The Team DH’s core is Norco’s patented High Virtual Pivot Six-Link (HVP6) suspension, which isolates braking forces and manages axle path for maximum traction and predictable handling.

Construction

What sets the Team DH apart is its extensive structural and mechanical tuning. Norco’s patented Progression Adjust system lets riders switch shock-eyelet chips between two leverage curves. The P+ setting adds 2.5% progression for greater bottom-out support without sacrificing initial-stroke sensitivity. An adjustable idler with licensed i-Track technology also lets racers tune anti-squat: switching from AS+ to AS- reduces it by 20%, balancing pedal feedback and suspension tracking for track conditions.

Norco gave the Team DH a durable aluminum front triangle and a carbon rear end, balancing responsive cornering with impact strength. The Team DH comes in five sizes (S1–S5) to fit riders from 5’0″ to 6’6″. Size-specific rear centers keep riders balanced between the wheels, while reach-adjust headset cups offer a centered 0mm setting or a ±5mm offset.

Availability and Support

The Team DH platform integrates seamlessly with Norco’s Ride Aligned Setup Guide, which provides riders with personalized baseline settings for suspension, cockpit, and tire pressures based on their physical metrics and terrain preferences.

Backed by Norco’s “No Other Way” limited lifetime warranty, the Team DH brings World Cup engineering to privateers and downhill enthusiasts alike, proving that top-tier speed and precision tuning are no longer confined to factory racing tents.

Geometry & Fit

• Sizing: Five sizes (S1 through S5) accommodating riders from 5’0″ to 6’6″.
• Chainstays: Size-specific rear centers across the size run.
• Reach: Adjustable headset cups provide a centered 0mm position or a +/- 5mm offset.
• Setup: Supported by the Norco Ride Aligned Setup Guide for baseline suspension and cockpit metrics.

Build Kits and Pricing

The course got its name after Stevie Smith, who racked up 1,199 points in 2013 and won the overall title that season. The course is legendary, as is the man it was named after. A fitting venue for the penultimate stage of the 2026 UCI Downhill World Cup season before it heads to Lake Placid for the final race.

Anticipation is high for this race, and the track is a seriously impressive ribbon of dirt, rock, and roots that stretches from the top of Whistlers Creekside Gondola all the way down to the finish corral, which recently hosted the Canadian Open DH race at Crankworx earlier this year.

We’ve already seen a list of top names tackle this course, but we have yet to see this many high-level riders gun for the top step on the same day, and depending on the weather, it could be anyone’s race to win or lose.

We took the morning to walk the track with Frameworks Racing as the All-American team scoped it from top to bottom the day before practice kicked off, just hours before the skies opened up for what looks like a few days of heavy rain.

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The Abound LR is Aventon’s long-tail cargo e-bike supporting up to a 440-pound payload and propelled by a 750-watt motor. Thanks to Aventon’s robust accessory ecosystem, the rear rack can carry passengers or a week’s worth of groceries. Maybe even both! 

The Abound LR fits right in the middle of the cargo e-bike market– it’s not the cheapest, and it’s far from the most expensive. For the price, you get what you pay for. When you unbox the Abound LR, you’ll find a good-looking machine with solid components. But be wary of your body size and how it compares to Aventon’s recommended sizing. If you can, test-ride the Abound LR before buying. 

Where to get the Aventon Abound LR

Check Price

Build Details For the Abound LR

Aventon’s Abound LR comes in a single size. They claim it fits riders from 4’11” to 6’3”. One of my biggest problems with the bike is that I don’t think that’s true. But more on that later. 

Two colorways are optional: Sage and Matte Stealth. When I deboxed my Abound LR, I found out I got sent the Matte Stealth option. The black color is classic, and I think the matte finish is unique and looks fantastic. 

• Motor: Shengyi 36V 750W hub drive with 6-speed sensors and a 1188W peak.
• Battery: Removable Internal Lithium-ion. 36V, 20Ah, 733Wh, LG 21700 cells.
• Controls: Aventon BC147 display, 46V controller, and Aventon LH handlebar-mounted throttle. 
• Frame and Fork: Gravity Cast 6061 single-butted aluminum alloy frame with adjustable lockout, black stanchions, and 51 mm of travel
• Drivetrain: Shimano 8-speed cassette, Shimano Altus 8-speed rear derailleur, and Shimano trigger shifter 
• Wheels and Tires: Double-walled aluminum 20” wheel laced to 20×3.0 Innova urban tires with reflective sidewalls
• Brakes: Tektro HD-E3520 hydraulic disc brakes with  EJ1 quick-disconnect wire
• Weight: 88 pounds (not including the 8.7-pound battery) 
• MSRP: $1,999.00

The build quality is top-shelf, and the techy features make the Abound LR feel modern, capable, and fun to ride. 

One of my favorite cargo-related features that really improved my hauling was the front-end suspension and suspension seat post. The front fork offers 51mm of travel while the seat post gives 50mm of travel, perfect for bumpy roads.

Aventon’s saddle also came equipped with an integrated saddle handle made by Selle Royal. This thoughtful feature makes walking, parking, and handling the bike much easier. 

I also liked the fat 3” wide Innova tires for cargo riding. They made the riding feel cushy. Plus, the double-walled aluminum wheelset looks and feels beefy, which inspires confidence for heavily loaded riding. In addition, the tires have reflective sidewalls, which is a nice safety-conscious design. 

The components that come stock on the Aventon Abound LR are higher quality than some competing cargo bikes. You get a full Shimano drivetrain, including a Shimano cassette, Altus derailleur, and 8-speed trigger shifter. The hydraulic brakes are Tektro, and the tires are manufactured by Innova. 

The included front fender was made from aluminum, which I liked, compared to the XPedition 2. But like with other Avneton e-bikes, you get stuck with cheap plastic pedals. At least the bike comes with some bike grease for pedal installation. 

Function-wise, the handlebars were okay. But aesthetically, I really disliked the BMX-style riser handlebars. I would have been much happier with an adjustable stem and flat bars with some sweep like Aventon runs on the Pace 5. 

Like all Aventon e-bikes, the Abound LR comes with a series of thoughtful smart features. The most practical, in my opinion, is the kickstand lock. The kickstand lock prevents the wheels from rolling. This is helpful when loading passengers. And it prevents thieves from rolling the bike away. A programmable start-up password can also prevent unauthorized use of your bike. 

The least practical feature is the cruise control. Maybe it’s because I don’t ride in an area with enough uninterrupted terrain. Or maybe it’s because I enjoy actually pedaling bikes. 

If you like getting into the weeds, the Ride Tune feature can be nice too. The Ride Tune feature connects to your smartphone and lets you customize torque, assistance, and pedal response for each pedaling mode. I found this helpful for starting from a dead stop with heavy loads and for riding more efficiently. 

Real-World Motor and Battery Performance

Aventon claims the Abound LR gets up to 60 miles of range. But if you read the fine print, you learn that the “max range is estimated based on a rider weighing 165 lbs (75 kg) on a paved, flat road, in Eco Mode, with Ride Tune set to the default settings.” 

They make it clear that your “actual range will vary depending on rider weight, terrain, weather conditions, tire pressure, and cadence.” 

I think the 60 miles is an unrealistic overstatement. Considering this beast weighs almost 100 pounds by itself, not including the rider’s weight or any of the cargo weight, it was never realistic for me to ride in Eco Mode. Not to mention the hills I have in my hometown. 

I almost always rode in Tour Mode. And I frequently used Boost Mode, which I thought was cool. Boost Mode let me unlock up to 120% of stock torque and peak power for up to 30 seconds. It was ideal for blasting up hills when I was loaded down. 

Another nice motor feature of the Abound LR is the sensor switch. The switch allows you to toggle between a torque-sensor system and a cadence-sensor-based system. A torque-sensing system provides pedal assist based on how hard you pedal. On the other hand, a cadence sensor provides power with every pedal revolution. 

Where to get the Aventon Abound LR

Check Price

A surprising characteristic of the Abound LR is how loud the 750W motor can be. It’s like a constant electronic humming sound. This was enlightening because I realized how much I appreciated a quiet machine. For example, Lectric calls their motor on the XPress 2 “Stealth”, and for good reason – you have no idea it’s running.

But the Abound LR was noisy. And there’s something to be said about a noisy machine.   

Ride Impressions: somewhat capable but disappointing 

When looking at the Abound LR after assembly, I couldn’t help but get excited to ride it. It looked good and came stocked with name-brand components. Unfortunately, when I saddled up for my first ride, I was disappointed. 

My biggest qualm with the Aventon Abound LR is that the bike fit is all wrong. I’m 6’2”, so I should fit Aventon’s advertised sizing. And sure, I can sit on it and pedal it, but I couldn’t get my 6’2” frame to feel comfortable on the bike. 

My reach felt okay. But for a one-size-fits-all e-bike, I would have liked to see an adjustable handlebar stem to fine-tune my reach. My biggest problem was that I couldn’t get a complete pedal stroke, even with the 380mm (15″) seat tube maxed out. 

I looked at the geometry specs that affect pedal stroke, like crank arm length and bottom bracket height. They are comparable to other cargo bikes I’ve ridden, but the seat tube is just too short.  

When loaded, the Abound LR rode okay, so long as I had my hands on the handlebars. That sounds obvious, but when I test cargo bikes, I always ride no-hands to gauge the machine’s stability and to see how the bike tracks. When I go hands-free on the Abound LR, it immediately generates speed wobbles.

Of the bikes I tested, Aventon’s kickstand is by far the easiest to use. It’s much easier than Lectric’s XPedition 2. But when I came home after my first grocery run and parked the Abound in my driveway, it completely tipped over and launched my groceries. Even if the XPedition 2’s kickstand is a pain in the butt to deploy, at least it supported a fully-loaded bike. 

Who Is the Aboud LR For?

The Abound LR is for urban cyclists who want cargo capacity on their daily driving e-bike. After you equip the Abound LR with supplemental accessories, like rear panniers and a front rack,  it’s a far more capable machine. You can commute to the beach with a day’s worth of supplies, or carry food and drink to the park to set up a picnic. 

The Abound LR is also an option for families that want to handle more of their commuting via e-bike. It can carry up to three children with Aventon’s child carrier kit or a single adult with the passenger’s chair. And for the real youngsters, the Abound LR is compatible with the Thule Yepp Nexxt 2 Maxi seat. 

Final Thoughts: A high-quality cargo bike NOT for tall riders

Aventon made a good-looking, high-quality cargo e-bike with the Abound LR. It has good components, smooth performance, and top-shelf smart features that beat competing cargo bikes. 

But in my opinion, they missed the mark with the Abound LR’s geometry. Yes, smaller-bodied riders will feel right at home on the bike. But tall riders like me, who strive for an ergonomic riding position, including comfortable reach and a complete pedal stroke, won’t feel comfortable on the Abound LR.   

The bottom line is, if you’re going for one-size-fits-all, you need more adjustability in your componentry, including seat post length and handlebar stem. 

DF Technology’s core function is to reduce pedal kickback. By allowing the freehub a specific range of rotation before engagement, it isolates chain forces from the rear suspension, enabling the bike to absorb trail impacts more freely. The system is easy to adjust, entirely tool-free, and adds no extra weight to your wheel setup.

With the new Ratchet DF Upgrade Kit, this technology is no longer exclusive to high-engagement DEG hubs. It retrofits onto classic DT Swiss Ratchet and Ratchet LN hubs, meaning riders can upgrade wheelsets built up to nearly 30 years ago with modern suspension-enhancing tech. Featuring a fully e-bike-approved 54-tooth ratchet, it lets riders toggle between a 0° and a 14° setup by swapping the inner and outer ratchet positions. (Note: This upgrade does not apply to weight-optimized Ratchet EXP systems).

For the competitive crowd already utilizing DEG DF hubs, the new Ratchet DEG DF Race Kits provide hyper-specific tuning. The 0/40 option suits downhill and gravity racers who need maximum suspension freedom on punishing descents, while the 10/30 kit is designed for enduro racers looking to fine-tune engagement and pedal response between high-speed stages.

By bringing advanced deadband tuning to both legacy and modern hubs, DT Swiss continues to solidify its reputation for backward compatibility and rider-focused innovation.

As the last man down, Jackson Goldstone (Santa Cruz Syndicate) unleashed a descent for the ages – charging full gas, executing splendidly, and clocking faster-and-faster intervals as he blazed down the revered course, securing a decisive seven-tenths-of-a-second world championship victory. He left his opponents in cold blood on a steamy day in the Italian Dolomites.

Two consecutive UCI World Championship titles for the undisputed 22-year-old Canadian downhill king from Squamish, British Columbia. Seventy-seven downhill mountain bike racers were essentially competing for second place in Val di Sole, on August 29th. Goldstone’s winning time was 3:28.78. His top speed was nearly 60 kilometers per hour, second fastest in the field.

Bike Mag asked Goldstone a simple question after his high-octane victory celebration that everyone wants to know, expecting a complex answer – what makes him tick?

“There are a few things that make me tick, and I think it’s mostly just enjoying myself on the mountain bike; to get that feeling and motivation to go fast, and it’s a different vibe when you’re at that limit and pushing as hard as you can,” Goldstone told Bike Mag in an exclusive interview in Val di Sole. 

“That’s why we do this sport, and it’s a really insane one because sometimes you just know when you’re on that winning run or when you’re not,” he said.

The 5-foot-7-inch, 140-pound fiery competitor, who rides like a giant when the stakes are high, described his world championship feelings after slaying the 1.5-mile Black Snake beast.

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“That was a crazy day for me, but I felt like I was on it all week here, just enjoying myself while practicing – I was kind of calm and not as nervous as I was expecting,” Goldstone revealed. “To pull that run off and get that feeling back, that moment of realization at the finish line, that is what we all dream of.

“It’s a pretty special moment and a pretty special place here,” he said about the Italian Dolomites course and venue. “Everything was just meant to be.”

Onward to the ‘Great White North’

Goldstone will seek to bring that adrenaline into his next World Cup race, on very familiar home terrain at Whistler Mountain in British Columbia, Sept. 25-27. Fan support and the excitement infused from the Canadian crowd are expected to be Stanley Cup level.

“The energy in Whistler is insane, and there’s so much history there in mountain biking, but not as much from the downhill side of things, so I’m really excited to bring that energy in downhill into Whistler in a really big way,” Goldstone proclaims. 

“Especially coming off this win (Val di Sole), I think it’s gonna be just as motivating for me to get there, and 1199 is one of my favorite tracks,” he says about the legendary 1.5-mile Canadian course, with its 1,600 feet of vertical drop that runs just over three minutes.

“This one (World Championships) was for Stevie, and Whistler will be too,” Goldstone says, honoring the late, legendary Canadian downhiller Steve Smith. The 1199 name represents the number of points Smith accumulated en route to becoming the first Canadian rider to win a World Cup downhill title in 2013.

The 2026 UCI Mountain Bike World Cup season concludes the following weekend with the ninth of nine races, in the 1980 Olympic town of Lake Placid, New York, Oct. 2-4. Despite Goldstone riding like a well-oiled machine, his American opponents will be shooting to pull off a ‘Miracle on Dirt.’

From Young Gun to Fastest in the World

Goldstone is undoubtedly flying high entering the season-ending North American swing of the circuit. Overcoming a sluggish start to his 2026 season, he has rallied into top form, speeding to third-place finishes in two of his last three races (La Thuile & Les Gets) preceding the world championships. Jackson currently stands sixth in the UCI World Cup downhill standings, trailing leader Jordan Williams by 302 points.

Over Goldstone’s young career, which kicked off racing as a junior on tour in 2021, he has amassed 16 World Cup wins. In his debut junior season, he immediately delivered, winning his second-ever World Cup race in Les Gets and proceeded to add two more victories to clinch the overall Junior World Cup title, along with a Junior World Championship gold medal.

He sustained a nasty crash at the first Red Bull Hardline Australia event in early 2024, which abruptly ended his entire elite-level season with a torn ACL. However, Goldstone rebounded successfully the following season and now boasts the two world championship downhill victories and an overall World Cup title in 2025. One need not be a visionary to predict that the Canadian top gun will only become faster and tougher to take down over the years ahead.

Goldstone addressed his early career success and how he has carried that momentum and trajectory to the elite world championship level.

“It all comes with experience and I feel like I’ve gotten a lot of it at a young age, which I’m really lucky for,” he says. “I started riding bikes when I was two-years-old, so I’ve got 20 years of experience on the bike already now, so it’s not like this is new stuff to me, but to become a two-time world champ, in Val di Sole, after winning Champéry (World Champs) last year, this is just an insane stat. 

“Little me would be pretty mind-blown to hear what those stats are.”

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The core of the Aria V2 remains EXT’s patented AS3 technology, which ditches the traditional single air chamber for a dual positive chamber design paired with a massive, self-equalizing negative chamber. Instead of tearing into the shock to reduce the volume with plastic volume tokens, you tune the progressivity entirely with a shock pump.

The primary positive chamber (+) handles the dynamic sag position and dictates the feel for the first 60 percent of your travel. The secondary positive chamber (++) controls the ramp-up. Add pressure for mid- and end-stroke support, or bleed it off for a more linear, coil-like response. According to EXT, separating these chambers with just two seals minimizes friction while letting riders dictate exactly where in the stroke the support kicks in.

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The Updates

To make the V2 a genuine upgrade over the original Aria, EXT focused heavily on refining the air transfer system and chassis footprint. EXT redesigned the bypass between the positive and negative chambers to eliminate mid-stroke feedback, creating a smoother transition deep into travel. They’ve also optimized airflow along the inner tube to keep the shock’s behavior predictable and linear during high-speed, rapid-fire impacts.

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Friction is the enemy of any air shock, and EXT addressed this by altering their seal profiles and moving the upper bushing internally, putting it in direct contact with the damping oil for constant lubrication. Fitment issues on modern frames should also be less of a headache thanks to a new vertical piggyback orientation and a reduced valve block footprint designed to increase frame clearance.

On the damping side, the Aria V2 utilizes EXT’s Hydraulic Bottom-Out Control (HBC), which uses a secondary piston to manage the final 15 percent of the stroke without messing with your carefully tuned air spring curve. The enduro and trail model also features LOK 2.0, an independent, shimmed lockout circuit designed to provide a firm pedaling platform that will still blow open over rough terrain. Everything slides on a 14mm chromoly steel shaft and runs on EXT’s EV2S fluid, formulated to handle massive temperature spikes without suffering from stick-slip or expansion.

For the downhill and freeride crowd, EXT is launching the Aria V2 DH. This version ditches the LOK 2.0 climb switch to maximize frame compatibility and utilizes a dedicated tune optimized for longer shock strokes. The DH model also gets a beefed-up HBC system, generating 20 percent more end-stroke force to handle heavy impacts and flat landings.

To take the guesswork out of the complex dual-chamber setup, the Aria V2 integrates with RideMaster, EXT’s web-based platform. Enter your bike, rider weight, and terrain, and it spits out a baseline for pressures, damping, and sag in minutes.

Both the Aria V2 and Aria V2 DH retail for $1200.00 (€1100.00) and come with EXT’s five-year warranty program. The trail/enduro model weighs 622g in a 210 x 55mm size, while the DH version weighs 667g in a 250 x 75mm size. Both shocks are available in a massive range of Metric Standard and Metric Trunnion lengths to fit nearly any modern full-suspension frame.

