where it needs to be, start cycling fluid through with the bleeding-edge syringe by pushing and pulling fluid into the system. And this next part is important. Cycle the fluid until there are no more air bubbles coming out of the bleed cup or syringe - this can take quite a few cycles. To help knock these bubbles loose, tap the calipers and hoses and give them a jiggle from time to time.

Step 5

When there are no more bubbles in the system, remove the bleed block from the caliper and reinstall the pads. Be very careful not to get any mineral oil on the pads. Once the pads are back in the caliper, you can plug the bleed cup with the plunger, remove it from the lever, and reseal with the bleed port screw.

Step 6

Now that the pads are back in, get a pad spacer for SRAM Maven brakes, and insert it between the pads (where the rotor goes). Once the spacer is in place, start moving the lever to advance the pads towards the spacer, while also slightly pressurizing the bleeding-edge syringe.

This will repressurize the system. Here’s the secret sauce - while closing the bleeding edge, apply a fair amount of pressure to the syringe to over-pressurize the system.

Once done, the lever will have a supple off-the-top stroke with a definitive bite point, and the wandering lever pull will be eradicated, and you’ll probably start loving how these absurdly powerful brakes feel.

The world of mountain biking is full of opinions, which lead to great debates and calm, unbiased discussions. From wheel size to wheel material, everyone has something to say, but I've ridden (and broken) a lot of wheels over the last decade. From high-end carbon to affordable alloy, I've seen it all. Because of this, one of the most common questions I get asked is, "Are carbon MTB wheels worth it?" The answer these days is almost always "Yes, but..."

While carbon wheels have come a long way in the last few years, alloy mountain bike wheels are still a valid option. They're more affordable, not much heavier, and some are even backed by a pretty nice warranty to help with crash replacement. But let's look at what to consider when you get the itch to spend thousands of dollars on shiny new carbon-fiber wheels.

Comparison at a Glance

View the 2 images of this gallery on the original article

The Case for Alloy

For most riders, high-end alloy wheels (like those from DT Swiss, Stan’s, HUNT, or Hope) hit the sweet spot of price and weight. Some alloy wheels might even be backed by a crash replacement program or some kind of warranty, making them even easier to justify.

• Failure Mode: An alloy rim will dent. You can often pull that dent out with a wrench and keep riding. In a worst-case scenario, you’re out $100-ish for a new rim.
• Compliance: Alloy has a natural "flex" to it. On chatter, this acts as a tiny bit of extra give, reducing fatigue and helping the tire track the ground.
• Budget: You can buy a top-tier alloy wheelset and a season's worth of tires and lift tickets for the price of one mid-range carbon wheelset, and it likely won't be that much heavier.

The Case for Carbon

Carbon isn't just about weight; it’s about stiffness and damping. And modern carbon wheels have become really reliable, making them a marginally better investment in the long run.

• Precision: Carbon wheels deflect less when you're cornering hard or going through rough stuff. They also hold shape better and rarely need truing.
• The "Pop": Because they are lighter and stiffer, the bike feels more alive. It’s easier to spin up out of corners and keep things pointed straight.
• Warranty: This is the hidden "worth it" factor. Many premium carbon brands (such as Santa Cruz/Reserve, We Are One, NOBL, and HUNT) offer lifetime warranties. If you plan to keep the bike for 5+ years, that warranty can actually make carbon cheaper in the long run if you cook through wheels.

What To Think About

DT Swiss just dropped the new 1700 series of wheels, with options for a wide range of riders. From lightweight carbon XC options (XRC 1700 Spline), to aluminum wheels for trail bikes (XM 1700 Spline), to a burlier enduro/all mountain spec (EX 1700 Classic), and even a dedicated eMTB set (HX 1700 Spline), there's something for everyone. All of these new wheels come equipped with the new DT Swiss DEG DF hub in the rear, save for the XRC 1700 XC wheels. This means riders can adjust the rear hub's deadband to fine-tune its interaction with suspension movement (0°, 10°, or 20° of float).

View the 2 images of this gallery on the original article

While the full line of the new DT Swiss 1700 wheels isn’t alloy, most of them are, and as I’ve been back on the Chris King MTN20 AL wheels for the last few weeks, it got me thinking about all the great alloy MTB wheels I’ve ridden over the last decade. Alloy wheels are reliable and offer a unique ride quality that carbon wheels don’t always provide. Plus, you can bend them back into shape if you happen to fold a lip on a rock and need to limp home.

Alloy wheels are often seen as the inferior option to carbon, but there’s a reason many pros are riding alloy in the UCI DH World Cup and Enduro World Cup. They might be heavier, but they are also a little more flexible, which can make chatter feel smoother. The same can be said for carbon these days, so the actual debate of ride quality gets a little foggy. Carbon stays true longer, doesn't bend, and is getting harder and harder to break, making it increasingly easier to go with the lighter, stronger, but somewhat more expensive option...

Ride Quality

In terms of which ones ride better, it's a hard thing to put into terms that most people will understand, and some will claim alloy wheels have a better ride feel, while others will swear that carbon is king. And I'm here to say both those opinions are valid - but they are draped in nuance. Tire inserts, tire casing, and tire pressure will all have a greater impact on ride quality, so the rim material is less of a factor there; it's the weight that really matters. But then again, tire casings and insets will also have a profound effect on weight.

Neither rides inherently "better" than the other, they're just different.

View the 2 images of this gallery on the original article

Sure, carbon wheels are lighter, and in recent years, they’ve become impressively durable, with most backed by a lifetime warranty and a crash-replacement program, making them much easier to justify purchasing. There are also some great benefits to reducing rotational weight with lighter wheels, especially if you’re not on a motor-assisted bike, winching you up the hills.

Alloy wheels cost less, and that makes them easier to replace if something does go terribly wrong, but they also don’t weigh that much more than carbon in most MTB applications. Carbon, on the other hand, has become very reliable; it's lighter and easier to live with if you don't want to mess with truing and maintenance, and if you value riding more and worrying less, the extra coin might be worth it.

Carbon is the clear winner for most riders. The carbon hoops stay true longer; they don’t develop flat spots and don't dent. Modern carbon wheels are VERY strong and quite reliable. Fwiw, it’s been a long time since I’ve broken a carbon wheel, but I’ve dented plenty of alloy wheels in that same time period.

So the consideration is mostly down to cost and how judicious you are with spending.

Carbon or Alloy: Which Should You Choose?

I don't have a super clear answer. But I usually suggest going with carbon if you can afford it. It's almost always worth the investment. Buy once, cry once, right? Unless you're someone who goes through multiple wheels in a season, carbon is the right pick. However, it all depends on how and where you ride, but for the most part, new carbon MTB wheels can take a hammering and are typically backed by a pretty decent warranty that protects your investment. These warranties generally signify that a brand stands behind its product and doesn't plan to replace every wheel it sends to customers.

In summary, if you can afford carbon wheels, buy carbon wheels. If you can't, most alloy wheels will be perfectly adequate for your needs, just find the right ones.

Our Suggestions for Alloy Wheels

Hunt Trail Wide V2 (~$550)
Stan’s NoTubes Arch MK4 (~$675)
Reserve 30|HD AL (~$799)
Industry Nine Enduro S V2 / Hydra (~$945)
Chris King MTN30 AL (~$1,250)

Our Suggestions for Carbon Wheels

Roval Control Carbon (~$1,450)
ENVE AM30 (~$1,475)
Reynolds Blacklabel 309/289 (~$1,595)
We Are One Sector (~$1,694.98)
Reserve 30|HD / DT 350 (~$1,850)

It’s a move that makes perfect sense. For years, Porter has used his PorterMTB YouTube channel to show the world that mountain biking isn't just about the gnarliest lines - it’s a lifestyle centered around friends, family, and the simple joy of being outdoors.

Porter has never been a rider you could put in a single box. Whether he’s hitting backyard dirt jumps, embarking on global expeditions, or grinding out gravel miles, he’s an all-terrain athlete through and through. That versatility is exactly what Canyon was looking for.

"Eric represents everything we love about riding bikes—creativity, adventure, and community," says Devin Riley of Canyon Bicycles. "We’re excited to welcome him to Canyon and see where his next adventures take him."

For Porter, the move feels like a natural progression. "I’ve been a fan of what Canyon is doing for years now," Porter noted. "I’m already friends with many of the team riders and the in-house Canyon crew, so it feels like I’m home."

One RAD Dad

One of the coolest aspects of this partnership is that it isn’t just about Eric. Porter is frequently joined by his sons, Milo and Owen, showcasing the sport's cross-generational appeal. As part of the CLLCTV, the Porters will be putting Canyon's full lineup of bikes to the test - from trail and downhill rigs to gravel and e-bikes. We can't wait to see what comes of this new partnership!

Most folks who play in the snow or backpack in the summer months will already know Ortovox, but the brand is branching out to MTB in 2026, and the kit looks seriously competitive. Since 1980, the German brand has been a staple among mountaineers and skiers, known primarily for its obsession with wool and high-level mountain safety. Well, now, they will officially trade skins for tires with the launch of their first-ever mountain bike collection: the Sequence series.

It’s a move that CEO Stefan Kohlbauer calls a "milestone," aimed at bringing the brand’s alpine values into the bike world. But they aren't just dipping a toe in; they’re launching two distinct lines (Trail and Free) alongside a heavy-hitting partnership roster including SQlab and Gore-Tex.

Explore the entire Sequence Collection at Ortovox.com

The Secret Sauce: SQlab and Sustainability

Ortovox is leaning on some serious industry expertise for its first outing. Their liners, like the Sequence Bib Liner M and Shorts Liner, feature the SQ-Pad 11. If you’ve ever used SQlab gear, you know they don't mess around with ergonomics; the pad is designed to reduce shear forces and distribute pressure evenly over long hours in the saddle.

On the weather protection front, they’ve tapped Gore-Tex for a wind- and waterproof jacket and pants. Both utilize the newer, PFAS-free ePE membrane, keeping things high-performance without the nasty chemicals.

This aligns with Ortovox’s ProtACT sustainability strategy. They are hitting high environmental marks with bluesign®-approved textiles, complete avoidance of PFAs, and heavy reliance on recycled polyester.

The Sequence Trail Line

The Trail line is built for those long, soul-expanding climbs and technical descents where you need your kit to be the furthest thing from a distraction. The Sequence Trail line is made from recycled materials and features cuts that align with some of the best MTB apparel out there.

• Jersey Long Sleeve - $115
• Jersey T-Shirt - $90
• Pants - $200
• Shorts - $170

Sequence Trail Jersey LS & TS

This isn't just another polyester top. It’s made from 100% "textile-to-textile" (T2T) recycled polyester, meaning old clothes were literally turned into this jersey. It uses Microban® technology to keep the "stank" at bay between washes—a godsend for multi-day trips.

View the 2 images of this gallery on the original article

Sequence Trail Pants & Shorts

These are the workhorses. You get a robust 4-way stretch material that won't restrict your movement when you're wrestling the bike through a rock garden. The pants feature targeted ventilation holes and a mountain-bike-specific fit.

View the 2 images of this gallery on the original article

The Sequence Free Line

If your riding style is more about getting after it than suffering, the Free line is the right fit. With Merino wool jerseys and T2T recycled polyester shorts, they feel good, look good, and do good.

• Jersey Long Sleeve - $135
• Jersey T-Shirt - $115
• Shorts - $160

Sequence Free Jersey LS & TS

Ortovox is lean-and-mean on their wool expertise here, blending Merino wool with TENCEL™ Lyocell fibers. It’s designed for temperature regulation and moisture management, with an open-knit back to keep air moving.

View the 2 images of this gallery on the original article

Sequence Free Shorts

These use a 2-way stretch material with wool and T2T recycled polyester. They’ve got a clean-cut look but don't skimp on utility, featuring an adjustable waistband and three pockets for your snacks and phone.

View the 2 images of this gallery on the original article

The Gore-Tex Power Duo

Ortovox isn’t messing around with "water-resistant" coatings that fail after three rides. They’ve partnered with Gore-Tex for a serious shell kit without the PFAS, thanks to a new PFAS-free ePE membrane that is also bluesign® approved.

• Jacket - $575
• Pants - $460

These are the high-performance pieces. Both pieces use the new PFAS-free ePE membrane, which is great for the environment and even better at keeping you dry on wet, cold trail days. They’re bluesign® approved and feature ventilation zippers for when you're working hard on the climbs.

View the 2 images of this gallery on the original article

SQlab Liners

An interesting standout in this collection is the partnership with SQlab. Most well known for contact points on the bike, SQLabs bars and saddles have a serious cult-like following, and their liners might just bring that appeal to liners.

Bibs - $180
Shorts - $160
Tank Top(unisex) - $90

Sequence Bib & Shorts Liners

They’ve integrated the SQ-Pad 11, which is specifically designed to reduce shear forces and distribute pressure evenly. Whether you're in the Bib Liner or the Shorts Liner, the goal is a "no pinching, no slipping" experience under your outer layers.

View the 2 images of this gallery on the original article

Packs, Vest, and Accessories

Finally, they’ve rounded out the series with some great carrying options, socks, non-Gore-Tex vests and jackets, and even a headband, if you like that.

