Details

• 140mm Fork / 130mm Shock
• MSRP starting at $2,299 USD ($2,800 CAD)
• 4-bar Horst Link suspension
• 5 sizes
• 3 build kits
• 6066 Alloy frame
• 29" or MX wheels
• Learn more at Norco.com

For 2026, the Norco Fluid is still an alloy frame on the VPS platform, which is Norco’s take on the 4-bar Horst-Link design, just by a different name. The bike is now lighter than its predecessor, and has fully guided internal routing, something that you don’t always see on an alloy bike, much less so on one at this price point.

For the new Fluid, Norco has moved from 6061 aluminum alloy to 6066, which is stronger and lighter but also slightly harder to work with, so the fact that these bikes are still so affordable is really, really impressive.

Build Kits

The Norco Fluid comes in three different build kits, starting at $2,299 USD ($2,800 CAD). The Fluid A3 gets a RockShox Recon RL fork and a DVO Opal shock, and a Shimano Cues 10-speed drivetrain. The Fluid A2 sees a RockShox Psylo Gold RC fork and RockShox Super Deluxe Select shock, along with a Shimano Deore 12-speed drivetrain, and will run you $2,899 USD ($3,600 CAD), which, if you ask me, is pretty damn impressive.

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The top-end Fluid A1 comes in at $3,899 USD ($4,700 CAD), and that gets you a full RockShox Lyrik Select+ fork and RockShox Super Deluxe Select RT shock, with a Shimano XT 12-speed drivetrain with SLX 4-piston brakes, and Schwalbe Radial tires. Sure, the wheels aren’t anything super snazzy, but they’re solid hubs (Shimano TC-600) built to fairly reliable alloy rims (WTB KOMi30).

Geomety

It’s not a total revolution, but the Norco Fluid just checks the boxes. It has great geometry, great travel numbers, and small details that all make for a really easy-to-live-with bike that can handle a wide variety of trail flavors.

There have been some slight geometry tweaks, and for the better. Reach is now slightly shorter, stack is slightly lower, and the effective seat tube angle has been altered just a tad, but overall, it looks like a really well-sorted collection of numbers.

The new Fluid is also compatible with mixed-wheel setups thanks to a flip-chip, allowing riders to swap to a smaller rear wheel for a nimbler rear end without upsetting the geometry. The Fluid still comes in 5 sizes, accommodating riders from 5'1" (155cm) to 6'5" (195.5cm), with a rear center that scales with size. Thankfully, the straight seat tube also allows for running longer dropper posts on all frame sizes.

Yeti began playing with the idea of Sixfinity a decade ago, and it’s been tested on eMTBs, Downhill World Cup Races, and now it’s here as a long-travel enduro bike. Similar to the Switch Infinity system found on the SB160 and other full-suspension Yetis, the Sixfinity takes the concept and runs with it, just without the reliability issues seen with the Switch Infinity design.

It’s a big change for the brand, but one that some saw coming (given the spy shots), and most will appreciate. Here are the overarching details of the new Yeti LT.

Details

• Sixfinity suspension platform
• 170mm front / 160mm rear
• Adjustable geometry via flipchips and dropouts
• Interchangeable 29 / MX wheel setup
• Adjustable leverage rates
• TURQ Series carbon layup with enhanced Vectran protection
• Integrated frame storage with YETI storage frame bag
• Size-specific geometry and kinematics
• Frame Sizes: SM-XL
• Learn more at Yeticycles.com

From a details standpoint, the LT looks pretty impressive and is a noticeable change for Yeti; some might say for the better. The LT is positioned as a full-enduro bike, which means it probably climbs adequately and descends admirably. Just looking at the geometry and range of adjustments, I can already wager a guess that this would be an excellent bike for those who ride more gravity-fed trails, but given the amount of tunable aspects, I would also guess that it would be happy just about wherever you ride, as long as you can set it up to suit.

Geometry

In terms of adjustments, you get a choice of chainstay lengths (think 465 and 475mm on the XL), headset angle adjustment, rear-wheel-size options (MX or 29”), and a link to change the shock between 15, 20, and 25% progression rates. It’s a lot of adjustment, but nothing too out there. If you already know what you like in a bike, I imagine the geometry adjustments will make sense, and there will be some wiggle room with the shock progression.

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With such a long rear-center, I can only assume that this bike is designed to go downhill very fast, climb confidently (not fast), and if you consider the price and Yeti’s track record with overall frame durability, I’d say the LT is a needed progression from the SB160 that will make a lot of people happy, if they can afford it.

The frame-only option costs $5,000 USD, and all builds use the same TURQ Carbon frame. The least expensive complete bike comes in at $8,400 USD, with a drivetrain mix of SRAM X0 and Eagle 90, Maven Silver Brakes, a 170mm Fox Factory 38 Grip X2 fork, and a Float X2 shock and DT SWISS E1900 wheels.

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The next step up comes in at $8,900 USD, and sees a Shimano XT Di2 kit with XT Brakes, and the same suspension package and wheels. For $10,200 USD, you’ll get SRAM X0 AXS and Maven SILVER Brakes, 170mm Fox Factory 38 Grip X2 and Float X2, but with DT Swiss EXC 1700 Carbon Wheels in either MX or full 29”.

"We got some fresh Sentinel specs, so we decided to pop over the mountains for a few days shooting on some of the most scenic trails in Washington."

"Alex Blanar took his Cannondale Jekyll to New Zealand and came back with WHY SO SERIOUS?! — a raw, loud, metal-scored trail edit built on speed, dust, whips, boosts, roosts, and the kind of riding that reminds you why bikes are still the best bad idea."

Details

• Travel: 140mm front / 120mm rear
• MSRP: $3,999 to $6,999
• Wheel size: 29”
• 64.8-degree head tube angle
• XS, S, and M Chainstay: 435mm 
• L, XL Chainstay: 440mm
• Available at Canyon.com

Overview

The new LUX Trail sits on 140mm of travel up front and 120mm out back, with a 64.8-degree head tube angle, which, to me, suggests it's a really capable and fun bike for those wanting an XC bike that can do more than a full-on XC bike. This is a trend in the industry right now, and I’m pretty sold on it after spending some solid time on the Revel Ranger V3, which really blew me away (and continues to do so).

For rear travel, the LUX Trail sticks with a flex-stay platform but adds a bit more movement out back and a redesigned leverage rate to make the bike more planted going down and back up the hill, and more balanced with the 140mm fork up front. The increased travel in the front also comes with a slacker head tube angle and two different chainstay lengths depending on the frame size.

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The stack is taller, the wheelbase has grown, and the reach is a little bit longer, making this a more capable bike than the outgoing LUX Trail, and it’s also lighter by 200g, which could be something you’re looking for, or not, because 200g really isn’t much. However, it is about a kilo lighter than the Neuron CF frame, which is pretty impressive, seeing as it’s getting pretty comparable to the Neuron CF.