ARIA V2
Trail, Enduro, and eMTB

PRICE: €1100,00 | $1200,00

•  AS3 dual positive chamber technology
•  Monotube design
•  High-Speed and Low-Speed compression adjustment
•  Rebound adjustment
•  LOK 2.0 independent and customizable lockout circuit
•  Adjustable Hydraulic Bottom-Out Control
•  V4-series compression valve
•  Ø14 mm chromoly steel shaft
•  EV2S fluid
•  High-volume bladder reservoir pressurized to 55 psi
• Actual weight: 622 g in 210 x 55 mm

AVAILABLE LENGTH / STROKE

Metric Standard: 210 / 47.5 mm, 210 / 50 mm, 210 / 52.5 mm, 210 / 55 mm, 230 / 57.5 mm, 230 / 60 mm, 230 / 62.5 mm, 230 / 65 mm, 250 / 67.5 mm, 250 / 70 mm, 250 / 72.5 mm, 250 / 75 mm

Metric Trunnion: 185 / 47.5 mm, 185 / 50 mm, 185 / 52.5 mm, 185 / 55 mm, 205 / 57.5 mm, 205 / 60 mm, 205 / 62.5 mm, 205 / 65 mm, 225 / 67.5 mm, 225 / 70 mm, 225 / 72.5 mm, 225 / 75 mm

ARIA V2 DH
Downhill and Freeride

PRICE: €1100,00 | $1200,0

• AS3 dual positive air chamber technology
• Monotube design
• High-Speed and Low-Speed compression adjustment
• Rebound adjustment
• V4-series compression valve
• Ø14 mm chromoly steel shaft
• EV2S fluid
• Large-volume bladder reservoir pressurized to 55 psi
• DH-specific Hydraulic Bottom-Out Control with 20% more end-stroke force
• DH-dedicated tuning
• No LOK 2.0
• Actual weight: 667 g in 250 x 75 mm

AVAILABLE LENGTH / STROKE

Metric Standard: 230 / 57.5 mm, 230 / 60 mm, 230 / 62.5 mm, 230 / 65 mm, 250 / 67.5 mm, 250 / 70 mm, 250 / 72.5 mm, 250 / 75 mm

Metric Trunnion: 205 / 57.5 mm, 205 / 60 mm, 205 / 62.5 mm, 205 / 65 mm, 225 / 67.5 mm, 225 / 70 mm, 225 / 72.5 mm, 225 / 75 mm

View the 2 images of this gallery on the original article

This week at Sea Otter Europe in Girona, Spain, Honda lifted the veil on a brand-new eMTB prototype. This example, dubbed the RN0, is slated for a 2027 launch. While details are not plentiful, from what we can see, they aren’t just putting their logo on an open-mold catalog frame. Could they also be working on their own motor and battery for eMTB, or is the future of e-bikes a 50:1 ratio?

Honda tapped ADP Engineering, the German firm behind Rotwild, to co-develop the frame. It’s a full carbon monocoque design built around a mullet wheel setup. Out back, Honda is using a Gullarm at the rear end of the RN0, essentially a single-pivot design most commonly found on motorcycles, most notably the Honda CBR, but this time on an eMTB. 

Honda appears to have gone with a full Shimano ecosystem: from the initial images, the RN0 seems to have a Shimano mid-drive motor paired with a Di2 electronic drivetrain. What is concealed beneath the fairing is still a mystery to the public, and since this is still in prototype form, there are likely to be a couple of changes before it hits production. 

We don’t yet have a price tag, geometry charts, or confirmation of the North American dealer network. Given the Rotwild partnership, expect this to be positioned as a premium-tier e-MTB. We’ll be watching closely to see how the thing shakes out, but an e-bike with Honda engineering is coming as a bit of a surprise.

The US relaunch brings YT’s full mountain bike lineup – including the Capra, Jeffsy, Izzo, Tues, and Decoy platforms – back to American riders, complete with localized component sales and dedicated technical support. Addressing the company’s recent structural hurdles, leadership emphasized a renewed commitment to its customer base.

“The United States has helped shape YT’s identity, and I’m excited to reconnect with our strong fan base,” said YT founder Markus Flossmann. “As we return, our priority isn’t just to sell bikes; it’s to deliver dependable service, responsive support, and to build a stronger connection with our US rider base.”

Coinciding with the US revival is the launch of the Decoy X, representing a major leap in the brand’s e-MTB offering. The new model steps away from traditional drive systems in favor of the Avinox M2S motor. Like previous YT Decoys, this 170/160mm bike is built for aggressive riding; the Decoy X features a hydroformed aluminum frame, MX wheels, and YT’s signature Virtual Four Link suspension design.

The flagship Decoy X Launch Edition is available immediately for US consumers, equipped with a FOX Podium Factory fork, FOX X2 Factory shock, and SRAM X0 Eagle Transmission. The standard, more affordable Core model lineup (Core 1 through Core 4) is officially slated to follow in November.

Decoy Core 4: $7,999

Decoy Core 3: $6,999

Decoy Core 2: $5,999

Decoy Core 1: $4,999

It ain’t perfect, but it’s pretty darn close, and I’ll tell you why I went back to a hip pack after years of staunchly advocating for vest packs.

I separated my Acromioclavicular joint in August, and after 6 weeks of no bike activity, I was finally cleared to get back on the bike, but wearing one of my newest vest packs didn’t seem like the best option. Luckily, I had received the High Above Cascadia in the mail just a few days after my accident, and what better time to check out how far hip pack design has come than right now?

For the longest time, I was a hip pack enjoyer, so I’m not an outsider when it comes to using one, and from the jump, the High Above Cascadia impressed me – as does everything that the Seattle outfit makes – the construction, attention to detail, and selection of materials, but most of all the fit. 

Cascadia Details & Features

MSRP: $169.99
Capacity: 4L
Weight: 400g
– Cinch designs magnetic hip buckle
– YKK waterproof exterior zipper, integrated bungee carry system, key clip inside.
– Lifetime Guarantee: Repaired or replaced. No questions asked.
– Made in the USA
– Available at Highabove.net

Construction & Fit

I’ll start with the buckles, because this can be the hardest thing to get right on a hip pack, but the Cascadia seems to have done it right. This is my first encounter with Cinch Designs’ magnetic hip buckle, and it’s intuitive and easy to pop open with one hand, even with gloves on. It’s unobtrusive and doesn’t conflict with the waist of whatever apparel I have on my legs, even with an Arcade Belt. This gets points in my book.

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Dialing in the fit is also super easy, with both adjustment buckles sitting where the straps meet the bag, instead of at the buckle, which makes it really easy to tighten and loosen with one hand to pivot the pack to the front to grab a snack, a camera, or whatever.

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The Cascadia’s form is also impressive. Most hip packs can feel a little floppy and unsupported when not fully loaded, and bulbous and saggy when packed to the brim; the Cascadia does neither, but it also doesn’t feel overly rigid or overbuilt. This is achieved with High Above’s proprietary M200 Molecular fabric used as the outer shell, paired with the 210D liner and open-weave mesh liner on the back portion of the pack. It stays secure without restricting movement.

The M200 Fabric blends ultra-high-molecular-weight polyethylene (UHMWPE) and nylon, and HA says it’s stronger, lighter, and more abrasion-resistant than anything they have used before in their bags. Stronger and lighter than EPX400? Sounds good to me.

Size & Function

The pack sits perfectly below the threshold of being too big and is a great size for medium and short rides, but with the added bungee and hydration bladder integration, I wouldn’t shy away from a longer voyage with the Cascadia. There’s enough storage for everything to stay organized and easily accessible, but it doesn’t bounce around or feel like there’s too much gear hanging on your rear – an impressive achievement for a 4L hip pack, if you ask me.

Internally, there is space (and routing) for a 1.5L hydration bladder and 2.5L of gear, all meticulously planned. A large zipper pocket for valuables with a key leash, two stretch pockets for items that shouldn’t jostle around in the pack, and a large main compartment that holds all the essentials and then some. It also has an outside gear strap for kneepads, a jacket, etc. This easy addition has a profound effect on what you can carry.

My main ride kit these days includes an Insta360 Ace Pro 2, camera mounts, a shock pump, hand pump, multi-tool, electric pump, tubes, tire plugs, spare links, spare UDH, a small first aid kit, and maybe some snacks depending on the ride length. This is kind of a lot, and it can be borderline too much in some vest packs, but it all disappears into the Cascadia – something I did not expect. Even with all the weight on an unfamiliar place on my body, I found myself really happy with the form and the function.

It does take some time to get used to a hip pack again after so long with vests, but I do really like being able to keep the bag on while accessing everything. One of the main draws of a well-designed hip pack.

“Complaint”

My only complaint about the Cascadia is its tiny side pockets. This might stem from my love of vest packs and shoulder-strap pockets, but I wish the Cascadia had more (or better?) external pockets I could access quickly.

The side ones are pretty minimal, and other than holding a lens cap, a small pack of gummies, or a cool-ass rock found on the trail, I can’t see myself using them much. Granted, adding more robustness to these pockets would add weight and likely make for a less comfortable pack, so I’m slightly conflicted about this complaint.

I know Spencer at High Above does an exhausting amount of R&D for each pack he brings to market, so there is 100% a reason these side pockets aren’t bigger or equipped with a zipper.

This is one of the best hip-packs on the market, and it does a great job of solving the bounce and discomfort I’ve encountered over the years with other fanny packs, and it’s been a VERY welcome addition as I make my way back to 100% health – I might even keep using it even after I’m all better, and that’s saying something.

It seems Magura has seen the comments and criticism, and they’re addressing it with the Race Pro, calling it “the aluminum masterpiece our fans and haters have been waiting for.” That might address one critique, but it’s not the whole story. The Race Pro might have alloy levers and stopping power close to the Gustav, plus tech that makes swapping and bleeding pretty easy; still, it lacks bite-point adjustment, which is a huge miss on a brake at this price point ($699.00 | 699.90€).

Race Pro Details

• Weight: 310 g (1m hose length)
• Caliper: Aluminum, forged & CNC machined, 4 pistons
• Brake master material: Aluminum, forged & CNC machined
• Clamp: Aluminum, Integrated Shiftmix IG option
• Lever: PRO lever, Aluminum CNC, ball bearing
• Reach Adjust: toolless
• Brake pad: MDP 13 SILVER
• Rotor thickness: 2.0 mm

The master piston in the lever is still radial and uses a replaceable ball bearing, but it uses an axial reservoir design, which reduces size and makes the cockpit slightly less cluttered. For better cockpit organization, the Race Pro uses the same ShiftMix mount found on the Gustav, which lets you mount a shifter or dropper lever to the brake-lever clamp.

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Magura claims that the Race Pro brakes offer more stopping power than the Gustav, but on their own website lists them as “heavy duty” rather than “extreme duty”, like the Gustav. I assume this is because the Race Pro targets mountain bikes rather than eMTBs, and is built for a 2mm thick rotor instead of the 2.5mm rotor that the Gustav is compatible with.

Installation and maintenance are pretty simple on the Race Pro, highlighted by the EASY LINK hose coupling that lets you disconnect the brake hose from the master cylinder without special tools, a major plus for routing cables through frames. The EASY BLEED system simplifies routine maintenance with a continuous, dead-end-free oil channel for quick lever bleeds.

Inside the whole deal is a 12mm master piston, and four 19mm caliper pistons operate at a reduced hydraulic pressure to prevent hose expansion under heavy braking. That means a firm, consistent bite point that Magura shows as VERY linear. So no, there’s not much modulation with these, and there’s no way to adjust that bite point. If you’re a fan of the adjustability offered by Shimano, SRAM, TRP, or Hayes, the Magura Race Pros are likely not the brake for you. There is, however, a workaround for bite-point adjustment, thanks to aftermarket levers. 

The Selling Points

Downhill Power at XC Weight: The complete system weighs just 310 grams per brake, yet outputs 16% more braking power than Magura’s heavy-duty GUSTAV PRO model.

CNC Skeletonized Construction: To achieve a best-in-class weight without sacrificing large pistons and high oil volume, both the master cylinder and caliper are one-piece forged and then extensively CNC post-machined. This removes excess material and gives the brakes a highly sculptural look.

Increased System Stiffness: The uniquely stiff one-piece caliper and reduced hydraulic pressure deliver 20% less unwanted lever flex than the Magura MT7.

Explore more at Magura.com

The WTC hubs will retail for $729.90 USD per hubset ($239.95 front / $489.95 rear), with inventory available now, directly from Wolf Tooth and authorized dealers worldwide. 

Alongside standalone hubs, Wolf Tooth is offering factory-built complete carbon wheelsets paired with North American-made rims from ENVE (SES 4.5, G SES 4.5, M6, M8) and We Are One (Whisp, Triad).

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Core Drive & Engineering Features

ENVE INNERDRIVE System: An oversized 42mm ratchet ring with interchangeable options (40T PRO, 60T, 80T, and 100T), achieving engagement as fast as 3.6°. The drag-reducing 40T PRO comes stock on all Road/Gravel models.

Perfect Preload System: A tuned wave washer that automatically sets and maintains proper bearing preload upon torquing, eliminating manual preload adjustments and special tools.

Service-Friendly Design: Standardized bearing sizes, uniform spoke lengths per wheelset, anti-twist straight-pull drillings, and a retaining circlip that keeps internal components secured during maintenance.

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Hub Specifications

A little history of SPD-SL

Originally, Shimano entered the three-bolt pedal scene with a Look-style cleat and binding interface on the Dura Ace PD-7401 pedals. This was the standard at the time, but Shimano wanted to change that.

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After recognizing some limitations with the LOOK design, Shimano began developing its own formula, which gave the world the Dura Ace PD-7750 pedal and the SPD-SL cleat. The overall design and interface have stayed pretty much the same since 2003, and only now have new molds been cast for a new era of the pedal and accompanying cleat.

The evolution of SPD-SL

After years of the SPD-SL pedal dominating road riding, Shimano has officially revised the system and released the SPD-SLR. This new cleat, shoe, and pedal system uses the same three-bolt interface, but now offers a lower stack height, faster engagement, and easier fit adjustment. Note that the new SPD-SLR cleats are not compatible with the current SPD-SL cleats and pedals, as we saw at Paris-Roubaix earlier this year.

Shoes, Pedals, and Cleats: A Complete System Overhaul

Shimano has overhauled its flagship road line with the debut of SPD-SLR, a re-engineered pedal, shoe, and cleat system designed around the best buzzwords in the drivetrain game: direct power transfer and stability. By redesigning the contact points as a single platform (shoe, cleat, and pedal), Shimano reduced stack height by 2.3 mm, bringing the rider’s foot closer to the pedal axle than previous designs.

Clipping in is noticeably quicker with a wider catch zone and a narrower 10.5° engagement angle (compared to 15.5° on standard SPD-SL). Additionally, the redesigned cleats cut weight by up to 25% and add high-contrast alignment markings for easier, more precise fit adjustments.

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SPD-SLR Pedals & Cleats

The new architecture debuts across two pedal models and footwear options. The top-tier Dura-Ace PD-R9300 pedal uses an injection-molded carbon-composite body, an integrated stainless steel plate, and wider bearings that deliver 11% more stiffness than the PD-R8200, along with a 53% reduction in rotational resistance. The Ultegra PD-R8200 pedal delivers the same low-stack geometry in a resin body aimed at race and training applications. Dura-Ace = Race, Ultegra = Training. An equation we’re all used to by now.

While there is no 105 option at launch, Shimano does like the trickle-down method; it’s unclear whether we’ll see a 105-level model hit the market at some point, and these marginal upgrades might be reserved for the more performance-focused riders.

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View the 2 images of this gallery on the original article

To fit biomechanical and anatomical differences, the new SPD-SLR lineup provides four cleat options: the fixed CL-SL100 (Red, 0° float), the widely adaptable CL-SL110 (Yellow, ±3° float), the stability-focused CL-SL120 (Blue, ±1° float), and the CL-SL130 (Gray), which allows transition use with non-Shimano three-bolt outsoles. As noted, while SPD-SLR cleats mount to standard three-bolt cycling shoes, they work exclusively with SPD-SLR pedals.

S-Phyre RC-910 & RC-810 Shoes

To complement the hardware, the new flagship S-PHYRE SH-RC910 and race-caliber SH-RC810 shoes feature Shimano Dynalast 2.0, rigid carbon midsoles, and heel stabilization systems designed to reduce fatigue and increase stability throughout the pedal stroke.

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View the 2 images of this gallery on the original article

From an aesthetic standpoint, the S-Phyre shoes look to follow the approach of the XC-9 and RC903 with a dual Li2 BOA Fit System, instead of the single BOA RC903 PWR. The new RC910 does not have a replaceable heel pad, whereas the RC810 does. Other than that small detail, the shoes are quite similar, and the main difference is likely price.

Pricing

It’s nice to see the prices aren’t really going up; in fact, they aren’t changing at all right now. Speaking of pricing, here’s how all the chips fall:

• S-PHYRE RC910 Shoes: $525
• RC810 Shoes: $400
• DURA-ACE PD-R9300 Pedals: $300
• ULTEGRA PD-R8200 Pedals: $200

Trek posted a short video on YouTube, but it has since been taken down, showing the build process of the 32″ prototype bike with the following caption: “Trek Factory Racing XC will be racing our 32″ prototype for the first time at this weekend’s penultimate UCI Mountain Bike World Series round in Soldier Hollow, Utah. This bike has been years in the making. Tune in this Saturday and Sunday to see it in action.“

The YouTube video might be private now, but it still remains on the Trek Unbroken Instagram.

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Prior to this bike build video dropping, Trek also teased a video on Instagram of Evie Richards on a 32” bike. Although the post only mentions that the Trek Unbroken Team will be on 32” wheels, it does not mention whether everyone is adopting the bigger wheels for the penultimate UCI World Cup XC race weekend.

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So far, only Evie has been spotted on the larger-diameter wheels, so we can only speculate. I guess we just need to wait until race day to see who’s saddling up with the wagon wheels. I sure doubt the UCI would let Riley Amos ride a horse, even if it is just for course recon.

To celebrate the launch of the new Addict Gravel bike, Scott Sports teamed up with Swiss outdoor coffee brand NoNormal. The two brands have dropped a highly limited Scott x NoNormal Coffee Kit that combines the two loves into a clever take on caffeine intake.

I don’t hate instant coffee, especially on a bikepacking or long camping trip. Something about resource scarcity makes stuff you wouldn’t normally consume at home 100 times better. But NoNormal isn’t your normal instant coffee; well, because it isn’t actually instant coffee.

“Instant Coffee is brewed and then dried, and drying is where the taste goes. NoNormal is brewed and reduced, never dried, so it stays coffee.”

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Banish all thoughts of chalky, bitter instant coffee. Instead of brewing and drying their coffee, NoNormal brews 100% Colombian Arabica and gently reduces it to a thick, 20x concentrate. It’s packaged in a 100% recycled aluminum tube. You just squeeze a teaspoon of the paste into hot water, stir, and you’re good to sip.

Inside the Kit

Limited to just 100 units and priced at $110, the kit comes packed in a custom-branded box containing everything you need:

• An engraved titanium cup with a lid and a custom storage pouch.
• A co-branded tube key to help you squeeze out every last drop.
• Two tubes of NoNormal paste (one Classic Black, one Sweet Black naturally sweetened with Swiss beet sugar). Each tube packs enough goop for about 20 cups of coffee.
• A sticker pack, a booklet detailing the collaboration, and discount codes for the Scott Addict collection and NoNormal coffee.

How to Snag One

If you’re a big Scott fan and want this limited edition kit, you’ll have to act fast. The run is strictly limited to just 100 kits available exclusively to buyers in the US and Switzerland through NoNormal’s website. The brand has already confirmed that once these 100 boxes are gone, they will not be restocked or refilled. When it’s gone, it’s gone.

Scott Sports X NoNormal Gravel Kit

The kit is expected to ship in November of this year, but if you don’t want the limited edition package, you can still get your hands on NoNormal products via Nonormal.com.

NoNormal Coffee

With so many action camera options that all seem similar, choosing which one checks all the boxes feels like a roll of the dice. To be fair, most will be fine for 99% of people, but if you want the best footage right out of the camera and a user interface that makes sense, the Insta360 Ace Pro 2 has been a faultless companion while shooting videos for the BIKEmag YouTube channel.

GoPro has been a dominant force in action cameras, but with more options on the market from DJI and Insta360, there’s not much reason to stick with GoPro despite its heritage in the space. I’ve had tons of GoPros over the years, and my most recent pick was the Hero Max 360 camera, which was a ton of fun. Before that, I used a few different ones, but they often overheated or had storage issues. Although 360 footage is fun and easy to edit, it wasn’t always necessary, and it didn’t meet 4K standards. These drawbacks, which included the size, prompted me to explore other options.

Overview

I landed on the Insta360 Ace Pro 2 for a few reasons. First, it offers excellent image quality and in-camera stabilization for its size. Second, you can swap out lenses, which was a huge bonus later on. After actually using it for extended periods, more benefits soon became apparent.

