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

Bosch Update Overview

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

More Power and Support

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

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

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

Fast Charging

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

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

Connectivity

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

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

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

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

Overview

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

Geometry and Travel

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

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

Weight and "Flip Chip"

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

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

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

Pricing and Availability

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

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

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

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

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

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

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

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

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

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

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

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

Details

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

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

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

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

What is Underbiking?

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

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

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

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

Blackheart Gravel AL First Hits

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

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

Geometry

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

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

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

Build Kit

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

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

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

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First Impressions

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

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

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

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

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

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

The Compounds

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

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

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The Treads & Casings

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

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

View the 3 images of this gallery on the original article

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

View the 3 images of this gallery on the original article

The Price

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

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

Learn more and shop tires at ethirteen.com

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

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

Details

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

What's New

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

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

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

Overview

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

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

Testing Both Dissector Tires

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

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

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

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

The Specialized Science Club aimed to identify riders' hindrances by asking, "What slows riders down?" rather than "What should the next Epic be?" They found unnecessary weight, wasted movements, and small errors on rough terrain that break flow and waste seconds.

Epic 8 Meets Epic World Cup

The Epic 9 shares the same 120mm of front and rear travel as the Epic 8 and pairs it with the aesthetics and frame design of the Epic World Cup to create the holy trinity of modern XC: plush, supple, and sharp. But how the heck is that even possible? “Epic 9 retains the proven 120mm travel front and rear, but it’s more plush and supple thanks to a robust link, pivot, and frame design that reduces suspension friction by 11%,” Says Jason McDonald, the Lead Engineer behind the Epic 9. “We also lowered leverage at sag to improve pedaling efficiency, while matching Epic 8’s proven leverage curve through the bump zone and end stroke to maintain control and manage big impacts. The result is more support when you pedal and more composed speed when it gets rough.”

Tech & Weight

Specialized says that the Epic 9 is the lightest full-suspension race bike ever made. A lofty claim, but at 1,589 grams, Specialized says that the Epic 9 frame is 129 grams lighter than the nearest competitor. However, Canyon says the Lux World Cup CFR is 1,535 grams, but they dont specify if that includes anything.

The Epic 9 frameset (medium) is 1,589 grams with shock, seat collar, axle, and all hardware, including water bottle bolts. Which is pretty damn light. The production S-Works Epic 9 Ultralight LTD model barely tips the scale at 8.5 kg (18 lb 14 oz) in size medium.

Blending the suspension layout of the Epic WC and Epic 8 reduces leverage rate at sag, increasing support and improving pedaling efficiency and traction. This matches the Epic 8’s curve through the bump zone (mid-stroke) and bottom-out (end-stroke), maintaining control as the terrain gets rough, and in big impacts, resisting bottom-out.

The Epic 9 retains the Epic 8's three-position rear-shock damping (Wide Open, Magic Middle, Sprint‑On‑Lock), now with lower-friction pivots and updated kinematics. The Magic is in the Middle. This middle setting provides a stable pedaling platform by using tuning that requires more force than typical pedaling to activate suspension movement. It also offers active suspension under bump forces because, after overcoming the initial "knee," the Magic Middle setting features digressive damping. This allows more suspension travel on similar bump magnitudes, greatly enhancing comfort and control under pressure. 

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Some schools of thought think that stiffness and lightness alone are the key ingredients for speed. Specialized challenged that with the Epic 8, and it seems they were onto something. The Epic 9 chassis indeed has stiffness to convert every watt into forward momentum, but efficiency involves more than just stiffness - especially on modern XC courses. It includes keeping the rider in the ideal pedaling position, minimizing pedal bobbing, and active suspension to absorb bumps, which reduces fatigue.

The efficiency of Epic 9 isn’t based on a single feature; it’s a system. Kinematics, leverage, chassis behavior, and damper performance all work together because the fastest bike isn’t the one that feels rigid in a parking lot. It’s the one that lets you keep putting power down and navigate the tech stuff.

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Geometry

The bottom bracket is marginally higher than on the Epic 8 but stays lower than most others. Paired with the slack head tube, it offers stability on rough terrain while allowing you to aggressively corner, glide through turns, or select the inside line.

Large and XL sizes have increased stack heights, based on Body Geometry fit data and rider feedback, to provide proportional reach adjustments for a balanced riding posture. The flip‑chip BB‑height adjustment lets you customize for greater stability or clearance. The default setting is slightly higher than the Epic 8, enhancing pedal clearance and making the low position more practical. Frame size influences chainstay length for better handling: 435mm for S/M, 438mm for L, and 442mm for XL.

Builds and Pricing

S-Works Ultralight

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• S-Works FACT 12m Carbon Frame, 110mm travel
• RockShox SID SL Ultimate, 110mm travel, Ride Dynamics tuned
• RockShox SIDLuxe Ultimate, Ride Dynamics tuned
• SRAM XX Eagle AXS Transmission
• Trickstuff Piccola, 2-piston, Carbon lever blade, Ti hardware
• Roval Control World Cup, ceramic bearings, carbon spokes
• Specialized Air Trak (F & R), Flex Lite Casing, 29x2.35

S-Works

• S-Works FACT 12m Carbon Frame, 120mm travel
• RockShox SID Ultimate w/ Flight Attendant, 120mm travel, Ride Dynamics tuned
• RockShox SIDLuxe Ultimate w/ Flight Attendant, Ride Dynamics tuned
• SRAM XX Eagle AXS Transmission
• SRAM Motive Ultimate, 180mm (F), 160mm (R)
• Roval Control World Cup, ceramic bearings, carbon spokes
• Specialized Fast Trak (F) Air Trak (R), Flex Lite Casing, 29x2.35

Pro

• FACT 11m Carbon Frame, 120mm travel
• RockShox SID Ultimate w/ Flight Attendant, 120mm travel, Ride Dynamics tuned
• RockShox SIDLuxe w/ Flight Attendant, Ride Dynamics tuned
• SRAM X0 Eagle AXS Transmission
• SRAM Motive Silver, 180mm (F), 160mm (R)
• Roval Control SL VI carbon, DT Swiss 350 hub
• Specialized Fast Trak (F) Air Trak (R), 29x2.35

Expert

• FACT 11m Carbon Frame, 120mm travel
• RockShox SID Select+, 120mm travel, Ride Dynamics tuned
• RockShox SIDLuxe Select+, Ride Dynamics tuned
• SRAM GX Eagle AXS Transmission
• SRAM Motive Bronze, 180mm (F), 160mm (R)
• Roval Control SL V carbon, DT Swiss 370 hub
• Specialized Fast Trak (F) Air Trak (R), 29x2.35

Learn More at Specialized.com

Episode 1: Testing the Frontier in South Korea

Supported by a heavy-hitting lineup of industry giants like Monster Energy, Scott, Pirelli, SRAM/RockShox, and GoPro, this series isn’t just your average edit; it’s a high-production hunt for the world’s most remote and iconic trails. The global expedition is set to drop throughout 2026, starting with a deep dive into a land that’s about to become a major player on the racing circuit: South Korea.

The series opener joins Brendog heading to the heart of the Korean peninsula to sample good grub, hidden trails, and the rich MTB culture that has been growing in South Korea. He isn't going alone, though. He’s brought along some serious rippers in the form of World Enduro Champion Jack Moir and World Cup racer Theo Erlangsen.

South Korea is a bit of a mystery to the global MTB community, despite being 70% mountainous. The crew grabbed an exclusive first look at the brand-new World Cup track at Mona Yongpyong Resort, which is slated to host the first-ever Asian round of the UCI MTB World Series later this year. If you want to see what the future of world-class racing looks like in the East, this is the preview you’ve been waiting for.

What’s Next for the 2026 Season?

While South Korea is the first stop, Fairclough and his rotating cast of freeride legends and downhill pros have a massive year ahead. Here is where the 'Roaming on 2 Wheels' crew is headed next:

Now in its 3rd generation, the Smith Forefront 3 has long been a staple in Smith's helmet lineup and sits at the top of the price range. For $300 USD, it asks the price of a premium helmet, but does it deliver? The first thing I noticed was the absence of a Fidlock buckle, which I really like on a helmet, but it makes up for it with a host of other features we’ve come to expect from some of the best MTB helmets on the market.

The Forefront 3 is quite comfortable in terms of fit and packed with features, but as someone who runs pretty hot and prioritizes ventilation in a helmet, it falls a little short of keeping my head cool. But if you want an excellent fit and a super safe MTB helmet and don't mind the lack of ventilation, this might be a contender for your next brain bucket.

Overview

• MSRP: $300 USD
• Sizes: Small, Medium (tested), Large
• Features: MIPS Air Node, KOROYD, BOA Fit System closure, Sunglasses storage.
• Weight: 410g Claimed for size MD (412g tested)

Fit

Helmet sizing can be tricky between brands, not for lack of sizing charts, but due to the variations in shell “roundness”. Not all helmets hit the mark for every head out there, and Smith is definitely more targeted toward oval head shapes, which I happen to sit somewhere between oval and spherical. That being said, the Smith Forefront 3 fits great in a size medium. I wear a medium in almost every helmet out there (depending on how long my hair is), and I’m glad to see the Forefront 3 offered in a decent size range that fits anyone with a head circumference of 51-62cm.

The Boa Fit System is super easy to adjust to dial in the final fit, and the MIPS Air Node liner fades into the background without any protruding plastic edges or rubber grippers to snag hair. The peak is adjustable and, for a trail helmet, on the shorter side, which I don’t mind at all, especially when mounting an action camera or light. 

The buckle is a “low-tech” traditional buckle (no Fidlock), which is one thing I didn’t love. For a helmet at this price point, I’d expect to see that as a feature, but nothing is perfect.

Features

The Forefront 3 uses a KOROYD impact protection insert throughout the helmet, and if it’s good enough to be used in fighter pilot helmets for the USAF, I’m sure it can handle whatever G’s a mountain biker can dish out.

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The MIPS Air Node is another safety feature that Smith has tapped into for the Forefront 3, and it’s a slimmed-down liner that claims the same rotational impact protection as the much bulkier systems that we’ve seen in years past. This means no more snagged hairs or uncomfortable plastic parts tickling the head.

The peak is adjustable in three positions that feel pretty secure.

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The BOA Fit System is unobtrusive, easy to live with, and very light. As with other helmets that use this system, it’s a premium-feeling fit and function, with a very minimal rear cradle that doesn’t use any super-rigid plastic to keep it in place, making for a super comfortable hug from the helmet.

Testing

Overall, the fit is great on the Forefront 3, and I've always gotten along really well with Smith helmets because of it. I really love the shorter peak on the helmet, and the sunglasses storage feels secure, plus you have two storage options (front and rear). The BOA Fit System is super comfortable, and the weight is pretty competitive, especially considering the KOROYD inserts, but that is a bit of a dual-edged blade.

The glaring issue I have with the Forefront 3 (and with any other helmet featuring KOROYD inserts) is the ventilation. Although the shell has 20 fixed vents throughout, KOROYD just doesn’t suck in the air like an open vent.

I run pretty damn warm, and with pretty thick hair, I love a helmet that breathes, and while the Forefront 3 doesn’t have terrible ventilation, it’s not great, and I found myself squeezing out the pads pretty early on in each ride to evacuate all the sweat that began running down my face.

Not having the Fidlock buckle is a small gripe, but as someone who rides with wired earbuds, I really like the magnetic buckle for stashing the unused earbud; it’s also much easier to open and close.

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More Helmets

Both our kids started out their bike riding journeys with Spawn, a bike company based on the West Coast of Canada that delivers quality rides for kids. 

Whether you're a parent looking for a bike worthy of the pump tracks, dirt tracks or neighborhood paths, there are a few key components that will ensure your kid is on a quality bike.

What to look for in a kids MTB

First and arguably most importantly, look for a lightweight frame that ideally weighs 30% or less of your child's body weight. The Spawn Yoji offers one of the lightest frame options out there with bikes coming in at just over 13 lbs for the 14” option or 14 lbs for the 16” option. 

Secondly, the bike will need geometry that ensures your child is upright and can both comfortably pedal and hold the handlebars simultaneously. With head tube and seat post angles coming in at 72 and 71 degrees, the Spawn Yoji is designed to provide balance and improve steering while being used on a variety of terrain.   

Thirdly, the bike should have ergonomically designed and child-size components on important features such as the brake levers, grips and pedals. Adult-sized bike components on a child's bike not only rack up unnecessary weight, but they can make it difficult for kids to brake leading to safety concerns or just be uncomfortable or not as nimble. 

Spawn Yoji Mountain Bike

• Weight: ~13 lbs (14”), ~14lbs (16”)
• MSRP (USD): $475.00 (14”), $495.00 (16”)

The Spawn Yoji has it all: one of the lightest frames with smart geometry and child-sized components. It's easy to see why parents around the world who love mountain biking will rave about the Spawn Yoji. 

With two sizes of wheel diameter, 14" and 16", the Spawn Yoji is a premium beginner bike designed for ages three to five years old, although the lower seat post height makes it accessible for taller two year olds, too.

The Details

The Spawn Yoji stands out for all the right reasons.  Kids and parents will both like the aesthetics, which make this look like a serious mountain bike.

Big nobbly tires, 1.9" wide, and made special for Spawn, ride well over dirt tracks and provide extra grip to little rippers. An added bonus is that the tires come with puncture protection.

Dual Tektro mini v-brakes with child-sized hand levers allow kids to start with good habits compared to the coaster style (back pedal brakes). This will also allow for more stopping power and better control for little riders learning the basics. 

The 102mm 3-piece alloy cranks are custom, and with crank arms this short your small child will have comfortable hips and knees while riding and more efficient pedal strokes.

Most importantly, the Spawn Yoji performs excellent thanks in great part to the lightweight aluminium frame meaning this bike will be easily managed and maneuvered by the youngest of riders.