Think of this as an amalgamation of the Spectral, LUX World Cup, and the Neuron CF. It’s blending trail and XC into a single chassis that aims to overlap a few diagrams for the rider looking to diversify their riding rather than focus on a single type of trail. That’s not to say that these short-travel trail bikes can’t handle the more rawkus end of the spectrum.

Tech & Features

It has all the trappings of a modern trail bike, with downtube storage, top-tube accessory mounts, balanced geometry, and clearance for longer-travel dropper posts. There's tube-in-tube cable routing, post mounts for native 180mm rotors, and room for two bottles in the front triangle, and a threaded bottom bracket. It really doesn't leave you wanting for much.

Canyon has also beefed up the linkage with a 3D-forged rocker link and circlip-secured bearings, which should, in the long term, increase stiffness and durability. This also means there are fewer small parts, and clearly defined service points should make the bike pretty darn easy to maintain.

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Build Kits & Price

The LUX Trail is launching with four builds, three of which come with a FOX 36 SL fork, SRAM Motive brakes, and Canyon XC 30 CF Wheels. The outlier here is the LUX Trail CF 6, which sees a FOX 34 Rhythm fork, Shimano M8220 brakes, and an alloy Canyon wheelset.

Lux CF 9 — $6,999

Lux CF 8 — $5,999

Lux CF 7 — $4.999

Lux CF 6 — $3,999

They might be helpful, or you might call BS on all of these, but hey, they're just my opinions, so it doesn't matter that much.

A new bike probably won't make you faster

You don’t always need the latest and greatest to get better. In fact, the latest bike technology will impact your riding less than just working on a set of skills that you might be lacking. Spending money can’t replace time spent on the bike. 

But a new bike, new component, or any new gear is a great way to inspire yourself to ride more, and it might help with that; plus it's just fun to tinker. 

Learning how to set up suspension correctly is better than fancier suspension (usually)

As noted above, the latest tech won't have much impact if you’re already using components from the last few years. Not that much has changed, and it’s more valuable to know how to set your suspension up correctly than to have the newest dials, dampers, and air springs.

Find settings that work. Understand what your dials and knobs do, and that will get you on the right track. Once you have an understanding, then you can notice and feel the difference in all those compression and rebound settings. 

Tire pressure, casing, and compound matter more than you think

You shouldn’t be afraid to mess around with tire pressure to find the right pressure range. Far too often, people run their tires too high or too low without understanding the effect that it can have on how your bike feels. Much like suspension, but much easier to understand and track. 

Inserts and tires are cheaper than a new fork and shock and will most likely improve your bike's ride feel.

E-bikes are actually really sick

Hot take, but true. eMTB’s are a ton of fun and a useful tool when used responsibly. I understand how polarizing they can be and how poor judgment and manners can make e-bikes a weapon in the wrong hands, but for the most part they allow more people to get out and enjoy the trails, which means more people advocating for the trails we all use.

If you’re still hating on e-bikes, that energy could be better directed towards something positive, and life will get a lot easier.

Unplugging is good for you

Turn off the ride tracking from time to time. Take a break from the metrics and logging of all the data. Don’t feed the machine and add to the heatmaps. It sure is fun to dive into the numbers and compare times, but comparison is the thief of joy, and the less time we spend looking at our phones, the better.

Don't bring the ego to the trails

It’s not always about being the fastest or sending it the deepest. Riding a bike is just riding a bike and shouldn’t be about the ego. If you’re just riding your bike to prove something to someone else, you’re doing it for the wrong reasons, and it will likely lead you down a path of ruin. It’s okay to walk a feature in front of the buddies if you're not feeling it, and it’s okay to take it easy on an off day. Don’t always push it. We all want to be here for a long time and a good time.

Being too elitist is corny

E-Bike haters, singlespeed purists, and specific-brand haters all have the same narrow viewpoint, and it’s tiring. You can have an opinion about something; that’s okay, but looking down on another person who is just enjoying the same sport in a different way is an archaic way to go about it. Like what you like, and let others do the same.

Just because you can afford the latest and greatest doesn't mean you're better than the next person on the trail.

You should probably wash your helmet pads and knee pads

Go give them a whiff and tell me I’m wrong. Wash those helmet straps and maybe your insoles while you’re at it, and thank me later.

* You should probably wash your water bottles and hydration bladders while you're at it.

Grab a bottle cleaning tablet or dilute a little bleach in some water, and clean those suckers out. Mold likes what we like, and it’ll take any chance it gets to feast on the residuals.

That post-ride beer is doing more harm than good, but who cares

We’ve all heard that the post-ride beer is the greatest hindrance to performance, and that cutting that out will see you sleep, recover, and ride better. Which is all true, but sometimes the thought of a cold, bubbly is what keeps you going on a slog back to town after a big ride.

I’m not advocating for drinking or trying to encourage it, and usually that cold beer is just a nice cold root beer for me, and good lord, if that doesn’t totally keep a bonk at bay more than any alcoholic beverage ever could. I guess what I’m getting at is that don’t starve yourself of the little things.

Bike weight doesn’t matter as much as you’ve been led to believe.

A few grams here and there really doesn't matter at all. A full water bottle or too much sealant in your tires is more weight than most carbon frames shave off from one iteration to the next, and you really won't notice it that much. Where you will notice weight is in the tires and wheels, but even then, you could just ride more and get in better shape.

I’ll admit that bikes have gotten pretty great over the last few years, and most will be within an acceptable weight range, but we really shouldn’t be worrying about the overall weight that much, that is unless you’re going for the most competitive weight and trying to set some records. 

The highest engagement hubs aren’t inherently better

At a certain point, it really isn’t that big of a deal that there is .5 degrees of float in your rear hub. Sure, a super huge step between engagements is pretty annoying and will be noticeable, but a lot of brands are pushing that slow engagement as a good thing, thanks to the pedal-kickback boogeyman.

I think what really matters is that a hub has strong, reliable, and easy-to-service internals - oh, and it should ideally sound good when coasting.

You should be tipping your bike mechanic

If you take your bike in for service, you should tip the person doing the service. Bike mechanics aren't always paid super fairly, and they perform skilled labor, so it only makes sense to tip them and show appreciation. Sure, service can take a while and can be expensive, but that's the game, not the player, and showing appreciation will make the next time you bring your bike in for an overhaul or a small maintenance item that much easier on you and the folks wrenching on it.

Opinions are opinions, not a fact

Most of us love to chime in when hidden behind a computer screen, and I love it. But it’s rare that you actually hear someone being as vocal and opinionated outside of the internet. There are so many different preferences throughout the industry. From brakes to frame material to tread patterns to pedal choice. One isn’t inherently better than the other; you just like what you like.