View the 2 images of this gallery on the original article

• SEQUENCEWindJacket - $180
• SEQUENCEWindVest - $150
• SEQUENCE DAYPACK 15 - $170
• SEQUENCE HIP PACK 3 - $115
• SEQUENCE HIP POUCH 1 - $80
• SEQUENCE GLOVES - $45 (light) & $50 (pro)
• SEQUENCE SOCKS - $25 - $35
• SEQUENCE MERINO - $35 (headband) & $40 (beanie, neckwarmer)

Sequence Daypack 15

A lightweight, minimalist 15-liter pack designed to stay firmly in place without a hip belt—which is a refreshing change if you hate that "clamped-in" feeling. It includes a removable tool pouch and plenty of room for a safety kit.

More Than Just Threads

What’s arguably more interesting than the gear is Ortovox’s commitment to the community. They are expanding their Safety Academy—one of the largest training initiatives in mountain sports—to include mountain biking. In partnership with the German Mountainbike Initiative (DIMB), they’ll be offering first-aid programs and a mountain bike-specific first-aid guidebook.

They’re also putting their money where the dirt is by sponsoring national guides and supporting sustainable trail-building projects.

If there's a Mount Rushmore of mountain biking, Hans “No Way” Rey is on it. Today, the trials pioneer and adventure mountain bike OG shared some exciting news: he’s now officially teaming up with Santa Cruz Bicycles and Bosch eBike Systems.

For a guy who has spent decades as the face of global mountain bike expansion, seeing Hans transition to the California-born prestige of Santa Cruz feels like a pretty solid pairing. Considering that PON Holdings owns both GT Bicycles and Santa Cruz, the move to Santa Cruz seems like the right choice for the MTB legend.

"After what happened last year, I took my time to figure out my future. I am super stoked to announce that I will be an ambassador for Bosch Ebike Systems and Santa Cruz Bicycles. I am totally aligned with these brands and what they stand for. I always thought that Santa Cruz had many similarities to GT, and Bosch is innovative and invested in protecting Class 1 e-bikes. I have exciting projects and events planned for this year, including another urban adventure film."
- Hans Rey

Aligned Values

While Hans had been on the GT team longer than I’ve been riding bikes (or alive), the move to Santa Cruz puts him on the same roster as fellow trials wizard, Danny MacAskill. But with Rey’s recent open letter to the bike industry about the polarizing nature of eMTBs, this partnership highlights the shared values of Santa Cruz frames and Bosch’s eBike Systems in keeping a clear distinction between eMTBs and the curse of e-motos on our trail systems.

"Today, the term “e-bike” is used to describe everything from a lightweight pedal-assist mountain bike to electric mopeds and full-blown electric motorcycles," says Rey in the open letter. "That lack of precision creates confusion—and conflict—with land managers, other trail users, parents, and lawmakers."

With Santa Cruz recently leaning into the Bosch ecosystem, Hans is the perfect "Key Opinion Leader" to showcase what these efficient, high-reliability mid-drive motors can do in technical terrain. Considering Hans was an early eMTB adopter before it was "cool," his endorsement carries significant weight for the pedal-assist skeptics still lingering in the comments.

Hans Rey is also backed by SR Suntour suspension, SQ Lab saddles, cockpit and gloves, Crankbrothers pedals, dropper posts, pumps, Deuter backpacks and bags, Shimano drivetrain and brakes, Fix Mfg multi-tools, Troy Lee Designs clothing, helmets and protection, Reserve wheels for 2026 and beyond.

View this post on Instagram

More Than Just The Bike

What’s refreshing about this announcement is that it isn't just about the bike. Hans is doubling down on his contributions to the culture. He confirmed that he will continue his incredible work with the Wheels 4 Life charity, which provides bikes to people in developing countries, and that he remains a fixture on the Mountain Bike Hall of Fame committee.

We can also expect more of his signature Urban Adventure films. If you’ve never seen Hans navigate the concrete jungles of the world's biggest cities with the same grace he uses on Alpine singletrack, you’re missing out on a masterclass of bike handling.

Perhaps the most interesting tidbit in the release is the continued development of his SKILLS Parcours & Events. This is a discipline specifically designed to test bike handling for both eMTB and traditional MTB riders. With several "parcours" areas planned for Europe and the USA this year, Hans is clearly focused on making us all better riders, not just faster ones.

We're stoked to see Hans backed by such a strong list of brands, and we can't wait to see what 2026 has in store for the absolute legend of the sport. Personally, I don't think I'd be where I am today if it weren't for the 2004 "No Way" Documentary being on repeat during middle school.

The Atherton Bikes S170E launched under pre-order in January of 2026, and the coming launch of whatever is hiding under the shroud is sure to be exciting.

The headline here is undoubtedly the Avinox motor. If you’ve been following my recent deep dives, you know this system is a game-changer. It’s got a level of raw, mental power, but also a surprising amount of tuning capability, all packaged in a very light package. But it’s not just about the power; it’s the way that power interacts with your pedaling. It’s smooth, intuitive, and refined. And that seems to be what Atherton Bikes was waiting for.

View the 2 images of this gallery on the original article

Atherton didn’t just slap a motor in a frame and call it a day, though. They benchmarked this thing against the gold-standard Bosch Turbo, finding they could squeeze 1,400 meters of elevation in Turbo mode (or a massive 3,000+ in Eco) out of their battery. Power, torque, and range are one aspect, but the real magic comes from the chassis. By obsessing over tube sizing - where doubling a square tube's size increases stiffness eightfold - they managed to keep the front-end compliance nearly identical to the analog S170.

Throw in Dave Weagle’s kinematic wizardry and Atherton’s signature 12-size range, and you get a bike that feels planted, low-slung, and as they put it, "analog" in its handling. While the bike and powertrain are still under wraps (pun intended), we can expect some pretty great things from this new breed of eMTB.

Learn More at Athertonbikes.com

The title, Don't Tap The Glass, feels like a cheeky nod to the spectators and the "rules" of how people think bikes should be ridden. Siggers and Mousseau aren't here to stay inside the box. They’re here to break tires loose and find transitions where none exist. Don't Tap The Glass is a refreshing palate cleanser, and it's rare for a Dylan Siggers edit not to deliver, and gosh-dang is this one on trend.

Filmed in the loamy, rugged playground of Fernie, British Columbia, the edit pairs Siggers with the equally stylish Zak Mousseau. The core philosophy of this edit is something we can all get behind. It’s about the "let's have fun" side of riding that often gets lost in the era of chasing K/QOMs, and lap times.

“I love doing tricks and riding jibs. Even on a pedal lap, we’re always stopping to session a bank on the way up the climb, or pulling off the trail to ride an old jump.”
— Dylan Siggers

That’s the secret to having fun, right? It’s that infectious energy of a ride with the homies when you don't actually care when you get to the top. It's about stopping to play around and not taking things too seriously.

View the 2 images of this gallery on the original article

While we’ve seen Five Ten (under the adidas umbrella) as a staple in mountain bike footwear, this marks the first time adidas is stepping up as a title-level partner for a UCI World Series downhill program. It’s a statement pairing one of the world's largest sports brands with a Canadian mountain bike staple with 60 years of trail behind it.

We won't have to wait long to see this new kit in action. The Norco adidas Race Division is set to make its World Series debut in the Republic of Korea from May 1–3, 2026.

View the 2 images of this gallery on the original article

A Heavy-Hitting Roster

The team isn't changing. No one is leaving, and no riders are being added. The Norco adidas roster remains a blend of veteran speed and explosive young talent, including: Danny Hart, Gracey Hemstreet, Erice Van Leuven, Bodhi Kuhn, and Lina Frener. Leading the charge from the pits is none other than the winningest downhill racers of all time, Greg Minnaar, who keeps the ship upright as Team Director. Minnaar has already been sharing his extensive catalog of knowledge, gained over decades of racing, to support the team and foster the next generation of talent.

One of the most refreshing aspects of the Norco adidas Race Division is the commitment to visible representation. The team actually features more female riders than male, a deliberate move to support equality and progress within the sport.

The Gear: Performance and Lifestyle

On the bike, the team will be piloting Norco’s world-leading downhill platforms, refined through the brand’s deep heritage in the rugged terrain of British Columbia. Off the bike, the partnership gets even more interesting. Adidas is, of course, outfitting the crew with a mix of high-performance footwear and lifestyle apparel to stay competitive between the tape and chillin' trackside.

View the 2 images of this gallery on the original article

From local grassroots races to World Cup hopefuls, Transition designed the new TR11 to be an affordable, durable, and highly tunable platform for the modern DH rider or park rat looking to stack Instagram clips to Crowbar and Deftones.

Overview

Travel: 211 rear, 200 front
BottomBracket: 83mm Threaded
Shock: 225x75
Wheelsize: MX
Chainstays: SM/MD - 445(high)/447(low), LG/XL - 450 (high)/452(low)
Available as a frameset or complete
Colors: Moonstone / Nightshade
Pricing in USD/CAD/EU
GXcomplete: $6,599/$8,999/6,699
Frameset: $2,599/$3,599/2,599

View the 2 images of this gallery on the original article

More Travel, More Speed

Transition pushed the rear travel to 211mm. The idea is straightforward: more travel equals more traction and control when you’re charging. It's simple math. I'll spare the Spinal Tap references and instead offer up some locomotive lore.

In the late 1940's, Baldwin Locomotive Works and Chesapeake and Ohio Railway (C&O) paved the way for the "This one goes to 11" joke when they unveiled the C&O No. 500 M-1 steam locomotive. The locomotive's throttle had eleven settings. You guessed it, ranging from 1 all the way up to 11, instead of the usual 10. Choo-Choo!

The suspension layout has been completely overhauled to feature Downhill-Specific Leverage Curves. The new design gives riders two distinct options (linear or progressive), allowing riders to swap between coil and air shocks without compromising feel. The goal being a predictable ride feel that provides mid-stroke support and the kind of bottom-out resistance needed for going deep. It's easy to set up and tune, and it plays well with both air and coil shocks, giving riders the best of both worlds.

Features and Geo

Transition knows DH bikes take a beating, so they’ve beefed up the construction in all the right places and made it not just an affordable chariot, but one that is easy to live with in terms of serviceability. And now every bike in the Transition roster looks pretty much the same.

Chips n' Salsa

Transition is leaning heavily into adjustability with this iteration, introducing two new systems to help riders find their "perfect" setup.

• C.H.I.P.S. (Changes Height Independently from Progression Setting)
  Flip-chips allow you to adjust the head tube angle by 0.4 degrees and the bottom bracket height by 6mm without messing with your suspension's leverage.
• S.A.L.S.A. (Chainstay Adjust) 0mm, +5mm, +10mm, and +15mm.
  Small and Medium frames ship with the 0mm setup. Large and X-Large frames ship with the +5mm setup. Additional dropout sets are available separately for those who want to really fine-tune their wheelbase.

View the 2 images of this gallery on the original article

Gravity Cast BB Area: This creates a high-strength core for the bottom bracket, main pivot, and shock mount, ensuring perfect alignment under load.

Forged Rockers and Yokes: To ensure the bike can handle lap after lap at the park, they’ve used new forged rockers and chainstay yokes, each featuring its own bridge to balance weight and stiffness.

Reach Adjust Headset: The 56/56 headset lets riders dial in their cockpit with the included headset cups, which offer +/- 5mm of reach adjustment.

Bolt-On Protection: No more messy adhesive tape. The TR11 features replaceable rubber downtube guards held in place by fasteners to protect against rock chips and shuttle wear. Cowabunga.

Learn more at Transitionbikes.com

The Alran brothers aren’t exactly a risky bet to stack the chips on. Max is the reigning Junior World Champion, a title he won with a performance in Champéry that was as dominant as it was stylish. Till has been right there alongside him, locking out podiums and pushing his brother to the limit. They were a two-man wrecking crew in the Junior ranks in 2025, and seeing them move into the Elites is sure to put the pressure on the old guard.

View this post on Instagram

View this post on Instagram

But the shift to Elite is a different beast. It’s where consistency overrides spectacular single runs, and where experience often trumps raw velocity. That’s what makes the Monster sponsorship so poignant. This isn’t a standard support package of hats and hydration. The M-Claw is typically reserved for the established guard - the riders who are mathematical podium threats at every round or event. For two riders who have yet to drop into an Elite World Cup qualifying session, this is a massive statement of intent by the energy drink giant.

The pressure the Alran brothers exerted in 2025 was already immense. Now, it has a signature green neon glow as they twist the nozzle on the Elite ranks. But if their Junior careers taught us anything, it’s that pressure seems to be their preferred fuel. The season opener is imminent, and French Downhill has a new, claw-branded double threat to root for.

Hard to believe this was 4 years ago...

That’s why today’s news hits hard. Paragon Machine Works has announced it will cease all major operations as of Friday, March 27th, 2026.

View the 2 images of this gallery on the original article

Based out of Richmond, California, Paragon has been the gold standard for framebuilding components since 1983. Founded on the principle of American-made precision, they didn't just make parts; they made the building blocks that enabled the small-batch framebuilding industry to thrive. From bottom bracket shells to iconic dropouts that solved a thousand chain-tensioning headaches, Paragon was the hardware store for the world's most talented welders and brazers.