Where many bikes falter with heavy bikes and unnecessary bulky items, the Spawn Yoji feels like just the right amount of bike that will let kids gain confidence quickly while being happy on all surfaces.

SIZE AND MODEL SPECS

• Wheels: 14”, 16” 
• Frame material:  lightweight aluminum 6061 - T6 Alloy
• Gears: Single speed with alloy 64mm BCD chainring with 24 teeth 
• Fork: 4130 Chromoly
• Tires and rims: Spawn cycles loam star, 19” on alloy single wall rims
• Rear Hub: Alloy, freehub with sealed bearing 
• Headset: sealed bearing
• Stem: Forged alloy 40mm
• Handlebars: Alloy, 520mm wide, 22mm
• Seatpost: alloy pivotal with quick-release seatpost clamp
• Brakes: Tektro Mini-V Brakes

Ride Impressions

Our kids rode their 14" and 16" Spawn Yoji's for two seasons in a variety of settings. 

The Spawn Yoji excelled in practically all conditions: dirt trails, pump tracks, and paved paths.

We found our kids riding independently almost instantaneously after our first attempts. Within a few days they were adapting to proper biking techniques like pumping in pump tracks and able to navigate tight maneuvers with ease.

Our kids took such a liking so quickly to these bikes we ended up bringing them for the kids to pedal alongside us as we bike packed and cycle toured across five countries and three continents.

Even with the smaller tires, I was impressed by the speed they could maintain and sustain over longer periods of time.

It’s not common for kids this young to be so dependable on their bikes, and I greatly contribute the success we have had as a riding family to the foundation these bikes provided.

I will always tell others how I loved how lightweight these bikes are. Inevitably, there will be times when kids will get tired but I never felt as though it was the bike itself wearing my kid down. The bikes were easy to maintain, and the stock components handled hundreds of kilometers of use.

Even in terrain where our adult bikes experienced numerous flats, the Spawn Yoji’s never had a puncture.

The Spawn Yoji really is an excellent beginner mountain bike for very young kids getting their first taste of double track, flat cross country mountain bike trails, or anything really. 

My only negative is only one that parents need to be aware of rather than concerned with. My personal belief is that the v-brakes are the right design choice for a bike this size. They give more stopping power than coaster brakes that are typical of bikes for this age category, yet are also considerably lighter than the disc brakes that become more common with bigger mountain bikes. But while v-brakes have a great amount of stopping power for trails you'd expect to find a 2-5 year old on, they are not sufficient for steeper and prolonged descents. Which means that even if your three year old feels capable of attempting downhill singletrack, if the downhill sections are too long the brakes might prove tiring for little hands. 

Overall, the ride impression is positive every single ride and even when life with toddlers can be unpredictable, the Spawn Yoji delivers a reliable high quality bike.

Geometry

The ideal geometry in a kids bike will ensure kids have a low center of gravity while remaining in an upright position. This will allow them to balance easier as well as have a clear field of vision. With the head tube and seat tube angles at 72 and 71 degrees, this will ensure your child remains upright and well balanced. 

With lower seat tube lengths, these bikes will have a lower standover height requirement which makes it more ideal for younger and smaller riders to get on and off the bike. The top tube length felt just the right size for our kids without making them overreach or be cramped by the handlebars. 

• Seat Tube Length: 175mm (14”), 190mm (16”)
• Head Tube Angle: 72 degrees
• Seat Tube Angle: 71 degrees
• Top Tube Length: 335mm (14”), 380mm (16”)
• Head Tube Length: 110mm 
• Fork Length: 240mm (14”), 275mm (16”)

Overall Thoughts

With a price tag that is significantly higher than the majority of bikes designed for 2-5 year olds, the Spawn Yoji is an investment.

It's for the kids in a bike family that want to prioritize a future that includes biking. My kids loved their Spawns because of the colours, I loved them because of the components. 

They loved it because they could go fast, I loved it because they learned to pedal faster than I could have hoped for.

They loved it because it could go off road, and I did too.

We all loved these lightweight bikes so much it inspired us to bike as a family around the world for two years. Maybe it'll inspire your family to just get out and bike more often.

Wherever this bike takes you, the Spawn Yoji is an excellent first bike for aspiring mountain bikers.

This is a quick look at what’s being built and what we can expect come the first race of the season, which is sure to be a rowdy one, given the looks of this course.

The 2026 UCI MTB racing season begins in Mona YongPyong, South Korea, hosting the first-ever Asian UCI Cross-country Olympic, UCI Cross-country Short Track World Cups, and the first UCI Downhill World Cup on the continent in over two decades.

Canyon has been doing the direct-to-consumer thing pretty successfully, and the latest member in the Spectral family is positioned as one of the more affordable full-suspension mountain bikes on the market without making too many compromises in components. After a year trying to get a feel for this bike, I've discovered a few things you might want to consider if you're shopping for a new mountain bike. Could this be one of the best budget MTBs on the market, or is your money better spent elsewhere? Let's find out.

On paper, the bike is impressive, taking the geometry of the Canyon Spectral CF and making it attainable for the average rider or beginner. It’s impressively lightweight, comes built with some great components, and is a breeze to assemble, but does this affordable trail bike meet the demands of “modern” trail bikes?

I’ve been riding the Canyon Spectral AL 6 off and on for almost a year now, and I keep coming back to it as a bit of an enigmatic creature in the world of very capable bikes with similar travel numbers. I’ve struggled to put into words how I feel about the Spectral AL 6, but after all the time and miles I’ve put on it, from bike parks to flowy single track, I think I finally have my opinion formed.

Details

Size tested: XL
Suspension: 140mm rear / 150mm front
Headtube angle: 64 degrees
Seattube angle: 76.4 degrees
Chainstay length: 437mm
Bottombracket: BSA
Weight: 35lbs

Build Kit

From a value perspective, the Canyon Spectral AL 6 hits the nail on the head, and there’s not really anything I can fault the build for. The wheels, suspension, drivetrain, and brakes all align with the $3,099 MSRP. The mechanical Shimano 12-speed SLX derailleur and shifter, Shimano SLX M7120 brakes, and FOX Float X Performance shock with a 36 Performance fork have all been without major issues, and the DT Swiss M1900 wheelset is a welcome pick on a bike like this, and I wouldn't suggest going with carbon wheels here - more on that later.

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Coming in at about 35lbs, the Spectral AL 6 is noticeably lighter than even some carbon bikes on the market, and considering it comes with such a dialed component package and the same vibe as the Canyon Spectral CF, it’s an impressive offering. 

I cannot fault any aspect of the build, and it’s rare to see a bike at this price point come out of the box not needing any real upgrades. There’s always the tires and contact points, but on a trail bike, trail casing tires and decent alloy bars are more than adequate. It has been interesting going back to the SLX M7120 brakes after so much time on the newest generation of Shimano XT and XTR brakes, and I keep forgetting how “on-off” these brakes feel, which always catches me off guard on the first lap.

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The stock setup handled tons of unforgiving bike park laps over the summer without flinching. I even ended up overforking it by 10mm for some extra rowdy laps in the park, which was nice for lift-assisted riding, but the slacker 63-degree head tube angle was not as delightful when I needed to pedal uphill. Aside from the fork, I have also been testing several wheels and other components on the Spectral AL 6. I recently installed a Shimano Deore 12-speed Di2 kit and swapped wheels to some Roval Traverse HD wheels.

While upgrading to carbon wheels is generally seen as an improvement, I would say the Spectral AL 6 does better with alloy wheels, or at least alloy in the rear. I say this because the rear end is not stiff. There is a lot of flex and noticeable twist under load, especially when cornering hard or pinging through tech, and the carbon wheels definitely highlight just how much the rear of the bike wants to move around. This was pretty surprising considering how short the rear center is, but since the suspension is also really supple, the extra flex actually adds to that soft feeling, making for some pretty unique and poppy characteristics.

Geometry

That leads me to the geometry portion of this review, and it’s the first big thing to consider if you’re looking at one of these bikes. Before I received the bike, I requested the XL. I’m 6’2”, and that's what I normally ride. Most XL frames will have a reach somewhere in the 500mm range, and since I hadn’t seen the geometry chart, I assumed that would be the case. I was so wrong, but that's on me.

The reach on the size XL is a whopping 525mm, and with a rear center of 437mm, it feels quite unbalanced, albeit pretty damn playful and loose, which ended up being loads of fun in the bike park. The short rear end and super long front end result in a bike that feels way more rearward-biased, and since the rear center does not change across sizes, I have been wishing I had gone for a medium or a large frame.

The geometry isn’t terrible, and the font-rear-center ratios are just a bit off, if you ask me. The seat tube angle is 76.5 degrees, the head tube angle is 64 degrees, and it rides as such. It’s right in the sweet spot for a 140mm rear / 150mm front trail bike. There’s nothing that really stands out about the geo, aside from the obvious. 

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It’s not all bad, though. That long front and short rear means that the Spectral AL 6 likes - or LOVES - being on the bike wheel. It’s really, really playful on jumps, side-hits, and all the little manual-able rollers. The bike wants to be in the air or on one wheel, and it makes pulling for an extra-long triple or pumping rollers feel pretty natural. Despite having a longer reach, the bike doesn't feel like a boat.

Suspension and Ride Feel

The geometry aside, the suspension is quite active, which is a great thing for the pure descenders, but again, another penalty on the ascents. On most trail bikes, I never find the need to reach for the climb switch, but on the Spectral AL 6, I never forget to flip the climb switch on the shock as soon as the trail is even slightly uphill or flat. The 76.5 seat tube angle and short rear center, paired with very supple suspension kinematics, mean that you’re gonna be bobbing a ton under pedaling. This does calm down a bit in the higher gears thanks to the antisquat, but it’s not enough to eliminate the need for the climb switch.

Active suspension is a blessing and a curse depending on what terrain you ride, and while it was a penalty on the climbs, it makes for a pretty forgiving ride when you don’t need to be pedaling all the time, but it can be kind of tricky to get the front end to match the feeling of the rear, which furthers the feeling of imbalance. I ended up riding the shock at a higher pressure than I normally would, and the fork a little softer than normal, and maxed out with volume spacers to compensate.

Where the suspension really comes back to bite is on the flowier and flatter trails. With all that pedal bob, the bike feels like it wallows a bit in its travel, which makes it a little difficult to keep the speed and flow up. It would be nice to have a bit more compression tuning on the shock, but increasing air pressure seemed to balance things out enough to make the bike pedal better on flowier trails.

Final Thoughts

Overall, I expected to run into more component issues, and considering how hard I’ve pushed the Spectral AL 6, I’m happy to report that nothing has stood out as a problem area. It is an alloy bike, and they’re not known for being quiet. There are rattles, knocks, and some minor creaks, but it’s smooth sailing. Linkages feel smooth, and the alignment is still bang-on, even after a few huge ones in the bike park last year that sent me to the ER. The bike was unfazed.

The Canyon Spectral AL 6 is undeniably affordable, and what you get for just over $3K is impressive. It would be a great option for someone looking for a trail bike that doesn't require any out-of-the-box upgrades or extensive maintenance. It’s utilitarian and does a lot of things pretty well, but if you’re looking for a trail bike that is eager to climb back up the hill, the Spectral AL 6 isn’t that bike. But if you’re looking for a bike that wants to jump, drift, and jib, the Spectral AL 6 is that bike. 

Likes & Dislikes

The most noticeable aspect of this bike is how the geometry feels almost dated at this point, despite it being relatively new. The rear center is too short, and the reach numbers are too long across the size range, in my opinion. It would have been great to see the next tier up on the shock, so we have a little more LSC control over the very active suspension design, but the Float X Performance makes it easy enough to add that dial.

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I also found that the lower shock hardware was slightly too long, which caused a loose fit of the bolt and a small knock that drove me bonkers on the first few rides, but that’s also an easy fix if you’re mechanically inclined.

I also didn't love breaking my collarbone, but I don't blame the bike.

The Iron Horse Sunday is over 20 years old at this point, but you wouldn't guess that with how Greenland is riding it.

Greenland teamed up with HighLow and delivered this absolutely spectacular piece of cinema. From the music to the composition, it’s a complete package that really scratches the nostalgia itch. 

"Laurie and I both grew up in what a lot of people see as the golden era of downhill. From Sam Hill ripping grass turns to Adam Brayton and Eski Boy - the Iron Horse is seen as the symbolic icon of the era. With Laurie being in between contracts came the rare opportunity to put the Horse through its paces with a current top level WC racer.  

I don't think either of us planned to get as carried on this project away as we did. But it's not often you get to do something that feels as for the culture as this. 

Long live the Horse."

Sit back and enjoy a few minutes of absolute mountain bike cinema, and get ready for the 2026 UCI DH World Cup to get going.

"The Sleeper crew followed our riders across every World Cup stop in 2025. Footage that’s just a pleasure to watch and leaves you wanting one thing: for the 2026 season to kick off. Good news, it starts next week. Enjoy."

Cargo bibs have officially moved past the "trend" phase and into the "essential" category, at least for me. Being able to leave the skin-tight jersey at home while still having extra real estate for your phone and snacks is a game-changer. Ornot has been at the forefront of this shift for a while now, and for 2026, they’ve quietly refined their award-winning Cargo Bib Shorts into something even more dialed.

I’m already a HUGE fan of the Ornot Cargo Bib, and it’s honestly the only bib I can ride in these days. They might be on the more expensive side of the slider, but damn it if they aren’t worth every penny (22,800 pennies, or $228 USD).

The Details

• Fabric: 57% recycled polyamide / 43% elastane.
• Pockets: two thigh, two back
• Protection: 35 UPF sun protection.
• MSRP: $228 USD
• Origin: Made in Albania.
• Colors: Black, Plum, Slate, Blue
• Fit Tip: If you're between sizes, Ornot recommends sizing down for a more compressive fit to keep that chamois exactly where it belongs.