You’re doing something wrong if you aren't having fun.

Bikes should be fun. Full stop. Maybe at the very least they should be fulfilling. But somehow people find a way to make things that should be fun feel like a chore, and that sucks. I find myself looking at bikes that way sometimes, and it’s a reminder not to turn on Strava, not to try and record a video on a ride, or sometimes just to go for a ride for myself, without the personal pressures of being fast or whatever else might cloud my vision of fun.

This also applies to a point made earlier, and if you're deep in hating on another type of riding, it just comes across as silly. We're all essentially doing the same thing, and it doesn't matter that much if someone does it slightly differently.

Words from Remy Morton, and Images courtesy of Callum Wood and Henry Jaine.

"This project has a lot of nostalgia from my days growing up in mountain biking. I always wanted to be like Steve Romaniuk. I always listened to Rise Against, and I always wanted to ride for Specialized. I guess that's the rider that I was brought up hoping to be, and now what I've become, I guess."

"The video is split up between two filmers, Scott Robb and Tom Booker, from Highlowcorp. Two of my best mates, two of my main building friends as well as filmers. Along with those two, Alex Makea and Alfie Hemming did the build."

"Every single feature in the video was built and tested by myself, obviously with help from those guys on the builds. It's definitely a fully in-house project."

"I had a lot of support from some of my best friends which was super helpful throughout. Trying to get all of that stuff done, hitting gnarly feature after gnarly feature. Every single clip is based around a different key feature. So it was definitely a bit of a mental battle for me, testing stuff that was that gnarly day after day and filming it all. It was pretty stressful swapping between bikes and going from such a big build period to needing to be dialed on a hardtail through my downhill bike basically." 

"I wanted to throw it back and show a video part rather than an edit, a part that has banger after banger as if it was in a DVD all those years ago when that was kind of a thing. So I hope that shows, and also the riding shows how happy I am and how much like myself I feel again. Of course, I couldn't thank Ripton enough for the support in this project. It's a project that I've been wanting to do now for a lot of years and haven't had someone to back it, so thank you so much to both Ripton and Chromag for that. This piece is just the beginning of showing the rider that I really am and what I want to show myself as."

Escaping Whistler for...Vermont?

Unless you’re based in New York or Boston and follow pumpkin-spice-tok or have an unhealthy obsession with barn architecture and culture in the US, Vermont might not be on your radar as an all-time fall-time travel destination. The place is best known for Ben and Jerry’s, and Bernie Sanders mightn’t strike you as a bucket list location for a mountain bike trip when you already live in Whistler. However, just as the temperatures dropped and the PNW rain returned last October, I packed my bags and headed to the Green Mountain State.

Unbeknownst to me at the time, early October is peak tourist season in Vermont. Many of the local business owners describe it as ‘their Super Bowl’, where sweaters fly off shelves, delicious farm-to-table food and ice cream can’t get made fast enough, and fashion-clad hash-taggers line up to take Pinterest-inspired photos with idyllic red barns and landscapes draped in technicolour foliage.

While the Peepers may crowd well-known areas, causing previously incomprehensible traffic jams and making it impossible to go out for food without a reservation, they also help considerably to prop up the tourism component of the Vermont economy at a time when most other seasonal tourist hotspots are experiencing their own shoulder seasons. The locals, as with any tourist-centric economy, roll their eyes, but in the same vein, are deeply aware that the presence of these Leaf Peepers is vital to their livelihoods and communities.

Although New Englanders are generalized as having pointed and abrasively direct personalities, almost everyone I met in Vermont was warm and welcoming; throughout my time there, conversation always felt like a warm hug. I wouldn’t even put it down to the weather, it being the coziest time of the year, or the fiery foliage. The people are genuinely nice, interested, and keen to have you there. They’re just as enthused about the outdoors as you are, and often understand, appreciate, and may even share the passion and drive that allows us to do what we do.

Hidden Gems: Vermont's Best MTB Trails

While I primarily rode bikes in central Vermont, a combination of recent trail construction and investment, coupled with a wide variety of terrain, geology, and build language, meant a wide chronological variety within the trails that’s very rarely seen in such a small area. Smaller-town trails, such as most of those found in the Mad River Valley or some of the older trails at Perry Hill, are delineated by hand-built singletrack with flat corners, small kickers, and natural root balls and rock gardens. A plethora of rugged, raw features create a unique jank, where roots and rocks weren’t removed to assist your flow but instead serve to detract from it. Speed was harder to find, but far and away more rewarding once you had it.

This is contrasted by more modern trailheads, such as "The Driving Range," which was designed with Adaptive MTB access in mind. Boasting well-built tabletops, rollers, sizable gap jumps, tall-walled berms, and even steep rock slabs, the trail's width and navigation are focused on accessibility. This is best embodied by "Hot Dogger", a complete take on a modern flow trail. It’s got something to keep everyone happy, with tabletops, optional gap jumps, and tall, trusting berms. However, "Lower Hot Dogger" is where the party really kicks off - a much more recent build, it reminds me of something partway between Crank it Up and A-Line in Whistler, though lo and behold, without any of the braking bumps given the reduced traffic. Progressive tables, optionally larger hip jumps, rollers, and lofty, trustworthy berms made this trail a real hoot. Relatively large jumps for a trail centre, yet predictable enough to trust in a first run-through, this was modern trail building at its best. I couldn’t recommend it enough.

There’s even the in-between; for example, the trail “Visceral” at Cochran’s, Richmond. Opened in 2016, it felt like a halfway house between old-school jank and new-school flow, ideally crafted around the zeitgeist of the up-and-coming discipline of Enduro, and subsequent bikes. Off-camber sections with little kickers, steeper rock rolls, flowy berms, and smaller mandatory drops marked a time when trail bike geometry was progressing into more aggressive forms. On a modern bike, it turns into a seriously fun trail, where racing and riding down it become one and the same.

The Green Mountain State isn’t known as a place with staggering peaks and long descents, but trail builders’ ingenuity often makes you forget this. Brake-burning descents are few and far between, but the available terrain is generally used wisely. I very rarely felt like a trail was too flat, but at the same time, elevation was never wasted. Every trail had its own personality, and a good time was to be had on everything I rode.

By coincidence, I spent a large portion of my trip based in the Mad River Valley, known by Vermonters as ‘The Valley’. Straddled between the peaks of Camel’s Hump State Park and Roxbury State Forest, Mad River Valley is most commonly known for its two ski resorts in the winter: Sugarbush to the south, and Mad River Glen to the north. Mad River Glen is noteworthy for a couple of reasons: you need two planks to get on the lift (read: no snowboarders), and it’s got one of the few remaining operational single-chairs, for introverted skiers. It seems this kind of no-nonsense hardcore outdoor culture is embodied by many within Mad River Valley, creating a determined, hard-working outdoorspeople passionately committed to their pursuits.