In a press release issued this week, the team at Paragon cited a "variety of market and industry factors beyond our control" as the reason the business is no longer viable. It’s a refrain we’ve heard far too often in the bike industry over the last couple of years, as the post-pandemic market has given way to a volatile, challenging landscape for manufacturers.

As the industry continues to navigate choppy waters, losing a cornerstone like Paragon feels like losing a piece of its soul. Forty-three years of innovation, Richmond-made grit, and some of the cleanest machining the cycling world has ever seen is a hell of a run.

To the crew at Paragon: thank you for the parts, the precision, and for keeping the dream of the custom bike alive for so long. It’s been a great ride, indeed.

Read the full announcement from Paragon Machine Works below:

It is with great sadness that we announce that Paragon Machine Works will cease all major operations as of Friday, March 27th, 2026. We have determined that our business is no longer viable, due to a variety of market and industry factors beyond our control.

With reduced staffing, we will continue to sell/ship our existing inventory on our website and make parts until our material inventory runs out. Manufacturing priority will be given to parts in greatest demand. If we can justify another run of a certain part, we will. We are working to find vendors who can potentially take on some of our product lines in the future. We are doing everything we can to take care of you, our customer.

The following will be made available for sale or in the public domain (email requests or for details); we will post periodic updates on IG as things evolve:

- Intellectual property (CAD, CAM, and CNC files)
- CNC Machinery (with programs/tooling)
- Various shop supplies and tools

Due to reduced staffing, orders must be placed through our website and will ship out on Mondays, Wednesdays, and Fridays. We are unable to process back orders and will provide refunds for items that we’re not able to supply. All sales are final.

We understand this is shocking news and appreciate your patience and support during this very difficult transition.

Thank you so much to our amazing staff and customers who’ve supported us through 43 years of innovation, challenges, and fun. It’s been a great ride, and we’re forever grateful.

To understand why we’re discussing a brand most people haven’t heard of. Observe how Teewing disrupted the market. They're not a typical "catalog frame" startup. They launched with the Turbo Force, a 150mm trail bike featuring the DJI Avinox motor system. By combining that 105Nm motor with a carbon chassis at a reasonable price, Teewing showed they aimed to make a quality e-bike, not just a cheap one.

The Turbo Force was/is a safe, versatile trail rig aimed at the masses. The Flux, with 180mm travel and a high-pivot suspension, targets a different crowd. The Flux signifies Teewing’s sophomore leap, showing they aim to build a deeper catalog catering to a wide range of riders. If the Turbo Force proved their concept, the Flux is their bid for a more serious place in the industry.

The Flux: Long Travel, Big Power

The Flux boasts 180mm of travel up front and up to 178mm in the rear, controlled by a high-pivot suspension design. High-pivots might be less prominent now than they were in the last couple of years, but they handle square-edged hits like a dream, and on an e-bike, that rearward axle path usually results in a bike that tracks the ground and handles the chunk much better than other suspension platforms. Plus, you can run it as a full 29er or a mullet.

To introduce the bike, Teewing teamed up with rider Josh Gleave and videographer Tom Caldwell for a raw edit that skips the marketing fluff in favor of high-speed cornering. According to Gleave, the bike’s personality is closer to that of a downhill rig than to your average e-bike.

“The high-pivot mullet setup worked really well for cornering, and the rear end just tracks the ground properly,” Gleave noted. “It feels planted, especially when things get rough... Honestly, it rides more like a downhill bike than you’d expect.”

Visually, the Flux keeps things stealthy with clean branding and performance that speaks for itself. Photographer Will Brignal described it as a "Swiss Army knife" capable of pointing up any gradient and charging back down. Even in the soggy, rocky conditions of Wales, the pre-production unit reportedly took the beating in stride.

The bike in the edit is a pre-production model; the final consumer versions will feature updated components and a finalized spec list. We’re still waiting on the nitty-gritty details, but Teewing says the full release is scheduled for mid-April 2026, which is likely when we'll learn more about whatever is coming from Avinox.

Starting six years ago on a Welsh hillside, the Ridgeline series has evolved into a global search to ride the most remote terrain imaginable. But as the Atherton Bikes team noted, Nepal brought a "different kind of weight." We’re talking about the Mustang region, where the scale of peaks like Annapurna resets your definition of "big" before you even touch dirt.

The real story here isn't just the verticality. It’s the air, or lack thereof. Filming at 16,000 feet turned a standard shoot into more than just a mountain bike film, and something closer to a mountaineering mission. "The goal of this trip isn't perfection, it's survival," Gee admits. At that altitude, your judgment fades as quickly as your lung capacity. The crew - including Dan Griffiths, Brodie Hood, and Nico Turner - had to trade their usual pace for a patient grind where one wrong move could tip the balance between life and death.

Despite the punishing hikes, Gee didn't compromise on the bike, opting for his full-bore Atherton A.200 carbon downhill rig. He needed every bit of that composure when his brakes literally cooked and failed on a kilometer-long rock slab in Manang. The stakes peaked in the village of Tange, where the team built a massive 75-foot canyon gap. The reality of that feature is sobering: the quickest medical evacuation was three to four hours away. Watching Gee case the landing slightly and bounce through the scree is enough to make anyone’s palms sweat.

But it wasn't all adrenaline and thin air. Between the spectacle of the riding, the film captures a rare human element. The crew spent their nights in basic guesthouses, sharing dal bhat with local families who have lived in these mountains for generations. "It felt like we just kind of wandered into someone's home," Gee reflects. In a world of hyper-polished mountain bike media, this felt raw, humble, and earned.

Nepal was a test of patience as much as it was of skill. For now, find the biggest screen you can and watch Gee remind us that the world is still full of wild, forbidden places.

Mondraker has never been a brand to play it safe. From the early days of Forward Geometry to the distinctive, razor-thin lines of their Summum DH rigs, the Spanish outfit has always preferred to stay on the cutting edge rather than sticking to the middle of the road. But their latest drop, the ZENDIT, feels like something different. This isn't just a refined e-bike; it’s a ground-up manifesto on what happens when you pair World Cup DH suspension logic with the most talked-about motor system in the industry right now.

While the Crafty has long been the Swiss Army knife of the Mondraker e-MTB lineup, the ZENDIT is the sledgehammer. It’s sleeker, more aggressive, and carries a spicy attitude that suggests it’s less interested in your weekend fire-road loop and more interested in the nastiest, most technical terrain you can find.

Kinematics: The "Zero" Evolution

If you’ve ridden a Mondraker, you know the ZERO suspension system. It’s a dual-link design that traditionally punches above its weight class. For the ZENDIT, Mondraker’s Factory Racing (MFR) team went back to the drawing board, pulling direct inspiration from their Summum DH development.

• 165mm Rear Travel: Paired with a 205x65mm shock.
• 27% Progression: This is a healthy ramp-up, clearly designed to play nice with the latest high-volume air shocks, as the Fox Float X2 found on the XR build.
• 105% Anti-Squat: Perfectly tuned for a long-travel e-bike to prevent wallowing under the massive torque of the Avinox motor.
• 99% Anti-Rise: This is the "secret sauce" for traction. At near-neutral anti-rise, the suspension remains active and free to move even when you’re grabbing a handful of rear brake on a steep, loose chute.

View the 2 images of this gallery on the original article

Geometry Details

Out of the box, the ZENDIT sports a mixed-wheel (mullet) configuration. It’s a move that makes sense for a 165mm-travel bike designed for "aggressive riding." You get the rollover of the 29” front wheel and the maneuverability of the 27.5” rear wheel.

However, Mondraker knows its audience. If you’re a fan of the full-29" ride feel, you can swap in a 29” rear wheel. Thanks to a lower flip-chip that adds 7mm to the chainstay length, you can run the big hoop without throwing off the geometry or kinematics.

Speaking of chainstays, Mondraker is leaning into proportional lengths. Sizes S through M/L get a 450mm rear center, while L and XL frames bump up to 455mm. It’s a small change, but it ensures that riders at both ends of the height spectrum get the same balanced weight distribution.

Fine-Tuning the Details

The ZENDIT features a two-position flip-chip for geometry adjustment, but it’s more surgical than most. Instead of the typical 0.5-degree approach, this chip tweaks the head angle by a slight 0.35° and the BB height by 5mm. It’s a fine-tune rather than a personality swap, keeping the bike's character intact while letting you adjust for local terrain. This is something I appreciate, since I feel like it shows they stand behind the final product without the "maybe this change is better" that flip-chips tend to suggest.

To keep the bike running smoothly through a muddy winter, they’ve also spec’d single-size Enduro Max bearings throughout the pivots - protected by additional rubber seals. It’s the kind of practical, mechanic-friendly touch we love to see on a flagship bike.

Build Kits and Pricing

The ZENDIT isn't just a "long-travel Crafty." It represents a shift toward higher manufacturing standards and more specialized suspension tuning. With the DH-inspired pivot system and the sheer power of the Avinox system, Mondraker is making a loud statement: the e-MTB "trail bike" era is fading, and the "e-Enduro" era is still to be expanded upon.

Motor and Battery

The headline here is the adoption of the Avinox drive system. Mondraker didn’t just shoehorn this motor into an existing frame. They built the ZENDIT from the ground up to house it.

But what’s really catching my eye isn't just the motor; it’s how the frame itself is made. Mondraker is moving away from traditional hand-finishing for the ZENDIT, utilizing 6-axis CNC machines for frame drilling and finishing. In a world of mass-produced carbon, that level of precision in the manufacturing process is a nerd-worthy detail that should result in tighter tolerances and, hopefully, fewer creaks down the trail.

Learn more at Mondraker.com

But in the world of suspension, "good enough" is a death sentence. While the rest of the industry has been playing catch-up with their own 38mm-stanchion bruisers, FOX decided to move the goalposts again. Today, we’re looking at a ground-up redesign of the 38 that focuses on the two things every enduro racer and weekend warrior craves: more grip and less hand fatigue.

GRIP X2: The Brains of the Operation

The headline news here is the GRIP X2 damper. FOX is calling this their most "tunable, supportive, and smoothest descent-focused damper ever," and while that’s a lot of adjectives, the intent is clear.

View the 2 images of this gallery on the original article

In the old days, "support" usually meant "stiff." You’d crank up your compression to stay high in the travel, and your hands would pay the price. GRIP X2 is designed to let the fork sit high in its stroke - keeping your geometry corrected on the steep stuff - without that mid-stroke harshness that makes you feel like you’re going to pop a tendon gripping the bars. The goal is to keep the tires on the dirt, offering more traction and confidence in the spiciest sections of the trail.

Glidecore: Smoothness Under Side-Load

One of the coolest technical additions is the FLOAT Glidecore air spring that comes from the smaller forks in the Fox lineup (also found on the new 40). If you’ve ever felt your fork get "sticky" when you’re leaning hard into a corner or heavy on the brakes, you’re feeling friction caused by the fork air-spring slightly flexing and binding under the load.

Glidecore is a vertically and horizontally compliant air spring system. It’s designed to move with the fork under dynamic loads, reducing that "stiction" or bind. Combined with a new MCU bottom-out bumper (tech we’ve seen trickle down from their DH and Podium-level shocks), the end of the stroke should feel much more bottomless and tunable with the use of fewer tokens.

Chassis Gains: Stiffer Where it Counts

FOX didn't just swap the guts; the "bones" of the 38 are all new, too. Using "generative design" (basically letting computers optimize material where it’s needed most), they’ve overhauled the lower legs.

• Bushing Overlap: They’ve increased it by 20mm (From 120mm to 140mm)
• Stiffness: Fore-aft stiffness has jumped by 8.8%, and 6.8% less stiff in torsion
• The Result: A fork that steers more accurately when you’re pinned, but because of that increased overlap, the bushings stay smoother even when the fork is being flexed back and forth.

View the 3 images of this gallery on the original article

The Vital Stats

The new 38 stays in its lane as a single-crown, long-travel specialist, with travel ranging from 160mm to 180mm. Despite the beefed-up internals and stiffer chassis, the weight remains impressively competitive at 2200g for the Factory 29” model.

First Take: Who is this for?

If you’re a weight-weenie trail rider, the 36 and 36 SL is still your best bet. But if your weekends involve a timing chip, a lift pass, or trails that have you familiar with the smell of hot brakes, the new 38 is looking like a formidable upgrade.

FOX has managed to address the one "complaint" some riders had with the original 38 - that it could feel almost too stiff or fatiguing on 15-minute descents. By focusing on compliance and friction reduction rather than just raw girth. We’re itching to get this thing out on some chunder to see if the Glidecore and GRIP X2 live up to the hype. Stay tuned for a full long-term review.

Explore the new Fox 38 options at Ridefox.com

MKØ isn’t just a new colorway; it’s a pursuit of the absolute limits of component engineering. We’re talking small-batch production, labor-intensive CNC machining, and a finish that looks like it belongs on a Mobile Suit Gundam or F22 Jet. Here’s the breakdown of the new bling from Wolf Tooth.

Shop the entire collection at Wolftoothcomponents.com

The Pedals: Titanium and DLC Everything

Wolf Tooth is swinging for the fences with two new clipless options that are frankly, terrifyingly light. Both the ALT XC and the DEL Gravel pedals are SPD-compatible and feature titanium axles coated in Diamond-Like Carbon (DLC) for extreme wear resistance.