• Price: $369.99 USD
• Video: Up to 8K (16:9): 7680×4320@30/25/24fps
• Slow Motion: 4K (16:9): 3840×2160@120/100fps
• Photo: Up to 50MP (8192×6144)
• 16-bit audio
• USB-C Fast Charge: 47 mins (30W fast charging adapter)

Selling Points: Great battery life, great image quality, excellent low-light performance, an easy-to-use user interface, swappable lenses, a mounting system, and great audio quality.

Pain Points: Other lenses can add weight, it’s not as small as other cameras on the market, and the USB and battery doors are fragile (but replaceable).

Details and Features

The Insta360 Ace Pro 2 is pretty damn impressive, and I have almost no complaints after a year of use and abuse from both mountain biking and skiing. The Insta360 Ace Pro 2 weighs just 148 grams (more with the Ultra Wide Angle lens kit) and has an easily swappable 1800mAh battery. For storage, you can slap a 1 TB microSD card into the camera and capture hours of footage. I have found that for my use cases of shooting 4K at 24FPS, a 256GB SD card is more than adequate, but it does need fast read/write speeds (SanDisk Extreme works great IMO).

One of the selling points Insta360 is proud of in this camera is its AI chip, which auto-detects “highlights” in the footage, among other less flashy things. Although the highlight detection is a neat feature, I have only used it a couple of times, and the results were less than ideal, so I don’t really rely on it to know what’s best. For me, the UI, audio quality, and actual footage take precedence, and the Ace Pro 2 delivers on that front, partly thanks to the aforementioned chip.

I’ve been really impressed with the image stabilization and audio quality, with most footage being perfectly usable out of the camera. For mountain biking, it is really impressive and handles wind noise and low-light conditions exceptionally well. Thanks to Leica optics with a 2.8 aperture and the dual processing chips integrated into the sensor, the Ace Pro 2 handles low light better than any other action camera I’ve seen. So it has that going for it, but I have noticed that it can struggle when transitioning quickly from bright light to shade, especially when mountain biking. A quick toggle of the HDR video setting helps combat this, though.

The camera offers a lot of adjustability when you enable manual exposure control, but I’ve found auto mode works excellently in almost every situation. The Ace Pro 2 also shoots in I-log, enabling you to retain more detail in the highlights and shadows and do more precise color grading in post-production if you really want to get deep with it. 

Most modern action cameras can shoot the same quality and frame rate, with only the new GoPro Mission series cranking things up to the extremes in frame rate. So it’s hard to compare those specs against he competition, but the images and video right out of the camera on the Ace Pro 2 are fantastic, no matter what shooting mode you’re using.

Lenses & Image Quality

Part of what was really attractive was the ability to swap lenses, particularly the Ultra Wide lens that makes the Ace Pro 2 really shine in my opinion. The base Wide-Angle is great, but depending on where you mount the camera, it won’t fit everything in the frame. With the Ultra-Wide lens, that wide angle is now 36% taller and 32% wider, for a total field of view of 189°. This wider FOV makes the angles look and feel as fast as they do in real life, and it’s well worth the extra $60.

The real difference between most digital cameras is the image processing and color profiles applied to the footage, and Insta360 has multiple Leica profiles baked into the camera for easy color matching depending on the subject matter. They aren’t always the best from scene to scene, so it’s smart to check what profile you have before you start shooting, and if you happen to nerd out on color grading, I-log is the best bet – if not, then the standard color profile is great.

The Settings I Use For Great MTB Footage

For mountain bike footage, I keep the Ace Pro 2 on a slower shutter speed to get the motion blur that makes everything look the way it feels. I shoot mostly in 4K at 24 fps, with image stabilization set to the highest setting, and I rarely find the footage too shaky or unusable. You can also shoot up to 120fps in 4K if you want to get those slo-mo shots, but if you’re mostly capturing ride footage, the slower frame rates are the best bet.

• Color Profile: Standard / I-Log
• Frame rate: 24p
• Quality: 4K
• ISO: Auto
• Stabilization: High
• Sharpening: 0
• EV: 0

Longevity and User Interface

Build quality was another thing that drew me to the Ace Pro 2, and despite being very robust, it’s also the only thing I can ding the camera for. In the first few months of using it, I dropped it off my desk with the memory card door open, and the plastic hinge broke. At first, I was pretty bummed that a 3-foot fall would cause this, but I quickly looked up a replacement, and it wasn’t that big of a deal. The USB/memory card door was $15 USD and didn’t require any tools to fix, so I couldn’t be that bummed.

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The Ace Pro 2 is pretty damn intuitive to use, too, with a familiar UI and an app that provides all the assistance the device’s UI lacks. This makes transferring footage to a phone for social media a breeze, and the Insta360 software makes it pretty easy to edit the footage before saving. The flip-out screen at the back also makes it great for filming yourself if you want to talk directly to the camera or take a selfie.

I really like the mount system that Insta360 uses for its action cameras. They might seem fragile or less secure than the two-prong mounts on other cameras, but even with the added weight of the wide-angle lens, I’ve never worried about losing the camera in a bump.

Overall, I’ve been really pleased with the Ace Pro 2, and this might be the longest that I’ve ever owned an action camera without it begging for early retirement; and that’s saying something. In the past, a GoPro lasted about a year before it stopped being a reliable way to capture ride footage, and I still use the Ace Pro 2 for every video I shoot for the BIKEmag YouTube channel, and I don’t see that changing anytime soon.

Race Results and Timing

The 2026 season of the Monster Energy Pro Downhill Series presented by Continental comes down to one final showdown as we head to Deer Valley, UT for Round 5 at the Fox US OPEN of Mountain Biking.

Four rounds of electric racing across the country lead us to this moment – a stacked roster of the fastest downhillers arriving at Deer Valley with championship battles hanging in the balance. Series overall and the coveted US OPEN title are on the line, with no room to hold back.

For the first time since the early NORBA days, elite downhill racing is back on Deer Valley’s slopes. After nearly two decades, the return of downhill to this iconic venue adds another chapter to the mountain’s storied history and marks a milestone for the Pro Downhill Series.

For the 2026 Fox US OPEN, riders will take on a newly built version of the historic NCS downhill course, the same corridor that hosted NORBA-era national racing and helped establish Deer Valley as one of America’s iconic downhill venues. Blending the history of Deer Valley downhill with modern racing, the track has new features and is opened for more speed and line choice, while preserving legendary sections of the original NCS course, including Niagara and Whiskey Rock.

The Fox US OPEN brings together the best of mountain biking for a massive finale, with world-class downhill racing, a stacked field of athletes, and an electric atmosphere to close out the season. From the start gate to the finish line, we saw high-speed racing, Utah’s passionate race fans and storybook results – everything that makes downhill the sport we love. One final round – let’s finish the 2026 season at full speed.

Although this is a pretty large number, it’s likely lower than what we’d see in some European countries with less car-centric infrastructure. It signals a shift in the industry, and a recent PeopleForBikes report shows it’s not just about recreation and eMTBs.

• The eBike market is moving from recreation toward everyday transportation, and from enthusiasts toward everyday riders: families, commuters, and errand-runners who never thought of themselves as cyclists. 
• Categories built for hauling, including electric cargo bikes, are now some of the fastest-growing in the country. 

With a population of almost 350 million, the United States has the third-largest population of any country on the planet, and although 62 million miles is a lot, it’s not much over a 3-year period and amounts to less than half a mile per person… It’s a start, though, and it’s pretty clear why we aren’t seeing a higher figure here. A lot of it comes down to infrastructure, public perception, and general lifestyle trends. But we are seeing an upward trend of people opting for a bike over a car these days.

A PeopleForBikes analysis indicates nearly one million e-bikes were bought or sold in the U.S. in 2024 across retail, direct-to-consumer, and peer-to-peer channels. This figure is only for e-bikes and doesn’t represent regular bicycles as a mode of transportation.

The distance, equivalent to nearly 2,500 laps around the equator or 22,000 trips along the Great Divide Mountain Bike Route, reflects a broader national shift toward utility riding. According to Bosch, the miles were logged not by professional fleets, but by mountain bikers, commuters, parents hauling cargo, and everyday errand-runners.

“These are real miles, ridden by real people, on ordinary days,” said Jocelyn Vande Velde, North American Marketing Director at Bosch eBike Systems. “What the data tells us is that the bike has become both a way deeper into the mountains and a practical answer to trips that used to belong to something else.”

To support the growing user base, Bosch released its over-the-air “Performance upgrade 2.0” software update in May 2026, unlocking additional torque and support for nine drive units. Connected through the eBike Flow app, the system pairs drive hardware with features like digital theft protection, customized power modes, and activity tracking via Strava, Komoot, Apple Watch, and Garmin.

Scott mountain bikes have long been the poster child for deep integration, largely defined by their hidden rear shock and TwinLoc. And with the 2026 Spark DC, Scott isn’t totally shifting focus, but they are making the integration a little bit easier to live with. This is a 138mm-travel platform that takes the pedaling efficiency of an XC bike and stretches it squarely into the ever-popular short-travel trail bike category, or “Downcountry,” if you like that nomenclature.

Overview

The Spark DC offers fully integrated, through-the-headset cable routing, which looks great on a showroom floor but often creates headaches in the workstand. Scott is addressing this with their new Syncros OCT (Octopus Cable Technology). The system gives riders a choice: stick with the fully integrated routing or run a traditional cockpit setup that isn’t wrapped around the steertube and tangled up in bearings. Combined with internal tube-in-tube guides, swapping brakes or dropping the fork shouldn’t require a second set of hands.

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As is the aesthetic of Scott’s full-suspension bikes, the shock is still tucked away, which I personally like for its look and function. Hidden shocks look incredibly clean (and stay that way), but they have historically made setup and maintenance a little different. Scott seems to have listened to the complaints, and the Spark DC has a magnetic frame cover to hide the shock. No tools, just a quick pull to access the shock, swap it out, or reach into the downtube storage.

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Behind that magnetic door sits the “Save-The-Day Kit”—integrated in-frame storage packing a tube, pump, tire levers, and a multi-tool. It keeps weight off your back and ensures you aren’t stranded. To solve the hidden-shock setup issue, Scott also integrated an external Sag & Travel Indicator right at the BB.

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Geometry & Frame Details

Modern trail geometry is found with the Spark DC. It leans toward the longer, slacker side for stability at speed, while an adjustable headset (+/- 0.5°) lets riders tweak the steering feel to match their preferences. Scott also baked in some smart, utilitarian details. Pop-on frame fenders keep grit out of the linkage, a removable steering stopper prevents your brake levers from punching a hole in the top tube, and extra accessory mounts offer room for strapped-on gear.

Geometry Charts

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Models and Pricing

The launch includes five builds, all featuring carbon frames, integrated Syncros tools, and a low center of mass to improve handling. Pricing ranges from $4,399.99 to $12,999.99 for the flagship model.

Scott Spark DC Factory

• Price: $12,999.99
• Frame: Premium Spark DC HMX Carbon
• Suspension: RockShox Flight Attendant
• Drivetrain: SRAM XX SL AXS 12-speed with Power Meter
• Brakes: SRAM Motive
• Wheelset: DT Swiss XRC 1200 Spline
• Key Extras: RockShox Reverb AXS, Syncros “Save the Day” repair and tubeless kit
• Color: Carbon Black

Scott Spark DC 10

• Price: $9,999.99
• Frame: Spark DC HMF Carbon
• Suspension: RockShox Flight Attendant
• Drivetrain: SRAM X0 AXS 12-speed with Power Meter
• Brakes: SRAM Motive
• Wheelset: Syncros Silverton CF2
• Key Extras: Syncros “Save the Day” repair and tubeless kit
• Color: Mist Blue

Scott Spark DC 20

• Price: $7,299.99
• Frame: Spark DC HMF Carbon
• Suspension: Fox Factory
• Drivetrain: Shimano XT / Deore Di2 12-speed
• Brakes: Shimano Deore
• Wheelset: Syncros Silverton AL2
• Color: Lemon Yellow

Scott Spark DC 30

• Price: $5,399.99
• Frame: Spark DC HMF Carbon
• Suspension: RockShox Pike
• Drivetrain: SRAM S1000 AXS 12-speed
• Brakes: SRAM DB6
• Wheelset: Syncros Silverton AL2
• Color: Carbon Black

Scott Spark DC 40

• Price: $4,399.99
• Frame: Spark DC HMF Carbon
• Suspension: RockShox Pike
• Drivetrain: Shimano Deore 12-speed
• Brakes: Shimano Disc
• Color: Tender Green

This move comes right after GoPro launched one of the most intriguing action cameras I’ve seen in a long time: the Mission 1 lineup, which boasts mind-boggling image quality, framerate, and compatibility with mirrorless camera lenses.

What was once used to capture adventures and the outdoors could now be used to further the impending doom of the human race (I jest). But this is a rather shocking pivot for the brand, though it isn’t all that surprising if you look at other brands that have been in hot water over the years and have gambled on AI to save shareholders’ wallets. Just look at Allbirds, BuzzFeed, or other names in the media Arena.

Starman, which specializes in high-speed optical transceivers for data centers, has acquired a 90% stake in GoPro and wiped out $92 million of the brand’s debt. The move follows years of declining sales, culminating in a massive revenue drop in mid-2026.

Rather than shuttering the brand, Starman is buying GoPro largely for its tech backbone. GoPro has about 2,500 patents in optics, lens design, and hardware miniaturization that Starman hopes could help improve the precision, compactness, and light-handling performance of optical transceivers used in AI data centers, while also supporting rugged, high-performance imaging and sensing components for defense optics.

_{The merger terms, financial figures, and company statements should be verified against the companies’ official press releases, SEC filings, and any accompanying investor materials.}

What This Means for GoPro Users

If you are currently using a GoPro camera, you do not need to replace your camera just yet – although there are plenty of great options out there – GoPro has confirmed that it will continue to support its lineup of cameras, software, and the Quik cloud subscription service, so cloud-backed footage, automatic highlight edits, and camera support remain functional.

That said, the company’s future roadmap with action cameras is less certain. With funds and engineering talent focused on bolstering optical infrastructure, GoPro’s consumer camera division may shift toward maintaining its current products rather than pursuing annual updates to the product line. Existing devices should continue recording, but riders hoping for major new advances in bike-mounted video, stabilization, and 360-degree footage may want to keep an eye on brands like Insta360 and DJI.

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Squeezed by the ever-improving smartphone cameras, competition from rivals like Insta360 and DJI, and the skyrocketing cost of components and memory, GoPro’s consumer hardware reached a breaking point. That collapse created the opening for a strategic reset, setting the stage for Starman to reposition the business around AI and defense optics rather than consumer hardware alone.

Who is Starman, and What is the AI Pivot?

Starman Optical was incorporated just a day before the merger announcement as a vehicle under Starman Holding. Through its subsidiary Starman New Photonics, the group is looking to invest $150 million in New Jersey to manufacture high-speed 800G and 1.6T optical transceivers – the hardware that moves massive amounts of data between GPUs in AI data centers.

The merger pairs Starman’s data-center hardware with GoPro’s extensive catalog of U.S. patents to build optical supply chains for U.S. defense, government, aerospace, and robotics contracts. Hooray!

Times, they are a changing…

I was a little disappointed to see the Built for Legends Specialized Demo 11 not fitted with the ultra-elusive Brembo Brakes. Oh well. At least it still gets the Öhlins suspension and DT Swiss alloy wheels.

Each frame in the Built for Legends lineup is dripping in a distinctive finish that pays homage to Specialized’s racing lineage. A deep red tint is layered over metallic silver dust, and a hand-applied black ink wash and dark edge fades. Like any good collector’s item, this ensures that no two frames in the series are identical. Every bike is finished with a glassy-smooth, hand-buffed clear coat.

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Limited Numbers and Huge Price Tags

Reflecting the elite status of these bikes, Specialized is producing only a small, individually numbered allocation of each model worldwide. Specialized confirmed that once these individually numbered bikes are sold out, the colorway will be retired permanently.

• Tarmac SL9 – $14,999.99 | 199 individually numbered bikes
• Crux 5 – $14,999.99 | 55 individually numbered bikes
• Demo 11 – $11,499.99 | 50 individually numbered bikes
• Epic 9 – $15,499.99 | 119 individually numbered bikes

Oh yeah, there are also some shoes and a helmet in the collection. Got some money burning a hole in your pocket? Head over to Specialized.com and browse the collection.

Hosted at Coast Gravity Park in British Columbia, the event will bring together a select group of female riders, including newly crowned Junior Downhill World Champion Tilly Boadle and World Cup racer and Red Bull Hardline competitors Mille Johnset & Jess Blewitt, alongside an international field of emerging and established female downhill athletes.

Confirmed Athletes

• Gracey Hemstreet
• Andreane Lanthier Nadeau
• Arleigh Kemp
• Cami Bragg
• Indy Deavoll
• Jess Blewitt
• Lina Frener
• Mille Johnset
• Tayte Proulx Royds
• Teagan Heap
• Tilly Boadle
• Zoe Witwicki

At the center of Project 17 is a purpose-built progression line designed to introduce riders to the scale, speed, and technical demands of the world’s biggest downhill courses, while offering a supportive and controlled environment to learn, develop, and push their limits.

As events such as Red Bull Hardline continue to set the benchmark for progression and technical challenge in downhill mountain biking, Project 17 matters because it addresses a clear disparity in the current pathway for women’s downhill progression, helping to bridge the gap between the opportunities available to female riders and the demands of competing on the world’s biggest courses.

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The course build is being supported by Red Bull, helping create a purpose-built environment designed specifically around rider progression. Norco, as Hemstreet’s DH team partner, is also supporting Project 17, which brings together athletes and industry partners committed to creating greater opportunities for women in downhill. That support underscores Hemstreet’s point that progression is only possible when the right opportunities and environment are in place. 

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“The goal isn’t to make it easy. It’s to make it possible.” — Gracey Hemstreet 

Project 17 is built on a simple idea: riders progress when they’re given access to the right terrain, experienced people around them, and the confidence to take the next step. Success for Project 17 won’t simply be measured by what riders achieve on the course. The goal is for riders to leave the event stronger, more connected, and more capable of taking the next step toward the highest level of the sport. By investing in riders now, Project 17 is helping shape the future of women’s downhill racing.

Follow along with the Project: @ride.project17

For a bit of history, the Madrone Trail was Marin’s first mountain bike in 1986, designed with help from Joe Murray (MTB Hall of Famer), and it sold for just $199 USD… Now it’s back, albeit just in name and aesthetics. Reimagined with retro soul and modern capability, this serialized, limited-edition bike (440 units) celebrates Marin’s launch and the brand’s 40-year mountain biking journey.

Check out the Madrone Trail at Marinbikes.com

The Retro Appeal

The aesthetics are hard to argue with on this one, and with a fairly digestible price, this could be a better alternative than continuing to restomod that steel MTB collecting cobwebs in the shed. Or maybe not, because the build is a huge part of the fun with bikes like this. Take my Cannondale SM600, for example. I don’t even know how much I’ve spent “modernizing” it, but It’ll never have disc brakes or 27.5 wheels…

Details

Priced at $1,249.00, the Madrone Trail features a 4130 steel frame and a steel fork with eyelets for fenders and a rack. Visually, the bike is clearly tapping into nostalgia with its geometry and livery.

Dripping in a heritage-inspired paint job featuring dark blue and yellow graphics with bright pink and blue splatter. The Madrone Trail might look old-school-cool with the raked-out seat tube, one-piece bars (100mm Rise, 25˚ Backsweep, 750mm Width), but it’s adorned with hydraulic disc brakes, a modern drivetrain, and 27.5” wheels.

It rolls on modern wheels and features a custom, high-polished Shimano CUES 10-speed drivetrain with plenty of gear range. Stopping power comes from polished silver Shimano Alfine hydraulic disc brakes (160mm rotors). The matching silver accents from the drivetrain, brakes, and wheels really tie it all together.

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Available in sizes Medium and Large, the 2026 Marin Madrone Trail offers a unique blend of heritage and contemporary reliability. Whether you’re a mountain bike history buff or just looking for a cool, capable commuter, the Madrone Trail proves that old-school will always be cool.

If possible, watch this one on the big screen.

“We actually didn’t even mean to make this. Life happened, and we rolled with it. No one gave us a budget or money, so we just let it happen how it needed to happen.” Steve shared with me, and I think that is just a testament to how important this film is not just to the MTB community, but to anyone carrying the weight of life’s heaviest lessons.