Mountain biking and life in general in Mad River Valley felt like a microcosm of Vermont as a whole. The people were always welcoming and down-to-earth; there was an abundance of authentic, locally sourced food and world-class coffee, and a well-balanced blend of old-school and modern trail styles. The people are generally like-minded and outdoorsy - being on the doorstep of 600 acres of lift-access skiing and snowboarding will usually do that, along with the Mad River Valley itself being the most popular stretch of whitewater for kayaking in the summer. The Mad River Valley, given its proximity to two iconic ski fields and the people who live there, boasted some of the first mountain bike trails in Vermont, with mountain bike trail development beginning in the late 1980s. Some of this unique and historic old-school feel can still be experienced today, where the trail layout often feels like it is built and developed over time, instead of planned in an orderly manner.

Trail Progress and Growth in Vermont

Much like the rest of Vermont, trail development is often hindered by a convoluted blend of competing interests, small-town intergenerational grudges, and a complex land management situation. Many of the trails are accessed by or built on privately owned land, with the easement and trails themselves at the benevolence and occasional mercy of local landowners. Because of this, trail development isn’t straightforward, even when investment and resources become available. In 2022, the Mad River Chamber of Commerce received a $400,000 grant to improve recreational access, much of which they spent on a bridge to connect the Dana Hill trails to downtown Waitsfield and the creation of a Central Trail Hub, including an Information Centre, expanded parking, and toilet facilities, proving their commitment to improving mountain biking infrastructure within the Valley. It’s one thing to have a local trail association, but when the towns’ conjoined Chamber of Commerce invests anywhere near that kind of money, their investment and interest in the future of mountain biking as a viable component of the local economy is well and truly validated.

The Mad River Riders are a local trail advocacy group that was founded in 1986 and is now a chapter of the wider Vermont Mountain Bike Association. They fund a seasonal dig team to keep trails fresh throughout the summer, and I was fortunate enough to ride "Evolution," one of Dana Hills’ signature flow trails, not long after they’d come through for a rejuvenation. The work they’re doing is wicked and well-appreciated; short but steep berms made traction inevitable, and only served to rocket you into the next. Considering the gradient of the trail isn’t the steepest, it made maintaining speed a breeze, doing wonders for the ego when you lean your bike into a corner only to be met with unfailing traction and the magnificent feeling of dirt spraying off your tyres. It seems that despite the land access hurdles, there’s ample investment, care, and craftsmanship oozing from Mad River Valley, which made me super optimistic, knowing the best is yet to come for the quaint collection of towns along the river.

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Given the time of year, I happily fled the flocks of people looking for the perfect tree, barn, or landscape to admire and photograph, and spent most of my time in the woods, searching for some leaf-surfing action. I had grand visions of trails strewn with fallen foliage, akin to that one segment from Return to Earth, leaving leaf-filled carnage in my wake where once there was uniform beauty. The problem with this is that a major prerequisite for roosting berms and pulling for gaps is that you actually need to be able to see the trail.

As it turns out, if you opt for a relatively untreaded trail, of which there are plenty in Mad River Valley, all you can see are millions of leaves, in every direction. You can guess where the vague outline of the trail is; you might catch a hint of a bench-cut side somewhere, or a slight depression in the fiery deciduous understory. But this is all guesswork, and the remaining obstacles are submerged beneath, poised to catch you out at the wrong moment.

At the time I made the comment that there’s nothing better for making your bike feel terrible than running into every single root and rock on a trail - and while I was right, I also couldn’t wipe the grin off my face. In some ways, it’s a feeling similar to first tracks on a powder day: a blank canvas waiting for you to carve through it at speed. Difficult though it may be, there’s a certain satisfaction that plays out - maybe it’s human nature to enjoy ruining nature’s blank canvas with our own expression. But perhaps it’s something as simple as that childhood feeling of jumping and skidding through leaves, even when it’s somewhere as mundane as our own backyards.

Not all trails were like this, mind you – the more densely-traveled ones, such as Evolution on Dana Hill and Lower Woods Downhill in Sugarbush, were almost more distinctive. Instead of a blank canvas, there was only a snaking ribbon of trail in a sea of leaves. Sometimes just a berm, sometimes a series of rollers, sometimes a runway into a little kicker; the contrast lit the way forward, and made Strava lines a game of roulette. Whichever side of the spectrum the trails sat, the leaves made for a picturesque addition to some seriously fun and varied trails.

Mad River Valley: Avoid the Crowds, Enjoy the Trails

Mountain bike-related tourism in Vermont typically conjures names such as Killington, Burke, Woodstock, and Kingdom Trails, but smaller communities like the Mad River Valley shouldn’t be overlooked. Future-focused and poised for more trail development, these few quaint towns are not only welcoming, but have some of the best variety of trails right on their doorstep - and a lot more to offer than a resort-style holiday. Earning your turns is one thing, but getting involved in a local community, buying local food, and meeting people who’ve lived there for generations, yet have the exact same drive for their outdoor passions as you, is really a priceless way to travel.

By the time my holiday was up, the feeling in Vermont had changed. The weather had turned precipitous and cold, and the rolling auburn hills had started to fade in intensity, with many bare branches showing their trunks. The locals observantly call it ‘stick season’, replacing warm temperatures and eye-melting technicolor landscapes with a cold, monochrome vibe in a rapid metamorphosis.

Under a strangely regular, and apparently very Vermont-esque, blazing dusk, I packed my bike into its bag, ready for a flight the next day. I’d come not expecting a lot and was quietly blown away by almost every aspect of Vermont. The variety and breadth of the trails, the majestic multicoloured scenery, the authentic food and living, and the welcoming, hardworking, and future-driven people who value their natural paradise as a space of recreation. It’s a place that wasn’t high on my bucket list, but it blew me away and reminded me of a simple truth: that the best experiences you have on a mountain bike often aren’t formed by the terrain, but by the people and communities that shape them.

It’s getting hot, like really hot. With the last week of riding for me in the high 90s (~36 °C), keeping cool on rides has been my top priority as I work on heat acclimatization for the rest of the summer. This means that my riding gear has needed to be light, breathable, and comfortable. With the new Ultralight Trail Jersey and Shorts from Velocio arriving, it seemed like the perfect time to put them to the test in some brutally warm weather.

Velocio Men's Ultralight MTB Shorts

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Velocio Men's Ultralight MTB Short

Check Price

I can be kind of a diva when it comes to apparel, and I’ve been testing a lot of warm-weather kit lately. From wool jerseys to hydration packs and somewhat high-tech socks, there are plenty of garment options out there that can make a huge difference when riding in the heat, but nothing can actually make you cooler, just more comfortable.