View the 2 images of this gallery on the original article

• ALT XC ($364.95): Aimed at the cross-country crowd, these weigh in at 246g. The platform is 2-4x larger than the competition, which should offer some serious stability when you’re pinned on a descent.
• DEL Gravel ($364.95): This is the weight-weenie jackpot. At just 174g per set, Wolf Tooth claims these are the lightest full-featured SPD-compatible pedals on the market.

Both sets are incredibly thin at 14.5mm and are fully serviceable through Wolf Tooth's Right to Repair program. We like that a lot.

Redesigned Essentials: Lockrings, Clamps, and Headsets

The MKØ treatment extends to the parts of your bike that really tie the whole build together. Lockrings, clamps, and headsets to add that touch of excellence to any build.

• Centerlock Rotor Lockrings ($24.95): Developed with input from Team Visma | Lease a Bike, these have been milled down to the bone. The internal spline version saw a 27% weight reduction, while the external version dropped a massive 35%.
• Seatpost Clamp ($44.95): By pairing a 6061-T6 aluminum body with a PVD-coated titanium bolt, they’ve shaved 19% of the weight compared to their standard collars.
• IS Headset & Stem Cap: The new IS41/IS42 MKØ Uppers feature a "super slammed" 4mm stack height, resulting in a 44% weight reduction over their premium headsets. The matching stem cap uses a hollow 7075 aluminum bolt to save every last possible gram.

View the 3 images of this gallery on the original article

Ceramic Smoothness: MKØ BSA Bottom Bracket

Rounding out the line is a $309.95 BSA bottom bracket that aims to shush the myth that ceramic bearings are fragile. Wolf Tooth is using premium ceramic bearings paired with their best-in-class weather sealing to ensure that fast doesn't mean disposable or "Race-Day-Only".

It’s compatible with 24mm, 29mm DUB, and 30mm spindles. Everything in the MKØ line is designed, machined, and assembled at their facility in Minnesota. If you’ve been looking for an excuse to put your bike on a diet without sacrificing "Made in the USA" durability, your bank account is officially in danger.

The Hard MTB League, founded by Braydon Bringhurst in 2023, is exactly that movement. And today, the league just got a massive boost of "Big S" energy. Specialized Bicycles has officially stepped up as a sponsor for the 2026 season, signaling that the industry is ready to back a format that crowns the most versatile riders on the planet.

What is "Hard MTB," Anyway?

If you haven't been following the test events or the Pro Invitational, here is the lowdown: the Hard MTB League is the ultimate testing ground for riders and their bikes. Instead of sticking to one lane, athletes have to tackle four distinct disciplines in a single event:

• Downhill
• Tech Climbing
• Raw Slalom
• Tech Rhythm

It’s a format designed to fill the void left by traditional competitions that force specialization. As the league puts it, this is about the "next evolution of competition," where modern trail bikes are pushed to their absolute limits.

The Heavy Hitters

Specialized isn’t just putting their name on the banners; they are bringing a heavy-hitting roster of multi-dimensional athletes to the Open Qualifying event this May. We’re talking about riders who define the "do-it-all" ethos:

• Mitch Ropelato: A U.S. National Champion who can win a dual slalom on Friday and send Red Bull Rampage on a Tuesday.
• Cody Kelley: A multi-discipline threat with wins across downhill, enduro, and dual slalom.
• Bas van Steenbergen: The back-to-back King of Crankworx, known for his surgical precision on pump tracks and slalom.

Mitch Ropelato summed it up best, noting that Specialized’s support shows a commitment to "backing the riders who make the sport exciting".

View the 3 images of this gallery on the original article

More Than Just a Race

What’s particularly cool about this partnership is the focus on the culture behind the tape. The 2026 season features a $125k+ prize purse, but the league is also investing in the "human" side of the sport. They are offering:

• Coaching: Brand, skills, and mental performance coaching for athletes.
• Mentorship: Pairing veteran riders with the youngest competitors to build a lasting culture.
• Accessibility: Global Travel Awards to help international riders reach the qualifiers.
• Community: "Hard MTB Challenge" group rides are designed to bring that competitive spirit to everyday trail riders.

Mark Your Calendars

The 2026 season is already ramping up. Following local challenges in San Diego and Boise this March and April, the real heat begins soon:

• May 20-23: Hard MTB League Open Qualifier.
• October 21-24: Hard MTB League Finals.

Learn More at Hardmtbleague.com

In a world of niche disciplines, seeing a powerhouse like Specialized lean into the "all-around" format is a breath of fresh air. It’s a reminder that the best rider isn’t always the one who can do one thing fastest. It’s the one who can do it all.

"I am absolutely blown away. To see how far we’ve come in 10 years is insane. This week, the riders took everything we built—the new Rocket, the Falcon Heavy—and absolutely destroyed it. A massive thank you to the Trails Crew for the blood and sweat they put into the dirt, and to our sponsors for believing in this wild dream. We’ve crowned our King and Queen, but honestly, everyone who dropped in this week is a legend. Get ready for the highlights, because you won't believe what these guys and girls pulled off!"
- Sam Reynolds

A Decade of Defying Gravity

Located on Vuurberg Farm near Stellenbosch, South Africa, the event has spent the last decade evolving from a "wild dream" into the premier showcase for what is possible on two wheels. This year, the riders didn't just ride the course—they dismantled it. Sam Reynolds, the co-founder and general mastermind behind the chaos, noted that the progression seen during this anniversary week was "insane," as riders took on massive new features like the ‘Rocket’ and the ‘Falcon Heavy’.

View the 2 images of this gallery on the original article

Behind every physics-defying jump is a crew of builders who probably haven't slept in weeks. All the jumps for Darkfest 2026 were brought to life by C-dog and the Trails Crew, who hand-packed every lip and landing in the brutal South African heat. Their goal was to provide the ultimate canvas for riders to push the sport’s limits, and looking at the highlights, they definitely delivered.

View the 2 images of this gallery on the original article

The Spirit of the Send

What makes Darkfest special isn’t a podium or a trophy - it’s the collective survival and progression of the group. Local heavy-hitter Théo Erlangsen described the jumps as the most "insane" in the world, noting that the sheer danger forces a unique kind of camaraderie. “You actually work together with everyone that you ride with,” Erlangsen explained. “It’s competitive in a sense, but you’re competing against yourself, not each other”.

The 2026 Hall of Fame

While everyone who dropped in earned legendary status, a few riders walked away with some extra hardware after a week of absolute carnage:

• King of Darkness: Alessio 'Cornflakes' Tonoli.
• Queen of Darkness: Natasha Bradley.
• Insta360 Best Clip: Matt MacDuff for a mind-melting Candy Bar Flip.
• Muc-Off Filthiest Style: Vero Sandler & Alessio 'Cornflakes' Tonoli.
• Mavrix Moment: Vaea Verbeeck & Alessio 'Cornflakes' Tonoli.
• Kenda Mind Bender: Elias Ruso (Double Flip on Falcon Heavy) and Robin Goomes (Flip Can on the Step-Up).
• DeWalt Best Run: Tom Isted & Natasha Bradley.

View the 2 images of this gallery on the original article

View the 2 images of this gallery on the original article

As the dust settles in Stellenbosch, it’s clear that freeride mountain biking is in a wild, terrifyingly beautiful place. Darkfest continues to be the barometer for the sport, and if this 10th anniversary was any indication, the next installment is going to be even more unhinged.

Specialized Levo R Alloy Comp Details

• Motor & Battery: Specialized 3.1 - 810 Watts, 105nm Torque
• Weight: 24.24 kg (53 lb, 7.0 oz) - S3 Size
• Sizing: S1, S2, S3, S4, S5, S6
• Colors: Satin East Sierras / Sandstone Metallic | Satin Metallic Deep Marine / Shadow Silver
• Fox Performance Suspension
• SRAM Eagle 90 Drivetrain & Motive Bronze Brakes
• Available at Specialized.com or Authorized Specialized Dealers

Build Kit

The new Levo R gets an M5 Alloy frame with the same headset, bottom bracket, and chainstay flip-chips, as well as the SWAT storage above the battery in the downtube. One thing that varies with the Alloy Levo R's spec is that it is only offered in the Comp build kit.

This means an SRAM Eagle 90 drivetrain, Fox 36 SL Performance fork with the GRIP damper, Fox Float Performance Genie shock, SRAM Motive Bronze brakes, and Specialized’s in-house wheels, stem, bars, grips, etc. But honestly, for the price, this is a pretty decent pick for those curious about a short-travel, full-power eMTB.

View the 2 images of this gallery on the original article

Geometry

The geometry is the same, the motor is the same, the display is the same, the capabilities are all the same; it’s just a touch more affordable and a tad bit heavier, but when you’ve got 810 Watts & 105 Nm to play with, weight doesn’t matter as much. 

When Specialized dropped the Turbo Levo R earlier this year, I was confused. It’s a full-power eMTB with some pretty quaint travel numbers. I may not be in the same circles as the target audience, but after more time on the bike, it has been slowly growing on me, as was the case with the Levo 4. 

While the demand for a short-travel eMTB like this might be slightly niche, what Specialized has done with the Levo R is pretty neat, and seeing an aluminum version come to the lineup makes this an even more affordable option to explore for those whose interests are piqued.

To support his journey and help cover the mounting costs of care, the crew at Yeti Cycles has stepped up in a big way. In collaboration with Adolf and the team at Fox, Yeti has built a "one-of-one" SB140 that is more than just a masterpiece.

The Adolf Silva Giveaway runs through May 13.

Enter Here to Support.

This isn’t just a stock build with some fancy stickers. Inspired by the custom rig Adolf campaigned at Rampage, this SB140 is a tribute to his style and resilience. It features top-tier Fox suspension and a build kit designed to handle the kind of abuse Adolf is known for. And they’re ready to give it a new home.

Starting March 23 and running through May 13, Yeti and MXLocker are hosting a giveaway for this unique machine. Every single dollar raised from the entries goes directly to Adolf to support his ongoing recovery and his pursuit of new athletic milestones.

The mountain bike community has always been a tight-knit group that looks out for its own. This is our chance to rally behind one of the most exciting riders to ever throw a leg over a bike. Head over to MXLocker, enter for a chance to put this dream build in your garage, and let’s help Adolf keep pushing forward.

If you’ve ever watched Adolf ride, you know he doesn’t do anything halfway. His commitment is absolute. As it turns out, that same "all-in" mentality translates perfectly to recovery. In the months since the accident, Adolf has approached rehab with the same intensity he brought to the sport. He isn't just working toward independence; he’s rediscovering what it means to be an athlete. From wheelchair basketball and climbing to sit-skiing and training for Hyrox Adaptive competitions, Adolf is proving that while his equipment might have changed, his engine remains the same, and his positive mental outlook is still the driving force.

View this post on Instagram

Intense just dropped the news that their 130mm trail bike is getting a serious expansion. The Spider is a dedicated 29-inch platform designed to sit right in that sweet-spot zone of mid-travel performance where you can hammer out all kinds of epic one-day rides and still get rowdy on technical junk the next.

The build kits come in at $5,999 USD for the Pro and $4,999 for the Foundation build, and if you go the custom-built route, the sky is the limit.

The Soul of the Spider

The heart of this updated Spider is the new Dual Co-Rotating Link (DCR) suspension design. Intense claims it’s built to maximize traction and control, which, combined with what they're calling “aggressive, cutting-edge geometry,” should keep things composed when the trail starts to look less "like a path and more like a rock slide"XC" and more "Enduro". John Hall, the Head of Product at Intense, isn't shy about it either, saying the bike "absolutely rips". Having seen how Intense athletes treat their gear, that’s a high bar to set.

The Spider has always been the bike for weight-conscious riders who lean more towards the XC side of things but still want to charge rowdier trails, and the newest offering doesn't deviate from that ethos.

Geometry Breakdown: The 130mm Class of 2026

Three Ways to Play

What’s really interesting here isn't just the frame; it’s how you can get your hands on one. Intense is moving away from the "one-spec-fits-all" approach and offering three distinct paths, one of which is decided by the rider thanks to the Intense 3D-Configurator Tool.

The Spider Pro ($5,999)

View the 2 images of this gallery on the original article

This is the "no-compromise" build. You get Fox Factory suspension (including a 36 SL Grip X fork) paired with the latest Shimano XT Di2 wireless shifting. It even comes stock with a Renthal Carbon Fatbar and OneUp V3 dropper, which are basically the same upgrades most riders would end up spending their own money on. At 29 lbs 5 oz for a Medium, it’s plenty light for those of us who actually enjoy the climb, and the DCR suspension makes it eager for the way back down.

The Spider Foundation ($4,499)

View the 1 images of this gallery on the original article

Aimed at greater accessibility, this build swaps in the Fox Performance suspension and the SRAM Eagle 70 Transmission. It rolls on DT Swiss M1900 wheels and weighs in at a respectable 30 lbs 10 oz. It’s a workhorse spec that’s ready to ride right out of the box without needing an immediate upgrade intervention.

The 3D Configurator

For the riders who, like me, are picky about every detail and want to mix and match, you can use Intense’s online tool to customize your own build from the ground up. You pick the parts, the colors, and the vibe. Although the parts catalog isn't super robust, it's still a ton of fun to mess around on.