Life is all about balance, and Ride to Resilience drives that point home; it’s rare to see such a broad range of emotions captured through the lens of an action sports film. What Geoff Livingston, Kelsey Toevs, Steve Vanderhoek, Joe Osborne, and Ken Wald have created here is truly something special.

Check in on your homies, show vulnerability, and ask for help when you need it.

Words from Ride to Resilience

When Geoff Livingston approached Steve Vanderhoek with the concept of a film about what pushes him to ride at the edge while balancing a real-world career as a City of North Vancouver firefighter, and what it’s like for his wife Kelsey to capture it from behind the camera, neither of them could have known how much deeper the story would become.

As Steve began therapy, he started turning the camera on parts of his life that none of us had seen before. Years of frontline trauma as a firefighter. The weight he’d been carrying quietly. What actually happens when you finally put it down? And once Steve opened up, it didn’t stop with him. One by one, people started telling the truth about what they’d been through. His close friends and colleagues Matt Saely, Jeff Mccutcheon, Alan Easton, Mike Danks, Sam Van Born, fellow professional mountain biker and teammate Yoann Barelli, Dr. Duncan Shields, as well as Steve’s father, who decided it was time to share with the world all of the trauma he had kept buried for the last 60 years.

We didn’t set out to make a film about mental health. We ended up making one anyway, because we realized that we had something that would mean so much more and impact many people dealing with similar challenges around the world, rather than just another mountain bike film.

To everyone who trusted us with their story, who showed up to ride, who sat in front of a camera and said the hard thing out loud: thank you. This film exists because you were brave enough to be honest, and we are so proud of what we built together.

This isn’t the end of it. It’s the start of the Ride to Resilience Association, community rides, events, and ongoing stories built to help people find their way through the hardest moments, the way Steve found his. 

We made this hoping it helps someone see they’re not alone. If it saves even one life, or helps one person get through their worst day, it is worth everything that went into it.

To help support future community and mental health-focused projects and get involved, visit: Ridetoresilience.com

No matter which build option you choose, you get the M2S, Avinox’s highest-power motor. Complete bikes start at just $4,999 USD (or $4,199 for the frameset), with top-spec options coming in at $7,999 USD. Regardless of the build spec, all the Wire Peak models are built around the same alloy frame, Avinox M2S motor, and 800wh battery.

The Wire Peak is Ari’s first adoption of the Avinox system, and it looks to me like the suspension and layout are taking cues from the Timp Peak, which launched last year with the Bosch CX system. The Wire Peak, unlike the Timp Peak, sits on 150mm of rear wheel travel and 160mm up front.

Overview

The Wire Peak frame features a couple of geometry adjustments with a low/high flipchip alongside a long/short flipchip and the ability to change between MX and full 29” wheels. Overall, the geometry is what we see quite a lot these days in this travel category: a 64-degree head tube angle, a 78-degree seat tube angle, and reach numbers that fit a wide range of riders (435 – 505 mm). 

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Build Kits / Pricing

Sport $4,999
Suntour ZERON 36X fork & Edge X shock, Shimano CUES U6000 10-speed, WTB Sportterra i30 wheels

Comp $5,999
Marzocchi Bomber Z1 fork & Bomber Air shock, Shimano Deore M6200 11-speed, Crankbrothers Synthesis DH wheels

Elite $6,999
RockShox ZEB Ultimate fork & Super Deluxe Ultimate shock, SRAM Eagle 90 12-speed, Crankbrothers Synthesis DH wheels

Pro $7,999
RockShox ZEB Ultimate fork & Super Deluxe Ultimate shock, SRAM GX Eagle Transmission 12-speed, DT Swiss HX 1700 Spline 29 wheels

Frameset w/ Shock: $4,199
With RockShox Super Deluxe Ultimate shock

The 4-bar suspension layout and balanced geometry look like a recipe for a decent platform, but with a full aluminum frame, the bike is likely to be relatively heavy, and we don’t currently see weights listed on the Ari website. I’d wager it’s in the ballpark of 50lbs, but who really cares? Twist it and rip it, you know?

The bike is pretty vanilla, but that might be intentional, since it will appeal to many more riders, especially given that it has the motor everyone wants right now, at a fairly reasonable price. I won’t get into my opinions on Avinox and the current trends in eMTB – those opinions can be found here – but I will say that this probably isn’t the last new bike we’ll see with an Avinox M2S this year.

Shop the Ari Wire Peak at Aribikes.com

• MSRP: $11,299.99 USD
• Weight: 34 lbs / 15.4 kg (stock) | 36.5 lbs / 16.5 kg (as seen)
• Size: S5
• Rider height: 6’2″ (188cm)

The geometry hasn’t changed much from the last version, but what has changed seems pretty divisive in the community: the lack of accommodation for mechanical drivetrains. While strange, it does make some sense if you look at it from Specialized’s perspective. Other than the omission of a way to route a shift cable and housing, the SJ 15 also saw another major change, one that was better received: the Genie shock.

One thing remains unchanged: the Stumpjumper is still one of the best examples of an all-around mountain bike. It’s a seriously well-imagined example of how one bike might be able to do it all, and the Stumpjumper 15 Evo takes that to another level. I’m here to look at what that next level means and whether this platform could still be considered one of the best mountain bikes of all time.

The Evo-lution of the Stumpjumper 15

In short, the Stumpy Evo 15 gets a bigger fork and a Fox Float X Genie or Super Deluxe Genie shock. This longer fork makes it a little slacker, and the reservoir-equipped shock gives it a little more efficiency on long descents. Other than that, not a lot has changed. That’s kind of what happens with the Evo models of Specialized bikes.

I’ve been on the Specialized Stumpjumper 15 Evo as a long-term test bike, and in the months spent with the SJ 15 Evo, it continues to surprise me. On paper, there is nothing really boundary-pushing with this bike, and the introduction of an Evo version of the Stumpjumper 15 answered the demands of many riders, but with a 160mm fork, 145mm of rear wheel travel, and some really smart suspension kinematics and components, it’s an impressively capable bike in the trail bike genre.

It’s not a bike that I’ve been shouting praise for from the rooftops or gushing over, but it’s also not a bike that I (nor anyone else) would ever take out of consideration when looking for a bike in this category. The Stumpjumper has long been a bike that is synonymous with the world of mountain biking, and now, in its 15th form, the Stumpjumper is still a bike that does just about everything that you would want without putting up a fuss. 

The geometry is sorted, with flip chips available for fine-tuning; it uses a threaded BSA bottom bracket, tube-in-tube cable routing, 29” or mixed wheels, and has downtube storage, with the only major flaw being the absence of accommodations for mechanical drivetrains (a common occurrence in the modern age).

The Build Kit: NICE

This is the S-Works build, and that means it’s got a lot of bling. Full Shimano XTR Di2, Fox 36 Factory Grip X2, Float X Genie, Fox Transfer NEO wireless dropper, Roval Traverse SL II wheels/i9 Hydra 2 hubs, RaceFace ERA Carbon bars, and a Specialized S-Works Power Mirror saddle with Ti rails. It’s a Gucci-looking bike, that’s for certain.

It’s looking a little different now, as I’ve got the Rockshox Lyrik Ultimate and Genie Super Deluxe Ultimate equipped, and a set of OneUp Components Alloy Wheels installed.

I stand at 6’2” and am on an S5 frame, which feels pretty spot on. The only issue is the stack; with a slightly taller front end, thanks to the fork and 55mm-rise bars, I ended up swapping to 50mm-rise OneUp bars to lower the front end just a bit. Specialized claims a weight of just over 30 lbs (13.95 kg) for an S4, which is pretty decent for a bike of this caliber. My S5 tips the scales at just over 34 lbs in the stock setup, and after the changes, it’s at 36.5 lbs with pedals, bottle cage, and sealant in the tires (how I actually ride the bike).

As stock, there’s really nothing to complain about other than the 200mm Fox Transfer NEO, which is a nice dropper, no doubt about that, but I find it has less reliable battery life than the wireless AXS droppers from RockShox.

The Genie in the Bottle Grants Another Wish

To really understand what sets the Stumpjumper 15 apart from other bikes in the 140mm travel category, we need to look at the shock, because what the Specialized Ride Dynamics team has done is impressive. They’ve managed to make a 140mm bike ride like a much more capable machine. The Genie shock packs some splendid buzzwords, and as the marketing literature says, it does feel like a coil and an air shock all bundled together. It’s linear when it makes sense, ramps up progressivity when called upon, and feels smooth and predictable at all points between the two extremes.

For a bit of history, Fox and Specialized paired up to develop the Float Genie shock back when the Stumpjumper 15 was announced, and later introduced the Float X Genie with the Levo 4, which was one of the standouts for the newest Levo platform, in my opinion. Now, Specialized’s Ride Dynamics team has been working with RockShox to make a Super Deluxe Genie shock to pair with the new Linear XL Lyrik, and it’s a pairing that really makes a lot of sense.

It’s a higher-volume air shock paired with a higher-volume air fork, and when implemented on the Stumpjumper 15 Evo chassis, it’s a match made in heaven. The Stumpjumper 15 Evo is an enigma; it feels like an enduro bike where it needs to be supple and forgiving, yet still climbs with the gusto of a shorter-travel bike, and the Genie shock adds another layer of traction to the ride without feeling overly plush. There’s a balance to the SJ 15 Evo platform that is rarely seen on bikes in this category. The only other bike I’ve ridden with a similar identity crisis is the Revel Rascal. And I mean “identity crisis” as a compliment, not an insult here.

The Stumpy 15 Evo has enough flip chips to make sense, allowing for head tube angle adjustment and chainstay/bb height adjustment. It’s not overkill, and each chip makes a noticeable difference in how the bike rides. For the most part, I have had the Stumpjumper 15 Evo in the high chainstay setting, with some back and forth between the stock and the -1 degree headset cup. The SJ 15 Evo now comes with a 160mm fork instead of the 150mm on the non-evo variant, which gives the bike a 64-degree head tube angle, .5 degrees slacker than it would be with the 150mm fork. This is paired with the Float X Genie shock, giving the bike a slightly more descender-focused attitude. However, this doesn’t detract from the bike’s versatility, as it still offers the same 145mm of rear wheel travel.

Riding Impressions

Initially, I was a little taken aback by the way the SJ15 Evo felt on the trail. It just felt too soft, and I wanted more support from the shock. The feeling was similar to having insufficient PSI in the rear tire or a shock setup at 35-40% sag. I was constantly checking to make sure I didn’t flat or lose air from the shock. It was a little strange at first, but the more I rode it, the more I got used to the feeling of the Genie shock. I no longer worry that I’m totally bottoming out the rear, but the Genie shock performs differently from other shocks, resulting in a bit of an imbalance in the fork. I felt like I needed a softer fork, and with a few PSI out of it and more volume spacers packed in, it all started to level out.

The Stumpjumper 15 Evo wants to be pushed downhill – that much is obvious. The Genie shock handles all the trail noise with confidence and composure, muting chatter and smaller bumps in a unique way, and definitely feels a lot like a coil in its suppleness. On the other hand, the Genie supports deeper hits and g-outs with aggression, making for a really interesting platform that is a little challenging to compare to other bikes.

Climbing felt a little strange at first, largely in part due to the Genie shock, but the SJ 15 Evo also has a relatively slack seat tube angle and a pretty low bottom bracket. These factors, combined with the active suspension, can make it feel a little muzzled on climbs when the climb switch is not engaged. It’s not the most sluggish bike uphill, and in the high chainstay flip chip setting it’s totally acceptable, but I don’t like climbing it in the low setting at all. There are aspects of the low setting that I really love, though. In the low chainstay flip-chip position, it drops the BB by 7mm, slackens the headtube angle by 0.5 degrees, and lengthens the chainstay by 6mm. Swapping to the longer chainstays is nice, as it does let the bike eat more on the way down, but it certainly dings the efficiency that it pedals back up the hill.

Downhill, the SJ15 Evo in the low position gets an A+ in my book. The lower BB, longer rear end, and slacker head tube make it super stable in corners and responsive on steeper, chunkier trails. Although the low setting isn’t ideal for pedaling back up, it’s not a horrible experience, and, thankfully, swapping the flip chips takes about 3 minutes with minimal tools.

The performance of a bike goes beyond how it rides; longevity and maintenance also matter. Specialized has a pretty spotless track record in this department, and I cannot complain about the bike’s day-to-day livability. There aren’t many weird noises or rough bearings, and I rarely hear about Specialized bike frames failing, so there’s a lot of confidence in the frame’s strength, which is great considering how hard the bike wants to be ridden. 

I have noticed a tendency for a bit of creaking from the headset cups when swapping away from the stock headset position to the -1 degree cup. Deep cleaning, liberal re-greasing, and ensuring that it is seated in the head tube seem to remedy the sound, and it hasn’t been much of an issue. 

In summary, all the bolts are easy to access for inspection, and I did not spot any QC issues. From the day of unboxing to now, I haven’t had to worry about anything other than the usual maintenance, and I haven’t been babying the bike by any means.

I do want to talk about the shock and the slight adjustments I needed to make while experimenting with the setup. It doesn’t ride like a normal air shock, and I found myself going back and forth on volume spacers and pressure to make it feel like one. That was my first mistake with the bike. Adding a bunch of reducers to the Genie made it feel like other shocks on the market, and that wasn’t what I wanted. So after gradually adding more and more volume spacers, I ended up going back to the stock configuration and being really happy with it.

I had gotten used to the way the Genie behaves with the adaptive air can, and making it feel more supportive throughout the stroke dulled the sparkle that Specialized and the Ride Dynamics folks had worked so hard to develop. However, knowing that it could be tuned to behave more like a “normal” shock is just another reason to give points to the bike’s versatility. The Genie shock is also not proprietary, and you can run other shocks in its place if you want to change things up, but once you get familiar with the Genie, it’s hard to want to deviate from it.

Parting Thoughts / Pros and Cons

While the Stumpy 15 Evo might not have the same cult following as the last version of the SJ Evo, it’s still proving to be an exceptional bike. Specialized did their homework, aced the test, and graduated with honors, time and time again with the Stumpjumper, and the SJ 15 Evo follows the trend. Everything about it is sorted, tidy, and pragmatic (even if people got pissed off at the lack of mechanical drivetrain compatibility).

All the geometry adjustments feel well thought out, the base geometry is a fantastic starting point, and the bike definitely feels modern. The only thing I would like to see changed is the ability to route the mechanical drivetrain internally, because I would love to run the Madrone Jab on this bike to combat the slap-happy rear end.

The slappy rear end would be my biggest gripe overall, if I’m honest. It’s not as noticeable with a SRAM drivetrain, but in successive hits or chatter, the Shimano Dual-Spring mechanism really loses its composure, and I wish I wasn’t worrying about the cage slapping the chainstays, but I do.

Other than that, I can’t really fault the SJ 15 Evo. It’s wicked capable and versatile, and it feels like a bike that comfortably dips its toes into the enduro end of the trail bike spectrum, all without compromising on climbing or flowier trails. I think the Stumpy 15 and the 15 Evo both stand as great examples of modern mountain bikes that will be right at home with a seasoned rider or someone just getting started on the trail. There’s a reason the Stumpjumper name has been around for as long as it has. 

“The third chapter of the Parallel series. Parallel (2019) put two riders in one frame and won Pinkbike Video of the Year. Parallel II (2022) paired Semenuk with Kade Edwards. Now the concept scales to three with zero margin for error.”

“For sure I had a chance and was so close to the podium today, and, yeah, that’s a bummer, but for my first (elite) world championships to be fourth, I’m still stoked with everything,” Vermette told Bike Mag in the bustling Val di Sole finish.

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Building on this in all ways possible and feeling good on the bike – I think I'm only gonna get better, so I'm stoked.

The 19-year-old Durango downhiller’s fourth-place result came among a deep and talented field of 80 riders on a hot and sun-drenched late afternoon in the Italian Dolomites. The 2024 World Junior Champion nailed the bottom of the iconic Black Snake course, ultimately finishing just eight-tenths of a second out of the medals and 1.5 seconds behind Jackson Goldstone, who stormed to his second straight world title. 

Vermette confidently sent it down the 1.5-mile course with seven top competitors to follow behind him. He was precise, aggressive, and dynamic, and especially quick through the lower sections, approaching the bottom and off the final two jumps. The Colorado kid punched it into second place, only trailing New Zealand’s Lachlan Stevens-Mcnab at that point. 

“That’s how I usually am making up time, for some reason, but I need to work on my first split,” Vermette told Bike Mag in the Val di Sole finish. 

He was never more than a few hundredths of a second off the pace, but it seemed like a larger chainring could have made a significant difference in the lower splits.

“Overall, my run was pretty good. It was basically perfect. I just had a couple little stalls that cost me just that little bit of time,” he said.

Vermette would have to sit and wait nervously to see if his time of 3:30.293 would hold up for a medal. 

Great Britain’s Jordan Williams dropped Asa to third place, but he remained in bronze medal contention as the final competitor, Goldstone, left the start. Not surprisingly, the 22-year-old Canadian speed demon electrified the roaring crowd, many cheering from the side of the mountain, blazing into the lead at the fourth and final split, and soaring off the two final jumps en route to victory. 

“He ripped it today, and I’m stoked for him,” Vermette said about his fellow North American competitor.

Despite the disappointment, a valiant effort from Vermette, no doubt. He demonstrated power, form, and line choice on the sport’s biggest stage, while noting that he also enjoyed the ride.

“Conditions on the course were phenomenal today,” Vermette noted, despite periods of overnight rain in the Trentino mountainous region. “That was one of the most fun rides I’ve done on my mountain bike. I was just flowing and smiling all the way down, so it was a sick one.”

Vermette’s American teammate Luca Shaw (Canyon Collective Factory Team) finished sixth, a respectable 3.14 seconds behind Goldstone’s smoking time, on an overall strong and satisfying day for Team USA, despite missing out on the medals.

Shaw, 29, was mostly satisfied with his run down the steep and sinuous Black Snake track.

“I’m pretty happy with how I rode the top half, and then I made one mistake, and then tightened up a little bit at the bottom, so I know I left a little bit of time up there,” Shaw tells Bike Mag. “Regardless, pretty happy with sixth; it’s tied with my best result at Worlds, and on this track, that’s really good for me.”

The North Carolina resident said he likes his chances moving forward.

“I feel like I’ve got the speed to mix it up for the win and even on a track where I didn’t feel super comfortable all week,” Shaw said. “I feel like I built my speed for the race run, and I can be proud of that. Just excited to try and finish the season strong.”

“Good performance from Luca – I was cheering him on while sitting on the podium,” Vermette said. “We gotta keep that American rivalry going – we had a sick day.”

For the world’s premier downhillers, with the Italian world championships now in the books, it’s onward to North America for the final two tour stops in Soldier Hollow, Utah, and Whistler, British Columbia.

Vermette – currently second in the UCI World Cup standings, while only trailing Goldstone – appears to be gaining confidence and quickly developing into one of the fastest downhillers in the world. He is capitalizing on a stellar season in which he sped to an unexpected first elite downhill victory in South Korea in May. The North American races beckon with two final opportunities to be fast in 2026.

Follow Brian on Instagram – @brian.pinelli

The course is still one of the most demanding on the calendar, even in the dry, and incoming rain could throw a wrench into the works. Rain has hit the course and is not expected to let up before 10am, which means we could be in for a wet and very wild finals race, with the snake striking those who felt confident in the dry conditions.

Ski racing has its treacherous Hahnenkamm Downhill in Kitzbühel, Austria; Formula One’s Monaco Grand Prix circuit challenges and astounds every skilled driver who navigates it; and mountain biking boasts its iconic and infamously gnarly “Black Snake” downhill track.

Val di Sole’s Famed Track Lives Up to the Hype: Fast, Feared, and Furious. However, Riders Say it Could Run Slightly Tamer at World Championships

The steep, sinuous, rock-filled, and body-jarring 1.5-mile course, with 1,770 feet of vertical drop, will once again test the world’s bravest downhill bike racers, this time with world championship medals at stake, on Saturday, in Val di Sole, Italy. 

After a few days of diligent course inspection, critical training runs, athletes scouring video, and other covert reconnaissance, the guys and girls agree that Black Snake lives up to the hype.