Storage That Works

The biggest update for 2026 is the pocket construction. Ornot moved to using the same durable fabric for the pockets as the bibs themselves, finished with a low-profile bonded hem. If you’ve ever had a pair of cargo bibs where the pockets felt like an afterthought, baggy, saggy, or prone to snaggy, you’ll appreciate the Ornot approach to pockets.

When empty, these pockets are nearly invisible. When loaded with a smartphone or a handful of gels, the All Day Compression fabric keeps everything stable against your leg. No bouncing, no shifting. You also get two rear pockets, perfect for a multi-tool, wallet for mid-ride snack breaks, effectively giving you the freedom to ditch the traditional three-pocket jersey in favor of a tech tee or a casual pullover.

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Comfort for the Long Haul

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• Redesigned Straps: The new wide, breathable straps feature subtle channeling. This reduces the surface area in contact with your skin, promoting airflow and preventing that swampy feeling under your jersey on mid-July climbs.
• Moderate Compression: These aren't "sausage casing" race bibs. They offer enough support to stabilize muscles and reduce fatigue, but they won't leave you gasping for air at the coffee stop.
• Eco-Conscious Build: The fabric is Oeko-Tex certified and made from 57% recycled polyamide, so you can feel a little better about the gear you’re wearing out into the wild.

A bib short is only as good as its chamois, and Ornot isn't messing with a winning formula here. They’ve kept the high-density endurance pad that riders have come to swear by, but paired it with increased stretch in the surrounding fabric. This allows the pad to stay glued to your body while the shorts move naturally with your pedal stroke - a crucial detail when you’re five hours into a big day and every millimeter of friction counts.

Six Years of Tweaking

It’s rare to see a brand stick with a silhouette for six years, but Ornot’s "steady testing" approach seems to be paying off. By focusing on incremental improvements - like dyed-to-match grippers that don't squeeze your thighs into submission and reflective detailing for that inevitable ride home in the dark, they’ve built a piece of kit that feels finished.

Whether you call them long-distance bibs, gravel bibs, or like me, "the best bibs on Planet Earth," the 2026 Cargo Bibs are a testament to the idea that the best gear is the stuff you forget you’re wearing.

Explore more Ornot at Ornotbike.com

That is just what they have done with the new Remote 160 CR. It’s now made of carbon fiber and is powered by the ever-beloved Bosch Performance Line SX motor and a 400Wh battery.

Details

• Travel: 160mm front / 160mm rear
• Motor: Bosch Performance Line SX
• Wheel Size: 29" or MX (MX only on size small)
• Geo:
  77º Seat tube angle
  445mm chainstays
  64º head tube angle
  25mm BB Drop (15mm with MX wheels)
• Weight: 45.9lb (20.8kg)
• MSRP: $7,899 USD ($10,999 CAD, €8,999 EUR)

Lightweight Power

The Bosch Performance Line SX system isn't bulky or overpowering, like some of the absolute generators we see on the latest crop of full-power bikes, which make you feel like a passenger. Instead, it’s a lightweight platform designed for responsiveness and efficiency while still giving the feeling of riding a bike. At just 20.8kg (45.9lb) for a complete build, the Remote 160 CR looks set to be a real leap into the modern era for Kona as an eMTB platform.

Sure, the Bosch SX might not be the most nuclear option, but that’s not what this is about. The new Kona Remote 160 CR is a bike first, with assist coming second. Kona wanted to make an eMTB that wouldn't be all about the power numbers, but rather about the freedom and versatility that power unlocks.

This is something that I really appreciate in 2026, and it’s nice to see that they aren’t getting lost in the fog of chasing endless power and torque, but are more interested in making a bike that rides great, and happens to have a little bit of juice so that you can ride it long.

Geometry

Kona fans will be stoked to hear that this bike is designed to ride like a carbon Process 153, just with an "engine that kicks like a mechanical horse". The geometry is intentional; it’s 0.5 degrees slacker than the previous Remote 160 DL, with chainstays lengthened by 5mm to add stability when things get steep. All pragmatic changes that don’t mess too much with the already delightful formula they had going.

Traction is the name of the game here. By positioning the battery as low as possible, Kona has kept the center of gravity planted, which helps the bike grip hard on climbs and stay composed on the way down. Kind of the best of both worlds here.

And yes, it’s got flip-chip for full 29” or MX wheels. While Small frames ship as a dedicated MX (29"/27.5") setup, and MD-XL come as full 29ers, the flip chip lets you run whatever wheel configuration you want, when you want.

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Build Kit and Pricing

The spec sheet doesn't cut corners here, and the Remote 160 CR comes in just one build option, with a parts list that was obviously picked by people who ride bikes, not just to hit the bottom line. Considering the build kit, the price is competitive.

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Kona is offering the Remote 160 CR as a complete bike only, no framesets, to ensure it "rides like it’s supposed to, every single time". In terms of the parts spec, you're looking at $7,899 USD ($10,999 CAD, €8,999 EUR) for the complete package, which includes Shimano Deore Di2 electronic shifting, the latest SRAM Maven Base Brakes, and the new RockShox Lyrik and Super Deluxe, and Schwalbe Radial tires. That warrants a chef's kiss if you ask me.

The bike is rounded out with the new Bosch Kiox 400C display, a 2-inch color screen. Through the Bosch Flow app, you can customize support levels, torque, and even rearrange the metrics you see on your screen.

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Learn More at Konaworld.com

DarkFest is celebrating 10 years of big air and freeride progression, and the official highlights are now available for your viewing pleasure.

Situated at Vuurberg Farm near Stellenbosch in South Africa, the event has developed over a decade from a dream into the leading showcase for freeride progression. This year, the riders tore it apart and created some of the biggest and gnarliest features we've ever seen. Sam Reynolds, the co-founder and key innovator behind the event, described the progress during this anniversary as “insane,” highlighting the riders' mastery of new massive features such as the ‘Rocket’ and the ‘Falcon Heavy’.

Brands like Trickstuff, HEL MTB, Intend, and 612 make some incredibly bespoke brake sets for those who want the "bling factor" paired with the reliability of modern mountain bike brakes. These offerings are exotic, hard to come by, and have an almost mystical quality. You don’t see them on the trail all that much, and when you do, they are certainly eye-catching.

612 Parts has just released the Die Bremse RS (meaning "The Brake" in German for English speakers), a radial-style brake that carries over the distinctive industrial style seen on Die Bremse brakes. This new offering is lighter and more compact but fully compatible with 2- or 4-piston calipers, and aesthetically, these brakes whisper to my appreciation for brutalist architecture.

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Felix at 612 Parts started as a self-described "average mountain biker" with a background in engineering and a lack of patience for the status quo. After a successful first run of his original axial brakes, he’s back with the second generation: Die Bremse RS (Radial Style). If you like your mountain bike components to look like they were carved out of a single block of Swiss excellence (because they were), you’ll want to pay attention to what 612 is up to.

Form and Function

The original Die Bremse was already a boutique darling. CNC’d in Switzerland and Germany, hand-assembled, and featuring massive stainless steel pistons. The new RS (Radial Style) takes that foundation and pivots (literally) to a radial lever layout.

But it’s the clever, rider-focused "tinkering" that makes this stand out, even amongst other bespoke brakes.

Key Highlights: The RS Evolution

• The "Travel-Ready" Clamp: In a stroke of genius, the bar clamp stays on your bars while the actual lever assembly can be removed. If you’re packing a bike box or bleeding them, you can remove the lever without losing your exact ergonomic position. Bolt it back on, and it’s right where you left it.
• Headset Routing Friendly: Whether we like it or not, cables through the headset are here to stay. The RS lever body is so slim that it can actually fit through an IS 52 headset bearing. That’s a massive win for the headset-routed crowd and the mechanics who have to suffer for them.
• Modular Everything: The RS levers are cross-compatible with 612’s two-piston and four-piston calipers.
• Weight & Aesthetics: A complete set (radial lever and two-piston calipers) weighs 393g. It’s light, but with 7075 aluminum and carbon lids on the levers, it doesn’t look fragile.

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Details

We live in an era of "big brake" dominance, but there is something inherently satisfying about a self-funded operation producing world-class tech. There are no corporate spec sheets dictating compromises here.

The result is a brakeset that features ball-bearing-equipped lever blades, reusable threaded hose hardware (goodbye, one-time-use olives), and a "space-age" finish that makes your current setup look like a high school shop project.

Die Bremse RS is slated for release in early May. If you’re looking to upgrade your stopping power with a side of boutique craftsmanship, keep your eyes on the Swiss border.

Learn More at 612-parts.com

Max and Till Alran, 18-year-old twin brothers from southern France, are nothing short of inspiring to watch ride, and in recent years, they have been making an impact in the mountain biking world. As they head into their first year as Elites, all eyes are on these two. They have rapidly become the top dogs in the junior downhill circuit, and Sleeper Co. has cooked with this latest project, showcasing their journey and the special bond between siblings as they push the limits of what bicycles can do.

If you follow UCI DH, you know what's going on, but if you aren't up to speed, I'll break it down. The Alran brothers, Asa Vemette, and Oli Clark are all dominating and absurdly fun to watch, and all of them are moving up from the Junior category to the Elites in 2026. With the Alran Twins, Asa Vermette, Tyler Waite, and Oli Clark all making the 2025 Junior DH World Cup almost more exciting to watch than the Elites, we cannot wait to see what happens this year as some of the most exciting athletes in our sport move into the upper ranks.

In the meantime, kick back and enjoy the show. I have no notes.

Music: 10/10
Cinematography: 10/10
Storytelling: 10/10

SRAM has spent the last decade dominating the wide-range mountain bike drivetrain market with Eagle. But let’s be honest, the "groupset soup" of XX1, X01, GX, NX, and SX has started to get a bit crowded, and now that Transmission drivetrains are here, the soup is now even more muddled. SRAM is finally cleaning house, consolidating that long list into a simplified, three-tier collection called the Eagle S-Series.

The S-Series is designed to make the choice easier for anyone looking to upgrade or rejuvenate their current rig, regardless of UDH compatibility or cable routing options. Here is the breakdown of how SRAM is rewriting its recipe.

The Hierarchy: S100, S200, and S500

SRAM’s "cheat sheet" reveals they are replacing the old nomenclature with a numerical hierarchy that is MUCH easier to understand for the average rider.

• Eagle S500: Replaces all the AXS component lines.
• Eagle S200: The new home for high-performance mechanical shifting (formerly GX and X01, and XX1 mechanical).
• Eagle S100: The entry point, consolidating NX and SX components into a focus on durability and value.

Eagle S500: The Flagship Wireless

If you want the best of the best, S500 is the move. It is built for riders who demand premium materials—think carbon crank arms and exclusive finishes like Gold or Rainbow.

Derailleur: $390 USD
Cassette: $545 USD (or $220 USD for the XG-1275 cassette)
Chain: $100 USD
Cranks: $365 USD

• AXS Ecosystem: It pairs with any AXS controller, including drop-bar shifters for gravel builds.
• Safety Features: The derailleur includes an Overload Clutch that disengages the motor gearbox upon impact, allowing it to move and then instantly return to its position.
• Range: It features a massive 520% range when paired with the 10-52T XG-1299 cassette.
• Upgrade Kit: Includes Pod, Derailleur, and charger for $599 USD

Eagle S200: The Mechanical Workhorse

For those of us who still prefer the tactile feel of a cable, the S200 is "the rider’s choice". It’s a distilled collection of Eagle’s best mechanical components.

Derailleur: $135 USD
Shifter: $40 USD
Cranks: $80-$220 USD
Cassette: $220
Chain: $40 USD

• Reliability: It utilizes a Type 3 cage damper for quiet descending and rock-solid chain retention.
• Crank Options: The aluminum S200 cranks come in lengths from 175mm down to 155mm, proving SRAM is finally listening to the "shorter is better" crank movement.
• Backward Compatibility: It is designed to play nice with both 10-50T and 10-52T Eagle cassettes.

Eagle S100: Robust Entry Point

The S100 isn't just "budget", it’s built to be tough, specifically for high-torque E-MTB use and those who don’t want to upgrade a freehub body. This is definitely targeted more towards OEM, and I expect we’ll see this on plenty of “entry-level” bikes. 

Derailleur: $70 USD
Shifter: $30 USD
Cranks: $50-$70 USD
Cassette: $85
Chain: $40 USD

• The "Half Mount" Innovation: The big news here is the UDH Half Mount derailleur. It integrates with the UDH bolt for extra security against side impacts. Note that, unlike the "Full Mount" Transmission, this still uses a derailleur hanger and standard adjustment screws.
• Value-Focused: It uses a splined driver body for widespread wheel compatibility and features replaceable E-MTB "speed limit" gears (11-15T) on the cassette to extend drivetrain life.

Explore More at SRAM.com

The new Demo 11 has been raced under the Specialized Gravity Team as a prototype for a while now, so we've had a pretty good look at all the iterations. But what we haven't seen is what's going on underneath the shrouds and sleeves. That is, until today, as Specialized announced the all-new Demo 11.

Specialized is introducing the next era of its Demo. A name that has been a pillar in downhill racing forever. The Demo has seen countless podiums and is a go-to for privateers. The 11th installment of the Demo gets a makeover with a slacker head tube angle, proportionate rear centers, and some really interesting stuff going on towards the bottom bracket that seems like a pragmatic evolution of all the wacky gearboxes we saw in the early oughts with Cannondale Volvo, Honda, Brodie, GT, and many more.

Demo 11 Details

• Frame: FACT 11m Carbon
• Suspension:
  OBB Linkage, 24% Progression
  HighGear Jackshaft System
  +30mm bottom bracket clearance over the previous model
• Mixed wheels only
• Geo: 62.5 Head tube angle, and proportional front/rear centers
• Sizes: S3, S4, S5
• Price: $11,000 (Complete) / $6,500 (Frameset)

HighGear

Specialized is calling this new system “HighGear”, and it's the culmination of Specialized and SRAM teaming up to create a patent-pending system that works alongside the OBB linkage to make for a more consistent axle path and address the effects of drivetrain interference with the suspension travel. A compact chainring drives a jackshaft, which then transfers power to a final-drive ring positioned higher in the frame. It’s kind of like a high pivot with an idler, but in the mechanically impressive way that Specialized wanted to make it happen.