I’ve always appreciated a bike that knows exactly what it is. The Spider is a trail bike that prioritizes versatility. With these new build options, Intense is making a strong case for the Spider being able to replace a couple of bikes in your garage.

The bikes are available now through Intense’s dealer network and their website. I’m already planning where I’d take that Pro build for a first ride, probably somewhere with a lot of chunky technical climbing and a solid post-ride pizza spot.

It’s not a Supercaliber. It’s definitely not a Top Fuel. It’s the Trek-Unbroken prototype, and it’s a clear signal that the "80mm of travel is enough" era of cross-country racing has officially been put to pasture.

For years, the Supercaliber was the benchmark-a lightweight, efficiency-first machine that helped Jolanda Neff and Evie Richards claim Olympic and World Championship gold. But let’s be real: World Cup XC tracks have evolved into something more than the XC courses of old. Rock gardens are getting deeper, the gaps are getting wider, but speed and performance remain key. Last season, we saw the team often ditching the Supercaliber for the 120mm Top Fuel just to survive the increased technicality of the courses. The problem? The Top Fuel, while capable, wasn't built for the "every gram counts" world of elite XCO.

This is the spark that ignited Trek engineer Alex Martin and a project that feels more like a Formula 1 development cycle than your standard bike R&D process.

The "Goldilocks" Kinematics

The tech nerds at Waterloo didn't just tweak a frame; they went back to the drawing board with an analytical approach. The result is a 115mm travel platform. Why 115? According to the team, this is the "Goldilocks" zone for modern XC and XCC, offering more support than a short-travel race rig without the weight penalty or the "mushy" pedaling feel of a traditional 120mm trail bike.

"If we want to do a different suspension layout and we want to have competitive weight, we had to have a flex stay bike."
- Alex Martin

The suspension layout is a departure from Trek’s signature ABP (Active Braking Pivot) found on the Slash or Session. While ABP is a godsend for downhill traction, it’s heavy. For this prototype, Martin and the crew opted for a carbon flex-stay rear triangle. It’s lighter, simpler, and when paired with their new "flapper" linkage, a top-tube-mounted shock driven by a compact rocker link, it provides a leverage ratio that stays predictable and supportive even when you’re gassed and deep in the travel.

We've all heard the age-old comment: "It looks like a Session," but it's hard to ignore the inspiration behind the design language this bike borrows. It's looking like a very Specialized approach to a suspension layout.

Factory-Built, Factory-Tested

One of the coolest parts of this story is how the riders, Riley Amos, Gwendalyn Gibson, and Evie Richards, were involved from day one. In the modern age, athlete involvement in every step of the prototype process is the best way to develop a winning bike. The riders were testing crude carbon prototypes (literally bonded together from existing frames) in Durango and Wisconsin, A/B testing linkage designs like they were picking out tires, and providing direct feedback on what they liked and didn't like.

The "flapper" link won out because it gave the riders more confidence. And in a sport where races are won or lost in the balance of technical "B-lines," and fitness, confidence is the most valuable metric you can't find on a scale.

Can You Buy It?

Trek says you can’t buy this bike. At least, not yet. For now, this bike is a "living laboratory." It’s a tool for the Trek-Unbroken team to chase podiums and tune percentages while the engineers figure out which of these features will trickle down to the next generation of consumer bikes.

Fading are the days when brands kept their prototypes under a shroud of secrecy until the "Add to Cart" button was live. Now it is more of a marketing play to show us the raw, unfinished reality of modern bike development.

Whether this specific frame ever hits shop floors is almost irrelevant. What matters is that Trek has acknowledged the shift towards more travel, and more capable XC bikes aren’t just a trend - it’s the new baseline. If the Trek-Unbroken team’s early success is any indication, the future of XC is already turning out to be a lot faster, a lot more capable, and a lot more fun.

The eElja is a super-light eMTB designed to meet the growing demand for lighter, more efficient eMTBs that don't put power and torque over everything else. And personally, I'm all for this refocus on efficiency and weight over raw power.

The Lauf HQ is based in Iceland, the frames are made in China, and the bikes are assembled in the USA, making this a true melting pot of an eMTB. Although the aesthetics might not be everyone's cup of tea, the weight and unique design are sure to be intriguing...

The Secret Sauce: TQ HPR60 Power

Lauf didn’t just slap any motor on this frame. They went with the TQ HPR60 drive system, which is currently the gold standard for anyone who values a lightweight, quiet, natural ride over raw, pure power - something I really appreciate.

If you saw my review of the Norco Sight VLT TQ, you'll know how fond I am of this motor, and seeing more bike brands shift their priorities away from massive amounts of power and torque is wonderful.

• The Numbers: 60Nm of torque from a compact 350W motor.
• The Battery: 360Wh integrated battery, but if you’re planning an all-day epic, there’s an optional 160Wh range extender that can handle up to 2000m of climbing on full assist.
• The Vibe: This system is tiny and nearly silent, keeping the bike's profile slim and the ride feel remarkably "analog".

Simplicity is Speed: The LSP Suspension

While Lauf is famous for leaf springs, the eElja utilizes its LSP (Lauf Suspension Platform) design. It’s a robust single-pivot setup that ditches complex linkages in favor of reliability and weight savings. One of the most unique aspects of the LSP design is the implementation of an SRAM Dub bottom bracket as the main pivot. How's that for simplicity?

• Travel: It’s a mid-travel ripper with 140mm up front and 130mm in the rear, handled by premium RockShox suspension.
• Tire Clearance: This is where it gets interesting. The frame fits up to 29x3.0” tires, giving you the option to run some serious "meat" for maximum traction on loose terrain.
• Weight: At just 36.6 lbs (16.6 kg), the eElja is lighter than some non-electric mountain bikes, which is pretty wild for a bike with a motor and battery.

The Builds & Pricing

View the 2 images of this gallery on the original article

Lauf is keeping the lineup lean with two distinct flavors, both featuring full carbon frames and wireless SRAM AXS shifting.

Both builds come in four colors inspired by the Icelandic landscape: Sóley Yellow, Basalt Black, Geysir Gray, and Borealis. Plus, they’re backing the frame with a 7-year warranty, which says a lot about their confidence in that carbon layup.

Both models are available now over at laufcycles.com

Takeaway

Lauf’s transition into the eMTB space is not shocking, seeing as this is the fastest-growing segment of the bike industry right now. But by sticking to their philosophy and pairing it with the lightweight TQ motor and their LSP suspension, they’ve created a bike that looks right at home in their lineup. If you’re a fan of Icelandic engineering and want a bike that doesn't feel like a tank, the eElja is definitely worth a look.

While the "Tall Tale" name has been around since 2023, this 2026 re-launch isn't just a simple restock. It’s a thoughtful evolution of a bike designed to prioritize the things that really matter when considering a steel hardtail MTB.

The Tall Tale is available as a frameset ($1,199) or as two complete builds with either mechanical SRAM Eagle 90 ($4,850 USD) or wireless SRAM Eagle XO AXS ($8,800 USD). Not a bad price to pay for a practical, super-versatile hardtail.

The Quick Hits

• Frame Material: Double-butted 4130 chromoly.
• Suspension: Optimized for a 140mm travel fork.
• Tire Clearance: Massive room for up to 29 x 2.8" tires.
• Standards: 73mm BSA threaded BB, 148x12mm boost spacing, and a UDH dropout (making it ready for SRAM’s Transmission and beyond).
• Utility: Three bottle cage mounts and external cable routing (with internal routing for the dropper) make it as viable for a multi-day bikepacking trip as it is for an after-work lap.

Available now at Sklarbike.com

Refined Geometries & Real-World Fixes

The headline updates here are subtle but thoughtful. Sklar has steepened the seat tube angle to 74 degrees and shortened the reach and effective top tube across the entire size range. The goal? A more upright, efficient pedaling position that keeps you centered in the bike on the climbs but still facilitates control when the trail gets steep on the way down.

One thing that I REALLY appreciate is the shift to external bottle bosses on the seat tubes of Small and Medium frames. It’s a practical move that allows for deeper dropper post insertion-a common headache on smaller steel frames. Sklar is clearly listening.

The full-external cable routing, threaded bottom bracket, and the ability to run a range of 130-150mm forks makes the Tall Tale a super adaptable and utilitarian choice, while still giving off the vibe of something very bespoke.

The Build: Steel is Still Real

The Tall Tale remains a love letter to 4130 chromoly. Sklar uses size-specific, custom-drawn tubing to ensure that a rider on a Small gets the same tuned ride quality as someone on an XL.

Sklar has always had a keen eye for aesthetics, and the two new colors (Sage and Gneiss) continue that trend of earthy, understated cool.

At $1,199 MSRP, the Tall Tale sits in that sweet spot for riders who want a premium, small-batch frame without the five-figure "custom-only" price tag. These are available now at Sklarbikes.com in a limited small-batch run. If history is any indication, they won't sit in the San Francisco warehouse for long.

View the 2 images of this gallery on the original article

The news is a bummer, but it doesn’t mean Knolly is done for. We’ve seen other brands face similar problems recently and come out the other side, and we can only hope that Knolly follows that same trend and gets things back to the place they need to be.

Read the full press release from Knolly Bikes founder and CEO below. 

I'm going to keep this simple because you deserve that.

The last few years have been the hardest this industry has ever seen, and Knolly has not been immune. But we have been fighting through it: restructuring costs, tightening operations, and doing the difficult work of right-sizing the business to match a new reality. We were making progress.

That progress was cut short. Our bank, RBC, has made the decision to call in our account. This comes at a time when RBC is posting record annual profits- $20.4 billion last fiscal year.  RBC has been consolidating aggressively, and small businesses like ours are feeling the consequences. In an already concentrated Canadian banking landscape, the options for companies in our position are narrowing, not widening.

I'm not here to litigate our bank's priorities. But when a business is doing the hard work of recovery and its lender chooses to write down the account rather than work through it, while posting the most profitable year in Canadian banking history, the community that supports us deserves to know that.

I want to be direct about what this means and what it doesn't.

What it means: We are now in a position where we must evaluate all restructuring options to determine the best path forward. That process is underway. I expect to have more clarity within the coming weeks and will share it as soon as I have it.

What it doesn't mean: This is not an obituary. I started Knolly in a garage because I believed I could build a better bike. I still believe that. The question in front of me right now isn't whether Knolly should exist, it's what Knolly needs to look like to keep existing.  We have been in active development and on the cusp of releasing several new models before these recent events occurred.

Our highest priorities right now are two things: taking care of our staff, and taking care of our active customers. Those are the people who have put their trust in us most directly, and they will be at the centre of every decision we make from here.  At this time we are confident that we won't leave any customers hanging: we have already satisfied the vast majority of open orders and are actively resolving the few that remain.

To our dealers: you have been the backbone of this brand. I'm not going to make promises I can't keep today, but protecting those relationships is central to every conversation we're having.

To our riders: your bikes are not going anywhere. Knolly frames are built to outlast trends, that was always the point. I will keep you informed, honestly and without spin. That's the only way I know how to do this.

More to follow.
Noel Buckley - Founder & CEO, Knolly Bikes

I've fallen for the short-travel trail bike genre lately, and with bikes like the Transition Spur opening the doors for this category, the Reya is a really, really cool progression of the scene. Very few gimmicks here, just a really cool mountain bike that could handle just about every trail you want to explore - given you have the gumption to pick the right lines and hang on.

Forbidden Reya Overview

• Complete Bikes Starting at $7,699
• Travel: 120mm Rear / 130mm Front
• HeadTubeAngle: 65-Degrees
• SeatTubeAngle: 77 degrees
• BB: 73mm BSA Threaded
• Wheel Size: 29”
• Sizes: S1-S4
• Learn More at Forbiddenbikes.com

Born from the same loamy, gravity-fueled DNA as the Druid and the Dreadnought, the Reya is Forbidden’s take on a short-travel trail bike. With 120mm of rear travel and 130mm up front, it sits in a category that usually emphasizes grams saved over smiles earned. But Forbidden has never been one for the “climb like a goat” clichés. They wanted to make a bike that you actually love riding back down after you’ve put in the work on the way up.

The heart of the Reya is, of course, the Trifecta V3 suspension system. For those who haven't been following the high-pivot revolution, Forbidden has built its reputation on a rearward axle path. On the Reya, Forbidden maintains its focus on suspension behavior but now places less emphasis on the axle path and more on achieving better suspension characteristics for such a short-travel bike.

No high-pivot, no idler, just a lightweight, 4-bar Horst-link bike without flex-stays and some impressive geometry numbers that encourage doing whatever you want to do. Bikes with Idlers and high-pivots are great in the right application, but there's something to be said for the humble 4-bar when done right, and pulling from years of experience making high-pivot bikes, Forbidden took a bold swing at this simple design. Although I've not ridden one, I can assume they knocked it out of the park here.

View the 2 images of this gallery on the original article

Geometry

One of the things I truly appreciate about Forbidden is its approach to geometry. Forbidden scales the rear-center lengths proportionally across the size range (S1 through S4). Whether you’re a vertically gifted human or someone a bit closer to the ground, the weight distribution and handling remain consistent. They’ve also given the Reya significantly taller head tubes than what you’d find on a typical XC-adjacent bike, which puts the rider in a much more confident position, instead of the low and long XC attack mode often seen on shorter travel bikes.