“Of course, it’s a bit scary – some bits are still slippery this morning and there’s a lot of big rocks and some drops and yeah, you can get out of control quickly, it’s so tough,” said Enduro racing legend Richie Rude (Yeti/Fox Factory), who continues to hone his downhill racing skills, after a training run on Thursday.

“There have been some pretty special runs here, and especially being world championships, whoever wins here, it will be pretty wild,” adds the 31-year-old veteran rider.

British World Cup leader Jordan Williams says that racing here is no cup of tea: “Black Snake is a proper downhill track which really tests the bike and body, so it’s a perfect track for world championships.”

And naturally, the fear factor is always looming. Elite and junior riders who can put those demons out of their mind are most likely to thrive. Easier said than done. The unforgiving course also beats up riders physically, and training runs for the big show are certainly no Italian aperitivo.

U.S. junior Luke Mallen, 18, fifth in junior downhill qualifications on Friday, can attest.

“I jammed my thumb last run before qualifiers, so, in the middle, I was saving it a bit, and had a bunch of mistakes, but, honestly, I can’t be mad – it was a great run,” said the Utah mountain biker.

“I was here last year and felt so lost, so it’s nice coming back and riding a course you’ve ridden before. I’m just glad to have made it down and excited for finals.”

Norwegian Mille Johnset, 25, (Nukeproff Axess Racing) offers perspective from the ladies’ side. “It’s funny because we were talking with our team manager about being here a couple years ago and it was super gnarly – everyone was struggling to get down the track and I think we still have that in mind. But this year is definitely a little bit nicer, still very hard, but you’re not fearing for your life every run.

A Physically and Mentally Exhausting Challenge

Asa Vermette, the 2024 world junior champion, believes he can punch one in among the favorites. It will require overcoming the immense physical challenges of the course.

“It’s full on from top to bottom, and for sure it beats up the body, but if you can stay on your bike, you’re not too bad, but it’s a pretty brutal track and hard to do that,” says the 19-year-old rising star. “And physical endurance is essential. It’s long, gnarly, and physically exhausting.”

The daunting track in the Val di Sole Bike Park includes steep dirt slopes, massive tree roots, sharp rocks, and numerous natural precipices. Launching at an altitude of roughly 4,430 feet near the Daolasa gondola mid-station, the course snakes (hence the name) and plunges dramatically down to the finish area in town at 2,660 feet.

Besides overcoming the fear factor, what do top riders believe are the ingredients for efficient course navigation and, ultimately, fast times on race day?

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Rude says: “Just staying smooth and carrying my corner speed. If you ride smooth up top, kind of follow your lines, and then can attack at the bottom, I think I’ll be pretty good.”

Williams opines: “You’ve got to be pinned – I think keeping it smooth and having a good flow, because it will certainly get a lot rougher on race day.”

Germany’s Julian Steiner remains somewhat unsure: “That’s a good question – I’ve been looking for that answer for many years, and maybe that’s why I’m not up there with the top guys,” he says, with a laugh. “You have to ride your pace top to bottom, attacking it, making sure you’re not tired and finding the right lines at the right moments, which is not easy.”

Kiwi and Swiss Lead Downhill Qualifying

Eighty-five men took to the start for elite downhill qualifying on Friday afternoon, with New Zealand’s Lachlan Stevens-Mcnab clocking the fastest time of 3 minutes and 34 seconds. Australian Oliver Davis followed, 0.33 behind, and defending world champion Jackson Goldstone 0.63 back. 

Ryan Pinkerton led the U.S. squad in fourth, 0.86 seconds behind the leading Kiwi.

It began to drizzle towards the back end of qualifying, but conditions were not significantly affected, and there were no on-course incidents. Light rain is expected to continue into the night.

In women’s qualifying, Swiss Lisa Baumann crossed the Black Snake finish first, in four minutes, two seconds, and 59 tenths, nearly three seconds faster than Britain’s Harriet Harnden. Four-time defending champion Valentina “Vali” Höll was third, 3.2 seconds back.

Anna Newkirk was the fastest among the U.S. ladies in ninth, but a substantial 6.8 seconds behind the leading Swiss. But qualifying is only qualifying.

 A Tad Easier This Time Around? 

While the Italian Dolomites course annually presents arguably the toughest test on tour, some riders have noted, thanks to excellent course preparation by hard-working crews and occasional rain earlier in the week, Black Snake is running slightly tamer this time around.

However, with unpredictable weather in the days ahead, conditions could change quickly, altering the course for men’s and women’s elite and junior world championship races on Saturday.

“This year they’ve done an amazing job, kind of smoothing the course out and making it really nice and looking pretty. But the holes are definitely starting to come out – you get one-third down the track and you’re holding on for your life with your arms, so yes, it’s an iconic venue and iconic track.”

“This year they’ve done an amazing job, kind of smoothing the course out and making it really nice and looking pretty. But the holes are definitely starting to come out – you get one-third down the track and you’re holding on for your life with your arms, so yes, it’s an iconic venue and iconic track.”

Steiner adds: “This is definitely the most packed down Black Snake that I’ve seen and it’s riding a little bit easier with the rain, not exploding. We just have to wait until it ruts in and how much it dries up and we’ll go from there.” 

The Harsh Realities and Inherent Dangers

Crashes, some nasty, have been an unfortunate characteristic of the Black Snake course over the years. Commit one glaring mistake, and it will surely bite you in the ass.

Defending world champion Goldstone crashed out in 2022 on the closing Maledetta Ultima Curva (the cursed final turn). The blind, high-speed entry to the turn is notorious for screwing up fast runs immediately before the finish.

The Black Snake was unfriendlier to former World Cup winner Matt Walker at the 2024 World Cup. Heavy storms led to an even fiercer battle as the British rider and numerous others suffered violent over-the-bars crashes. 

Rescue helicopters and medical teams on standby are a necessary and regular presence in Val di Sole, a critical component of the overall safety infrastructure at major races on Black Snake.

Who Will Seize the Moment and Adorn Rainbows?

Despite all obstacles present: natural, internal, and intangible, the world’s fastest and most talented downhill bike racers will be gunning full gas, as much as Black Snake allows on Saturday. For those who can somehow manage to tame the Italian beast, world championship glory awaits.

Rude succinctly forecasts the upcoming men’s race: “There’s a lot of talented guys out there; Jackson (Goldstone) won here last year, and Max (Alran) just won the last race, so we’ll see. It will be crazy.”

Great Britain’s Williams, playfully asking if he will be looking over his shoulder at the young Vermette, currently runner-up to him in the World Cup standings, is boldly assertive.

Everyone is fast, whether it’s Asa or someone else – anyone can win on race day. It doesn’t matter who it is; I’ll beat them.

Follow Brian on Instagram – @brian.pinelli

One needs to be reminded that he is still 19. The Durango, Colorado, mountain biking rising star sat down with Bike Mag for an exclusive interview inside the Frameworks Racing mobile unit in Val di Sole. He was polite, charismatic, and confident.

“I just have to execute my perfect run.” Says Vermette, on his chances of striking world championship gold.

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Vermette says that if he can execute his game plan, as he did to win the season-opening World Cup race in South Korea in early May, he likes his chances on the revered Black Snake course.

“I always come to a race to try and win; that’s the goal every weekend, and I’m feeling good on this track,” Vermette tells BIKE Mag. “It’s super fun, but it looks like there might be a little bit of weather in the forecast, so that might mix things up a little bit, but going to qualifying, taking each day as it comes, and I’m stoked for it.”

While he candidly admits that Black Snake is certainly intimidating and can quickly rattle the nerves, he also advises that his confidence has grown significantly since he first laid eyes upon and descended the Italian Dolomites course.

“My first time running here was two years ago as a junior, and I remember being so nervous to ride it just because of how iconic and gnarly it is,” Vermette says. “But now, I’ve got the lines figured out, and they did good work on the track this year. It’s running really well, so I’m loving it.”

The Red Bull rider explains that endurance on the body-jarring, highly technical, and exhausting 1.5-mile course is critical and could make the difference between going home with a medal or finishing well out of contention.

“I think the gnarliest part about it is just the physical aspect and how long, gnarly, and physically exhausting it is. I think that’s the hardest part about it, but yeah, I love that type of stuff. I like long physical tracks,” he says, with a smile.

“Physical endurance is very key in downhill. It might not seem so, but if you ever try to make a full lap down the back of Black Snake, you’ll be breathing heavily at the bottom, so endurance is definitely necessary.”

The Men to Beat and Joining Elite U.S. Company

Vermette highlights who he expects to be his toughest competition this weekend. He concedes that there are too many names to choose from – just like perusing a wine list at a top Italian restaurant.

“In elite, there’s so many top dudes every weekend – there’s always a different dude that can win. Last week Max (Alran) won, Jordan (Williams) has been ripping, there’s Amaury (Pierron), so many guys. It’s insane. I didn’t even list off a quarter of them. I just hope to be up top with them.”

Jackson Goldstone, 22, (Santa Cruz Syndicate) seeks to make it two consecutive world titles for Canada, having sped to victory in Valais, Switzerland, in 2025. Vermette is gunning to become the first American man to win a downhill world title since Myles Rockwell in 2000.

Other elite U.S. racers who have accomplished the feat include Mike King (1993), Dave Cullinan (1992), and fellow Durango racer Greg Herbold (1990). What would it mean for Asa to join this prestigious company from eras past?

“It would be insane – the U.S. and North America have been doing really well this year on the World Cup, so to keep taking it away from them (the Europeans) would feel really good. And to join that list (past U.S. champions) would be super cool,” he adds.

What specifically does Asa believe he needs to do in order to call himself an elite world champion and add to his 2024 world junior title achieved in Andorra?

“I think if I have my perfect run every weekend, I can win,” he says. “That’s my mindset going into it. I just have to execute my perfect run.”

European Travels Alongside Mom’s Home Cooking

When time away from the bike track permits, the 19-year-old Vermette admits that he has been extremely fortunate to travel the world at his age, immensely enjoying various cultures, vast breathtaking scenery, and occasionally, top-notch international cuisine. 

Has Asa been savoring Italy’s world-renowned pasta and pizza in the lead-up to the big race this week? Not necessarily – he informs that his mother regularly travels with and cooks for the Frameworks Factory team.

“To have Mom’s cooking in Europe makes it feel more like home,” he says. “We just ask for as many carbs as possible on weekends – just filling ourselves up to get ready for races.”

Down the homestretch in Italy, Canada, and the USA

Despite two World Cup downhill races on North American soil remaining – in Solder Hollow, Utah, and Whistler, British Columbia – Vermette’s focus is clearly 100-percent on the defining Italian race this Saturday. 

Coveted medals and a prestigious rainbow jersey are on the line. The elite men’s downhill race kicks off at 3pm local time in Val di Sole.

Win a world championship title, earn a medal, or come up short, one thing is guaranteed. Asa will be sitting at a table in Italy for Mom’s home-cooked dinner a few hours afterward. 

Maybe that has been Asa’s secret ingredient for success in Europe? A victory in Val di Sole on Saturday would certainly taste amazing.

Follow Brian on Instagram – @Brian_Pinelli

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How It Reads the Trail

Electronic body armor lives or dies by its algorithm. A system that triggers off a hard G-out, a flat landing, or a violent rock garden drop is useless. To solve that, Alpinestars built its downhill profile using telemetry collected from professional athletes since 2022. The goal was simple: teach the system to differentiate between aggressive riding like drops and a genuine loss of control/impact.

The brain of the system relies on a six-sensor architecture, combining a tri-axial accelerometer and a tri-axial gyroscope, feeding movement data to an ECU housed inside the back protector. If the system detects a crash event, the gas inflator deploys the airbag in 32 to 45 milliseconds. Once inflated, coverage extends across the chest, back, shoulders, and upper arms, yielding up to an 82% reduction in the transmission of impact energy compared to traditional protective gear.

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“At first, I was a little resistant to using it – I’m pretty picky with the body armor I was using from Alpinestars, and I didn’t use it [Tech-Air MX]. I saw Specialized using it in the off-season, and Laurent (Laurent Delorme, Specialized Gravity Downhill Team Manager) told me that I should really try it,” Said Ryan Pinkerton, of Mondraker Factory Racing. “Right away, I was super comfortable. Way more comfortable than I thought it would be. I thought the weight would be a problem, but it fits perfectly, and I don’t even notice it. After riding in it for a couple of weeks, I feel 100% safer and more protected.”

Built for Dirt, Sweating, and Washing

Motorcycle tech rarely translates directly to mountain biking without feeling like a hot, bulky straitjacket. Alpinestars aims to solve the heat-and-movement equation by mounting the system on a low-profile, breathable stretch-mesh “shirt” that sits over or under your jersey.

Back protection duties are anchored in place by a ventilated Nucleon PLASMA CE Level 1 honeycomb structure. This means that if you take a spill and the airbag deflates, that passive Level 1 back protector remains fully intact for the rest of your lap.

Living with high-tech gear in the bike park can easily become a chore, but the operational features are designed to keep the TechAir system as subtle as possible until it’s called upon.

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• Automatic Powering: Connecting the main left chest buckle engages an integrated magnetic switch to turn the unit on; unbuckling powers it down.
• Real Battery Life: A full charge provides up to 30 hours of ride time, while a quick 1-hour USB-C charge yields around 8 hours of battery life.
• No Tethered Hardware: The system runs completely autonomously with no external sensors, wires, or GPS requirements.
• Multi-Sport Profiles: Using the Bluetooth Tech-Air App, you can switch from the downloadable Downhill Mode to MX, MX Race, Enduro, or Rally profiles.
• Modular Cleanliness: Because riding in the mud is inevitable, the ECU and airbag bladder are fully removable, allowing you to actually wash the mesh chassis. The system is rated for up to six deployments before requiring factory servicing, provided the airbag itself suffers no structural damage.

Initial Take

As bike park speeds climb and downhill tracks get rowdier, borrowing high-speed crash tech from the moto world makes a ton of sense. If the stretch mesh breathes well enough for mid-summer laps and the algorithm stays quiet through heavy compressions, Alpinestars might just set a new bar for high-gravity protection.

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The TechAir MX system costs a pretty penny ($699.95 USD), but it might all be worth it for the peace of mind that it provides. If you already have a Tech-Air MX vest, you unfortunately won’t be able to download and apply the Downhill Algorithm via the app, as this feature is only available on Tech-Air MX vests sold after September 1st. This also applies to all the other algorithms that Alpinestars is rolling out (MX, MX Race, Enduro, or Rally profiles). This is a bummer for those who already own the system, and could cause some confusion when purchasing these from a 3rd party.

Targeted directly at high-pressure drop-bar builds and lightweight cross-country tire setups running between 35 and 100 psi, Rolled Gold addresses three main pain points: rotational weight, setup hassle, and clogged tubeless valves.

Less Fluid, Less Rotational Mass

The core hook here is fluid efficiency. Because higher tire pressures drive fluid toward an opening faster, Stan re-engineered the chemistry to use a high density of smaller particles suspended in 100% natural latex.

Lab testing shows a 700c x 28mm tire requires just 35ml of Rolled Gold to seal, compared to 50ml of Stan’s Original and a competitive average of 55ml. That is over 35% less liquid sloshing around inside your rim. For XC racers counting grams or gravel riders looking to trim rotating weight at the outer edge of the wheel, those saved milliliters add up fast.

Less Clogged Valves

Unlike Stan’s Race Day sealant- which requires unseating the tire bead because its large latex crystals instantly clog valve cores – Rolled Gold flows freely through standard valve stems via a syringe or squeeze bottle. You get rapid-sealing protection without having to re-seat a stubborn tire bead on the shop floor.

Stan’s swapped out petrochemical-derived synthetic latex for sustainably sourced natural latex that meets EUDR deforestation-free standards. The natural formula features longer polymer chains with higher tensile strength, delivering stronger adhesion to rubber and casing fibers. Once cured, it stays flexible rather than turning into brittle, flaky debris over the life of the tire.

When a puncture occurs, the sudden drop in pressure causes the latex spheres to burst almost instantly. The fine suspended particles accelerate mechanical abrasion to build a physical plug, sealing round punctures up to 7.8mm at 100 psi while holding a post-seal pressure of 97 psi.

The Lineup Breakdown

Stan’s isn’t replacing its existing line; they are tailoring formulas to specific disciplines:

• Stan’s Original: The versatile workhorse for low-pressure, high-volume trail and enduro tires where higher fluid volume is a benefit.
• Stan’s Race Day: Maximum clotting power for extreme conditions, but requires direct-to-casing installation due to larger particle size.
• Stan’s Rolled Gold: Purpose-built for 35–100 psi applications (XC MTB, Gravel, Road), saving fluid weight while maintaining easy valve injection.

Pricing and Availability

Formulated, mixed, and bottled at Stan’s headquarters in Big Flats, New York, Rolled Gold operates across a temperature range of -20°F to 120°F. It is available in 60ml ($5.50), 125ml ($11.00), and 500ml ($29.50) options.

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If you run high-volume trail rubber at low pressures, stick with Original. But if you’re running tight XC treads or fast gravel rubber and want to drop rotating mass without sacrificing fast seals or valve convenience, Rolled Gold warrants a look.

Explore Rolled Gold at Stans.com

The event marks the fourth time that the classic Italian Dolomites mountain venue in northern Italy’s Trentino region is hosting the showcase event. Over the course of five jam-packed days, August 26-30, 17 rainbow jerseys will be awarded to victorious racers across five disciplines.

Who will shine in Val di Sole, which simply translates to sunny valley, over the days ahead?

The buzz in the Italian village of Daolasa di Commezzadura may be swirling around Pidcock and Van der Poel, but the championships’ talent runs deeper than ever with host nation Italy, Switzerland, the United States, Austria, and a powerful French squad of 53 athletes expected to battle for coveted medals. And you can bet your morning cappuccino that the proud Italians will do everything imaginable to cook up something special in their own backyard. The loyal Italian “Tifosi” will be cheering on their every pedal stroke.

“The Flying Dutchman” Van der Poel (Alpecin-Premier Tech), who won World Cup cross-country and short track races in Val di Sole in 2019, and the two-time Olympic cross-country and world champion Pidcock are coming off inspiring Tour de France campaigns on their road bikes. Van der Poel blazed to two stage wins, including outdueling yellow jersey winner Tadej Pogacar on the Champs-Élysées in Paris, while Great Britain’s Pidcock finished a career-best ninth overall.

This past Sunday in Les Gets, France, Van der Poel returned to the fat tires and rode near the front of a five-man lead group for much of the latter part of the eight-lap cross-country race. He temporarily grabbed the lead before ultimately being passed and defeated by 23-year-old Frenchman Adrien Boichis (Specialized Factory Racing). The incredibly versatile Van der Poel appeared satisfied with his second-place result, his quick transition from pavement to dirt appearing seamless, despite his comments.

“It’s never really easy, of course it’s a completely different effort, but I enjoy trying to make the switch and it’s always a challenge for me,” Van der Poel told TNT Sports. “Hopefully, I’ll have my best legs in Val di Sole.”

Witnessing a Van der Poel versus Pidcock duel in Sunday’s XCO cross-country race would undoubtedly thrill legions of bike racing fans. The 27-year-old Pidcock arrives in Val di Sole having already flourished on trails this season, most notably a victory in Novo Mesto, Czechia, in late May. 

Defending XCO world champion Alan Hatherley of South Africa and Les Gets winner Boichis should also fight for medals, while 2024 Olympian and 2021 short track world champion Christopher Blevins (Specialized Factory Racing) leads a talented U.S. squad, including fellow Coloradans Bjorn Riley (Scott-Sram MTB Racing), a six-time national champion and currently third in the World Cup standings, and 2024 Olympian Riley Amos.

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Blunck On Track for First Individual World Champs Gold 

It will be ladies first in the XCO races on Sunday. Blevin’s fellow U.S. Olympian Savilia Blunck (Decathlon Ford Racing) has shown top form, riding with poise and confidence, fresh off two podium finishes in Les Gets (third in cross-country and short track).

“I’m learning how to trust myself more and more, and just how to repeat my routine – I think to be consistent at the top, year after year, as the races get bigger and the pressure builds, you have go back to the process of what works for you and stay super rooted in that,” Blunck said, ahead of her ninth attendance of the World Championship races.