Why does this matter? Two reasons:

1. Clearance: You get 30mm more ground clearance than the previous Demo. That’s the difference between clearing a stump and an "over-the-bars" special.
2. Suspension Independence: Because the final drive ring is precisely located, chain forces are decoupled from the suspension. In plain English: zero pedal kickback. You can smash through square-edge hits and the suspension stays fully active, regardless of whether you're pedaling or coasting.

The OBB Linkage: Pull to Push

The Demo 11 debuts the OBB (Over Bottom Bracket) suspension system. This system, working with the HighGear, means that the Demo 11 has a pretty extreme axle path that pushes the rear axle almost 15mm back over the 200mm of travel before returning to center near the bottom of the stroke.

Specialized uses a wagon analogy here: it’s easier to keep a wagon straight by pulling the handle than by pushing it from behind. This "self-aligning" chassis is designed to keep the rear wheel tracking straight under extreme lateral loads. This combats the feeling of the rear end "walking" out from under you in a high-speed chatter turn; this is the supposed cure.

The leverage curve sits at a 24% progression, which is the sweet spot for that "bottomless" feel without losing the mid-stroke support needed to pump for speed.

View the 2 images of this gallery on the original article

Geometry

Specialized knows that a bike meant for the World Cup needs to be a chameleon. The FACT 11m carbon frame features an adjustable front center, allowing riders to adjust their reach by ±6mm via the headset cups. The Demo 11 also has size-specific rear centers across the three frame sizes. S3, S4, and S5 frames all have unique chainstay lengths (435mm to 455mm) to ensure consistent weight balance, whether you're 5'8" or 6'4". Adjustable BB has a 7mm flip-chip that lets you choose between a low (348mm) and high setting (355mm) depending on what you want.

Pricing

A Race Bike at Race Bike Prices

The Demo 11 is a pure-bred racehorse, which makes sense since it was developed in conjunction with the Specialized Gravity Team, and it carries a price tag to match. The S-Works Demo 11 complete build will set you back $11,000 USD, while the frameset (for those who already have a preferred build kit) lands at $6,500.

Is it overkill for your local bike park? Probably. But for the rider looking to shave tenths off a race clock - or the gear nerd who wants the most advanced suspension kinematics currently available to the public. The Demo 11 is a race bike, and we likely won't be seeing it drop in at Rampage or show up at DarkFest.

Forbidden waited for the right time to drop its line of Druid eMTBs, and with the Dreadnaught E, they waited even longer. They waited for a motor that matched the energy of the Dreadnought. Enter the Forbidden Dreadnought E, featuring the disruptive Avinox M2 and M2S drive system.

The Quick Hits

• Platform: High-pivot "Trifecta" suspension.
• Travel: 180mm front / 170mm rear.
• Motor / Battery: Avinox M2S or Avinox M2 | 600Wh or 800Wh
• Wheels: Mullet (29” F / 27.5” R)
• Rearcenter: 434mm - 478mm
• Reach: 425mm-481mm
• MSRP: Starting at $7,699 USD

View the 3 images of this gallery on the original article

High-Pivot Heritage, Made Better

If you know Forbidden, you know the deal. It’s a bike that wants to erase square-edged hits from existence. By using their "Trifecta" high-pivot suspension layout, Forbidden gives the Dreadnought E a rearward axle path that lets the bike move with the impact rather than hang up on it.

On an e-bike, where the extra weight of the motor and battery usually helps with Newton’s Second Law of Motion, adding a high pivot is like putting a cheat code on top of basic physics. With 170mm of rear wheel travel and a 180mm fork, an MX wheel setup, and actually proportional geometry throughout the sizes.

Geometry

Forbidden hasn’t strayed far from the geometry that made the analog Dreadnought a cult favorite. The head angle is set to a relaxed 63 degrees. But the standout feature is their "One Ride" geometry: the chainstays grow proportionally longer as the reach and stack increase. This ensures that whether you’re 5’5” or 6’4”, the weight distribution remains balanced. On an e-bike, where the center of gravity is everything, this is a massive win for ride quality and balance.

An eMTB with Directive

Forbidden has always been a "gravity-first" brand. There was a legitimate fear that an e-bike might dilute their identity. But by pairing the most aggressive suspension layout on the market with arguably the most powerful motor system currently available, they haven’t made a "compromise" bike. They’ve made a real gem.

The Dreadnought E looks like it’s designed to do one thing: get you to the top of the gnarliest descent as fast as humanly possible, and then let you descend without hesitation. It’s a formula that makes sense.

A full-power eMTB should be designed to go down the hill without compromise, because the motor is going to get you back up the hill, and when there’s as much as 1,500 watts of artificial influence at your disposal, the geometry doesn’t need to be as tailored for climbing.

For more info and build kits, visit Forbiddenbike.com

Watch "Whatever Dude" Below

“When two friends set out to film a big adventure, they find just what they were looking for and then some. Join good buds Graham "Aggy" Agassiz and Eric "Lornny" Lawrenuk as they explore a dreamy landscape and push the limits of big mountain freeriding.”

“If you know me well enough, “Whatever Dude” is something you’ve probably heard me say before. It’s sort of a reminder to not take things too seriously and to just have fun. Which was fitting for the title of this video because even though we were getting into some gnarlier stuff, we were still just having fun together as a crew and enjoying every moment along the way.”
– Graham "Aggy" Agassiz

Each item in the collection is designed in the “Aggy Black Noise” colorway, drawing inspiration from bleached black denim and tie-dye, and features Aggy’s own “Howler” logo.

The collection includes the Team Drafter Backpack 14L ($240 MSRP), Team Hot Laps Hip Pack 1L ($60 MSRP), Team Cross-X 2.0 Gloves ($46 MSRP), and the Aggy Long Sleeve Bike Jersey ($70 MSRP). 

“I’m very excited for this opportunity to release this new collection with Dakine. The main design concept was a black/ bleach acid wash look," said Agassiz about the inspiration behind the collection. "I wanted to incorporate some elements from my original Dakine collection, such as the Dakine font, the “whatever dude” skeleton shaka, and of course, my “howler” logo. I’m really happy with how everything turned out, and stoked to add the Drafter 14L and the Hot Laps 1L to the collection.”

Just kidding. Everyone has something to say about it, myself included, and rather than curse the changes, I'm excited, but this new wheel size is not just on the horizon anymore - it's right here.

The Ouroboros That Is the Bike Industry

If you were around when 29” or even 27.5" wheels started making noise in the bike industry, you’ve likely heard the same things being said about 32” wheels. They’re too big. No one is going to ride them. Frames won't accommodate them. They’re too flexible. It’s all been said before, and people died on the hill that 29” would never catch on. Now, here in 2026, 29” is still very much alive, and honestly, the standard on most bikes. In fact, it’s quite rare to see a bike with anything smaller than at least a 29” wheel in the front - although it still exists.

Why 32” Is Not as Scary as You Think

With all the new tech dropping at the Sea Otter Classic this week, it’s safe to say that 32” is the new 29” and, in turn, the new boogeyman that everyone is doubting the legitimacy of. Frankly, I’m tired of hearing the same things repeated over and over. It’s the same argument that we saw with the rise of 29” wheels. If we know anything about the bike industry and the comments section, opinions are often held as fact by the beholder. Wait. Isn’t that all I’m doing right now?

Sure, 32” wheels are bigger (duh), and things will need to change to accommodate them. But that is what the mountain bike industry is driven by. It’s all about change and progress, but it’s been proven that 32” is more than just a fad at this point. Many major brands are in, and that’s proof that these larger wheels are about to become a lot more common.

I’m all for it. I’m 6’2” and am keen to see how these bigger wheels ride. Sure, they are going to be different, but different can be good. I imagine super-boost will finally have a say in the conversation, and frame manufacturers are going to have their work cut out in trying to squeeze a bigger diameter wheel into frames that will fit the masses, but that is already being done, and was already done (with pretty great success) for 29” wheels.

On the other side of the coin, 32” wheels won't be for everyone. 29” sure wasn’t for everyone, and we still see bikes with 26” and even 24” wheels from time to time. It’s not about replacing what is already commonplace; it’s about more options that better suit a specific application or individual.

XC is a great place to start, and that's where we have already seen success with 32” wheels, and I’ll wager that we’re about to start seeing a lot more success with 32” wheels in other genres of the sport. Gravel bikes, trail bikes, and even enduro bikes will all be coming with 32” wheels. So get ready, or get your fists balled up and prepare to hunker down on your hill.

If you think that just because there’s a new standard, your bike will all of a sudden become obsolete is scary, but it’s also not true. If that were the case, then everything would have internal cable routing, and mechanical shifting would be a thing of the past. We still have external routing, and we still have some of the best mechanical shifting we’ve ever had, which proves that just because innovation happens in one direction, it doesn't mean innovation in another direction ceases.

Personally, I’m excited to see what happens in this ever-evolving industry that brings so much freedom to our lives. 

End of transmission. Thanks for listening to my opinion.

Beyond its impact on the longevity and sustainability of the bike industry, the U.S. Customs and Border Protection (CBP) says it will now accept IEEPA tariff refund requests starting April 20, 2026.

You can learn more about the ongoing battle against tariffs in the cycling industry on the PeopleForBike resource page, which outlines updates and the latest news.

A Major Reversal for E-Bikes

One of the big aspects of the ruling is the reversal of the August 2025 decision, which had placed e-bikes on the Section 232 steel tariff list. This reversal removes a major financial obstacle for what is the most rapidly growing sector of the cycling industry.

While complete bikes and frames are now safe, which is amazing news for manufacturers and small framebuilders, the industry isn't entirely out of the frying pan just yet, and certain component categories will remain subject to the tariffs.

The Power of Industry Advocacy

The policy win is being credited to a coordinated, "comprehensive" campaign that mobilized manufacturers, retailers, and riders across the country. The effort resulted in:

• Over 1,300 public comments were submitted in opposition to the proposed tariffs.
• Direct outreach to key decision-makers to explain the impact on American supply chains.
• Termination of the "derivative product inclusion process," with future authority now resting with the Secretary of Commerce and the U.S. Trade Representative.

"This is a clear example of what happens when our industry shows up together," said Jenn Dice, President and CEO of PeopleForBikes. "We're incredibly grateful to the manufacturers, suppliers, retailers, and riders who stepped up and made their voices heard".

Tariff Refund Requests

On April 10, U.S. Customs and Border Protection (CBP) announced it will begin accepting IEEPA tariff refund requests through a new automated process starting April 20, 2026. The Consolidated Administration and Processing of Entries (CAPE) within the Automated Commercial Environment (ACE) is meant to streamline the submission and processing of valid IEEPA refund requests. 

Importers can expect valid IEEPA refunds to be issued within 60–90 days following acceptance of a CAPE declaration. The official announcement with relevant details for importers can be found here.

Why This Matters for You

For the average rider, this decision is a win for the wallet. By avoiding these heavy duties, the industry should see several benefits. From keeping the cost of new bikes and e-bikes from skyrocketing. It will also help support employment across the manufacturing, distribution, and retail sectors.

Beyond the economics, the decision reinforces the growing recognition among policymakers that bicycles are more than just essential tools for transportation, recreation, and economic prosperity.

Learn more at PeopleForBikes.com

View the 2 images of this gallery on the original article

While its bigger sibling, Snow Summit, is still TBD on its opening date, Snow Valley is ready to party. And by party, I mean $25 lift tickets for adults and a live DJ on the sun deck. Honestly, in an era when twenty bucks doesn’t get you very far, twenty-five for a day of gravity-fed laps is basically a gift, and you’re basically losing money if you don’t go.

Operation Hours and Open Trails

Don’t expect a 7-day-a-week operation just yet, though. Snow Valley is sticking to its “select dates” schedule, operating Saturdays and Sundays from 9 AM to 4 PM, with Friday twilight sessions starting later in May. As of now, all trails except for Jumpline will be ridable on opening day, with various berms, jumps, and obstacles to session; subject to change at any time. Respect the trail closures, don’t be a dork.

Check the Snow Valley Bike Park Schedule Here

The trail crew has been putting in the hours to ensure the berms are packed, and the dust is... well, it’s SoCal, so expect the expected trail conditions. But it’s certainly better than nothing, and all the hard work to get the trails in order is nothing short of admirable. Make sure to give props to the trail crews out there if you see them.

So, if you’re in the area and fiending for park laps, finish that brake bleed, double-check your tires, and head up the 18.

Inverted forks aren't anything new, but they are having a moment in the industry right now. They sure look cool, and they promise a level of small-bump sensitivity that traditional forks don’t normally offer. But for most of us, the options available are, well… Expensive, potentially flexible, and seem like an added hassle due to the need for a 20mm axle, or increased service intervals.

Cane Creek is looking to change that narrative. Following the success of their gravel-oriented Invert, the Fletcher, North Carolina crew just dropped the Invert Enduro. It’s a big, burly, inverted fork that aims to bring that "moto-smooth" feeling to the masses without the usual boutique tax.

View the 2 images of this gallery on the original article

Details

Cane Creek isn't messing around with the chassis here. The Invert Enduro is built to handle the "weight, power, and speed" of modern e-bikes and the most demanding riders.

Why Inverted?

For dirt bikes, you know why inverted forks win. They’ve been the only option for decades, and for good reason. By putting the heavy, stiff uppers at the crown and the lighter stanchions at the axle, you reduce unsprung weight. More importantly, the bushings stay bathed in oil, and the fork resists the fore/aft "binding" that happens when you're hard on the brakes. Cane Creek boils it down to two things: Smoothness and Traction. By letting the front wheel "swim" through chatter rather than skipping over it, you get a front end that feels calm and composed, with a light breakaway that feels balanced with the rear suspension. 