The Velocio Access Trail Shorts are probably my favorite shorts of all time. They fit perfectly, they’ve got all the right pockets, and the inseam is ideal if you wear knee pads. But with the recent hot weather, I wanted to check out Velocio's lightweight option to see how it compares to my favorite pair of shorts. 

The Ultralight Difference

I’m already a big fan of the Velocio Access Trail Shorts and Jersey, but with the weather being so oppressively warm, I’ve been hesitant to wear the Access Trail Shorts. Although the Delta Trail Jersey is pretty lightweight, it’s black, and the Ultralight Trail Jersey is just a tad lighter in terms of fabric weight.

Overall, the Ultralight line is just that: Ultralight. The fabric feels minimal but not fragile, and even in the awful, stagnant heat that I’ve been riding in, I don’t feel like I’m being suffocated in a fabric that clings to my body. Sure, I’m hot and sweaty and questioning why I chose to ride in the heat of the day, but I’m not uncomfortable because of the clothing I’m wearing.

Ultralight Trail Shorts

The major differences between the Ultralight Trail Shorts and the Access Trail Shorts are the fabric and construction (and a slight price discrepancy), but the Ultralight Shorts also have fewer pockets and more minimal seams throughout, which makes them feel much lighter on the trail.

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When sizing, I initially ordered the large Ultralight Trail Shorts, but after dropping a pant size, they’re a little loose. Velocio’s size guide says the large should fit 33.5-36” waists, and 40.5 - 43” hips, with the waist of the shorts measuring at 40.5cm, which is effectively a 32” waist, but it’s still a bit roomy.

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The closure on the shorts is simple, yet effective, and thankfully, there are belt loops. I’ve been riding a lot this summer, and as a result, my waist has gotten slightly smaller, so I've been using a belt with a lot of the shorts I’ve been favoring. Luckily, the Arcade Belts Atlas has been coming in handy since it’s also very light and adjustable without being intrusive.

The Ultralight Trail Shorts feel pretty airy, and while most lightweight mountain bike shorts have a shorter inseam to enhance cooling, this often creates a pad gap when you’re riding in kneepads. Impressively, the Velocio Ultralight Shorts do not take this approach, and the cut is pretty much the same as the Access Trail Shorts, meaning I don’t need to worry about the awkward gap between my knee pads and the hem of the shorts. The inseam on the Ultralight Trail Shorts is 35.5 cm (14”), and the hem-to-hip is 60.9 cm (24”). If the medium size is shorter than that, I don’t know if I would want anything shorter.

One thing I have learned to live with on the Ultralight Trail Shorts is the lack of non-zip pockets - and I even learned that hard way that I need to remember to zip things up before I drop in on the trail. The zipper pockets are secure when closed, but when unzipped, a phone can easily fall out and get lost, run over, and punted down the trail. It was an expensive lesson to learn, but it stuck with me.

Ultralight Jersey

The Ultralight Jersey has been one of those apparel items that I wish I had 5 of, because when it’s dirty and I can’t wear it for fear of smelling like death on the trail, I miss the comfort and fit. Because it is 88% Polyester and 12% Elastane, it tends to retain the body's oils, and the stink really creeps in after a warm ride. I’ll take the trade-off with the fabrics because this Polyester and Elastane blend makes for a jersey that doesn’t cling uncomfortably to the skin, and dries pretty quickly after a dip in the creek mid-ride.

From a sizing perspective, I’ve always gone true to size with the Velocio apparel, and at 6’2” and 170lbs with a 32” waist and 40” chest, the large jerseys have always fit great - not too tight, and not too loose. The construction is also fairly confidence-inspiring, and I’m glad to see that all seams use a 6-thread safety stitch, which should withstand frequent use, especially since I almost always wear a vest or hydration pack on rides.

View the 2 images of this gallery on the original article

Care and Longevity

The fabric is really breathable, as you would expect from a jersey with the “Ultralight” name, and Velocio didn’t litter the garment with branding or little details that would add weight. In fact, they make it really easy to cut the tags off the inside of the jersey, making it even more comfortable. The removable tags really only serve as a reminder of what the jersey is made of and warn you not to wash them in hot water or tumble-dry them, something I forgot. Whoops.

I typically wash clothing in cool water anyway, but I did end up tumble-drying both the shorts and the jersey a couple of times. So far, it hasn’t messed anything up, and all the stitching and minimal branding have stayed put. This is not something I would recommend, and when apparel is this expensive, it’s really important to follow the care instructions to give it the best shot at a long life.

The bike on test is a Revel Ranger V3, but I have also done this with a number of other 120mm bikes in the past; those have all been bikes with flex stays, and I saw the Ranger V3 as the perfect candidate for this thanks to the redesigned CBF suspension design and overall character of the bike.

This experiment was conducted on a large-size frame, so I can't speak to fitment on smaller frame sizes. Water bottle fitment with a piggyback shock is pretty tight even on the large frame, so take that into account when reading.

Key Takeaways:

• A piggyback shock will fit, but limits bottle sizes you can carry.
• Make sure the tune is close enough to the stock shock tune.
• Might need to add volume reducers to the piggyback shock to get it feeling just right
• Although they look cool, you might not need a piggyback shock.

Piggyback Vs. Inline Shock

Inline shocks are lighter and simpler to tune, making them the obvious choice for short-travel bikes (110-130mm travel), especially given the typical terrain these bikes often face. For flatter and more mellow terrain, an inline shock shouldn’t be too overwhelmed or subject to overheating, so the weight savings are worth it. The external adjustments are usually simplified and provide a lockout and some minor low-speed compression tuning, just enough to make sense.

The piggyback shock, on the other hand, is equipped with an extra oil reservoir, which means greater volume and better heat management during sustained descents or when run on a bike with an active suspension design. There is also a bit more tuning possible with piggyback shocks featuring independent high- and low-speed compression dials.

A Great Starting Point

While the Deluxe Ultimate that comes on the Ranger V3 isn’t a drawback in any way. That's what got me thinking about putting the RockShox Super Deluxe Ultimate on the Revel Ranger V3. This is likely not the best option for most riders, but I wanted to experiment since I had a shock that would fit (190 x 45) and a lighter tune that works with the Ranger's kinematics.

The tunes are very similar, though the Super Deluxe Ultimate has a much lighter rebound and slightly lighter compression tune. Thankfully, I run a pretty slow rebound setting, and the difference hasn't been too dramatic.

The Ranger V3 is an excellent bike as stock, and I was thoroughly impressed with the factory configuration. I just received a frame to test long-term; I wanted to build the bike up exactly how I want it, and, honestly, in a way that really lets the bike shine, which means going with burlier wheels, tires, and a shock. The Ranger V3 is kind of an enigma in the short-travel category. It’s not a true trail bike, and it’s not a true XC bike, though it does both things really well. I decided to put a more robust build kit on it, which meant going with a shock that would accommodate the type of riding I want to do.