The 27-year-old Californian has amassed 10 podiums this season and nabbed her first UCI World Cup cross-country short track victory in a thrilling photo finish in Lenzerheide, Switzerland, in June. A first individual world championship medal in Italy would certainly be the cherry on top of a breakthrough season for Blunck.

Team USA XCO will be rounded out by 2024 Olympic silver medalist Haley Batten, Gwendolyn Gibson, and Madigan Munro. They’ll need to execute at their best as the women’s field is stacked, highlighted by the Netherlands Puck Pieterse (Alpecin-Premier Tech) and Olympic gold medalists Jenny Rissveds of Sweden (Rio 2016) and Jolanda Neff of Switzerland (Tokyo 2020). Neff’s Swiss teammate Sina Frei (Specialized Factory Racing) rides the momentum of two impressive triumphs in Les Gets.

North America Versus Europe in Men’s Elite Downhill

Shifting into high gear for Saturday’s elite downhill race on the vaunted Black Snake course, U.S. riders expected to contend for world championship hardware include rising star Asa Vermette (Frameworks Racing TRP) and Ryan Pinkerton (Mondraker Factory Racing DH). Last weekend in France, Vermette bolted into the lead before settling for sixth, while Pinkerton ended a respectable tenth. 

Vermette, propelled by a season-opening downhill triumph in South Korea, stands second in the UCI World Cup standings, only trailing Jordan Williams (Specialized Gravity) by 146 points. Pinkerton stands fifth overall. Two final races in North America will decide the title.

The extroverted and sometimes enigmatic defending world champion Jackson Goldstone (Santa Cruz Syndicate), 22, will be gunning full gas to achieve a second consecutive title for Canada. Nineteen-year-old rising star Max Alran seeks to duplicate his magical victory in Les Gets, swarmed by fanatical French fans in the finish area in what quickly became a viral wild scene seconds after he crossed the line.

Can Newkirk Shine for the U.S. in Women’s Downhill

On the ladies’ side, Anna Newkirk (Frameworks Racing/TRP) is Team USA’s brightest hope to prosper in downhill, currently fourth in the World Cup standings. The 25-year-old is a three-time national champion and has attained 18 career World Cup podiums. She performed well in Les Gets, finishing fifth, two seconds behind the winning pace of Great Britain’s Harriet Harnden (AON Racing).

While Harnden may have stolen her thunder in France, 25-year-old Austrian rock star Valentina Höll (Commercial Schwab) always arrives at major races as the one to beat, and Val di Sole will be no different. The dominant Red Bull athlete from Salzburg is a downhill virtuoso and will be charging fearlessly for an insane fifth consecutive elite world championship downhill crown.

First Medals Awarded on Wednesday

World Championship competition in Italy kicked off on Wednesday morning with men’s and women’s E-Mountain Bike cross-country races. Medals will also be awarded later in the day in the mixed team cross-country relay, a race involving six riders per nation across various age categories. Blunck and U.S. teammates strive to duplicate or improve upon their silver-medal showing from the 2021 Worlds in Val di Sole. Their toughest competition will come from host Italy, France, and Switzerland.

Live streaming coverage of the Val di Sole-Trentino World Championships is available in the U.S. and Canada via FloBikes

Follow Brian Pinelli on Instagram – @brian_pinelli

While Bafang might not be a super recognizable name in mountain biking specifically, they are common on commuter and utility e-bikes, with their hub-drive motors being the ones that most are familiar with. They make some ridiculously powerful e-bike motors – you know, the ones on those e-motos that all the kids are riding where they shouldn’t be – the ones all over the news. I digress, as those are hub-drive motors and they don’t really have an application in the eMTB space.

It is the mid-drive motors that we’re all used to seeing on eMTBs these days, and the Bafang M560RS looks to be the most powerful mid-drive eMTB motor on the market. It is, however, more than just the power output that matters; weight is a factor that the Bafang cannot match compared to the Avinox M2S. The Bafang weighs 3.3kg (~7.25 lb), whereas the Avinox M2S is just 2.59 kg (~5.7 lb), but the Avinox also has an edge in the batteries it uses to power the motor.

Although the Bafang M560 is more powerful than anything else on the market, it gets even gnarlier with HPC, which offers a complete bike built around a modified version of this motor capable of 2000 watts and 185 Nm of torque.

Bafang has also announced the M510RS, with 110 Nm of peak torque (120–130 Nm in boost) and a max power output of 1100W (36V) / 1300W (48V). This seems to be a more “refined” offering from the brand, but it still delivers a crazy amount of power for what is still technically a pedal bike.

I won’t get into my thoughts on this here, but I certainly have some thoughts on the matter…

The result is Sixfinity, which recently graced the Yeti LT, a long-travel enduro machine, and now breaks ground with a 140mm-travel trail bike that has everyone talking. Here is the what, why, and how of the all-new Yeti MT.

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The new Yeti MT is a trail bike designed to replace the wildly popular SB130 and SB140 models, as we just went over. It is built to climb efficiently while handling aggressive, loose descents without compromise, thanks to the new Sixfinity suspension design.

As we saw with the LT, Yeti is moving away from the Switch Infinity design and adopting the new Sixfinity system, a 6-bar design that allows for finer tuning of the suspension kinematics, making a bike that not only climbs better but descends better, too. It’s just better. This change also makes for a more maintenance-friendly bike by sunsetting the sliding links found in the Switch Infinity system.

• Travel: 140mm rear / 160mm front
• Wheel Size: 29-inch
• Frame Material: TURQ Series Carbon (with new Vectran reinforcement)
• Bottom Bracket: Threaded BSA
• Price: $11,500 USD – $8,000 USD ($4,600 USD Frame/shock)

Unlike the Yeti LT, the MT is a little less complex, with only one flip-chip, no MX wheel compatibility, and a more versatile travel range. However, the MT borrows more design features than just the Sixfinity from the MT, including proportional chainstays and a taller stack height across sizes.

The Yeti MT Build Kits and Geometry

The geometry is as you’d expect from a bike in this arena, with a 64.5-degree headtube angle and a 77-degree seat tube angle. The stack is also a tad higher, and the ZS44/56 headset means you could run a reach-adjust headset if needed.

The price is also predictably “Yeti”, with the top-tier build coming in at $11,500 USD for full SRAM XX AXS and the “cheapest” option being $8,000 USD for a mix of SRAM Eagle 90 and XO. What I find interesting is that for only $500 USD more, you could upgrade to the Shimano XT Di2 build. There is also a frame/shock (Fox Float X) option available for $4,600 USD if you want to build a custom bike.

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Yeti MT Overview

The Yeti MT and LT signal a massive shift in Yeti’s trail bike lineup. By stepping away from the long-standing SB naming convention and Switch Infinity platform, the MT brings the top-tier, downhill-bred Sixfinity suspension into a versatile, all-day 140mm trail machine that looks really appealing.

The Move to Sixfinity Suspension

The most significant change to the MT is the retirement of Yeti’s iconic Switch Infinity suspension platform (which had been standard since 2014). The MT adopts the Sixfinity six-bar suspension layout.

This design drives anti-squat up hard through the pedaling zone for highly efficient climbing, and drops it off sharply deeper in the stroke so the rear wheel tracks perfectly and feels loose and forgiving on rowdy descents.

Three-Position Flip Chip

Unlike the recently released LT, the MT is much less adjustable, with just one flip chip at the lower shock mount. The MT has a tunable leverage rate via this flip chip, allowing riders to switch among three leverage curves. Crucially, adjusting this chip changes the suspension feel (from supportive/efficient to extra bottom-out resistance) without altering the bike’s geometry, head angle, reach, or anti-rise.

“The Cavity” In-Frame Storage

To meet modern trail bike demands, Yeti has introduced The Cavity, a nice nod to the running joke that only dentists can afford Yeti bikes. This is a fully integrated downtube storage compartment that lets you stash tools, a spare tube, or an extra layer directly in the frame, helping you ditch the riding pack.

Vectran-Reinforced Carbon Layup

Yeti is utilizing a new layup for the MT’s TURQ series carbon frame that integrates Vectran. This specialized reinforcement adds significant impact strength and durability to the frame, particularly against rock strikes, without adding noticeable weight to the overall build.

Transition athletes Johny Salido and Trevor McCutcheon grabbed their Regulators and set out to explore as much of Crested Butte as possible. In recent years, the Regulator has been the tool of choice for them and their athletes to get the most out of a place when time is of the essence. The result would be three epic days in the Crested Butte valley, covering 128 miles of trails with 17,000 ft of elevation gained and 21,000 ft of elevation descended.

While I haven’t ridden the Regulator CX, I was lucky enough to spend time on the Regulator SX, a bike that left a lasting and positive impact on my perception of eMTBs, and I’ll bet that the CX is just as fun, if not more so, with the larger battery and increased power. Regardless of the bike, the 72 hours spent in Crested Butte looked like one hell of a ride.

Crested Butte sits in the heart of Colorado’s Elk Mountain Range, making it the perfect backdrop for endless mountain views and trail networks that connect hidden valleys and high peaks. The crew set out to ride some of the valley’s most celebrated trails, including Teo Ridge, the Mount Crested Butte Bike Park trails, 409.5, as well as several Hartman Rocks favorites in the nearby town of Gunnison, Colorado.

Crested Butte is made for mountain biking, and its trails show it. While some of the most scenic riding can feel a little janky on 90-degree switchbacks, the valley’s trails encourage speed with perfectly arched corners and plenty of flowy ribbons. The town of Crested Butte sits in the center of the trails, making it an easy place to refuel and recharge the bikes and body mid- and post-ride.

Head over to reride.oneupcomponents.com to check it out

We’ve all spent enough time on Facebook Marketplace hunting for parts or lowballing randoms for a last-minute piece of gear. On the flip side, we’ve all gotten really good at accumulating parts that we swear we’ll use someday.

Marketplace Details

• Seller Terms & Payouts: Sellers create listings using photos, brief item histories, and set prices. Once an order is sold, an automated prepaid shipping label is generated, and sellers have 7 days to ship the order. Sellers can opt to receive payout as either 80% cash sent directly to their bank account or up to 120% in OneUp store credit.

• Buyer Protections: Buyers complete purchases at reride.oneupcomponents.com. Upon delivery, buyers have a 72-hour inspection window to verify that the item matches its listing description before payment is released to the seller; if misrepresentations are found, buyers receive a full refund.

• Platform Tools: The marketplace offers automated price drop options, automated listing reminders, nationwide promotion to OneUp shoppers, and “In Search Of” notifications with custom product filtering.

This is a pretty unique program we haven’t really seen in the bike industry before, and it will be interesting to see what comes of it. I can see the use case pretty clearly, as there are plenty of Marketplace listings in which people are looking to trade seatposts for a different size or swap bars for a different height or width. But from my experience, once I’ve got a OneUp component, it stays in rotation until it’s completely FUBAR.

This new peer-to-peer online marketplace for mountain bikers to buy and sell certified pre-owned OneUp products is currently live for riders across the United States and Canada. It aims to keep bike parts on the trail and out of storage bins by giving used gear a second life, and from browsing the site, it looks to be a great way to save a ton of money on OneUp gear.

“For years, the industry approached gravel tires by just slapping thick, heavy rubber onto traditional road tire carcasses. We approached the Protocol lineup by first looking at lower-pressure dynamics. By optimizing casing ply angles, tread profiles, and material science together, we’ve created a tire platform that is faster, lighter, and more supple without sacrificing durability.“
– Joshua Poertner, CEO of SILCA

Silca has, for years, been sweating the small stuff when it comes to maintenance and drivetrain efficiency. It’s not some vague statement or snake oil; they really spend the time testing and unfolding the layers of performance that cyclists love to obsess over. The new tires are no different. Rather than picking off-the-shelf treads, casings, and beads, Silca cooked up something fresh and tested it against the biggest tire manufacturers in the game.

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The new Protocol tires from Silca come in four different tread patterns, each suited to different conditions and requirements. One is for road riding, and three are for gravel, all with the same design approach that makes them unique. Every Protocol tire uses a 120 TPI casing for a more supple ride, SealSkin puncture protection, and Silca’s own Pulsar rubber compound. All these components are bound around a carbon-fiber tire bead rather than the more common Kevlar bead. This means the tires maintain a more consistent size throughout their entire life. In short, Silca claims these will be faster, easier to mount, and the best option for anyone looking to gain an advantage on race day.

Each tire comes in three size options, except for the 32” tire, which at this time will just be available in 32” x 2.4”. Every gravel tire, which Silca calls RCG, comes in 700 x 45, 50, and 55mm options that meet most riders’ demands for modern gravel tires. The RCG tire family includes the RCG-1, RCG-3, and RCG-4, with the RCG-1 as the hard-pack, fast-rolling pick and the RCG-4 as the most aggressive mud tire. The RCG-3 is, as expected, the mid-option for those who want a balance of fast rolling and larger lugs.

The focus of the Silca Protocol tires appears balanced, and Silca took a somewhat new approach to gravel tire design. They noticed that most tire manufacturers start with a road or touring tire and beef it up or tweak it to create a gravel tire. Silca decided to start with an XC MTB tire and adjust it as needed to create a gravel tire. The balance of lightweight structure, with a greater focus on tread design and attention to side knobs, results in tires designed and tested in the most demanding gravel race conditions on the calendar.

Every Protocol tire is priced at $99 USD and is available for pre-order via the Silca website, with tires expected to ship in September of 2026. 

Silca RCG-1 Details

• 45, 50, 55mm options
• 460g in 45mm, 510g in 50mm, 535g in 55mm
• 120 TPI
• GhostShield Protection
• Fastest Pulsar compound
• Width as measured on a 25mm rim after 24 hours
• Designed for the fastest of gravel courses such as Gravel Worlds, SBT, etc
• Ramped center tread for increased grip and decreased rolling resistance
• Side knobs for increased grip in loose over hard conditions
• Race Casing for flat-out speed

Silca RCG-3 Details

• 45, 50, 55mm options
• 495g in 45mm, 540g in 50mm, 590g in 55mm
• 120 TPI
• SealSkin Protection Layer
• Fastest Pulsar compound
• Width as measured on a 25mm rim after 24 hours
• Designed for courses like Unbound and Big Sugar
• Moderate tread pattern for increased grip while keeping rolling resistance low
• Ideal when used on Category 3 gravel
• Race Casing for flat-out speed

Silca RCG-4 Details

• 45, 50, 55mm options
• 545g in 45mm, 620g in 50mm, 650g in 55mm
• 120 TPI
• SealSkin Bead-to-Bead Protection
• Fastest Pulsar compound
• Width as measured on a 25mm rim after 24 hours
• Designed for mud and extreme conditions
• Aggressive knob spacing for mud shedding and increased grip

Silca RCR Tire Details

• 29, 34, 38mm options
• 290g in 29mm, 320g in 34mm, 350g in 38mm
• 120 TPI
• SealSkin Tread Protection
• Fastest Pulsar compound
• Width as measured on a 25mm rim after 24 hours
• Designed for race conditions

The Lectric XPress2 is a powerful and smooth-riding commuter-style e-bike. It’s easy to use, so you’ll be excited to saddle up before heading to work. And its size and bike geometry feel agile and controllable, making the XPress2 approachable for all cyclists. Honestly, it felt a lot like a regular bicycle, except with some great features that make it super fun to ride and a series of upgrades that set it apart from older generations. 

A best-in-class SR SunTour XCM 32 suspension fork provides shock absorption on bumpy roads. And the Stealth M24 Motor packs plenty of power for daily commutes. But the best part is Lectric’s in-house-designed torque sensor programming (more on that later). Now, let’s unbox this bike and get into some of the details. 

Lectric XPress2 eBike

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Build Details for the XPress2 Commuter

The XPress2 comes in two different frame styles: the step-thru cruiser and the high-step commuter. The step-thru cruiser comes in two colorways, Stratus White and Raindrop Blue. Meanwhile, the high-step commuter comes in Tempest Grey and Pine Green. I tested the high-step commuter version of the XPress in Pine Green, and I really like this color!

Regardless of the frame type, you will benefit from a couple of important upgrades compared to the original XPress. The upgrades include an SR Suntour suspension fork, Star Union 602 hydraulic disc brakes, a Shimano Altus 8-speed drivetrain, and an updated Thin-Film Transistor Liquid-Crystal Display (TFT LCD) color display. 

• Motor: Stealth M24 Motor with 85Nm of torque.
• Battery: A removable 48V, 14Ah (672Wh) lithium-ion battery integrated on the down tube.
• Controls: TFT LCD display with a USB-C port provides trip, battery, & power intelligence on the go.
• Frame and Fork: Aluminum diamond high-step frame with best-in-class SR SunTour XCM 32 suspension fork with up to 80mm of travel.
• Drivetrain: 11-32 tooth, 8-speed freewheel paired with a Shimano Altus derailleur and a below-the-bar trigger shifter, forged aluminum, 46-tooth custom chainring with a KMC Z8 steel chain.
• Wheels and Tires: Puncture-resistant 27.5” x 2.1” slick tires with a specially designed, ultra-fast thru-axle attachment system for the front wheel.
• Brakes: Star Union 602 hydraulic brakes paired with 180mm rotors (2.3mm thick).
• Weight: Total bike weight is 60lbs with the 8lb battery removed.
• MSRP: $1,744

I was psyched to learn about the upgrades on the XPress2! The SunTour front fork offers 80mm of forgiving squish. I needed it when navigating the less-than-ideal road conditions in my hometown. Nowadays, suspension just feels like a no-brainer. Maybe I’m getting old. I think I want to add Lectric’s suspension seatpost to the XPress2 for an even softer ride. 

As an aggressive rider, I was also pleased to see that Lectric upped the ante with the Star Union 602 hydraulic disc brakes. Those things brought me to a screeching halt whenever I needed them. But beware, the tires are slicks and can skid and slide out during heavy braking. 

And the updated 3.5”  TFT LCD was a big step forward. It was cleaner, crisper, and much more aesthetic. A very nice touch compared to the display on the Lectric XPedition2 that I tested and reviewed. 

The other stock components seemed to walk the line between high-quality enough and not top-shelf, which is the sweet spot Lectric dominates. For example, I am slightly skeptical of the no-name tires. Lectric calls them “puncture resistant” and says they have “slime” to prevent flats, but I am almost certain they’ll bite the dust after some serious riding.  The worst part is that I found the front wheel to be out of true. It wobbles slightly and needs to be tuned up. And the front wheel fender is plastic and flimsy, but so far it works. 

Besides the out-of-true front wheel, the rest of the install was pretty smooth. I really like the quick-release aluminum pedals. And the ultra-fast thru-axle was super easy to install also.  I only needed Allen keys to install and fine-tune the handlebar setup.  Installing the saddle was easy too. And adjustments are simple with the quick-release seatpost collar. But once again, I felt like I was maxing out the stem in order to get my  6’2” frame sitting comfortably. And unfortunately, the saddle is begging to be replaced with something higher quality and more comfortable. 

Real-World Motor and Battery Performance

Lectric’s XPress2 is classified as a class 2 e-bike, meaning it has a throttle and pedal assist, with motor assistance up to 20 mph. However, Lectric also says the XPress2 can be unlocked to Class 3 settings, which raises pedal-assist speed to up to 28 mph. I’ve yet to unlock my XPress2, but the speed demon in me is class 3 curious. 

The XPress2 Commuter has five riding modes with new, simplified labels: Eco, Tour, Sport, Sport+, and Turbo. Lectric advertises that the XPress2 has up to 60 miles of range on its 48V, 14Ah battery. But I didn’t find any specific estimates for the five modes. 

Obviously, your exact range will vary depending on the riding mode you’ve selected. Generally speaking, advertised battery ranges seem to be slightly inflated compared to real-world performance. There’s normally a 20-40% difference.

During my testing, I exclusively rode in Tour or Sport modes. I found the Eco mode to be too slow, especially considering the XPress2 weighs almost 70  pounds, including the battery. I guess Eco would suffice if I had to limp home with a low battery. But to avoid that, I recharged overnight. 