View the 2 images of this gallery on the original article

Addressing the Flex with SquareLoc

The biggest knock on single-crown inverted forks has always been torsional flex - a vague feeling of the lower stanchions twisting because they aren’t braced with a crown arch. Cane Creek is tackling this with what they call a SquareLoc Axle System. 

The axle actually keys into the dropouts and is locked down with four pinch bolts. It’s a literal mechanical lock that prevents the legs from twisting independently, and on paper, that seems to solve the issue.

View the 2 images of this gallery on the original article

Another aspect of the SquareLoc Axle is its compatibility with a 15mm axle, which means you won't need a new front wheel with a 20mm axle or an end cap swap if your wheel supports it.

• The 15mm Option: Ships stock to keep things plug-and-play with your current wheels.
• The 20mm Upgrade: If you’re a big human or smashing laps on a full-power e-MTB, you can swap to a 20mm axle that boosts torsional stiffness by a staggering 42% over the competition.

SideSwipe Guards

Standard moto guards face forward to block roost from the rider in front of you. But that isn’t really a concern for mountain biking, and stanchions are damaged by crashes, rock strikes, or shuttle rub.

Cane Creek looked at the damage on hundreds of used forks and realized the damage happens on the sides - clipping rocks, transport rub, and low-side slides. The SideSwipe guards are offset to protect where the danger actually is, keeping those 38mm stanchions buttery smooth.

Simplified Setup

If you’ve ever struggled with manual positive/negative air chamber equalization on older Helm forks, you can breathe a sigh of relief. The Invert Enduro moves to a self-equalizing air spring. It’s more sensitive, easier to set up, and features Cane Creek’s signature onboard volume adjustment - meaning you can tune your ramp-up without ever opening the fork or digging through the bins for plastic tokens.

They’ve even etched sag marks directly onto the guards. No more fumbling with a tape measure; just set it up and ride.

View the 2 images of this gallery on the original article

The Bottom Line

At $1,599, the Invert Enduro isn't "budget," but it's nearly 30% less than some European boutique inverted options or the Fox Podium. Because Cane Creek handles its machining and assembly in-house in North Carolina, it can keep prices attainable while still offering a high-performance choice for riders looking to try the latest craze in the industry.

If you’ve been curious about the moto-inspired front end but didn't want to deal with the flex or the $2,500 price tag, the Invert Enduro might be the most exciting thing to happen to your front end this year. I know I’m seriously excited about it.

Availability: Pre-orders are open now with a $100 deposit (which gets you $100 off the final price). Expect to see these shipping out to trails this Summer 2026.

Head to Canecreek.com to get in line

The announcement of the Geomax MB34 and MB53 represents a full-circle moment for a brand that literally invented the pneumatic bicycle tire back in 1887 - these aren't tricycle tires, though. This isn’t a heritage play; it’s a performance-driven move into a market that makes sense. Dunlop is leaning hard into its motocross DNA, using the same "terrain engagement" philosophy that keeps much heavier, more demanding bikes upright.

Dunlop MTB Tire Range

• Geomax M34 DH
• Geomax M34 Enduro
• Geomax M54 DH
• Geomax M54 Enduro

MB34 & MB53 Tires

View the 2 images of this gallery on the original article

The lineup is split into two distinct flavors. First, there’s the MB34. It’s designed for maximum ground penetration and braking stability. If the MB34 performs anything like its motorized cousins, it should be a tire that hooks up without hesitation.

The MB53 is the fast and loose sibling - designed for efficiency, rolling speed, and what Dunlop calls "controlled drift characteristics." In mountain bike speak, that means it’s your go-to for high-speed enduro stages or trail laps where you want to carry momentum. It rolls fast but stays pinned.

Dunlop MTB Tire Details

The enduro tires use a 1x60 TPI casing and a slightly harder rubber compound, while the DH tires use a 2x60 TPI casing and slightly softer rubber compounds. Both tires will come in 29x2.4, 29x2.6, 27.5x2.4, and 27.5x2.6. The enduro tires will use a more supple sidewall construction (EN Advanced Apex), whereas the DH tires use a DH Advanced Apex design for more sidewall support and durability. 

What’s really interesting here is the tech. Dunlop is bringing over their Progressive Cornering Block Technology (PCBT). If you look closely at the knobs, they’ve got a "tire within a tire" design that allows the block to flex and bite in ways a standard square lug can't. Add in position-specific front and rear designs and dedicated Enduro and DH casings, and it’s clear Dunlop isn’t just slapping a logo on a generic mold. They’ve done the homework.

Can Dunlop disrupt the Maxxis-and-Schwalbe-dominated ecosystem? It’s a tall order. The mountain bike world is notoriously fickle, and "moto-inspired" doesn't always translate to the weight-sensitive, low-torque world of cycling. But Dunlop has more data on rubber compounds and knob deformation than almost anyone on the planet.

You can check these out in person if you're on the ground at the Sea Otter Classic. If the Geomax MTB range can capture even half the soul of their motocross tires, the rest of the tire industry might want to start looking over their shoulders.

Learn More at Bikedunlop.com

We’ve seen prototypes and these brakes in action under Loic Bruni and Finn Iles, but today, the wait is officially over. Brembo has unveiled the GR-PRO, a dedicated high-performance MTB braking system that aims to bring Moto-level consistency to the mountain bike world.

The GR-PRO is available only as a complete kit, which includes both front and rear brakes, mounting accessories, mineral oil, and two extra pairs of pads, but no discs. The GP-PRO will be available to consumer is July, but we don’t have the USD or CAD pricing, just the Euro price, which is looking like €800 for now. We’re told they will be available in North America come July, but we don’t have those prices just yet.

Overview

The GR-PRO looks exactly like what you’d expect from Brembo: industrial, purposeful, and expensive. These aren't your mass-produced, cast-aluminum stoppers. The calipers and master cylinders are CNC-machined from solid billet aluminum. While they certainly look the part, Brembo claims superior stiffness and heat management compared to casting, which is crucial when you’re competing at the highest level of the sport.

Inside the caliper are 4 18mm pistons, pushed by Brembo's own mineral oil. The lever features a 3-position lever adjustment, a reach adjustment, and a dead stroke adjustment, all independent of one another to further dial in the brake feel.

The GR-PRO is designed to work with 200-220mm rotors at the thicker end of the spectrum (2.3mm thick), and these new Brembo rotors are pretty standard in appearance, other than the angle of the arms at the rotor's center, but Brembo says this is how it’s done in Moto GP, so who are we to argue?  

The caliper itself is a four-piston design, but it’s the DNA inside that matters. Brembo is claiming that the GR-PRO utilizes technology directly inherited from their racing departments to ensure that the "bite point" remains consistent regardless of temperature - a holy grail for anyone who has ever dealt with "wandering bite point" issues on long descents.

Adjustments

One of the most interesting aspects of the GR-PRO is the lever assembly. Brembo has focused heavily on ergonomics and "leverage ratio." The lever features an adjustable reach and, more importantly, a design intended to provide a linear, yet customizable feeling.

The 3-position adjustment offers soft, medium, and hard settings that affect the lever's feel. The soft setting gives a longer pull with lighter force on the rotor, while the hard setting gives a quicker pull with a more abrupt braking engagement. The medium will be a nice middle-ground, we assume. 

View the 2 images of this gallery on the original article

In a world where some brakes feel like a light switch, and others offer a deep, progressive arc, Brembo claims the GR-PRO offers "unparalleled modulation." They want you to feel exactly how much pressure the pads apply to the rotor, enabling more traction control in loose, technical terrain. For riders who want to fine-tune the lever feel and get a brake that feels exactly how they want it, this could be the new benchmark.

The Competition

The GR-PRO is entering a crowded, highly competitive market. With the recent release of the SRAM Maven bringing "heavyweight" power to the masses, and boutique brands like Trickstuff, HEL, and Hope holding down the enthusiast corner, Brembo has its work cut out.

However, Brembo isn't just another component brand; they are a braking authority. If the GR-PRO can deliver the same "set it and forget it" reliability and massive power-to-weight ratio that their motorsport products are known for, they won't just be competing, they’ll be leading.

Initial Take

We haven’t bolted a set of these to a test bike just yet, but on paper, the Brembo GR-PRO looks like a serious contender for the "ultimate brake" title. They aren't going to be cheap, and they likely won't be on your local bike shop’s shelf next to the SLX bleed kits, but for the rider who demands the absolute best in Italian craftsmanship and downhill performance, the GR-PRO is the most exciting thing to happen to mountain bike brakes in years.

Do the brand's heritage and performance claims justify the price, and will these Gucci-looking be a common sight on bikes in the future, or is Brembo entering a saturated market with an unproven product? Only time will tell, but one thing is certain: we're all watching to see what happens.

Learn more at Brembo.com

The Sight VLT family from Norco has already made a positive impression on me, and despite the lower power figures of the Sight VLT TQ, it is likely one of my all-time favorite e-bikes. It proves that power isn't the only thing that matters when it comes to an eMTB, because at the end of the day, they're bikes, and they should ride like bikes. If the Sight VLT CX and TQ are any indication of how Norco approaches eMTB development, the Sight VLT Bosch A will hit the nail on the head, but at a really competitive price.

Overview

• Motor: Bosch PX | 90 Nm of torque / 700W of peak power
• Pricing: $4,799 - $6.599
• Travel: 160mm front | 150mm rear
• Head Tube Angle: A slack 64° for stability on the steep stuff.
• Seat Tube Angle: Size-specific, ranging from 77° to 78° to keep you in an efficient climbing position.
• Mixed Wheels: It runs a 29" front and 27.5" rear setup, prioritizing a nimble feel in the corners without sacrificing front-end rollover.
• Sizing: Norco is offering this in five numerical sizes (S1-S5), ensuring a precise fit across the board. They’ve also emphasized ease of maintenance with guided internal cable routing that allows derailleur cable swaps without dropping the battery.
• Available at Norcobicycle.com

Although the offered build kits and geometry are spot on, the most impressive aspect might just be the price point, with the Sight VLT Bosch A coming in well below $5,000 USD. Built on a proven all-mountain platform with 160/150mm of travel, mixed wheels, and well-considered build kits, this new offering is designed to make more laps, more frequently, and more affordably by pairing a durable aluminum frame with the heavy-hitting power of a Bosch drive system.

The Motor: Bosch Performance Line PX

At the heart of the Sight VLT Bosch A is obviously the Bosch Performance Line PX system. It’s not chasing unwieldy power and torque numbers, and it puts out 90 Nm of torque and 700W of peak power. That’s 400% pedal assistance, and it will be more than enough to get you up tech climbs over and over again.

Feeding that motor is a 600Wh battery integrated into the downtube, and it’s also compatible with the PowerMore 250Wh Range Extender. Everything is managed through the Bosch eBike Flow App, which handles everything from personalized support modes to automatic software updates.

Geometry and Suspension

As is expected, the Sight VLT Bosch A utilizes Norco's Virtual Pivot Suspension (VPS) layout. Although this bike shares the same name as the other Sight VLT models, it’s more than just the same bike with an alloy frame, a different drivetrain, and a much more attainable price point.

The geometry is slightly different, and noticeably, the Sight VLT A does not use an idler wheel to deliver the same 150mm of rear wheel travel. The reach numbers across the size range are also slightly different from those of the Sight VLT CX, and, on average, they are about 10mm shorter, while the stack is slightly shorter than the VLT CX. The rear center stays mostly the same, but it is also slightly longer on the Sight VLT A compared to the VLT CX. 

It’s a Horst-link-based design that aims to be responsive under power while maintaining traction when the trail gets chunky. You get 160mm of travel up front and 150mm in the rear, which Norco claims is the "perfect balance of playful and confident".

Build Kits and Pricing

Sight VLT A1
$6,599

Sight VLT A2
$5,699

Sight VLT A3
$4,799

Final Take

Between the Ride Aligned™ Setup Guide to help you dial in your suspension and the No Other Way Limited Lifetime Warranty, Norco is clearly aiming for a "set it and forget it" ownership experience. It’s a workhorse eMTB that doesn’t demand a huge budget to get top-tier motor performance. In fact, this might be one of the best deals in eMTB right now. Even the lowest-tier build is an impressive offering of value.

It’s refreshing to see Norco bring the price of entry so low without major compromises in component spec or performance, and, as with the Sight VLT TQ, it's a statement that more power isn’t always the answer. There are only so many watts that are actually usable, and keeping things realistic is more important than chasing the chaos of unlimited power. 

I wasn’t alone in confusion surrounding the Levo R, and Specialized clearly got the memo. Today, they’re beefing up the Levo 4 with more travel. Meet the Levo 4 EVO, the heavy-hitting sibling in a newly restructured Levo family. While the Levo R is for a demographic I have yet to encounter, and the standard Levo 4 is the daily driver, the EVO is the big dog built to laugh at a chairlift or shuttle.

With the Levo EVO, we now see a nice little family of Levo bikes. Mama bear, papa bear, and baby bear. I’ll let you decide which is which.

The Levo Family Grows

Specialized is leaning hard into its "SuperNatural" DNA, but they've split the lineage into three distinct objectives or use cases. Personally, after a number of miles on the new Levo R, I see the intention behind the Levo 4 and Levo 4 Evo much clearer than that of the Levo R, which continues to confuse me.

View the 3 images of this gallery on the original article

Available at Specialized.com

No Genie in a Bottle

The most interesting thing about the EVO isn't just the extra travel, it’s the intent. This isn't a trail bike with a longer shock; it’s a gravity chassis that Specialized says is designed to stay "calm when the terrain turns violent." We’re talking about 180mm of travel up front and 170mm out back via a new link and a RockShox Vivid Air.