And I have to mention the chainstays here. A 464mm rear center on an S4 with a sub-500 mm reach and a 639mm stack seems like a formula that a lot of riders would be frothing for - myself included.

To that point, if you aren't looking at the largest size, the geometry is fairly average, for the most part. I think the standout here is how the rear-center changes across sizes, and the relatively short reach numbers for a bike in this travel range. As a tall person, I'm certainly curious about how a 120mm-travel bike would feel with such massive chainstays.

Build Kits

On the spec side, the Reya doesn’t pull any punches. We’re looking at a full 29-inch wheel platform and builds that favor durability and performance over weight. The Tier 1 build gets Fox Factory suspension, a OneUp V3 Dropper, SRAM Motive ULT brakes, SRAM XX SL drivetrain, DT Swiss 1500 Carbon rims, 240 EXP Hubs, and OneUp Carbon Bars and V3 Dropper.

The Tier 2 build gets RockShox Ultimate suspension, SRAM Motive Silver brakes, SRAM GX AXS Transmission, and alloy OneUp bars, a V3 OneUp dropper, and DT Swiss 1700 Alloy wheels with DT Swiss 350 hubs.

The Tier 3 build features RockShox Select+ suspension, SRAM Motive Bronze brakes, an SRAM Eagle 90 Transmission with a TransX dropper, and DT Swiss 370 hubs laced to DT Swiss 1700 Alloy rims, with Forbiddens' own-branded alloy cockpit.

Is it an XC race bike? Nope. Is it a trail bike? Not quite. Forbidden describes it as a mountain bike, and I appreciate that. We have enough semantics to argue over in the MTB world, and keeping the Reya outside of the boxes warms my heart. Looking at the numbers, it seems like the perfect tool for those massive missions where you need to cover 30 miles but still want to rail the descents with questionable line choice.

Learn More at Forbiddenbikes.com

Why Mess With A Winning Formula?

World Cup DH racing is one of the most physically demanding disciplines in mountain biking in terms of trail abuse on bikes and riders, so how do you make trails feel smoother and make riders faster? Fox has been asking this question for years, and the modern answer is a more supple interaction between the suspension and the ground, without sacrificing precision. And that is just what the new Fox 40 has done.

It hasn't been a huge secret that a new 40 was on the way, and there have been plenty out in the wild under RAD riders like Jackson Goldstone, Gracey Hemstreet, Asa Vermette, Anna Newkirk, and the newest member of the Frameworks Racing team, Aaron Gwin. While it hasn't been the most tightly guarded secret, the updates are pretty subtle visually but impressive in terms of performance.

What’s New With The Fox 40

The newly imagined Fox 40 uses a similar Glidecore air spring to the one we saw in the new 36 and 34. The Glidecore system, which is both vertically and horizontally compliant, reduces friction and allows the top end of the travel to be tapped into much more easily, resulting in a more responsive fork without losing support at the mid and low ends of the travel.

View the 2 images of this gallery on the original article

The GripX and GripX2 damper have been improved for the 40, and an entirely new mid-valve piston and valve stack (main piston assembly), alongside the Glidecore airspring, keep the new 40 supple at the top and supportive everywhere else. The 40 still uses the same valve stack as the previous version, but with an updated valve shape and profile to allow more oil to move more freely throughout the system. When paired with the GripX and GripX2 damper, riders still have the same unmatched levels of tunability when dialing in compression and rebound.

View the 2 images of this gallery on the original article

View the 2 images of this gallery on the original article

To further reduce the friction in the system, Fox has moved the bypass ports on the lowers. But that’s not all that’s new with the lowers. With the 29” specific fork, the 40 now has a generative designed arch that follows the trend with the other forks in the lineup. This new design reduces weight, allowing the airspring and damper to have less lift when called upon, while maintaining the same stiffness that has led to the 40 dominating World Cup Races for years.

Other subtle changes include a new fender that no longer attaches to the bleeders, and a cassette-style air-side cap that allows for quicker volume adjustments. One thing that remains the same is the 27.5 variant, which retains the same lowers but still gets the same internal updates, such as the MCU bumper, Glidecore air spring, and increased negative air volume. Same progress, just no cool new fender, bypass valve relocation, or H.R. Geiger-looking arches. Womp womp. 

View the 2 images of this gallery on the original article

Fox 40 Details

MSRP: $1999.00 USD |  $2479.00 CAD | $3199.00 AUD | 2,199.00 € | £2,099.00

• 190 and 203mm Travel
• 29" and 27.5"
• 44, 48, 52, 56mm Offsets
• DH Boost 20mm Floating Axle
• PM200 - 29 | PM203 27.5
• 230mm Max Brake Rotor Size
• 2.5" Max Tire Size 
• Starting Weight: 2755g
• Learn more at ridefox.com

BTCHN' Bikes has just announced a production run of the Alpina, a handmade-in-the-USA steel hardtail built around the emerging 32-inch wheel platform. This isn't just an experiment; this is what's happening. The core idea here isn't gimmickry. It's composure. Specifically, the idea that a calmer, more composed ride creates speed, and that a platform intentionally designed around 32-inch wheels can deliver that in a way a scaled-up 29er simply can't.

View the 2 images of this gallery on the original article

BTCHN' Alpina Details

• Wheel Size: 32”
• Tig Welded Reynold’s Steel
• Wren Inverted 32” Fork (Intend BC Inverted fork Upgrade available)
• Madrone Rear Derailliur
• Astral Jester Alloy Wheelset (BTCHN’ Carbon wheel upgrade available)
• Maxxis Aspen 32 x 2.4 
• White Industries M30 Crank
• PNW Dropper Post
• Super Boost 12 x 157 Spacing
• MSRP: Complete Bikes Starting At: $6,800
  Available atbtchnbikes.com

Weights

• CompleteBuild (Medium Frame, Base Build) w/o pedals is 29.17lbs
• Frame: 2380g
• CompleteBuild (Medium Frame WITH UPGRADES) w/0 pedals is 27.44lbs

View the 2 images of this gallery on the original article

The Alpina is handmade and batch-built in partnership with Falconer Bikes out of California, offered in three stock sizes (MD, LG, XL), and TIG-welded from Reynolds steel tubing. Frame construction is domestic, and the build kit leans hard into that ethos with components from White Industries, Astral, and Madrone - brands you don't usually see paired together at this price point for complete builds. Shifting duties fall to a mechanical drivetrain with a mix of SRAM Eagle 90 for pulling the cable, and a Madrone JAB to move the chain around on the SRAM GX cassette.

The fork is a 32" specific, inverted Wren (really hitting all the buzz-words there), and the rolling rubber comes in the form of 32 x 2.4 Maxxis Aspen tires. The frame has clearance for up to 32 x 2.6 if you want to push it. The Wren Inverted 32" fork is stock, but if you want an off -the-rack bike that feels custom, an Intend BC inverted fork upgrade, with carbon rims, and a titanium bullmoose bar is available for those who want to live their dreams. A well-rounded spec sheet that feels cohesive and purposeful rather than a selection of parts to “just make it work”.

View the 2 images of this gallery on the original article

With 32" being a thing now, the Alpina is using Super Boost 157 rear spacing to give these wagon wheels a bit more rigidity - something I imagine will become the norm as 32-inch wheels become more and more popular. Similar to what we saw with boost spacing and the rise of 29". See? It's all in a cycle.

What makes the Alpina interesting from a geometry standpoint is how BTCHN' is using the wheel size to rethink where the rider sits in relation to the bike. By increasing bottom bracket drop relative to axle height, the Alpina puts the rider "in" the bike rather than perched on top of it. Anyone who has spent time on a bike that feels like it's trying to eject or buck them will immediately understand the appeal of that decision. A planted, stable-feeling bike without sacrificing pedal clearance is hard to get right, and it's the kind of detail that separates a well-considered design from a wheel-size experiment.

The resulting ride character, according to BTCHN', is noticeably calmer than one might expect from these new wheels. Fewer corrections, more maintained speed, less energy wasted managing the bike - could 32” wheels be finding their place?

These claims make a compelling promise for riders who want to push the pace on technical singletrack and their normal trails but are apprehensive about adopting this new wheel standard. It also makes the Alpina a natural fit for long backcountry days where you’re racing daylight to camp.

At $6,800 to start, a complete Alpina is not a casual purchase. The base build comes in at 29.17 lbs without pedals, and the upgraded build drops that to a respectable 27.44 lbs. The frame alone weighs 2,380 grams, which is honest and expected for quality steel construction. This is a handmade, domestically produced bike with a thoughtful spec sheet, and the price reflects that reality and is really opening the door to the world of 32” wheels. 

The 32-inch wheel story is still being written, but BTCHN' Bikes is making a genuinely compelling argument that it deserves a chapter. We all know how hard it was for 29” to become a standard, and personally, I keep seeing the same arguments being made today.

Learn More at Btchnbikes.com

Ranging from XC to DH, these new alloy wheels come backed by a lifetime warranty, but unlike the lifetime warranty offered by other alloy wheels on the market, such as Reserve Wheels or Race Face, this warranty isn't the most robust, and the Raynolds (Hayes Bicycle Group) warranty page does not specify anything about the alloy wheel range as of writing this.

Learn More at Reynolds.hayesbicycle.com

A309 XC

MSRP:
Front $199.99
Rear: $299.99

The A309 XC is where Reynolds draws the clearest line between "alloy wheel" and "alloy race wheel." It's built directly off the engineering principles of their 309 XC carbon line. They use the same structural priorities, the same obsessive attention to compliance and stiffness balance, just with different materials.

The rim is 6069 aluminum, precision-welded, with a 30mm internal width. That's right in the sweet spot for modern XC tire profiles, and the STR tubeless-ready channel ensures a clean setup and a secure seal at optimal pressures. At 1,761 grams for the Pro and 1,834 for the Expert, these are legitimately light for welded alloy.

The Pro runs Ringlé Super Bubba X hubs with 4° engagement. The Expert drops to the Ringlé SRX at 12° engagement, which is still plenty crisp and makes more sense for riders who want durability over maximum reactivity.

View the 2 images of this gallery on the original article

Reynolds calls their hub philosophy ULD (Ultra Low Drag). This is a holistic approach to pawl profiles, spring rates, surface finishes, and engagement geometry; it's all scrutinized to reduce friction without sacrificing reliability. Whether it actually translates to measurable speed on course is a conversation for a proper test, but the engineering intent is real.

XC riders who've been priced out of carbon or simply want a durable everyday trainer that still performs? The A309 XC is worth considering.

A327 / A329 Trail

MSRP:
Front $199.99
Rear: $299.99

If I had to pick one line from this launch that I think will move the most units and make the most people happy, it's the Trail wheels. The A327 (27.5") and A329 (29") hit a frequency that a huge chunk of mountain bikers live on. They are aggressive enough to handle real-ride scenarios, efficient enough for all-day rides, and durable enough not to worry about. That’s the beauty of a modern alloy wheel.

View the 2 images of this gallery on the original article

Reynolds bumped the internal width to 32mm here, and that's the right call for trail. Modern trail tires open up properly on a wider rim. You get better cornering support, more predictable casing behavior, and a tire profile that actually works the way the tire designers intended. The reinforced sidewalls are there for when you inevitably find that one rock that was hiding just off the line or under the moon-dust.

The construction story is the same as across the lineup: 6069 aluminum, precision-welded joint. Reynolds makes a point of emphasizing the weld over a pinned joint, and it's a legitimate performance claim. It makes for better spoke tension retention, a more airtight structure for tubeless, and a stronger wheel overall.

View the 2 images of this gallery on the original article

Trail Pro gets the Super Bubba X hubs with 4° engagement. Trail Expert gets the SRX at 12°. Both get double-butted spokes in a direct-pull lacing pattern, a detail that punches above its price point.

View the 3 images of this gallery on the original article

Weight on the 29" Pro comes in at 1,843 grams. That's not XC-light, but it's not supposed to be. It's trail-light, which means it's light enough to not feel like you're dragging anchors up climbs while being stout enough to not fold under an aggressive descent.

These are backed by Reynolds' Lifetime Rim Guarantee, which is the kind of thing that we love to see on a solid pair of alloy wheels.

A307 / A309 Enduro

MSRP:
Front $199.99
Rear: $299.99

Enduro is the discipline that asks the most of a wheel. You need it to climb efficiently, and then you need it to take an absolute beating on the way down. This is why we see so many alloy wheels at the Enduro World Cup.

View the 2 images of this gallery on the original article

Reynolds answers it with the A307 (27.5") and A309 (29") Enduro wheels, built around 30mm internal-width rims in 6069 aluminum. The internal width is slightly narrower than the Trail wheels, which makes sense since Enduro or DH tires tend to run beefier casings that don't need the same spread to achieve their intended profile.

The spoke count drops to 28 compared to 32 on the DH wheels, which is the right trade-off here. You're saving weight and maintaining enough efficiency to not hate yourself on the climbs, while still having a spoke count that can handle repeated hard hits on rowdy terrain.

View the 3 images of this gallery on the original article

Hub options mirror the rest of the lineup. Super Bubba X at 4° for the Pro, SRX at 12° for the Expert, with the same ULD engineering running underneath both. The Pro weighs 1,874 grams in 27.5" and 1,934 grams in 29". 