I wanted more tunability in compression and a shock that would handle successive hits better than the inline Deluxe Ultimate. The Super Deluxe Ultimate, with its hydraulic bottom-out, high-speed, and low-speed compression adjustment, and larger oil volume, fit the bill.

Ride Feeling

I’ve spent a lot of time on the Ranger V3 with the stock shock, and the suspension performance is impressive to say the least. The bike feels much more capable than other short-travel bikes. Revel could have gone super light and moved away from the traditional CBF design in lieu of flex-stays, but they didn’t. They made the suspension more supple and the rear end stiffer, thereby increasing the bike's versatility. It’s not a svelte XC blade made to fillet; instead, it feels more like a bowie knife that still slices and cuts with ease, and, if needed, you can pry open a can or use it as a hammer.

With the bigger shock, the bike feels much more at home on aggressive terrain, but still climbs like a startled squirrel and feels quite efficient on technical sections that demand power from the pedals. I was expecting things to feel a little more vague and mushy with the larger-volume shock, but so far, over the last 50+ miles and 12K feet of climbing, the Ranger still feels like the Ranger, just with a lot more efficiency on the way back down.

The shock doesn’t get nearly as warm as the Deluxe Ultimate, and being able to adjust the HSC and LSC separately gives me a bit more control over how it feels on the more rambunctious hits. The Ranger V3 already has great bottom-out control thanks to the redesigned rear-end behavior, and at 30% sag on the Deluxe Ultimate, I never found a harsh bottom in the travel. With the Super Deluxe Ultimate, I can skrit that line even more without fear of a performance bottleneck as things heat up. It also feels more responsive on the climbs - something that shocked me a little bit. The Ranger V3 has a very supple and much more progressive shock than the last two versions of the bike, which means the shock is moving more easily in the initial stroke, which means the internals are working more, even on the climbs, especially since I almost never reach for that climb switch.

I did end up playing with volume reducers during the first bit of testing, and since the Ranger V3 is pretty progressive, 1 reducer in the negative chamber and 1 in the positive chamber have made the new shock feel buttery but still supportive under pedaling when needed. Furthermore, having more compression control allows for a more controlled bike on both climbs and descents.

What Revel has done with the new Ranger is pretty impressive, and playing with this shock setup has just highlighted the changes. With the larger-volume shock, when standing and pedaling, the entire platform feels precise and stable, with almost no major upset from rider input.

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Drawbacks

Most notable is the bottle capacity; the added weight is far less noticeable.

View the 2 images of this gallery on the original article

Better heat management and more tuning come at a price, but the price isn’t that high. I can’t fit the same size bottle in the cage thanks to the piggyback, and there is a slight weight penalty, but honestly, weight is a scam, and the Ranger V3 wasn’t the lightest bike to begin with, so I don’t really care.

For comparison, the Deluxe Ultimate shock weighs 362g without hardware, and the Super Deluxe Ultimate weighs 483g. It's a small difference, and to be fair, weight is not a driving factor for me.

Final Take

Overall, it’s an improvement, and I wasn’t certain if the piggyback shock was going to stick around, but after the first few rides, I’m sold, and it takes what was already an impressive bike and makes it an incredibly capable bike that blurs the line between XC and trail even more. I wouldn’t say this is the right change for everyone, and I would assume the bottle fitment is far less than ideal on any frame smaller than a large.

If you want to carry bigger bottles and keep weight down, keep the stock inline Deluxe Ultimate shock and you won’t be disappointed, but if you want to really unlock the wonderful changes made to this progression of the Canfield Balance Formula that Revel uses, it might be worth exploring some options. Plus, the Ranger V3 has room for two bottle cages in the front triangle, so you can carry two bottles up there.

I'll get more into the custom build and the decisions behind it in another article, because damn if it doesn't make for a dreamy bike...

I recently fell back into the world of raw denim, and as I shop for pants and dive back into a world obsessed with longevity, patina, and repair, it's gotten me thinking about how I can bring this mindset to my interaction with mountain biking and cycling gear. Sure, there are many ways to increase the longevity of components, and it’s as easy as just taking care of your bike and apparel, but things still go wrong. I've repaired quite a few pieces of apparel over the years, and when done in a unique way, it adds a touch of individuality while also keeping things on the trail longer.

I wanted to bring a bit of Wabi-Sabi to some of my kit, and after a small part of my shoe broke, I got the opportunity to do so. It’s no Sashiko stitch repair or darning, but it’s enough to scratch the itch.

Fixing a Broken BOA Li2 Dial

Just the other day, I broke a BOA Fit System dial on a pair of shoes I’ve been riding a lot. Thankfully, it was as I walked into the shed to put the bike away after a ride, but it was still a bummer to look down and see the frayed lace dangling from the Li2 Boa. I’m lucky enough to have another pair of shoes to ride in the meantime, so it’s not the biggest deal. BOA also offers free replacement kits for dials that fail this way. 

View the 2 images of this gallery on the original article

View the 2 images of this gallery on the original article

After popping the dial off, going to the BOA website, and finding the warranty page, I entered my info, and just like that, a new dial is on the way. This is an easy one because it’s not terribly complex, but what if the issue is more nuanced and the broken item is a bit more complicated to repair? 

I’m waiting on the replacement dial, but I still want to wear these shoes, and with another blown-out pair of shoes sitting in the shed, I decided to pilfer the Li2 dial off of them to fix my current shoes, and it’s delightfully simple, adding that little bit of Wabi-Sabi to the footwear.

Popping off the Li2 BOA dials is easy, and with a flathead as a spudger and some concentration, I was able to swap over the dials from the retired shoes to the ones I’ve been riding. The actual dial is similar, but BOA Li2 dials actually come in three different options: A, B, and C. The ones I pulled off the Fox Union BOA are Dial A, whereas the Shimano shoes I pulled the donation off are Dial C. Dial C is designed to be a standalone dial, with a wire instead of the fabric line that is used on Dial A. Although they are different, the interface is the same, and swapping them from shoe to shoe was quick enough.

View the 2 images of this gallery on the original article

Now, I’ve got a custom dial on my shoe and am waiting on the replacement dial to arrive, but it might just end up being a backup if it’s needed. The process was easy, and the result is something that I really appreciate - a statement that I get to keep these shoes around for longer and keep stacking the patina. Maybe if the upper material rips, I’ll break out the needle and thread to give them some Sashiko love.

Big savings are available right now at CompetitiveCyclist.com thanks to their 4th of July sale. From complete bikes to RockShox air springs, now is the time to save on just about everything. 

I scrubbed the sale to find the most appealing items so you don’t have to wade through pages of discounted gear to find the sales that make the most sense, but with such a catalog of discounted gear and bikes, you might want to peruse for yourself.