The kinematics have been retuned specifically to hold their shape under high-speed compressions. If you’ve ever felt an e-bike wallow or "buck" through a square-edge hit because of the extra motor weight, the EVO is addressing this with Specialized Ride Dynamics-tuned kinematics built specifically for this new chassis. It’s planted, predictable, and all without the Genie shock.

Despite the Genie being pretty amazing on the Levo R, Levo 4, and Stumpjumper 15 and 15 Evo, Specialized has decided to tune the suspension kinematics rather than the shock to achieve the desired ride feel. You won't find the Float X Genie on any of the new Levo EVO build options, and each build gets a Rockshox Zeb and Rockshox Vivid Air.

The Motor

The heart of the beast is the 3.1 system. With 105 Nm of torque and 810 watts of peak power. But the numbers aren't the main part of it's the delivery. Specialized developed a really smooth system here. Every time I pedal a Levo these days, I’m aware of how intuitive and natural feeling the 3.1 and S-Works motors are. Plus, they sound a lot like an F1 car when you’re thumbing through the gears on a climb.

• CoreCoat: A fancy way of saying they encapsulated the motor windings to dump heat and kill noise.
• HardDrive Gears: Full-metal gears with a specialized coating to ensure the bike doesn't sound like a blender after a season of mud.
• The Battery Swap: They’re calling the downtube the "Wattage Cottage." It features a modular hatch that lets you swap between the stock 840Wh battery (for epic days) and a lighter 600Wh unit (for when you want the bike to feel more "flickable").

Levo EVO Geometry

In typical Specialized fashion, the geometry is highly adjustable. Out of the box, the S4 size sits at a 63-degree head tube angle, which is pretty slack, but you can go a degree slacker or steeper if you see the need. Chainstays are 447mm, but can be tucked up to the BB with the flip chip in short for a 435mm chainstay.

• Seat Tube Angle: 76° (Keeps you centered for the climb back up).
• Chainstays: 435mm (Mullet setup keeps it snappy in the corners).
• Adjustability: You can swap the headset cups to go +/- 1 degree and flip a chip at the chainstay to adjust the length by 11mm.

Turn the Levo 4 into the Levo EVO

Specialized isn't gatekeeping this tech. If you already own a standard Levo 4, you can buy the EVO shock extension as an aftermarket upgrade. Throw on a 230x62.5mm shock and a 180mm fork, and you’ve effectively converted your trail bike into an enduro specialist. That’s a massive win for riders who don't want to buy an entirely new bike.

Pricing and Builds

Levo 4 EVO Pro 

Levo 4 EVO Comp

Final Thoughts

The Levo 4 EVO is for the rider who looks at a bike park and thinks, "I don't need a lift ticket." It’s a specialized tool for big terrain that promises to stay composed when you’re definitely not. Like the Stumpjumper gets an Evo treatment, it's nice to see that come to the Levo space, and I could see this being a solid option for those who are already eyeing a Levo 4, overforking it, and picking up a Cascade link, but don't want to mess around with warranty loopholes.

The current crop of Levo's aren't light, and even the Levo R is a pretty hefty number, but the surprising thing is that they don't "feel" heavy when you get them on trail. That being said, I'll put money on this trend continuing with the Levo EVO, and if you live somewhere where the trails are steep and demanding, this is a spectacular option if you don't want to rely on always having a shuttle or your own power to winch yourself up the hill for laps.

For over 20 years, Aaron Stinner and his team in Santa Barbara have been a staple of the American handcrafted scene, turning out precision steel and titanium road, gravel, and hardtail frames. But there was always a missing link in the lineup for those of us who would love a full-suspension option with the USA-made badge. At MADE 2025, Stinner teased the Romero, an answer to the demands, although it was just a prototype and had been completed just 24 hours before anyone laid eyes on it.

The prototyping stage is done, and the wait is officially over. Today, Stinner Frameworks announced the Romero, the brand’s first-ever full-suspension mountain bike. Named after the iconic Romero Canyon trail, this isn't a catalog bike with a fancy badge; it is a meticulously engineered, American-made hybrid of steel and aluminum designed to handle everything from marathon trail days to aggressive enduro lines.

Capitalizing on the unmatched ride quality of steel, paired with the stiffness and reliability of alloy, the Romero uses a steel front triangle and 6061 alloy rear triangle to incorporate the 3VO suspension platform.

Stinner Romero Details

• The Front Triangle: TIG-welded from Velospec air-hardened steel, providing the natural compliance and "liveliness" steel fans crave.
• 3D-Printed Tech: Stinner uses 316L 3D-printed steel inserts to reinforce the headtube area, allowing for precise control over geometry and wall thickness in high-stress zones.
• The Swingarm: Fabricated in-house from 6061 aluminum with 7075-T6 hardware. While steel rules the front for comfort, the aluminum rear ensures the lateral stiffness and torsional resistance needed for precise tracking in hard corners.
• The Romero Full Suspension is now available with the first complete bikes shipping the first week of June.
• Available at Stinnerframeworks.com

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3VO Suspension: Efficiency by Design

The Romero features Ministry Cycles' patented 3VO dual-link suspension, a highly advanced and rider-tested platform. Chris Currie developed 3VO starting in 2004, obtained the patent in 2010, and refined it over nearly two decades before offering it to select custom framebuilders, such as Stinner.

3VO centers on three performance pillars: anti-squat, anti-rise, and a progressive leverage curve. It aims for about 105% anti-squat based on real trail gear, helping Romero climb efficiently without rider input. Anti-rise at 100% at sag keeps rear suspension active under braking, maintaining stable geometry and traction through corners. The progressive leverage ratio (~3.1:1) ensures sensitivity at small-bump and bottom-out control when needed.

• Climbing Prowess: The system is tuned for approximately 105% anti-squat in real-world climbing gear, meaning the bike stays composed under power without the need for a lockout lever.
• Active Braking: Anti-rise is tuned to roughly 100% at sag, keeping the suspension active and the geometry stable even when you’re hard on the binders into a corner.
• Progression: A progressive leverage ratio (starting at 3.1:1) offers supple small-bump sensitivity while providing enough bottom-out resistance for the big hits.

Two Flavors: Romero MT and Romero LT

Stinner is launching the Romero in two purpose-built configurations to suit different riding styles. The Romero will be offered in medium and long travel options, aptly named MT and LT, respectively.

Romero MT (Medium Travel)

• Travel: 140mm rear / 150mm fork.
• Geometry: A progressive 65° head tube angle and a steep 78-79° effective seat tube angle for a powerful pedaling position.
• Sizing: Available in seven sizes, from XS to XXL.

The Romero MT is designed for riders who don’t need a full enduro bike, but still want a versatile platform. With 130 to 140mm of rear travel and a 150mm fork, it ranks high in the trail category.

The Romero MT is designed to make climbing rewarding and descending justified. Thanks to 3VO's anti-squat tuning, the rear stays stable and controlled under pedaling and consistent through technical rocky sections. When descending, 140mm of rear travel with a progressive leverage curve offers support and confidence, helping avoid the wallowy, bottom-heavy feeling common on longer-travel bikes. And the ability to swap out the shock and turn this into a 130mm travel bike is just another reason to justify it. Two bikes in one.

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Featuring a 65-degree head tube angle, the MT leans towards the progressive side of trail bikes. It's not designed for cautious riding but for those ready to commit. The reach varies across seven sizes from 420mm to 520mm, catering to diverse riders, while the effective seat tube angle stays steady at 78 to 79 degrees, ensuring you remain in a strong, forward-pedaling stance no matter your size.

Romero MT Geometry

Romero LT (Long Travel)

• Travel: 160mm rear / 170mm fork.
• Geometry: Slacker 64° head tube angle for high-speed stability.
• Versatility: Features interchangeable UDH-compatible dropouts that support 29-inch or 27.5-inch rear wheels (Mullet compatible).

With a 64-degree head tube angle, the LT features modern enduro geometry. With a reach measurement range from 460mm in size M to 520mm in XXL, fitting a wide variety of riders without losing the bike's fundamental character. The 73.4-degree seat tube angle maintains an effective pedaling angle between 77.8 and 78.6 degrees across all sizes, positioning you optimally over the bottom bracket, whether during sustained climbs or technical ascents. Although aggressive, 3VO's climbing efficiency ensures the LT isn't solely focused on downhill performance. The anti-squat tuning benefits those who work hard, while the steel front triangle offers lively responsiveness that keeps rides engaging from the first switchback to the final berm.

The UDH-compatible dropouts, available in 435mm and 445mm chainstay lengths, fit both 29-inch and 27.5-inch rear wheels. They allow LT riders to tailor their bike's handling: shorter chainstays enhance agility on tight trails, while longer ones boost stability during fast descents. The Mullet setup is fully supported, providing a lower bottom bracket and greater agility without compromising front-wheel rollover.

Romero LT Geometry

Tech Specs & Shared Features

Both models share a robust set of modern standards that keep things simple and easy to work on. They designed this bike to be a forever bike, no matter where you live. All the bearings are robust, the linkage is robust, and the standards are straightforward. A forever bike needs to check a lot of boxes, and one of those boxes is making the bike easy to live with.

View the 2 images of this gallery on the original article

• Bottom Bracket: T47 External (73mm shell).
• Drivetrain: 1x mechanical or electronic compatible with a 55mm chainline.
• Tire Clearance: Up to 2.6 inches.
• Mounts: Bottle mount inside the triangle plus an accessory mount under the top tube.
• Finish: Durable powder coat applied in-house.

Pricing, Availability, and Build Kits

True to Stinner’s "built-for-the-rider" model, these frames are handcrafted in Santa Barbara, not pulled from a warehouse shelf overseas. They are surprisingly affordable, with the framesets coming in at just under $3,000 USD without a shock. Considering that these are US-made and utilize the 3VO suspension platform, that's an impressive target. Complete builds will start at $6,200, and those completes are no-compromise, leaving little to be desired out of the box.

• Framesets: Starting at $2,999 (no shock).
• Complete Bikes: Starting at $6,200.
• Shipping: The first complete builds are scheduled to ship in the first week of June.

Stinner is proving that "handcrafted in America" can mean more than just steel hardtails, gravel, and road bikes. With the Romero, they’re bringing that same level of accountability and personalization to the full-suspension market.

Eagle 90 Build

XO Transmission Build

Wheelset Options

Suspension – Mid Travel

Suspension – Long Travel

*Please note: Based on component availability, specifications are subject to change.*

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.

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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.

Venture deep in the woods with Lukas Schäfer in Mufflon. A Mountain Bike short film shot over four seasons in Germany, demonstrating Sheeper's steadfast commitment to the craft of building and riding lines that most wouldn’t see at the surface level.

Schäfer doesn’t just have mastery of the bike; he masters the build. And he does it with style. MUFFLON, presented by Monster Energy, is a visual feast of German forest vibes. Packed with massive, hand-built wooden features, technical lines that demand absolute, and a mood that shifts from eerie winter silence to doom-backed wizardry thanks to Drug Cult.

Honestly, Doom Metal and mountain bikes go together like Chinese food and chocolate pudding. The technicality is mind-blowing, but it’s the raw, DIY spirit, it’s the work. The building and the sheer labor of love that gives the film its soul.

Ultimately, any edit has to pass one simple litmus test: does it make you want to grab your bike and go get lost in the woods? MUFFLON passes the test.

Grassroots mountain bike racing is the soul of our sport, but organizing those events can be a total logistical spiderweb and a financial gamble. Between insurance, timing chips, and bribing volunteers with enough pizza/beer to keep them from mutinying, the candle can feel like it's being melted from both ends. OneUp wants to help the candle last longer and burn brighter.

The Deal: Free Swag, Pure Profit

The concept is refreshingly simple, or as OneUp puts it, "no strings attached". Here is how the SYLBR program works:

• OneUp provides high-quality t-shirts to event organizers at no cost.
• Organizers sell the shirts—typically for around $40—and keep 100% of the funds generated.
• Proceeds go back to the trails, helping cover event costs or funding local riding associations.

It’s a turnkey fundraising model designed to help community organizers focus on the "community" part rather than the "how are we going to pay for this" part.

A Proven Track Record

This isn't just a marketing pipe dream. After a successful pilot season launched at the end of 2025, OneUp has already delivered over 300 shirts to organizers. These efforts have already raised thousands of dollars for local riding across Canada, the United States, Ireland, and Scotland.

From the NSMBA Fiver Series in North Vancouver to the 2026 Birdsboro Enduro in Pennsylvania, the partner list is already stacked with heavy hitters and local legends alike.

"Hosting community bike races isn't easy; it's expensive and time-consuming! OneUp's SYLBR T-shirt initiative gives our non-profit trail association a simple, impactful way to raise funds."
— Ian Lowe, Executive Director of SORCA.

Who Can Apply?

Don’t let the "Race" in the name scare you off if you aren't timing laps. OneUp is looking to add 20 new organizations to its roster for 2026, and it's keeping the gates wide open.

• All disciplines are eligible: Whether it’s a classic XC suffer-fest, a local enduro, or a kids' pump track session, if it's a community cycling event, you’re in the running.
• Global Reach: While they started close to home in BC, they are looking for partners worldwide.

If you’re an organizer tired of shaking the couch cushions for race funds, it’s time to get your community stoked. Applications are open now via the official SYLBR Application Form. Stop stressing the overhead and get back to the "Work Less, Ride More" mantra.

Does your local riding association have a signature event that needs a boost, or are you looking to start something new in your community?

Official SYLBR Application Form

The headline here isn't just a motor update; it’s the "One frame, three personalities" philosophy. By using a modular chassis - much like the Ripmo and Ripley - Ibis has created a single platform that adapts to three distinct travel classes: HD (Heavy Duty), TR (Trail), and S (Sport). 