View the 2 images of this gallery on the original article

What's interesting about the Enduro line is how it slots between the Trail and DH wheels, not just in spec but in philosophy. It's not a Trail wheel with extra reinforcement, and it's not a DH wheel with grams shaved off. Reynolds is clearly thinking about these as distinct tools, which is the right way to build a lineup.

A307 / A309 Downhill

MSRP
Front: $274.99 USD
Rear: $474.99 USD

The A307 and A309 Downhill wheels are not here to be reasonable. They're here to hold up under bike park abuse, wild race courses, and whatever questionable line choices you make when you're tired from long days in the bike park.

View the 2 images of this gallery on the original article

Reynolds bumps the spoke count to 32 J-bend spokes for maximum stiffness and maximum durability. The rim profile is 30mm internal, same 6069 aluminum and welded construction, with the STR tubeless channel built to handle impact-resistant setups with reinforced casings.

The headline feature is the hub: the Ringlé Bubba with Reynolds' proprietary CLOCK'D™ adjustable engagement system. This is genuinely clever. It's a dual-ring design that lets you choose between 4° engagement for maximum snap and responsiveness, or 8° for better suspension performance and reduced drag. One hub, two performance profiles, and you're not locked in.

View the 2 images of this gallery on the original article

The weights are what they are: 2,060 grams for 27.5" and 2,120 grams for 29". This is a DH wheelset. It's not light. It's not supposed to be. It's supposed to be beefy, and the construction choices here strongly suggest it will be.

Lifetime Rim Guarantee here too. Reynolds isn't differentiating by discipline when it comes to standing behind their product; every rim in every line gets the same coverage.

The Bigger Picture & Lifetime Warranty

What Reynolds has done with this alloy launch is something that doesn't happen often in the wheel space: they've built a coherent, thoughtful lineup that covers the full spectrum of mountain biking without making any one product feel like an afterthought.

The takeaway across all four lines: 6069 aluminum, precision-welded joints, Ringlé hubs, ULD engineering, RTV design philosophy, Lifetime Rim Guarantee. This means you're not getting a grab-bag of sourced components with a Reynolds sticker. These feel like Reynolds wheels that happen to be alloy, rather than alloy wheels Reynolds slapped their name on.

From what I can tell, the warranty does not cover breakage, bending, misuse, abuse, or damage resulting from crashes, falls, or impacts after the two-year limited warranty. The statement on the Lifetime warranty from HBG states the following:

"To the original owner, Hayes Bicycle Group (HBG) warrants Reynolds carbon rims against manufacturing defects for the lifetime of the original owner. This limited lifetime warranty covers the Reynolds-branded carbon rim if damage occurs while riding in normal and intended use. Within the first 2 years of purchase, spokes, nipples, labor, and return shipping will be included when a rebuild is required and when received at the factory or authorized distributor location with a valid proof of purchase, freight prepaid. All other warranty claims not included in this statement are void. This includes assembly costs (for instance by the dealer), which shall not be covered by HBG. After 2 years consumables, spokes, nipples, labor, and return shipping are excluded. In the event of a non-warranty or non-riding incident, the original owner may qualify to receive crash replacement pricing."

The real test, as always, is on trail. But on paper, this launch seems really well-rounded. To make it even better, these rims will be available outside of the wheelsets, so riders looking for a durable, reliable, and warranty-backed alloy MTB wheel can go the custom wheel route.

The 10-minute film picks up where the original left off, following Blonsky, Kornhauser, and the broader All Bodies on Bikes community across three separate filming trips nationwide. The result is a patchwork of moments that feel genuinely alive. From a rainy bike camping trip in Northwest Arkansas, group rides at The MADE Show in Portland, and the organized chaos of navigating all five boroughs of New York City during the Five Boro Tour. It's the kind of cycling content that reminds you why you fell in love with riding in the first place, and it does so without once mentioning watts, segments, or what kit you're wearing.

What started as a bold grassroots declaration has grown into a legitimate nonprofit with 14 chapters across the United States (find your local chapter here), and the film captures that growth without losing the scrappy, joyful spirit that made the original resonate. Blonsky notes that three filming sessions spread across the country left plenty of room for "silly shenanigans, bloopers, and ridiculousness," and honestly, that's exactly the energy cycling needs more of. We all take ourselves too seriously and need more whimsy.

For Shimano, this is a natural extension of what the brand has been quietly building toward: supporting the kinds of communities and stories that make cycling bigger, not just faster. We Are Cyclists is a reminder that a bike ride doesn't need a podium to matter. Go watch it, then go for a ride.

We might have called it back in January, but we finally have a closer look and confirmation that the new Forbidden will be an all-around ripper of a bike. There aren't a ton of details out there, but with the bike officially up on the internet, we can only hope that the full details won't be that far off.

In a teaser video released on YouTube, Forbidden gives us its first look at the Reya, a bike the brand describes as "built from the ground up to be a true modern short-travel trail bike." Positioned between a cross-country race rig and a full-on trail shredder, the Reya is designed to cover ground efficiently while still rewarding precision and control on technical terrain.

What We Can Tell So Far

Forbidden is quick to point out that this is no XCO bike with extra travel bolted on. It's a purpose-built machine ready for everything from fast singletrack to multi-day backcountry missions. Don’t call it Downcountry.

It looks to be a 4-bar Horst Link bike, likely in the 120-130mm travel range. Knowing Forbidden, the Reya will probably have some pretty radical-sized chainstays and geometry that suit someone looking for a short-travel bike that can still throw some gravity-themed punches.

Forbidden even states that the Reya is "designed with proportional geometry and predictable handling." So, with well-considered geometry and modern handling at the heart of the Reya's design philosophy, Forbidden says the Reya delivers far more capability than its travel numbers might suggest, and that seems to be true given this short teaser from Rhys Verner.

We can't wait for more info on the Reya...

The goal is to get this handmade steel-and-alloy 160mm/170mm enduro bike into a cost-effective package without losing that "made-in-the-USA" craftsmanship, and I cannot wait to get my hands on one.

In the latest update from the Stinner Frameworks shop in Santa Barbara, Aaron Stinner and his team pull the curtain back a little further and offer a tantalizing peek at Version 2 and 3 of the Romero, and I’m here to tell you that the changes are exactly what we wanted to see. The big news? They’ve ditched the one-piece billet machined rear end for a welded, rectangular aluminum tubular structure. This hasn’t changed the interface with dropouts, though. They’ve kept the modular dropouts, allowing for chainstay adjustments between 435mm and 445mm and easy mullet compatibility for those of us who like a smaller rear wheel. 

Why the shift from machined to tubular? This approach tackles two of the biggest hurdles for handmade bikes: stiffness and affordability. By moving to in-house welding and a tubular design, Stinner aims to create a product that is not only stiffer and more tunable than the original Ministry-designed concept but also more accessible to the rest of us. That means standardizing the hardware in the pivot and making this an easy bike to wrench on.

They’ve moved to extended race bearings, which completely eliminates the need for those annoying loose spacers. Even better, they’ve standardized the hardware - almost all the bolts on the linkage are identical, meaning you won’t need a specialized toolkit to keep this thing running.

The "ease of living" features don't stop there. Growing up in the Pacific Northwest has made me a bit of a weatherproofing snob, and although the Romero is born and bred in California, Stinner wants this bike to be without penalty all across the world, so seeing O-rings and quad seals added at the bearing ingress points is a great way to do that.

Stinner’s crew has over a century of cumulative wrenching experience, and it shows. They’re building a bike for the rider who wants to ride the bike hard and then be able to service their bearings with a pair of vice grips if they really have to. I, for one, can’t wait to see this thing get out of the CAD files and onto the dirt.

Aventon Bikes is known for budget-friendly e-bikes, but when it started back in 2016, it had roots in performance, most notably track and fixed-gear cycling. Today, Aventon has announced what might be one of the best budget eMTBs of 2026. I use the term "budget" only when referring to the MSRP ($5,999 USD) of this bike, because the Aventon Current EXP punches closer to the performance of bikes that command a five-figure price tag.

Recently, Aventon has moved to the electric side of cycling, and while their performance looks a little different since they switched to e-bikes, this latest venture with the Aventon Current is something to celebrate. Not only is this an incredibly affordable full-power eMTB, but it’s also absurdly refined and rides as well as, if not better than, bikes three to four times the price.

This new offering from Aventon is important. The Current positions the brand in the rapidly expanding eMTB market as a valid choice for a vast majority of riders - both advanced and beginners. It presents a motor with not just good, but great numbers, a competitive weight, and geometry that facilitates confidence and predictability, all at a price that is almost too good to be true. But it’s true. This bike is making a statement. 

Aventon Current EXP Overview

• Motor and Battery: Aventon Ultro X (110Nm, 120NM BOOST) | 800Wh Battery
• Top-tube touch screen display and App connectivity
• Wheels: 29”
• Suspension: 140mm rear / 150mm front
  Rockshox Super Deluxe Select+ (210x55) | RockShox Lyrik Select (150mm)
• Brakes: SRAM Maven Base
• Drivetrain: SRAM S1000 Transmission
• Frame: Carbon Front Triangle, 6061 Alloy Rear Triangle
• Weight: 52 lbs.
• MSRP: $5,999

The Details

Aventon did their homework. This bike has been in development for a little while now, and it shows. Aventon designed this bike in collaboration with Kairn, a product design lab based in France that has a legacy in outdoor gear and bike design. What the team has created is pretty incredible, and with the top-spec model, the Current EXP, coming in at just under $6,000 USD, it’s hard to wrap your head around. This is a polished swing at the brand's first serious eMTB, and the swing hit the nail dead-on.

The Current is a modern trail bike with a modern eMTB motor and a top-end build with a parts package that leaves you wanting for very little. At its core, the Current is powered by the new Ultro X mid-drive motor, capable of 750w peak power and 110NM of torque (120NM, and 850w in Boost), a 150mm fork, 140mm of rear-wheel travel, and an impressive top-tube display.

The entire package is dialed from top to bottom and packed with features you wouldn't expect at this price point. An integrated touchscreen display sits tucked neatly into the top tube, the wireless remote has been obsessed over (along with everything else on the bike), and the geometry is well-considered to slide right in with the best trail bikes on the market.

Build Kits

Available in two builds
Current EXP for $5,999 USDCurrent ADV for $4,599.

The Current EXP with a carbon front triangle and alloy rear end, SRAM Maven Base brakes, RockShox 150mm Lyrik fork, Super Deluxe shock, and SRAM S1000 Eagle Transmission, all for under $6,000 USD. While not the top-tier gear, the kit on the Current EXP doesn’t really leave you wanting for much, and the things you might want to swap are things you’d likely swap on any bike anyways.

View the 2 images of this gallery on the original article

The Maxxis tires are trail casing; the cockpit is nothing magical; the wheels are low-engagement, unbranded (but tubeless-ready); and the dropper is 150mm on medium and small, with 170mm on large and XL. I was initially nervous about the wheels and tires, but to my surprise, I managed to get away with some really questionable line choices without a flat or a major ding to the rim. And if I got away with that while riding South Mountain Preserve, then they’ll probably hold up pretty well in most other places. 

View the 2 images of this gallery on the original article

The Current ADV has a full-aluminum front and rear triangle and a less-exciting build kit with a mechanical SRAM Eagle 70 drivetrain, SRAM DB8 brakes, and a RockShox Psylo fork and RockShox Deluxe Select+ shock, but it still uses the same motor and battery, just at a more attainable price point of $4,599, which is still pretty incredible.

View the 2 images of this gallery on the original article

First Ride Impressions

I won’t lie and say I expected this to be an amazing example of an eMTB; after all, it is the brand's first swing at a competitive, full-power eMTB. But after seeing all the details and learning more about the R&D behind the Current, I quickly grew more excited to get the bike on the trail. At 52 lbs (+/- a couple), the Current EXP does not ride like a 50+ pound bike, and although I didn’t have my ideal dropper or cockpit setup, it didn’t take long to get familiar with the chassis and powertrain.

After the first few minutes pedalling around the parking lot at South Mountain Preserve in Phoenix, Arizona, I was impressed with what the team at Aventon had created. The motor feels incredibly responsive, and the bike overall felt really dialed. The geometry is what you’d expect and want from a bike like this. With a 64.6-degree head tube angle, a 445mm chainstay length, and a 76.6-degree seat tube angle, you sit in a comfortable position for pedaling, with great control on descents. None of the geometry numbers felt out of place or too revolutionary, which is a really good thing. It’s just a well-considered bike with a truly impressive powertrain for the price.

During the testing period at South Mountain Preserve outside Phoenix, Arizona, I got a good feel for the bike on some classic SW tech. Both climbing and descending, the Current feels mostly composed, with the only deviation from that trend coming when the overrun setting on the motor is left to do its thing. Overrun is something I typically turn off on all eMTBs, and after popping into the Aventon App, I was able to dial things back for a more intuitive ride. However, I didn’t keep it off all day, and ended up seeing the benefits of some of the gnarly tech found in this area.

Since the Current is rolling on full-29” wheels, it might ride slightly bigger than smaller riders would prefer, and since the chainstays are all the same length, some riders might find things to be a little bit short or long depending on the size extremes. That being said, I was able to ride the XL and never felt as though things were unwieldy or too far in one direction.