Xpress2 Ride Impressions: Nimble, Sporty, and Versatile

I found the XPress2 Commuter shreddable right from the get-go. It was nimble and sporty-feeling. Lectric’s Hybrid Sprint™ handlebars played a big part in creating this ride experience.  The fixed stem design of the Hybrid Sprint™ bars is simple, sleek, and effective. And the lock-on grips felt comfortable in my hands.  Overall, I was able to ride the XPress2 in an athletic, active riding position where I felt confident and in control.

Worth noting: on the step-thru version of the XPress2, you get Lectric’s  Comfort Curve™ Handlebars. With these handlebars, you get more adjustability, and you’re positioned much more upright. This is an important distinction and has a massive impact on the ride experience you’re chasing. 

Regarding the bike’s geometry, the diamond-shaped, high-step frame also contributed to the sporty, smooth ride experience. The reinforced top tube made the bike feel stable at higher speeds. I also really liked the integrated battery in the bicycle’s down tube. The seamless design improves aerodynamics and lets me charge the bike without removing the battery. I can pull into the garage, plug it in, and forget about it. No additional faffing with keys to unlock the battery. 

The XPress2’s shape and handlebar design are not the only factors that contribute to its fun-to-ride feel. The other big component is Lectric’s XPerience Switch™ technology. XPerience Switch™ lets you choose between responsive pedaling and standard pedaling by switching between a torque and cadence sensor. 

• Torque mode: Assistance responds to how hard you pedal, so it feels more like a traditional bike with electric support layered on top.
• Cadence mode: Assistance engages more smoothly as you pedal, making the bike feel easier and more relaxed to ride.

In other words, the torque sensor offered me a more natural, smooth feel with intuitive power that responds to my pedal pressure. This was my jam! On the other hand, the cadence sensor provides power with each pedal revolution. The cadence sensor option is better for beginners or riders seeking a more relaxed ride.

Lectric XPress2 eBike

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Who is the Lectric XPress2 For?

The XPress2 Commuter (with the diamond high-step frame) is best for urban commuters who like to travel fast and seek a sportier riding experience. On the other hand, the step-thru XPress is better for more casual riders. 

I really enjoyed the bike for after-work rides when sunlight was already waning. I could blast around town, get some miles, and get home before dark.  On nights when I was out after dark, the integrated 90-lumen headlamp lit the way, and the brake-activated rear light (with turn signals) signaled my location to automobile traffic.

And it was super helpful for simple errands, like riding to the coffee shop where I am writing this review!  For commuting, a nice touch was the factory-installed rear rack. You can add Lectric’s pannier bags to upgrade your carrying capacity. But what I appreciated was that the rear rack’s design played nice with the Ortlieb panniers I already owned. 

Final Thoughts: An affordable and approachable e-bike for simple commuting

After testing, it became clear that the XPress2 Commuter is a sporty yet approachable e-bike for simple commuting, light-duty hauling, and recreational bike rides. It’s ideal for everyday commuters who want to spend more time outside and less time in the car. With the included rear rack, you can add panniers to easily carry your laptop and lunch and stop for a few groceries on the way home. 

It’s also ideal for folks who just like fun bike rides and exploring town. The 750W rear hub motor peaks at 1310 Watts and delivers plenty of juice to satisfy the need for speed and to climb hills. However, for riders looking for a different aesthetic, higher-end components, and higher-quality tuning straight out of the box, the XPress2 may not hit the mark. 

Not all dogs come in small, medium, or large sizes. There’s a bit of variability when it comes to the legs, body, and how far apart these things are in relation to each other. That being the case, a backpack that fits a dog needs to be adjustable and somewhat adaptable to the different shapes that dogs come in.

K9 Sport Sack Air Details

• MSRP: $99.95 USD
• Ventilated side panels for cooling 
• Side pocket to carry your hydration or snacks
• Wide and secure base
• Side Mesh for venting
• Three support Straps
• Adjustable Collar Enclosure

A Dog In A Backpack: The Basics

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Not having a dog-specific backpack never really stopped me from riding with my dude, though. Since he was just a pup, I had been carrying him in random backpacks, basket racks, and tote bags, so he wasn’t a stranger to the feeling of being on the move with me. I think this is the most important thing to consider when traveling with your dog strapped to your back. It can be a jarring experience for most dogs and will likely feel pretty strange at first. When we first started riding with him on our backs, the most important thing to reinforce was how much fun it was. We brought plenty of treats and kept it light by talking to him in excited voices. This, paired with short rides to the park or river, just drove the point. Now, Grover is always stoked to see any backpack come out, not just the one he gets to ride in.

Picking The Right Bag

I started my hunt with the Little Chonk backpack. It made the most sense, seeing as our dog was a Corgi-mix. Looking past the slightly cringey millennial brand name, the bag seemed to check all the boxes, so we ordered the small and medium to test them side by side, since our little dude was right in between sizes. Unfortunately, both bags from Little Chonk didn’t quite fit our small dog, so we returned them and started the search again.

We then landed on the K9 Sport Sacks Air bag. This is the brand’s bag designed for dogs up to 25lbs. It features vented side panels, a side pocket, and adjustable straps to keep dogs secure while cruising. The large zipper opening on the back allows for easy entry and exit while still feeling super secure on the bike or when we’re just hiking around. The position is upright and super comfortable for the dog and me, and they also offer a booster panel that can take up any space at the bottom of the pack if your dog doesn’t quite fit.

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We’ve done tons of rides with this bag, and in the years we’ve had it, there are no signs of anything falling apart. The seams are sturdy, the zipper still zips, and all the straps remain fray-free. The bag is also washable, which has come in handy since it’s not rare for us to take a dip in the river, resulting in the loading and hauling of a soggy doggy, and getting the stink out of the bag is essential.

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The shoulder straps on the bag are pretty comfortable, and I get why the larger K9 Sport Sacks bags come with hip straps. Our guy is just under the limit for the Air at 22 lbs, and on rides longer than 20 miles, I do start to feel the weight a little on my shoulders, but it’s really not that bad at all.

Is It Worth It?

Yes.

Overall, I’ve been really impressed with the K9 Sport Sacks Air, and we certainly get a ton of compliments on it when cruising around town. The best part is being able to take our littlest homie on bike rides and hikes without worrying about his little legs getting too tired. I would (and do) highly recommend the K9 Sport Sacks gear to anyone looking to bring their furry friends on more bike rides.

Shop my favorite dog carriers at K9sportsack.com

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While the visuals might be different and the brand name on the shock might be different, the behavior and formula are pretty much the same as the Fox Genie shock that the Stumpjumper 15 launched with back in 2024. It was always a winning recipe, so why mess with it?

One thing that I think makes a lot of sense with these new Stumpjumper builds is the offering of the RockShox Lyrik forks alongside the Genie shock. I’ve been on these new suspension bits for the last couple of weeks, and the Stumpjumper feels a bit more balanced with the Super Deluxe Genie and the Lyrik fork with the LinearXL air spring. RockShox has basically brought all the great properties of a coil fork to the internals of an air spring, which is kind of what the Genie shock does. Having both the front and rear suspension of the bike match makes a lot of sense.

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I’ve been testing the two Genie shocks back-to-back recently, and I’d say they are quite similar, with the RockShox Super Deluxe taking a slight edge over the Fox Float X Genie for a marginally lighter off-the-top feel and a bit less noise overall. Both shocks are set up with the same amount of volume reducers in the outer chamber.

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Overall, the Super Deluxe Genie feels about as good as the Fox Float X Genie, with maybe a slight improvement in terms of off-the-top feel, but when it’s paired with a more linear fork, the entire bike feels much more planted and supple. The Stumpjumper 15 continues to impress me, but I felt that balancing the fork with the feel of the super-plush Genie shock was an ongoing task that has been remedied by the RockShox build kits.

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Check out all the new SRAM/RockShox builds for the Levo and Stumpy 15 at Specialized.com

I do love that we continue to see Bosch-equipped eMTBs coming from Kona, Norco, Santa Cruz, and others that aren’t quite on board with the Avinox power race. We’ve also seen brands like Trek make a statement on responsible speed restrictions and power numbers. Kind of like a rebel yell, suggesting it’s not all about more, more, more.

I like eMTBs; they’re a ton of fun, and when done right, they only benefit mountain biking. All that said, I prefer riding non-motorized bikes most of the time.

Between Two Camps

I don’t really care one way or the other these days, and I see why people hate them, but I also see how much nuance there is around the topic. In recent months, I’ve been swinging on the pendulum, and as I come off riding a Santa Cruz Bullit with a Bosch CX motor and dig into my review of the Amflow PX Pro, I’ve come into more internal conflict about where things are at and where they’ve been headed. Let’s dive in.

More (Power) Ain’t Always Better

I think what is happening in the world of eMTBs is interesting, but not entirely positive. Specialized kicked things off with an unlockable class 3 mode on the Levo 4, and Avinox is leading the charge with a barrage of power; we’re in a tricky place.

I think what the M1 motor presented was the limit of what we should be asking for in an eMTB. With months on the M2S, I don’t see any need for the power that it puts out. It’s a novelty at best, and dangerous at worst. Sure, I do like being able to match traffic on the way to the trailhead or make short work of a fire road climb, but when I switch back to a Bosch-powered bike, I don’t feel like I’m missing that much, especially when it comes to being on the trail.

The climbs are the climbs, and I’m never going to be in the turbo, boost, or even the trail mode most of the time – especially if I want to keep riding with any sort of assist for the latter part of my ride. It’s fun to kick it into boost or power up some climbs in trail mode, but when I’m done goofing off, it goes back to eco mode, and then off for the descents.

After taking a nice break from eMTBs for most of the summer, I fell back into the groove of mountain biking without an assist, and it felt so damn good. I would only pull the e-bike out for those “rest day” rides. It’s not that eMTBs are bad for fitness, because you still definitely need to work when riding them; it’s just a bit different. It feels good to ride without range anxiety, the extra weight, or the drone of a motor between the legs.

The break in mountain bike sobriety came with the Santa Cruz Bullit, a bike built with a Bosch CX motor and a 600 Wh battery. Before that, I was on the Amflow PX Pro, which is a decidedly different category of eMTB. But I found myself more impressed with the Bullit than I expected. The Avinox M2S is the best eMTB drive unit around, right? That’s what we’re all told, at least.

Yes, it’s very powerful, puts out some big ol’ torque numbers, and it’s really light. I’ll agree that the force the M2S applies is intoxicating, and I don’t mind what it allows for. But it doesn’t always feel like the “right” choice to me. It feels excessive. It blurs the lines too much for my liking, and I’m starting to understand the “It’s a motorcycle, not a mountain bike” comments a bit more.

Keeping the Bike in E-Bike

I’m getting a little into the weeds here, but bear with me. Riding a bike should feel like a bike, and something about the power and torque of the Avinox M2S feels a little off. You don’t really get to use all that power as much as you would like, and outside of certain situations, it’s mostly overkill or not permitted. Don’t even get me started on how easy it is to unlock the class 3 mode, either – that’s another can of worms. To keep it short: A class 3 eMTB should be locked behind some kind of education or test that requires a rider to exhibit a certain level of competence before giving them all those ponies. Without that, it leaves a lot of room for serious rider error.

Getting back to the point, which, to be clear, is just my opinion. I think we should have stopped at the Avinox M1 motor as the limit for what we ask for in eMTB motors. I think lighter is better; I think a power limit should be in place, and I think the increased hunger for power could really tarnish the scene. I had no complaints with the Bosch SX-powered Transition Regulator, and it’s still one of my favorite eMTBs around.

E-bikes, especially eMTBs, are divisive, and constantly wanting more and more power isn’t really the answer we should be looking for. I think the right approach is to use power more efficiently. One of my other favorite eMTBs I’ve ever ridden has been the Norco Sight VLT TQ, and that lil guy is only squeaking out 350W of max power and 60Nm of torque. I love it because it’s light, quiet, and can go all day long. It doesn’t feel like I’m on a different type of bike. 

At the other end of the spectrum, something like the Santa Cruz Bullit or Ari Timp Peak uses the Bosch CX motor and has a bigger battery, so it feels more like an e-bike. Although they are heavier and noticeably different from my mountain bike, nothing feels unruly or off. The weight feels good and improves the ride, and I never wish I had more power or torque than these more composed motors provide.

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Parting Thoughts

When writing about something like this, it’s hard not to feel like the old man shaking his fist at the sky or muttering “Back in my day…,” but that’s where we’re at. I could be totally alone in this thinking, but I would guess I’m not. I do feel like this school of thought sits in between the “eMTB hater” camp and the “eMTB lover” outpost that continues to see population growth, but I’m fine not belonging to either. There are multiple truths to life, and at the end of the day, we’re all just enjoying a recreational activity.

Love them or hate them, eMTBs are a huge part of the industry now. I see the value in them; I enjoy riding them, but I’m also a bit of a skeptic about the constant push toward MORE.

Following the wave of prototypes spotted at Sea Otter, Boulder-based titanium specialist Mosaic Cycles is another brand that is pushing past the gimmick stage with a production-ready, handmade 32-inch gravel race platform: the GT i55 32. This comes shortly after the news of the recent updates to the GT i55, Mosaic’s titanium gravel bike that rolls on regular-degular wheels.

The beauty of this new wheel size is that the small builders seem to have the talking stick. They have the means to create bikes where this new wheel size makes sense and experiment. Rather than hacking together an existing frame to clear massive hoops, Mosaic approached the GT i55 32 as a ground-up chassis designed around 32-inch wheels. The engineering objective is straightforward: harness the theoretical rollover and momentum efficiency of a massive tire without making the bike feel oversized or sluggish, and part of that equation is boost spacing.

See the GT i55 32 in person at the MADE Bicycle Show!

Making It Work With MTB Standards

Packing a 32-inch wheel into a responsive frame geometry required Mosaic to borrow heavily from modern mountain bike standards.

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• Boost Spacing: The GT i55 32 adopts 148x12mm rear and 110x15mm front axle standards to deliver the structural stiffness required for a larger wheel diameter.
• Compact Rear End: By utilizing an offset seat tube and a custom 3D-printed titanium chainstay yoke, Mosaic tucked the rear wheel in with 440–445mm chainstays.
• Tire and Chainline Clearance: The frame clears high-volume 2.2-inch (55mm) 32-inch tires while preserving a standard gravel chainline with clearance for up to a 46T chainring—no wide mountain bike cranks required.

In-House Fork Solutions: Zero Components

The front triangle presented an even larger obstacle. A wheel this large naturally pushes stack height up and creates severe toe overlap on smaller frame sizes. Finding no off-the-shelf rigid forks capable of keeping the cockpit low, Mosaic launched its own component brand (Zero Components) to manufacture a purpose-built carbon fork.

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The Zero Components 32-inch fork features a tight 445mm axle-to-crown height to suppress stack, paired with a generous 60mm offset to push the front axle forward, stabilizing steering geometry and managing toe clearance across frame sizes.

The launch of Zero Components brings more than just a fork for 32” wheels, but the brand also offers 3 other unique forks for road, all-road, and gravel. The Zero Components forks officially launch at MADE Bicycle Show on August 21-23, 2026, in Portland, Oregon. Beginning at MADE, Zero Components forks will be fitted to current Mosaic bike models, with aftermarket availability targeted for September-October 2026.

G55 700c Gravel Fork

• Tire Clearance: 55mm
• Axle to Crown: 415mm
• Offset: 55mm
• Brake Routing: Internal, External
• Brake Mount: Flat Mount 160/180mm
• Steer Tube: 1.125”-1.5” tapered
• Steerer Length: 350mm
• Mounts: Fender
• Weight: 555g
• Price: $575

AR40 All-Road Fork

• Tire Clearance: 40mm
• Axle to Crown: 380mm
• Offset: 47mm or 51mm
• Brake Routing: Internal, External
• Brake Mount: Flat Mount 140/160mm
• Steer Tube: 1.125”-1.5” tapered
• Steerer Length: 350mm
• Mounts: Fender
• Weight: 510g
• Price: $575

R35 Road Fork

• Tire Clearance: 35mm
• Axle to Crown: 371mm
• Offset: 43mm or 50mm
• Brake Routing: Internal, External
• Brake Mount: Flat Mount 140/160mm
• Steer Tube: 1.125”-1.5” tapered
• Steerer Length: 350mm
• Mounts: Fender
• Weight: 490g
• Price: $575

Custom Made & Model Specs

Since large wheels can challenge fit parameters for shorter riders, Mosaic uses its custom geometry program to adapt the platform for each rider instead of relying on standard templates. Unveiled at the MADE bike show in Portland, Oregon, the GT i55 32 is now available through Mosaic’s custom program in two builds.

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• GT-1 i55 32: Built with a T47 bottom bracket, IS52 headtube, custom rider-specific geometry, fully internal brake routing, and standard paint options. Starts at $8,250.
• GT-2 i55 32: Features a T68 bottom bracket, IS52 headtube, custom geometry, semi-integrated routing via Cane Creek HCR, and a raw Titanium Ghost finish. Starts at $5,000.

Whether 32-inch wheels become a staple on technical gravel courses or stay a niche, Mosaic has effectively turned a radical wheel design into a polished, ride-ready titanium bike.

Watching Evie put on a full-face helmet for the first time kicks off the polarity, but her handling and confidence weren’t surprising. She hooked ruts, slapped turns, and was surprisingly fast on a bike with double her usual suspension. Her biggest revelation wasn’t the extra suspension but the grip from proper downhill tires compared to her semi-slicks for XC racing.

Ollie, meanwhile, received a blunt reality check regarding the physical demands of modern cross-country. Squeezed into bib shorts, he suffered through high-stress start-line sprint drills, fumbled feed-zone bottle handoffs, and struggled to manage a 180-bpm heart rate over steep, punchy climbs. Dropping into rough chutes with minimal travel and lightweight tires quickly recalibrated his respect for XC athletes who tackle technical terrain on minimal hardware.

The video challenges the myth that XC isn’t technical or that DH riders lack cardio. Today’s courses require handling and commitment. Watching pros try new things reminds us that riding outside comfort zones improves skills and makes for some good laughs. 

Peaty’s Monarch Cro-Mo Rails: $99.99
Peaty’s Monarch Ti Rails: $129.99

Available at Peaty’s.com

One thing the  Monarch does differently is the removable rail system. Unlike traditional saddles with permanently fixed rails, the Monarch has a bolt-on plate under the nose. Removing the hardware lets you detach the entire rail and lug assembly, making it easy to clean, grease, and reassemble. This simple, anti-creak system keeps the saddle quiet, and if replacement rails are available, it could keep them out of the landfill. With prices beginning at $99.99, this built-in durability and potential for rail replacements offer a refreshing change. 

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The Shape and Specs

Serviceability doesn’t matter if the saddle feels like plywood. Peaty wisely kept the Monarch’s profile conservative, sticking to a 145mm width and 260mm length – dimensions that suit most riders and mirror proven shapes like the SDG Bel-Air.

The profile features a flat nose for comfort on steep climbs and a subtle rear ramp to push against. A 40mm pressure-relief channel in the middle keeps blood flowing. Cushioning, called “Throne Foam,” offers support without feeling squishy, on a flex-tuned nylon base that absorbs trail chatter. Stack height is a compact 45mm, keeping it out of the way during steep descents.

Peaty’s focused on the details. Under the saddle, there’s a discreet hike-a-bike handle, which is handy for moving the bike around or lifting it over obstacles. The Monarch has crash-resistant bumpers on the shoulders to prevent scuffs and a water-resistant PU cover made with 24% recycled PET, reflecting Peaty’s eco-friendly mission.

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Options and Pricing

The Monarch offers two rail options: standard 4130 chromoly steel ($99.99) or a lighter Ti-MX titanium alloy ($129.99) saving about 22 grams. Both share the same profile and tech and come in five colors to match your build.

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If you’re hesitant to buy a saddle without trying it, Peaty’s offers a 30-day Comfort Guarantee. Ride for a month, and if it doesn’t fit, return for a full refund. Ultimately, the Monarch is a practical, smartly engineered solution to a common problem – a comfortable, easily disassembled, cleanable seat that runs silently for years. Sometimes, the simplest ideas are the best.

Crankbrothers has reworked their Highline dropper platform. The update emphasizes reducing insertion depths, decreasing stack heights, simplifying travel adjustments, and hitting an affordable price point.