Although Ibis recently "updated" the Oso in early 2025, we're now getting a full overhaul, and, with all the modularity, the bike now looks way more at home with the rest of the Ibis Cycles mountain bike roster. Gone are the massive swingarm and asymmetrical shock placement, and I don't think many will miss them, though they were unique.

The Modularity of it All

Ibis has moved away from the "one-size-fits-all" approach to travel. The Oso’s modular chassis allows riders to swap the shock, clevis, and fork to transform the bike between its three configurations. This is paired with a Modular Dropout System featuring bolt-on dropouts and brake mounts, letting you fine-tune chainstay length and wheel size.

The Three Personalities

• Oso HD (180mm Front / 165mm Rear): This is the gravity specialist, built for shuttle laps and big-mountain lines. It thrives on fast, technical descents and uses gravity-focused geometry to stay composed.

• Oso TR (160mm Front / 150mm Rear): The "do-everything" trail companion. It’s designed to be efficient for all-day missions while remaining lively enough for every lap.

• Oso S (140mm Front / 130mm Rear): Agile, responsive, and playful. This configuration is optimized for tight terrain and flowing singletrack where intuitive handling is king, but I'll admit, I'm confused by this category of full-power eMTB.

Bosch Gen 5 Power

Ibis chose the Bosch Performance Line CX (Gen 5) for its powerful, natural-feeling assist and refined torque delivery. To keep the weight low and the handling sharp, the bike comes standard with a 600Wh internal battery. I really appreciate seeing brands avoid the Avinox trap, because, if I'm honest, the latest trend is just too much, and as an industry, I think we're getting a little too lost in the sauce. The Bosch Performance CX is the right balance of sauce.

"A man can get lost in the sauce, but the same man can be lost without the sauce." -Gucci Mane

For those looking for big honkin' range, the frame is compatible with the 250Wh PowerMore range extender, which mounts via a dedicated bracket that doubles as a water bottle cage. This brings total capacity to a big ol' 850Wh for more laps. Just don't forget that the body also needs fuel.

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Geometry and Adjustability

• Mixed Wheel (Mullet): Small and Medium sizes ship with a 27.5-inch rear wheel for better maneuverability.
• Full 29er: XM, Large, and XL sizes utilize dual 29-inch wheels for maximum rollover and stability.
• Chainstay Lengths: The modular dropouts allow for lengths ranging from 440mm to 465mm, depending on the configuration and size. (29”: 455mm in regular, and 465mm in long | 27.5”: 440mm regular, and 455 in with the long dropout)

Recognizing that 80% of their riders are 5'5" to 6'0", Ibis introduced a fifth size: the "Extra-Medium" (XM). This size sits in the middle of a range that now ensures consistent handling and suspension kinematics from Small to XL.

Pricing and Availability

The new Oso is set to begin shipping in May 2026. Ibis is also backing this platform with a lifetime warranty on both the frame and bushings. The Oso HD and S come in a single build option featuring the SRAM Eagle 90 drivetrain, whereas the Oso TR gets both Eagle 90 and a wireless GX Transmission. Cool.

Ibis isn't just updating a bike here; they’re offering a long-term platform that can evolve with your riding style. Whether you're a weekend park warrior or a daily trail rider, the Oso finally offers a way to have all those bikes in one garage, although I don’t know anyone looking for a 140/130mm full-power eMTB. 

Learn more and explore the Oso at Ibiscycles.com

There is a specific kind of gear-induced irritability that only mountain bikers truly understand. It’s that slow-burn frustration when your helmet starts to feel hot or tight on a climb, or when your expensive sunglasses decide to rattle against the helmet on a long climb when you’re already overstimulated. We’ve all been there, fiddling with dials and straps when we should be focused on the trail.

Specialized’s design team seems to have had enough of the distractions. Today, Specialized has announced the Ambush 3, a helmet built around a singular, refreshing premise: the best helmet is the one you never think about.

Details

• Weight: ~380g (Size Medium).
• Safety: MIPS Air Node Pro & Virginia Tech 5-Star.
• Price: $250 USD
• BOA Fit System
• Available at Specialized.com

AirCage: Structural Magic

The headline story here isn't just "more vents", it’s how they managed to get them there. Typically, making a helmet breathe better means carving out more foam, which usually means compromising structural integrity. Specialized solved this by borrowing a page from race car design with their AirCage.

It’s an internal roll cage that handles the heavy lifting of impact distribution. By reinforcing the architecture from the inside, Specialized was able to open up massive "4D Cooling" ports that would make a lightweight XC lid jealous. We’re talking a widened "MouthPort" to suck in air during those slow, agonizing climbs, and deep internal channels designed to exhaust heat out the back before it can bake your brain.

Fit and Focus

Safety is, predictably, top-tier. The Ambush 3 carries a Virginia Tech 5-Star rating and utilizes the MIPS Air Node Pro system. This is the low-profile version of MIPS that’s integrated directly into the padding, doing away with the bulky plastic "slip planes" of yesteryear that used to snag on long hair or ponytails.

For the fit, they’ve tapped BOA to provide their FS1 system. It offers 360-degree tension, which should theoretically eliminate the "hot spots" that lead to the aforementioned mid-ride headaches. But in testing, especially with an action camera mounted on the peak, which always requires a bit of extra tension, the fit still feels excellent, though it’s certainly not perfect with the extra weight of an action camera. 

The "Quality of Life" Upgrades

Beyond the safety tech, the Ambush 3 is packed with the kind of features that suggest the designers actually spend time on a bike:

• Hidden Sunglass Storage: Finally, a place to stash your shades that doesn't feel like an afterthought.
• FIDLOCK Buckle: The gold standard for "I’m wearing gloves and just want to get this thing on."
• 4-Way Adjustable Visor: Because sometimes the sun is just in the wrong place.

First Ride Impressions

At $250, the Ambush 3 is firmly positioned in the premium trail category. It’s competing with heavy hitters, but the focus on comfort through better cooling and zero-distraction integration is a compelling pitch. If it really does "disappear" on your head during a 90-degree July climb, it’ll be worth every penny. We’ve already seen some REALLY warm early Spring days, and I can attest to how well the Ambush 3 vents. As a huge fan of the previous generation Ambush, I find this a marked improvement in both fit and form.

View the 2 images of this gallery on the original article

One thing that I’m really picky about is the action camera placement and glasses storage, and I’m happy to report that the Ambush 3 has clearly taken these things into consideration. The peak has a nifty little insert that locks it in place, preventing it from being adjusted under the added weight of a camera.

The sunglasses storage is also discreet but still easy to reach with one hand when stashing eyewear as sweat starts to drip - thankfully, that doesn’t happen quite as quickly since the thing is so dang breezy.

Radial MTB tires might be one of the most revolutionary things to hit the MTB world in the last few years, and today, Specialized Bicycles is joining the revolution with the Butcher and Eliminator Radial tires. But even Specialized says that these might not be ideal for every rider, and after testing all the major radial tires on the market, I have to agree, and I applaud the honesty. But let's look at why they chose to go radial, and why it might not be perfect for everyone.

Off the rip, absolutely love the Butcher and Eliminator tires, and I've ridden many, many pairs over the years, so when I heard they would be getting a construction tweak, I was excited, to say the least.

Why Radial?

Optimal tire pressure can be a high-stakes game of "How Low Can You Go?" Seeking the sweet spot of grip without the worry of ripping a tire off the rim or pinching a sidewall. It’s a delicate balance, or at least it was until radial tires hit the scene. Somehow, they offer more grip, less rolling resistance, and a more supple ride feel, all while using higher pressures. But they aren't perfect, and even Specialized says "Grid Gravity remains the choice for park senders who want maximum lateral support." Admitting that radial isn't the magic formula for every rider.

Yes, radials are more supple and offer noticeable benefits on most trails, but they don't offer quite as much lateral support or "snap" as traditional MTB tire casings. But they do find a balance between the compliance and stiffness that riders can appreciate.

The industry has spent decades telling us that compliance (grip) and stiffness (support) are two ends of a see-saw. If you want more of one, you lose the other. But Specialized, which actually started as a tire company 50 years ago, is claiming they’ve found a way to cheat the physics of the see-saw with their new Grid Gravity Radial casing. And the claims might be true.

Details

• MSRP: $90 USD
• Sizes: 29" x 2.4" / 27.5" x 2.4"
• Compounds & Treads
  Butcher Grid Gravity Radial (T9)
  Eliminator Grid Gravity Radial (T7/T9)
• Available at Specialized.com

View the 2 images of this gallery on the original article

It’s All About the Angles

Most mountain bike tires are "bias-ply," meaning the casing threads cross each other at roughly a 45-degree angle. It’s a tried-and-true method that provides a balance of strength and flexibility. But that balance changes as pressure changes.

Specialized’s new "Sweet Spot" construction pushes that angle further toward a radial orientation. By changing the way these threads overlap, they’ve managed to decouple radial stiffness from lateral stiffness.

View the 2 images of this gallery on the original article

The numbers are actually pretty wild:

• 30% more footprint: Without touching your floor pump, the tire puts nearly a third more rubber on the ground.
• 30% reduction in radial stiffness: This is the "vertical" give that allows the tire to swallow jagged edges and chatter.
• Only 7% loss in lateral stiffness: This is the kicker. You get the ground-hugging compliance of a low-pressure tire with slightly less wavering in hard corners.

View the 2 images of this gallery on the original article

The "Willy Wonka" Tire Factory

This wasn't just a happy accident. Specialized has been nerding out at their own S-Works Tire Factory (the VormWalde facility). Having their own playground for rapid prototyping means they could chase "what-if" scenarios that mass-production partners usually laugh at.

They used pressure-mapping film and rolling resistance rigs to prove that a 121lb load (a realistic single-wheel load for a trail rider) deforms this radial casing significantly more than a standard tire at the same 19 PSI.

"You feel more grip without touching your pump. That’s the breakthrough." — Oli Kiesel, Specialized Product Manager

Trail Feel: Who is this for?

In the real world, this translates to a tire that "reads" the trail better. If you ride natural, technical terrain - think natural tech and not hard-packed and heavily machine-built trails - radial tires are a massive upgrade. It’s for the rider who wants to "feel" the trail in high definition to maximize traction and line choice. It really is a pretty noticeable difference between traditional tires and radial casing. However, it's not perfect for every situation.

At 1330 grams, these aren't "weight-weenie" trail tires. They are heavy-duty, gravity-focused pieces of rubber. If you spend your days in a manicured bike park with massive G-outs and hard-packed berms, Specialized recommends sticking to its standard Grid Gravity casing for maximum support. And that is something I'll cosign after riding these (and other radial tires) aggressively in a bike park setting. I've run the Butcher up front and the Eliminator in the rear as one of my go-to tire setups for a long time now, so the feeling is familiar - for the most part.

With a radial casing, there is a noticeable change in how the bike tracks through hard corners, and I've found that the breakaway point or moment that the tires really hook up can be a bit foggy from time to time, and it can take some getting used to. Things feel slightly more muted when putting a lot of force into the sidewall while cornering on super smooth berms, but that can be a justifiable trade-off if that's not what you ride primarily.

Radials are great for a supple ride feel, but they lack lateral support. Every radial tire I've tried has a weak spot: high-speed corners, where you're really putting weight on the casing. This is the only situation I've found where radial tires aren't quite as trustworthy as a traditional tire, but in almost every other setting, radial casing is a game-changer.

The ones hunting for traction on "natural" trails where the roots are slick and the rocks don't care about your feelings? This might be the most significant change in tire tech we've seen in a while. It’s not just a new tread pattern or a stickier compound—it’s a fundamental rethink of how the tire's skeleton behaves under pressure.

I’ve put a few miles on them so far, and when ridden back-to-back with other radial tires on the market, these feel a little more consistent. This might be thanks to the casing angle, and Specialized claims you can run the same pressures you’re used to running while still getting all the benefits of a larger contact patch and less rolling resistance. It’s a win-win, and it’s great to see these exceptional tread patterns tap into the radial construction.

Stay tuned for a long-term deep dive after I've had the chance to really thrash them.

Shimano’s SPD mountain bike pedals have set the benchmark for reliability for over thirty years, and they recently dropped a new XTR Trail pedal that definitely slots right into the more gravity-oriented space. But on the flat pedal side of things, that crowd hasn't always had as many premium options from Shimano. That changes today. Shimano is expanding its lineup with the launch of the all-new Saint PD-G8040 and Deore XT PD-M8240 flat pedals, designed for everything you want to get up to on flat pedals.

Are big flat pedals with skid plates the new thing? It might seem so. Both the new Shimano Saint and Crankbrothers Stamp Evo now use a skid plate to increase longevity and reduce hang-ups from pedal strikes. 

SAINT PD-G8040

Sitting at the top of the tier, the new Saint pedals lean hard into their gravity-focused heritage. These are built for the technical, steep terrain where you need an aggressive pedal with lots of bite and a large platform.

As we saw with the new Crankbrothers Stamp Evo, the Saint pedals have a resin-composite skid plate integrated into the forged-alloy body. Instead of catching on a jagged rock or a stubborn root, these pedals are designed to skid off obstacles, keeping your momentum forward. Where they really differ from the Stamp Evo is the size. But they aren’t that much smaller and still provide a massive platform. While the Stamp Evo pedals were almost too big, the Saints are a nice size that is likely much more usable on the trail.

• Platform: Extra-wide, dual-concave (121 mm x 110 mm).
• Grip: 10 traction pins per side with 4 optional inner positions.
• Maintenance: Fully rebuildable with replacement axles, pins, and resin skid plates.
• Ground Clearance: A thin pedal profile maximizes usable contact area without sacrificing clearance.

DEORE XT PD-M8240

If you want that same performance DNA without the top-tier price tag, the DEORE XT PD-M8240 is the answer. You get the same massive 121 mm x 110 mm dual-concave platform and the same thin profile that keeps the axle from protruding.