The build kit on the Current EXP is spot on and clearly a balance of value and performance where it matters, without feeling cheap. Aventon clearly did their research to spec this bike, and it shows on the trail and sitting still. What I mean by this is that the bike feels dialed and without compromise on the trail, but also looks super refined and premium, which does matter. 

Aventon Ultro X Motor 

For those of you who might be familiar with Aventon’s past life making track and fixed-gear bikes, you might recognize the Ultro name, but the new Ultro X motor isn’t a carbon-fiber track bike. This new motor has been in development for quite a while and finds itself right at home in the Current. This motor is capable of 850 watts of peak power in boost mode and 120nm of torque, but a steady 750 watts and 110nm when not in boost mode.

It offers 5 pedal-assist modes: Auto, Eco, Trail, Turbo, and Boost, and has an unlockable Class 3 mode that provides more assist at higher speeds, a divisive feature that is becoming more and more common. The motor can be tuned via the touchscreen display on the top tube or via the Aventon App, which lets riders dive a bit deeper into all the features packed into the Current. This includes GPS tracking, jump tracking, and ride recording. The unit is also capable of 4G communication to locate the bike, with the first year of service free and each subsequent year requiring a small subscription.

The Current and its Ultro X motor are up there in terms of torque and readily available power, and I seriously cannot overstate how great the system feels on a bike with such an attainable MSRP. 

For most of the ride, I left the bike in Eco or Trail assist mode, with a few dips into Auto mode for some longer, more technical ascents. No matter what setting I was in, the motor was right there with enough support to chug up climbs, and in the Trail mode, I was able to get up and over some pretty absurd ledges, and I think this is partially thanks to the geometry of the Current and its somewhat tall BB height. I figured this taller BB would be more noticeable on the trail, and it might be on different trails, but it really proved successful while riding in Arizona.

Geometry

In terms of adjustable geo, there’s nothing available. There are no flip-chips and no swappable yokes or shock mounts, but I see that as a good thing. When a bike is littered with adjustable chips and geo tweaks, it can get overwhelming to most riders. With the Current, you get what you get, and what you get is great, right out of the box.

This is not a bad thing, though. The team behind the design understood what they wanted to accomplish, and has done just that. There’s no aspect of the Current that lacks, and the omission of adjustable geometry is kind of a testament to that.

Final Thoughts

I’m impressed by what this bike represents, and it proves that eMTBs don’t need a five-figure price tag to be great. While my time on the Current was fairly short for the launch event, I’m looking forward to spending much more time on it and seeing how it holds up in the long term. I can imagine this as a turning point for the industry as eMTBs continue to grow in popularity, and not just in terms of cost.

Aventon has proved that really great eMTBs are possible, and premium for a price that doesn’t rival a decent moto. I also understand that $6,000 USD isn’t cheap by any means, but when you compare this ride feel, build quality, and aesthetics to bikes twice the price, it’s hard to ignore how sick it is.

The new Sidi Dominator X is a modern take on a shoe that has been in Sidi's lineup for decades, and I’ve been seeing what these new Dominators are all about for the last month. In this article, I will dive deep into what I like and dislike about the newest Dominator from Sidi. Keep in mind, what doesn't work for me might be perfect for you.

For context, my first pair of real performance cycling shoes were the Sidi Dominator 5, and I had them for quite a long time thanks to their replaceable soles, buckles, and overall construction before they eventually retired from service. That has always been what drew people to Sidi shoes - they last forever. But recently, Sidi has done away with the old ways of doing things and introduced a new fit and what seems to be a new identity.

While the Italian footwear brand has always been focused on performance, the newest offerings are more modern and less repairable, but they sure look good, and their function is right on par with the form.

I tested the Sidi Physis last year and got along well with the new Millennium Fit that Sidi has adopted, but while the Physis (and the Dominator X) aren’t specifically MTB shoes, they do fall into the category of a performance XC shoe or an excellent gravel option, seeing as the line between the two genres becomes foggier with each day. 

Sidi Dominator X Details

MSRP: $369.99

• Upper: WYVE engineered fabric with protective bumpers
• Closure: Dual NUUN 001C aluminium dials
• Instep: Adjustable anatomical instep
• FitSystem: Structured upper with internal reinforcement
• Outsole: X3CC carbon composite
• Cleat Setup: Independent cleat positioning for custom alignment
• Replaceable Parts: Heel pads and dials

Gravel, Cross-Country, or Whatever...

The new Sidi Dominator X draws design inspiration from the Physis, but whereas the Physis is a much more performance-focused shoe targeting aggressive XC and gravel disciplines, the Dominator X takes a softer approach and is much more in line with the MTB heritage of the Dominator.

The Dominator X uses an X3CC carbon-composite sole with much more aggressive lugs, which come in handy while hiking and walking off the bike. The more forgiving nature of the sole also lends to a more comfortable, flexible feel when walking, but it's not terribly noticeable when pedaling. With lower stiffness, you also get better heel retention, as the sole can flex more while walking or twisting.

Construction

The overall construction of the Dominator X is less premium-feeling than that of other Dominator shoes from the past, but it certainly doesn’t feel cheap. The uppers are breathable, and the mating between the sole and the last is without much reason for concern. The adjustable instep strap is easy to adjust, but the new NUUN 001C aluminium dials aren’t as easy to use as the BOA Fit System, nor as polished-looking. These new dials are alloy, with a fibrous cable that offers a wide range of adjustments, but the operation is a little clunky if you’re used to a BOA.

View the 2 images of this gallery on the original article

The WYVE engineered fabric that makes up the upper of the shoe has overmolded bumpers, and the figure-8 lacing of the NUUN dial over the arch is pretty standard for a shoe in this category and is great for someone needing a bit more volume inside the shoe. This is both a positive and a negative. I have pretty lofty arches, and the footbeds in the Dominator X are far from premium, lacking adjustable arch support, which has led to some deformation in the upper.

The Fit

Historically, I have gotten along well with the fit of Sidi shoes, but both the Physis and Dominator X with the Millenuim Fit have had the same issue: almost too much volume in the toe box and midfoot area, requiring a different footbed. So if you like a roomier shoe that doesn’t feel quite as wide as a Lake or “Wide” shoe, these might be the perfect choice.

View the 2 images of this gallery on the original article

There are toe lugs, and the soles' rubber is pretty stiff, which is great for longevity if you walk in them frequently, but it isn’t the grippiest out there, and when it does wear out, it isn't replaceable like we’ve seen with past Dominator shoes. Sidi does say the heel pad is replaceable, but upon inspection, I don't see how that is easily done. Just something to consider. The cleat placement is pretty standard as well, but it does let you get the cleat pretty far back for a more mid-foot cleat placement.

Final Thoughts

Overall, the Dominator X is a solid XC or gravel shoe with a pretty unique fit that isn’t quite high-volume or low-volume - striking a nice middle ground without having an overly roomy toe-box. Is this a great MTB shoe? That all depends on what type of mountain biking you do. If you're an XC fan, these would be excellent, but I have been primarily stoked on them as a gravel cycling shoe or for XC-ish rides on the hardtail.

Sidi shoes aren't cheap, and these are on-trend, but the construction feels sturdy, and the fit feels accommodating for riders with not-average feet. I would have loved to see a nicer footbed and some variation in the rubber used on the sole, but not everything is perfect.

Then came the Jenson USA chapter with YT bikes being cleared out at deep discounts, some 40-50% off, which sounds great until you read the fine print. Those listings came with a disclaimer in bold red text, making it crystal clear that neither Jenson USA nor YT Industries would cover warranty claims for those frames. For a brand that had already taken a lashing in the Pinkbike comments over warranty and service issues, it was not a great look.

But here's where things start to get interesting (again)

Founder Markus Flossmann bought back the YT brand assets and relaunched as Young Talent Industries GmbH in mid-November, and the new company has been steadily working to right the ship ever since. YT has now announced that warranty support in North America is being reinstated. The details, while modest, are encouraging.

For US customers, a dedicated staff member has officially started this week with the sole focus of supporting warranty and service needs. In the short term, service parts will ship directly from Europe to customers in the U.S. It's not a perfect solution, and international shipping timelines are what they are, but it's progress. For Canada, YT has signed with a new distribution partner who is currently building out a dedicated website, with a parts shipment already en route north of the border.

Flossmann himself addressed the elephant in the room directly, and to his credit, he didn't dance around it. In a video on YT's channels, he acknowledged the chaos of the past year. He's not spinning the insolvency as a strategic pivot or burying the service criticism in corporate speak. He knows the community noticed, and he said so.

In the press release posted to Pinkbike, his quote reads: "We know our service and warranty have received criticism in the past, especially in the Pinkbike comments, and we hear you. During this re-launch period, we've been given an opportunity to change and build on past mistakes. It's my promise that we will improve."

Citing Pinkbike comments specifically is both bold and self-aware, and it's exactly the kind of thing that can land well with a mountain bike community that has a long memory and a short fuse for PR fluff. Whether it translates into actual improvement is a separate question, and one that will only get answered over time and through actions. But as opening statements go, it beats a shallow non-apology.

YT has also confirmed it's honoring warranty terms for all existing customers, including those who bought through Jenson. That's worth noting given how murky the situation had gotten around those Jenson sales and the "as-is, no warranty" language attached to them.

The brand is also making moves to get new bikes available in North America and the UK in parallel, with regular updates promised via social media. So the picture being painted is one of a brand actively trying to rebuild from the ground up.

YT makes bikes that many people genuinely love to ride, and the brand still has a following. The insolvency was a gut punch for so many people, and the uncertainty around warranty support made an already messy situation worse. But if Flossmann and the new Young Talent Industries can actually deliver on the service front and not just in press releases, but in response times, parts availability, and follow-through, there's a real path back for this brand.

The mountain bike community doesn't forget easily. But it does forgive, eventually, when the effort is real. YT has some ground to make up, and they seem to know it. Now it's time to show the work.

In the video, Moir walks viewers through a completely new(-ish) build of his 2025 YT Capra clad in new suspension, wheels, and tires. In 2026, Moir will be riding for E*thirteen, DVO Suspension, and Pirelli Tires. Although he might be out of the World Cup for this season, he’s still tackling a couple of races and pumping out the content for the culture. 

E*thirteen has been quietly building a reputation for tough, race-proven componentry, and pairing that with DVO's suspension lineup is a setup worth getting excited about. DVO has long flown a bit under the radar compared to some of the bigger names in the suspension game, but having a rider like Moir aboard can only mean good things for visibility and for product development feedback. Meanwhile, Pirelli's push into the MTB world has been nothing short of impressive, and we’ll all be happy to learn more about what they have planned for the coming season.

The build itself looks clean, purposeful, and ready to go fast. Watching Moir piece it together is satisfying and off-the-cuff in a way that Jack is known for. There's an obvious joy in a fresh build, and Moir's genuine enthusiasm translates well on camera.

That's exactly what Cane Creek has done. Tucked into their Connect menu, between the suspension fitment form and their community content page is a Product Ideas & Requests submission form that is as simple as it sounds. The description says it plainly: your feedback shapes the future of Cane Creek. New products, fitments, sizes, features - they want it all. And their team reviews every single submission as they plan upcoming designs.

Now, before you shrug and say "yeah, every brand does this," I want to pump the brakes, because not every brand does this. Not like this. Cane Creek has been making headsets, shocks, cranks, bottom brackets, and some of the most niche yet brilliant components on the market since 1994. Hey, Thudbuster. They're the ones who built the eeWings cranks, a titanium masterpiece that costs more than some people's bikes and is worth every single penny (to those that own them).

Think about it this way: if you've ever been mid-ride, bouncing over chunk, and thought "why doesn't anybody make a headset that does X" - that thought deserves to be somewhere other than your own head, probably. If you've got a gravel bike that takes an oddball bottom bracket standard that no quality aftermarket option supports, tell them. If you've been building up a weird project bike and can't find a shock that fits your frame's obscure eye-to-eye measurement, submit it. If you want a version of the eeSilk+ seatpost that also functions as a dropper, this is your moment.

And if you just want to suggest something absolutely unhinged, go for it. The worst they can say is no. The best they can say is "actually, we've been thinking about that for a few years."

View the 2 images of this gallery on the original article

As someone who has been in the industry long enough to know how product development usually works, which is to say, slowly, conservatively, and almost entirely driven by OEM contracts and market data spreadsheets, seeing a brand actively solicit ideas from the community is pretty unique. It's the kind of thing that can only come from a company that genuinely believes the people riding their products have something worth saying. And boy oh boy, mountain bikers usually have A LOT to say.

Cane Creek has been doing business out of Fletcher, North Carolina, for three decades. They make things in the US. They answer the phone. They run a literal Experience Center where you can come tour the factory and see how the sausage gets made. The culture there is different, and this form is evidence of that.

Submit Your Wacky Ideas

So here's what they want from you: go to canecreek.com/pages/product-ideas, fill it out, and be specific. Don't just say "better shocks." Tell them what bike you ride, what you're trying to solve, what size you need, what material you'd prefer, and how much you'd genuinely pay for it. That last part matters more than most people realize. A well-reasoned, specific idea from a rider who clearly knows what they're talking about will go a lot further than a one-liner from someone who wants a wireless electronic brakeset that pairs with their power meter and HRM.

That's what this is for. Don’t let your dreams stay dreams. Submit it anyway.