Shorter Insertions & On-Bike Adjustments

The headline update on the new Highline is how easy it is to fine-tune fitment. Crankbrothers trimmed down overall insertion depths across the line, meaning frames with interrupted seat tubes, pivot hardpoints, or tight bends can accept deeper post insertions.

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For riders stuck between standard drop lengths, Crankbrothers added an internal travel adjustment system. Using a simple drop-in key, you can reduce post travel by up to 20mm in 5mm increments. You don’t even need to remove the post entirely from your bike to make the change.

Note: The travel adjustment system is available on the 30.9mm, 31.6mm, and 34.9mm diameters. Short-travel options (60mm, 60mm L, 80mm, and 80mm L) remain fixed-length.

To further help short-legged riders on frames with long seat tubes, the post features a trim 45mm stack height measured from the base of the collar to the center of the saddle rails when fully compressed.

Refined Internals and Better Actuator Clearance

In the post, Crankbrothers uses a sealed cartridge designed for consistent performance and a smooth return speed. (The slim 27.2mm diameter post uses a dedicated, non-adjustable IFP cartridge instead).

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At the bottom of the post, the actuator received a major redesign -it’s nearly half the size of the previous Highline 3 and Highline 7 actuators. That extra frame clearance prevents the cable mechanism from snagging on the frame or suspension linkages during full insertion. The cartridge valving was also lightened, requiring less thumb pressure at the remote lever for a crisp, responsive feel.

Sizing and Hardware Details

Crankbrothers expanded the lineup to fit nearly every seat tube standard and travel requirement on the market:

• Available Diameters: 27.2mm, 30.9mm, 31.6mm, and 34.9mm
• Travel Range: 60mm up to 230mm
• Saddle Clamp: Two-bolt design featuring a quick-release rear bolt to speed up saddle swaps and angle tweaks

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The Takeaway

The redesigned Crankbrothers Highline isn’t trying to reinvent the dropper post; they are just improving it. With shorter overall insertion lengths, low stack heights, a compact actuator, and user-friendly travel tuning, it’s a well-executed update that focuses on making dropper posts less of a hassle.

Learn more at Crankbrothers.com

In a world where Avinox is the only thing anyone wants to talk about, the fact that Bosch-equipped bikes are still being introduced is exceptional. As someone who has ridden all sorts of eMTBs over the last few years, I have to admit that Bosch is still very much a player in the game, and I tip my hat to them for standing their ground, offering eMTBs that keep things real and honest. The new Kona Remote 160 and Remote X are just that. All the power you might need, geometry that makes sense, and travel numbers that don’t leave you wondering what the intended use case might be.

Bosch CX Power and Battery System

At the heart of both bikes sits Bosch’s Performance Line CX motor, delivering up to 120 Nm of torque and 750W of peak power. Powering the system is an 800Wh PowerTube battery mounted low in the downtube to keep the center of gravity planted where it belongs.

• Quick-Swap Design: Built specifically for fast pit-crew-style battery swaps on all-day missions.
• Range Extension: Compatible with an optional 250Wh PowerMore range extender, bumping total juice to 1,050Wh.
• Clean Cockpit: Uses Bosch’s top-tube System Controller paired with a wireless Mini Remote on the bars, with full motor behavior customization via the Bosch Flow App.

Frame Geometry and Chassis Details

Kona refined the geometry over the outgoing Remote 160 by slackening the head tube angle by 0.5 degrees and stretching the chainstays by 5mm for increased stability. The welded 6061 aluminum frame retains Kona’s signature Process ride characteristics. Kona also added practical details across both builds:

• Match or Mix Flip-Chip: Run a dual 29-inch wheel setup or a 29/27.5-inch mullet configuration without ruining geometry.
• Moto-Friendly Routing: Clean cable routing options whether you run your brake levers traditional or goofy (moto-style).
• Frame Armor: A swinging door charge port cover keeps mud out, paired with a custom Kona/OneUp chain guide and heavy-duty chainstay protection.

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Remote 160 vs. Remote X Comparison

REMOTE 160
Canada: $6,999
Europe: €6,999
USA: $6,499

REMOTE X
Canada: $6,999
Europe: €7,499
USA: $6,899

Stroke Tunability and Shock Options

Rather than trapping riders in fixed travel numbers, both frames allow for stroke customization depending on your terrain without the need for an aftermarket linkage. Which I think is really cool.

• Remote 160 Overstroking: Accepts an 180mm fork and a 230×62.5mm rear shock, pumping rear travel to 171mm (29er) or 176mm (mullet).
• Remote X Understroking: Accepts a 170mm fork and a 230×57.5mm shock, dropping rear travel to 159mm (29er) or 163mm (mullet).
• Coil Friendly: Both linkages feature leverage curves that are fully compatible with coil shocks.

If you are looking to turn hour-long fire road grinds into quick ten-minute connectors between nuking DH sections, Kona’s updated alloy platforms offer a sick option built for high lap counts.

Learn more at Konaworld.com

There sure are easier ways to Everest. Smooth climbs, mid-summer weather, daylight saving time. Most stack the odds in their favor, and rightfully so. It’s a huge effort at the best of times. Not this time though.

Words: Lazy Sunday Studio / Aedan Skinner
Photos: Jake Paddon

“I just really like riding my bike, so I wanted to prove to myself that no matter how hard I tried, I couldn’t have a shitty bike ride.”

The original plan looked almost reasonable. Twenty-three laps. Around a day on the bike. Finish sometime after sunrise the following day, and do it as close to the shortest day as possible. Instead, it became twenty-seven laps, 126 kilometers, thirty-one hours, seventeen hours in darkness, freezing rain, fresh snow, numb feet, hallucinations, and enough small problems to end the ride early a dozen times over.

It all kicked off at 7:57 AM on December 18th, 2025. It was grim from the get-go. By the second lap, the feet were already numb, and the shoes soaked through. Every few laps became a routine of peeling off wet socks, pulling on whatever dry gloves were left, eating whatever sounded remotely edible, and heading straight back up the hill for another lap.

“First off, Elliot dropped a casual 10 laps with me at the beginning of the ride, from 8 AM until about 6 PM, doing a 3200-meter ride like it was a Sunday stroll. Those 10 laps felt like absolute butter for both of us. They also added up to the highest elevation ride I had ever done. After Elliot clocked out, Spencer and Elijah came for some of the first night laps with the lighting setups. These boys definitely encouraged sending your life in the dark and kept those 5 or so laps exciting.”

“Then the 2:30 AM lap hit. I was shattered. I think it was my 17th lap, meaning I had 10 more laps to go – I’d done the math by this point. I fell asleep on my bike on the way up and rode into the ditch, only to wake up lying in basically a mud pit with my bike beside me. I did this 2 more times over the next 2 laps. I was talking to myself the whole time and was hallucinating visuals of my friends in the woods, pretty much every 5 seconds. The Red Bull wasn’t working. The only thing that worked was seeing the sign at the top of the trail, which instantly got me so excited to ride my bike down the hill. Riding down was no problem, as your brain always finds a way to turn itself back on.”

“By this time, my ass was so sore, and considering this was my first time ever wearing a chamois, I was getting some unique chafing in some questionable spots. I also decided to apply chamois butter for the first time, and what followed was excruciating stinging in a very nerve-dense area. Everyone told me it wasn’t supposed to feel like that.”

There wasn’t much science behind the ride. In fact, there was almost none. The original planned twenty-three laps became twenty-seven because the elevation calculations were wrong. The nutrition plan was shaky at best. The route wasn’t even finalized until the night before.

“After talking with a buddy who had done an Everest before, he basically told me to go to the grocery store and grab the widest selection of things you might have remote interest in throughout the ride, as the hardest part is finding stuff that your body is actually interested in eating by the time you’re 24 hours deep. I had a rough plan, but every time I saw the cinnamon buns and Oreos, that was what I went for.”

“The ride ended up being twenty-seven laps vs the estimated twenty-three. This was because the one test Strava lap I did a week earlier, I recorded the elevation from completely the wrong drop-in. What is hilarious is that I didn’t actually know what tracks I was going to ride until the night before, when I finally settled on my two favorites: Bubonic and Lower Wolfgang. What was most important for me wasn’t that the tracks were easy and more sustainable, or smoother for the hands… it was that I was excited to drop into the trails to have some fun on the best trails ever. Halfway up every lap, my motivation to get to the top was that I had some of the most fun riding anyone can ask for at my fingertips.”

“The physical difficulty was a good test. I knew I was fit, but I was still nervous having done very little training for the ride. I was able to push my body and legs pretty hard, though with almost no issues. The mental side of things was another story, and I think it would be a similar story for everyone. I couldn’t have done anywhere close to this ride without my friends keeping the hype up and doing laps with me throughout the ride and keeping me going.”

But why mid-winter? There isn’t a prize waiting at the top. Life doesn’t change because a GPS file says you climbed the height of Everest. By every logical measure, it was a stupid idea.

The questions remain. Why spend thirty-one hours riding in freezing weather? Why deliberately make it harder? Why stack every bad variable against yourself? Maybe there isn’t an answer. Maybe as humans, we have always gone looking for uncomfortable things simply because they reveal parts of ourselves that ordinary days never will.

A massive thank you to all those involved and who helped make this project happen.

Support Crew: Elliot Jamieson, Spencer Young, Elijah Barron, Oakley Savisburg, Max McCulloch, Liam Morgan, Sean Bourquin

Supporting Brands: 7Mesh, Akta, Title, Occam, Crankbrothers, Full On Lighting, Cowichan Cycles, Comox Valley Toyota

Video Production & Editing: Nodding Onion Studios – Max McCulloch & Liam Morgan

Photography: Jake Paddon

Narrator: Chris Case

Folding. Fat Tire. Full Suspension.

These are three terms that don’t often go together in the e-bike world. The Heybike Mars 3.0 is a conglomeration of features that may be impractical for most people, but is surprisingly fun in the right context.

Heybike Mars 3.0 Ebike

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Unboxing & Setup

Unboxing and setting up the Heybike Mars 3.0 was a pain for multiple reasons. Since it’s a folding e-bike, I expected it would ship folded and mostly assembled, but instead it came in a massive box, not folded, and with a lot of assembly left to do.

The box had a QR code linking to the manual, but… the QR code led to a broken link. We did find Heybike’s video instructions on Youtube, but it didn’t show every detail, which is why I spent half an hour trying to figure out how to activate the battery to turn it on.

They did at least include all the necessary tools in the box, but multiple steps of the assembly had parts different from normal bike standards, which made things more difficult. After some cursing, I managed to get the bike up and running.

Difficulties with setting a bike up are admittedly not a big deal, but it’s something to be aware of if you don’t want to deal with difficult assembly.

Build Details

• e-Bike Class: Ships as Class 2 (Unlockable to Class 3 / 30+ MPH via app settings)
• Motor: Heybike Galaxy eDrive 750W rear hub motor (1400W peak power), 95Nm torque
• Battery: Removable 48V, 13Ah (624Wh) lithium-ion battery (UL 2271 Certified)
• Controls: Color TFT Display with NFC card unlock & Bluetooth App integration | Right-side half-twist throttle | Integrated torque sensor
• Frame and Fork: Foldable 6061 Aluminum alloy full-suspension frame with rear Horst Link shock | Coil suspension fork (65mm travel)
• Drivetrain: 8-speed Shimano Altus drivetrain (11-32T cassette, 48T chainring)
• Wheels and Tires: 20″ x 4.0″ Chao Yang knobby fat tires | 20″ aluminum spoke rims
• Brakes: Hydraulic disc brakes with motor cutoff switches | 180mm rotors (2.0mm thickened)
• Weight: 70 lbs (440 lbs total payload capacity)
• MSRP: $1,799 USD (typically discounted at $1,199.00)

The Mars 3.0 components are exactly what you’d expect from a decent budget bike. Everything is low-end and generic, but there are a few brand-name parts to keep things reliable.

The 750W hub motor is nothing out of the ordinary. Most similar bikes in the $1000-$1300 price range have either 500W or 750W motors. The 624Wh battery is similarly middle of the pack. Heybike doesn’t specify where their battery comes from, so you aren’t getting the best-performing Samsung or LG cells.

The 8-speed Shimano Altus drivetrain is simple and reliable, and I like that Heybike added a steel guard to protect the derailleur from impacts. This is the go-to drivetrain for budget ebikes. In fact, it’s the exact drivetrain we found on the last three ebikes we reviewed: Lectric XP4, Aventon Level 4, and Lectric XPedition2. 

The fat tires on this bike are from a budget Chinese brand, so I don’t expect them to be high quality. Unlike some other “fat” e-bikes, these are in real fat-tire territory at 4 inches, and they have deep tread for plenty of grip.

Heybike advertises the front fork as a “hydraulic suspension fork,” but all that really means is it is a standard coil-sprung fork with hydraulic lockout. The 65mm travel isn’t much, but it does help smooth out rougher roads.

Even though most of the components are lackluster, Heybike didn’t skimp on features. The Mars 3.0 has a torque sensor, hydraulic disc brakes, a security system that unlocks the bike with either a keychain NFC card or passcode, app connectivity for updates and setting changes, a cargo rack, turn signals, and even a horn.

Our overall take on the Mars 3.0 build is this: lots of bells and whistles, plenty of power, low-quality components.

Real-World Motor and Battery Performance

Heybike says the hub motor on the Mars 3.0 is rated for 750W continuous power and 1400W peak power. That’s on the higher end for cheaper hub drive motors, and it is plenty of power for this bike. We recently rode the 750W Lectric XP4, and the Mars 3.0 seems to have a bit more power.

This was especially true when we tested the Mars 3.0 on a steep hill climb. It was able to maintain 17-20mph where the XP4 struggled to get up.

The Mars 3.0 accelerates quickly from a stop whether using pedal assist or the throttle. On flats, we were able to get up to about 32mph using the turbo pedal assist.

With the 624Wh battery, Heybike advertises this bike can go up to 65 miles on a single charge. We found the real-world range to be significantly less. In our range test, we hit 36 miles before the battery died.

This test did include some hills and off-road riding, so it would definitely be possible to extend the range farther. Just know that you will probably never reach the advertised 65 miles.

Ride Impressions

On pavement, the bike was comfortable, upright, and easy to ride. The 4-inch knobby tires were noisy and made the handling feel a bit vague, but the powerful motor kept the bike from being sluggish.

Unlike many e-bikes, which only give you the setting options of Class 1, 2, or 3, the Mars 3.0 simply lets you select the max speed (up to 100 kph, though it will never actually go that fast).

The controls are basic and fairly easy to use. On the left hand side you have a small color display with three buttons and thumb controls for the turn signals and horn. The right side has the shimano trigger shifter and a half-twist throttle for the motor, which may be one of the worst things about this bike.

Twist throttles on e-bikes are just not a good idea in my opinion. First off, to use the throttle you have to turn your whole wrist, which can affect your steering and control. Secondly, it is far too easy to accidentally engage the throttle when you don’t mean to—while walking the bike on a sidewalk, for example. Multiple times I inadvertently hit the throttle and sent the bike spinning out of my grip.

Heybike’s firmware also has some issues. The most glaring problem was the battery percent indicator. At one point, I noticed that when I maxed the throttle, the battery percent would drop to 70%, only to jump back up to 100% once I let off. This is caused by normal voltage drop under heavy load, but most e-bikes have smart enough programming to compensate for it.

Heybike Mars 3.0 Ebike

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Of course, this bike has big, fat, knobby tires and full suspension, so it isn’t meant to just stay on pavement. I took it cruising along local dirt roads and ATV tracks to get a feel for how it handles off the road.

To be clear, this is NOT a mountain bike, or even a true all-terrain fat bike. The small wheels, cheap suspension components, and short, upright riding position limit the terrain it can handle comfortably.

That said, once I dropped the tire pressure a bit, it handled the dirt roads just fine. The ample grip from those big tires gave me lots of confidence to pick up the speed, and the bike smoothed out chatter and small bumps (though I think that also has more to do with the tires than the suspension).

On some washboard sections I felt pretty rattled. On a section littered with fist-sized rocks, I quickly lost confidence as the bike bounced around under me. On the more moderate sections though, it was a fun ride.

Who It’s For

The Mars 3.0 is a weird bike, and it fills a pretty specific niche. For someone who needs a bike that folds up to fit in the back of a car and can handle dirt roads, there aren’t many other options. No more mainstream manufacturers are selling folding, fat-tire, full-suspension e-bikes.

If you just need a folding bike for mostly pavement riding with some gravel roads, the Lectric XP4 is a more refined and reliable option. If you want to be comfortable and confident off-road, a full-size fat-tire e-bike like the Aventon Aventure will perform far better.

The Mars 3.0 is only a good choice if you absolutely need foldability AND moderate off-road capability. It’s not the best at either one, but it does give you both.

Final Thoughts

The Heybike Mars 3.0 is clunky, has some design issues, and lacks refinement, but it does do what it promises: it combines compact size and full suspension.

For the large majority of people, I would recommend something different. Our team has tested many e-bikes that are better quality, more functional, better performing, and more reliable. But if you find yourself in the exact use case it’s designed for, the Mars 3.0 is a decent bike with plenty of power.

Hosted by ultra-endurance rider Boru McCullagh, Overnighters is all about the simple joy of adventure: gather some iconic riders for a 24-hour micro-adventure, leave behind strict training routines, and embrace sleeping under the stars, in the dirt. There’s no need for epic multi-week expeditions or plane tickets. Just explore local trails with a sleeping bag and whatever gear fits on your bike frame, enjoying the true spirit of adventure.

McCullagh and Bryceland enjoyed a delightful day exploring Cheshire together, starting with a tour through Ratboy’s neighborhood. Their adventure was very British, featuring leisurely pedals along scenic canal paths past charming houseboats, a locals supermarket run, savoring hearty meat pies, and playful bounces through local woods. It’s a cozy, fun-filled outing that captures the spirit and the charm of the area.

The ride ends at Bryceland’s private plot of paradise. It’s a sanctuary with dirt jumps, fresh loam, and hand-built features – a backyard dream come true, showing the beauty of slowing down and building up a community.

Around the campfire, the vibe shifts to a real look at life after professional racing. Bryceland candidly discusses the grind of the UCI circuit, burnout from chasing points, and relief of riding on his terms. Instead of burning out, he redirected that energy into his local scene and crew.

The mountain bike industry often promotes the idea that true adventure only occurs during expensive trips to remote backcountry locations. However, this 16-minute edit challenges that view. It warmly reminds us that the best dirt trails are often right outside your front door, as long as you’re willing to go explore them.

The Tahoe Area Mountain Biking Association (TAMBA) recently received a major $250,000 donation from local riders and philanthropists Kyle and Jessica Aster. This generous contribution completely funds the 2026 construction of the historic Meeks Ridge Trail, providing TAMBA with the resources needed to complete the last two miles of its most ambitious backcountry project to date.

Once completed, the project will reconnect Meeks Bay to Lost Lake, reviving this iconic and slightly overgrown route and integrating it into Tahoe’s current trail system. It will connect with the nearby General Creek and Lost Lake trail networks to form a true 12-mile backcountry loop. The landscape offers classic Sierra Nevada scenery with exposed granite bench-cuts, old-growth pine, and stunning views directly into the rugged Desolation Wilderness.

Carving a sustainable trail through West Shore’s rugged terrain requires more than volunteer work, especially for the last two miles with steep slopes and challenging veins of rock in the way. TAMBA crews have already cut out four miles of tough, remote terrain, and the Aster family’s gift allows professional crews to handle complex logistics required to finish it up.

The timing of this push is really important beyond just Meeks Ridge. It’s the first major construction since the U.S. Forest Service approved the groundbreaking Basin-Wide Trails Analysis Project. This extensive review has provided a plan for up to 45 miles of future trail extensions, while also officially allowing more than 100 miles of existing Basin singletrack to be enjoyed with Class 1 e-bikes.

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Although land managers’ paper approvals are crucial, NEPA clearance alone does not construct trails – funds, earthmoving, and hard work do. Meeks Ridge demonstrates the strategy for turning the 45-mile vision into reality. It confirms that when public agency approval is combined with committed local advocacy and specific private funding, important rail projects can move forward rather than stagnate on planning tables for years.

Crews are working diligently within the 2026 build window, aiming for final completion in 2027. If Meeks Ridge is indicative of the Basin’s new master plan, then West Shore riding is poised to improve significantly.