The primary difference? You lose the resin skid plate. However, these are still built like tanks, with forged-alloy bodies, impact-resistant pins, and a robust axle/bushing construction. Like their SAINT siblings, they are fully serviceable and reliable over the long term.

Technical Specs

Initial Take

Shimano's focus on durability and rebuildability has always been a breath of fresh air, but in today's market, most pedals check this box, and consumers now demand the right to repair (as they should).

Both models ship with 6 mm and 3 mm pins, so you can tune your traction to your shoe preference. If you’re someone who regularly smashes rocks, the Saint’s skid plate might be worth the premium. For everyone else, the XT offers a huge platform and legendary Shimano reliability for $50 less. Those pins do look a little slick, but the overall aesthetic certainly harkens back to the look of early-2000s pedals that won me over back when I started riding bikes.

Looking to test your skills and switch from flat to clips, or vice versa? I recommend it, and with a ton of options out there for both systems, now is a great time to see if you have what it takes to change things up. You never know what you might discover.

But before the carbon and 3D-printed DH bike, there were Borealis Fat Bikes and Why Cycles. Passion projects from Adam Miller, the founder of Revel Bikes. It's obvious that Miller loves bikes and has enough creative drive and energy to sustain more than one brand. All that creative energy is now being channeled into a kind of Skunkworks as an outlet for wild ideas and “what-if’s,” and it’s rad.

Today, they’re making that energy official with the launch of Concept Labs. A homepage for all the wild ideas to bleed into reality. From a “Mega-Mullet” hardtail with a 32” front wheel and 29” rear, to the Rodeo, Revels 3D printed DH bike. This is what happens when bike nerds get to flex their brains. 

Peek Behind the Curtain

Concept Labs isn't just a marketing landing page; it’s a formal program designed to showcase the experimental, often weird, and occasionally brilliant prototypes that usually stay hidden in the back of their new Golden, Colorado headquarters. The Reveluminati, if you will.

We’re talking about the stuff that keeps engineers inspired and awake at night. The stuff that wants to materialize from the mind's eye to a rideable prototype. Remember that 3D-printed thermoplastic downhill rig? Or the "Ratical," a titanium Horst-link trail bike? That’s the DNA of Concept Labs.

View the 2 images of this gallery on the original article

"We spend a lot of time in the shop dreaming up ideas, testing theories, and building things that may never see a production line," says Revel founder Adam Miller. "We think that process is worth sharing."

In an industry that often feels guarded by NDAs and "hush-hush" development cycles, seeing a brand pull back the veil to show us their experimental and early-stage failures is a breath of fresh air. It’s a reminder that before a bike is a product, it’s a passion project.

Enter the "El Jefe Grande"

The first official project out of the Concept Labs gate is a certified head-turner: Project El Jefe Grande. They’ve built two experimental titanium hardtails designed specifically around the growing trend and potential new standard of 32-inch wheels.

The project consists of two distinct builds:

• A size XL running a full 32-inch setup front and rear.
• A size Medium featuring a 32-inch front wheel paired with a standard 29-inch rear.

32" Wheels and Titanium

Revel is using titanium as their "concept incubator." Ti doesn't require the massive investment in carbon-fiber molds; they can cut, weld, and test radical-geometry ideas in real time.

According to Mike Giese, Revel’s Director of Product, the 32-inch experiment isn’t just about being different - it’s about exploring the relationship between wheel size and frame size. The goal is to see whether a massive front wheel can offer better handling and fit for certain riders than simply stretching a frame’s reach.

"Got a geometry idea that might be completely wrong? Build it in Ti and find out," Giese explains. "We’ve been watching the 32" movement closely, and we got too curious to stay on the sidelines."

What This Means for Us

Will we all be riding 32-inch Mega Mullets by 2027? Probably not. But that’s not really the point. Concept Labs is about the transparency of the "what if." It’s Revel admitting they don’t have all the answers yet, but they’re willing to get dirty, and maybe a little bit weird, to find them. As bike nerds, we’re just stoked to have a front-row seat to the chaos.

We’ll be keeping a close eye on what rolls out of the Lab next. Until then, stay weird, Revel.

See more at Revelbikes.com

While it’s a lot to keep track of, I’ve spent a solid portion of my week putting them all together so you know exactly where the benchmark for eMTB power is. This is a pretty sizable list of brands, but there are still a number of holdouts who have not dropped Avinox-powered bikes today, notably, Norco, Yeti Cycles, Kona, Trek, Specialized (of course), Rocky Mountain, Transition, Santa Cruz, the list goes on... They have not decided to hop on the huge powertrain bandwagon with this latest launch.

Who knows if these brands will end up caving in the coming months or years, or if they're happy to stick to the still VERY usable, organic-feeling power that brands like Bosch, Brose, or TQ can supply. Time will tell...

Here is the full list of bikes released or updated with the new Avinox drive units:

The "Avinox Era" Launch Bikes

If you haven’t been watching the ticker or refreshing your browser, the M2S is the flagship motor, delivering a staggering 1,500W of peak power (in 30s Boost) and 150Nm of torque, while the M2 offers a more "restrained" 1,100W and 125Nm. This is Avinox’s second go at an eMTB motor, and with the first attempt raising the bar quite high for the industry, everyone wants to get in on the fun.

Highlights

Amflow PX Carbon Pro

Pivot Shuttle AMP’d

YT Decoy X

Atherton S.170E

Mondraker Zendit

Crestline RS 181.2

Forbidden Druid-E

Orange Phase Avinox

For a long time, seeing a pair of ENVE (remember EDGE?) wheels on the trail was a bit like spotting a supercar in a grocery store parking lot: you knew they were fast, you knew they were expensive, and you probably wondered if the person riding them was actually getting the most out of them. But over the last few years, ENVE has been making a concerted effort to bring that "Made in Ogden" performance down to a price point that more people can reach.

Enter the XC28, the latest addition to the Foundation line. While the AM30 has been the "trail-tough" hero for the enduro crowd, the XC28 is aimed directly at the weight-conscious, climb-crushing XC and trail riders who need a wheel that’s light enough for the tape but durable enough for real-world singletrack.

Overview

If you’re the type of rider who isn't keeping track of all the new eMTBs dropping this week, or are looking to upgrade your XC bike that pulls double duty as a trail bike, the numbers on the XC28 are going to look pretty attractive for the price.

View the 2 images of this gallery on the original article

Trickle-Down Tech

The XC28 didn't just appear out of thin air; it’s born from the development of the premium M Series and borrows the "trail-tough" DNA of the AM30. ENVE used shaping cues from the M5 and M6 rims to strike a balance between vertical compliance, so your spine doesn't take a beating, and the lateral rigidity needed to stay in the optimal line.

What’s really impressive here is that you aren't getting a "budget" rim in the traditional sense. The XC28 still features the latest and greatest ENVE technologies that you would find in a “top-tier” wheel. But again, these are just $1,400 USD.

• Wide Hookless Bead: A 3.8 mm sidewall designed to dissipate impact energy and significantly reduce the chance of a pinch flat.
• Molded Spoke Holes: Instead of drilling through the carbon fibers, ENVE molds the holes to preserve fiber integrity, resulting in a stronger, more durable rim.
• INNERDRIVE Foundation Hubs: These wheels roll on ENVE’s own INNERDRIVE system, featuring a Centerlock brake interface and Sapim CX-Ray J-bend spokes.
• Wide Hookless Bead: A design element at the leading edge of the rim that dissipates impact energy and reduces the likelihood of pinch flatting your tubed or tubeless tire​.

Race on Sunday, Ride All Week?

According to ENVE, the answer is "both". By optimizing the rim for a 2.4-inch tire, they’ve created a platform that still accommodates narrower “traditional” XC tires while also playing nice with modern short-travel trail bikes or the aggressive XC category. It’s a wheel that wants to be pedaled hard uphill but won't leave you feeling nervous when the descent gets a little interesting.

At $1,400 for the set, the XC28 positions itself as a serious contender for riders looking to upgrade their stock aluminum hoops to something more responsive without hitting the $2,500+ ceiling. It’s a performance-first package that proves reliable; high performance doesn’t have to be completely unattainable. 

Thankfully, Lasy Sundays Studios is also along for the journey, and documenting the season kickoff in California with "South Of Here". This is just the first of three videos slated this year. And they are 100% worth watching.

"South Of Here" follows Elliot, his younger brother, best friend, and training partner, Nash, as they escape the PNW drizzle to seek out hidden gems in California, link up with the team behind the bikes he'll be riding in 2026, and showcase the faces and places behind Elliot's new setup.

We can't wait for more of this.

“Between capstone classes at uni every second Saturday, the crew and I hit a road trip tour of California: Auburn, Santa Cruz, and Laguna Beach. Our goal was to link up with homies new and old to catch up, ride, and make some rad memories. 

We packed my minivan to the brim with bikes, surfboards, and camping gear and headed south, hyped to escape the eternal PNW rain of January.  With four buddies in the van, it was a sure-fire way to build friendships that would last a lifetime.

In Auburn, we met Nicco Deluca and Chance Ferro, wizards who played key roles in developing the Stumpjumper and Genie technology as part of the Ride Dynamics team at Specialized. Being able to hang, learn, and rip laps with these guys was a highlight of the trip, as their knowledge, passion, and enthusiasm for bikes was infectious.

From Auburn, we cruised to Morgan Hill to visit Specialized's mothership, before heading to Santa Cruz to get back on bikes with the Specialized Santa Cruz team. When we arrived in Santa Cruz, we had no idea it was a holiday weekend. As I was stuck in an online class, the boys ripped around to every campsite in town, all full for days. The man, Andy Pickard, down with us in Auburn and SC on his way to Arizona, had a hotel booked and bailed out the boys for a night of MTB movies and Mexican food.

Once we realized we weren’t finding camping, we hit up Isaac and Mairin Wallen, who welcomed us to their spot with open arms and let us camp for the week in SC, a saving grace.

 Finally, we continued south to Laguna Beach to chat with some of the next generation of riders. We went out for a ride with a crew of young rippers under the umbrella of Shimano’s Next development program. These guys ripped the legs off of each other on the way up, before absolutely chucking it in on every descent. The future of Californian DH and Enduro is bright.

The whole trip was a blast, constantly stumbling upon hidden gems and unreal crews to lap with. As every trail zone was new to us, it was insane to unlock some crazy trails and jumps, as well as hit up some local classics. The perfect way to start the year.”

Words: Lazy Sundays Studio
Photos: Harrison Case

Wider and Tougher

As the name would suggest, the 30 XC jumps to a 30mm internal rim width. With XC racers now regularly reaching for 2.35" to 2.5" rubber, that extra volume is essential for better cornering support and better traction when things get greasy, and a wider rim lets these wider tires sit at their natural state without ballooning.

But it’s not just about width; modern XC wheels need to be stronger. Reserve has increased the spoke count from 24 to 28. While that might sound like a weight penalty, Reserve claims the new rim design actually delivers improved strength and durability at a lower weight than its predecessor, and the 30|XC SL has a mighty sleek claimed weight of just 1304g thanks to some pretty high-tech weight savings.

Carbon Spokes and Weight Weenie Dreams

For those counting every gram, the 30 XC SL is the factory-spec heavy hitter. This is the exact setup you’ll see under the Cannondale Factory Racing team riders like Charlie Aldridge and Jolanda Neff, on the UCI World Cup circuit this year.

The SL version utilizes a special high-modulus carbon layup to shave 30g off each rim while maintaining the same ride quality as the 28|XC. The real magic, however, is in the Vonoa carbon spokes. These are 30% lighter than traditional steel and, according to team riders, offer a "planted" and responsive feel that minimizes spoke wind-up during hard accelerations.

Modern Hub Tech

Reserve is also using the DT Swiss Degree of Freedom system. On the standard 30 XC, you’ll find DT 350 hubs equipped with the Deg 90 system, featuring ratchets in the 0° position for high engagement and snappy acceleration. This system is designed to improve suspension performance by reducing pedal kickback with the tunable deadband. Which might be a welcome addition if your XC bike does a little double-duty as a trail bike.

The SL model pairs the featherweight rims and carbon spokes with the gold standard DT Swiss 180s, because, let's be honest, no one who is counting grams like that would really want to mess with pedal kickback tuning. 

Specs and Pricing

Whether you're looking for a workhorse race wheel or a sub-1400g climbing weapon, here is how the lineup shakes out:

Learn more at Reservewheels.com

“This is Home” isn't about the champagne on the podium or the rainbow stripes. It’s about the quiet, repetitive, and deeply personal rhythms that happen when the cameras are usually turned off.

Filmed on his home turf around Antwerp and Moraira, the film offers a rare, "unprecedented" look at the man behind the results. We see the steady miles, the repeated climbs, and the simple comfort of life with his girlfriend, Roxanne Bertels, and their dog, Lola.

"Performance is not built in a single race, but through thousands of small moments on the bike."
— Shimano Philosophy

It’s impossible to talk about MVDP without talking about the "storied bloodlines" he was born into. You’ve got the resilience of his grandfather, Raymond Poulidor, and the pure discipline of his father, Adri van der Poel. For most people, that kind of legacy would be a crushing weight. For Mathieu, it seems to be a responsibility he carries with a sense of "playful authority".

Whether he’s on a road bike, a mountain bike, or a CX bike, he’s spent his entire career redefining what "modern racing" looks like. But this film, the sixteenth installment in Shimano’s long-running series, reminds us that even a generational talent needs a place to ground themselves.

At the end of the day, “This is Home” is a reminder that even the world’s most dynamic champions are built on the roads they return to over and over again. It’s a love letter to the process, the grit, and the place where passion meets everyday life

It’s a vibe that only a crew like Anthill Films (the masters behind Anytime and unReal) could capture so effectively. They’ve traded the high-octane race footage for something more elemental: the environment that shapes the athlete.

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.

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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.

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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.

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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.

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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.

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• 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.

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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.

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• 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.”

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