I tried to be thorough, but I’m sure there are some things I missed. I suggest you browse a bit yourself to find deep discounts on just about anything you need to upgrade or maintain your mountain bike this summer.

Pivot Shadowcat Eagle 70/90

• 140mm dw-link suspension in the rear, 160mm FOX 36 fork
• The dying breed of full 27.5in wheels promote playful handling
• Modern trail geometry improves stability at speed

Reserve 30 HD Alloy 29in OneUp Wheelset - Exclusive Silver

• Aluminum wheels with a lifetime warranty
• 30mm internal width fits 2.2–2.6in tires
• Asymmetric rim profile increases strength and balances spoke tension
• OneUp Components hubs offer fast 8-degree engagement

Yakima HoldUp Bike Rack - 2in

• Durable bicycle rack that fits 2in hitch receivers
• Carries two bikes, 120-pounds total weight
• StrongArm design secures to bike's wheels (fits 20 to 29-inch wheels)
• Accommodates most bikes
• Side-to-side adjustment for spacing out bikes

Crankbrothers Mallet DH Pedals

• Large, tough, and lightweight pedal trusted by the best riders in the sport
• Clipless design helps keep you upright and clears debris
• High number of traction pins per side keeps your feet steady

POC Kortal Race Mips Helmet

• Fidlock Buckle and MIPS Impact liner
• Adjustable peak can be lifted high enough for sunglasses storage
• Breakaway peak and an adjustable fit design

Shimano Saint M820 Disc Brakes

• Shimano’s most powerful disc brake for downhill, freeride, and enduro
• Refined Servo Wave action for better modulation and control
• 4-piston caliper for consistently powerful braking on long descents
• Tool-free lever reach allows quick on-trail adjustments
• One-way bleeding for ease of servicing and clean bleeds

Race Face Turbine SL Stem

• Lightweight stem built for modern short-travel bikes and eMTBs
• Flip design offers +6mm or -6mm offset to fine-tune bar height
• 6000-series aluminum delivers strength without weight
• Clean, flat-top design works great with out-front computer mounts
• Available in 40mm, 50mm, and 60mm lengths
• Compatible with 35mm bars and 1 1/8in steer tubes

Race Face Era 35mm Bars

• Trail and enduro carbon handlebar for rowdy riding
• Unidirectional carbon fiber layup is strong and lightweight
• Three lengths and rise options offer something for everyone

Hope TC Union Clip Pedals

• Two sided clip-on pedal made for mountain biking
• CNC-machined aluminum alloy body is durable
• Chromoly axle is lightweight and durable
• Two cleat option are included to fit our needs
• Four pedal pins per side gives us extra bite

RockShox Air Spring Upgrade Kit w/Butter Cup

• Air spring upgrade kit for RockShox forks
• Compatible with Pike, Lyrik, Zeb forks
• Includes air shaft, ButterCups, and seal head

Fox Union Boa Shoes

• High-performance trail and enduro shoe built for aggressive riding and technical terrain
• Dual BOA Li2 closure provides two independent adjustment zones for a precise locked-in fit
• Ultratac rubber outsole with D3O insert delivers exceptional grip on flat and clipless pedals
• Stiff internal plate transfers power efficiently while staying comfortable off the bike
• Welded TPU and ripstop upper resists abrasion from rock and trail debris
• Molded toe cap provides protection against rock strikes on technical lines

Fix MFG MTB Field Kit

• MTB-specific tool kit perfect for keeping in your car or travel bag
• Included hand pump with pressure gauge for perfect tire pressure
• Chain lube, degreaser, and shop rag keep your drivetrain happy
• 8-in-1 multi-tool lets us fine-tune our lever positions

Ibis HD6 Mountain Bike Frame

• Long-travel enduro bike designed for big mountain riding and racing
• Premium carbon fiber frame is lightweight at only 5.5 pounds
• 165mm of DW-Link suspension feels bottomless and pedals well
• Mixed-wheel setup gives us the best of both worlds
• Fox Float Factory X2 rear shock is super adjustable and smooth

Santa Cruz Tallboy CC XX AXS Carbon Wheels

• Carbon CC frame optimized for speed, efficiency, and technical trail riding
• 130mm FOX 34 Float Factory fork and 120mm rear suspension for smooth control
• SRAM XX SL Eagle AXS wireless drivetrain provides flawless shifting under load
• Reserve 30|SL carbon wheels offer a lightweight, responsive ride
• Industry Nine Hydra hubs deliver instant engagement for quick power transfer
• Maxxis Forekaster tires provide fast-rolling grip for varied trail conditions

A GoFundMe has been set up by Alyssa’s close friend to support her in this time of need and great uncertainty.

The GoFundMe link can be found here

Molly Murrow, who set up the GoFundMe, has shared the following:

"On the morning of July 2nd, she was pushing her mind and body to the absolute limit in the final stretch of the Tour Divide, riding beautifully and holding an insane second place among the women, days after winning the notoriously grueling Grand Loop. Alyssa was about to complete a first for both men and women: The Grand /Tour. But within 60 miles of the finish line of the Tour Divide, the unthinkable happened. At 4:30 AM, Alyssa was struck by a car. The crash has left her with severe injuries, a fractured vertebra, internal bleeding, and a completely destroyed bike (Updated as of noon, July 2nd. Confirmation on the full extent of the injuries will come as soon as we have a report from the surgeon).

While we are endlessly grateful that Alyssa is stable, her life has been completely upended in an instant. The road to recovery ahead of her is going to be long and incredibly challenging.

Beyond the physical pain, Alyssa is now facing astronomical medical bills. To make things heavier, she lost her bike, which wasn’t just gear to her; it was her trusted companion on some of the most gratitude-fueled moments of her life. She had just built her dream bike, only for it to get destroyed."

With quite a lot of time spent on XTR, XT, and Deore at this point, I’ve finally distilled my impressions into a concise outline that isn’t scattered throughout a library of notebooks and voice memos. Obviously, the entire hierarchy isn’t perfect, but the new generation of Di2 does take a really interesting approach to electronic drivetrains that only Shimano could bring to market. And as with everything in the mountain bike industry, there will be diehard fans of both SRAM and Shimano, so there’s a large portion of readers who will likely call BS on all the points made here. 

Pros & Cons

Firstly, here’s a quick outline of the pros and cons of the redesigned Di2 form and function.

Upsides

• Ergonomic shifters
• Traditional mounting option
• Backward compatibility with existing 12-speed Shimano
• Less bulky derailleur design
• More cassette options
• Fast shifting

Downsides

• Chain slap due to new dual-spring chain retention
• e-Tube app can be clunky at times
• More batteries to charge
• Battery door sealing isn’t great
• Shimano naming structure can be pretty confusing

Deciphering Product Names

With a new era of Shimano products hitting the market, comes a new and pretty confusing naming structure. But once you decipher it, things become clearer. M6200 is Deore, M9200 is XTR, and M8200 is XT. The higher the number, the more premium the component, but it’s the numbers that follow that get us into the weeds a bit, since there are so many variations depending on the application. So here’s a quick breakdown of the shifters and derailleurs.

M6200 - Deore Di2

Shifters

• SW-M6250-IR
  Deore Di2 12-Speed I-SPEC EV
• SW-M6250-R
  Deore Di2 12-Speed Band Clamp

Derailleurs

• RD-M6260-12
  Long Cage 12-Speed Deore eMTB Di2 Derailleur

• RD-M6260-11L
  Long Cage 11-Speed Deore eMTB Di2 Derailleur for LinkGlide
• RD-M6250-SGS
  Long Cage 12-Speed Deore Di2 Derailleur

M8200 - XT Di2

Shifters

• SW-M8250-IR
  XT Di2 12-Speed I-SPEC EV
• SW-M8250-R
  XT Di2 12-Speed Band Clamp

Derailleurs

• RD-M8250-SGS
  Long Cage 12-Speed XT Di2 Derailleur
• RD-M8250-GS
  Short Cage 12-Speed XT Di2 Derailleur
• RD-M8260-11L
  Long Cage 11-Speed XT eMTB Di2 Derailleur for LinkGlide
• RD-M8260-12
  Long Cage 12-Speed Deore eMTB Di2 Derailleur

M9200 - XTR Di2

Shifters

• SW-M9250-IR
  XTR Di2 12-Speed I-SPEC EV
• SW-M9250-R
  XTR Di2 12-Speed Band Clamp

Derailleurs

• RD-M9250-SGS
  Long Cage 12-Speed XTR Di2 Derailleur
• RD-M9250-GS
  Short Cage 12-Speed XTR Di2 Derailleur
• RD-M9260-12
  Long Cage 12-Speed Deore eMTB Di2 Derailleur
• RD-M9260-11L
  Long Cage 11-Speed XTR eMTB Di2 Derailleur for LinkGlide

Weights

View the 3 images of this gallery on the original article

View the 3 images of this gallery on the original article

Initial Thoughts

I’ve been riding the new Shimano Di2 drivetrains for almost a year now, on all sorts of bikes, trail types, and weather conditions, and I’ve been really impressed overall. But how does this ecosystem of drivetrains hold up after a ton of miles, or compared to SRAM's robust catalog of wireless drivetrains? Well, to be honest, I have only a few complaints - and maybe a few comments. Setup is a breeze, and it’s been terribly easy to swap between bikes for testing, which has been very important since the derailleurs behave pretty different depending on the bike they're on.

With widespread criticism surrounding the move away from an adjustable clutch, I will say that it’s a lot noisier than the wireless drivetrain options currently available from SRAM; but it’s not always super noisy; it really depends on the bike. Sure, it might be a bit noisier on some occasions, but the new chain retention system allows for much faster shifting and a really intuitive-feeling drivetrain to live with.

From a pure shifting perspective, the new shifter, or buttons at the cockpit, are some of the most intuitive-feeling shift controls I’ve ever felt from a wireless drivetrain, and the amount of adjustability is something worth taking note of, although you won't find the same level of adjustment on the lower-end Deore shifter. Deore might lack some of the small customizable features found on XT and XTR, but the button placement is pretty good out of the box, and at the core, it functions much like the higher-tier offerings. Both the XT and XTR shifters allow you to physically change between multi-shift modes with a toggle on the underside of the shifter, but again, you don’t get that on the Deore option.

View the 2 images of this gallery on the original article

In terms of the rear derailleur, all of them share the same design language, dual-spring clutch, battery, and external adjustments, with the major differences being build material. The XTR is obviously the premium offering, with more titanium components and a carbon-fiber pulley cage. The XT derailleur is pretty similar, but instead of a carbon cage, it uses two aluminum plates. The Deore goes even burlier with a steel pulley cage and more plastic throughout the construction. While the shift performance isn’t obvious out of the box, after a few rides back-to-back on them, you can tell that the Deore ends up being a little more vague with its shifts, and the dual-spring mechanism is working a little harder to keep the heavier cage in check.

Which Di2 Drivetrain is Worth It?

As was the case with the last generation of Shimano 12-speed mechanical MTB drivetrains, the XT family is the standout option for most riders, as there is a very minimal weight penalty and almost no noticeable difference when it comes to performance, but there is, however, a significant difference between the price of each component.

If I were building a bike from the ground up or looking to upgrade from an older drivetrain to a new wireless option, I would certainly go with XT over the higher-end XTR. And doing so would be incredibly easy, since all the new Shimano Di2 components are backward-compatible with existing 12-speed mechanical Shimano MTB components. This means chains, cassettes, cranks, and brakes. And to make things even sweeter, none of the new derailleurs use a proprietary mount, so they will work with older frames that might not have UDH dropouts. Not everyone can get a new frame every couple of years, but they still might want to go wireless.

Shimano has upgrade kits for each option, with the XT and XTR being available in GS or SGS cage options for compatibility with 9-45T or 10-51T cassettes. All three tiers are also available in 12-speed or 11-speed configurations for use with Linkglide.

To lay it all out there: If you’re on a budget and already running Shimano 12-speed mechanical, and don’t care about tinkering with how the buttons feel at the shifter, get the Deore Upgrade Kit.

If you want to fine-tune the feel of shifters, want more cassette options, and want an absurdly durable, utilitarian drivetrain, go with the XT Upgrade Kit. If you’re looking for the top-tier finish and function and care about every gram, XTR is the best bet. 

Long Term Livability, Durability & Ride Impressions

In terms of riding the new drivetrains and living with them day to day, it’s been a pretty familiar feeling, and in the best way possible. The best way I can describe it is that it feels as if it were designed to mimic mechanical drivetrains. Everything feels very familiar and intuitive, but I do miss the adjustable clutch.

View the 2 images of this gallery on the original article

Shimano moved away from its previous clutch design for a number of reasons, the first being to achieve a smaller footprint, making the derailleurs less susceptible to rock strikes or getting hung up on an edge. The second being that most people never actually adjusted the clutch on the old derailleurs as much as they should have. In fact, most riders didn't realize it needed tightening after a few rides. 

While Shimano says the new system is just as effective as the adjustable clutch, I would have to disagree. It’s definitely not as bad as some reviews say, but it’s also not as effective as Shimano claims, or as secure as the previous clutch system. In single hits, it does fine, but the inertia of successive compressions overwhelms the dual-spring, causing it to lose its grip on the chatter, resulting in a very noisy and sometimes worrying sound from the rear end.

For the longest time, riders looking to make the jump away from mechanical shifting have really only had one option: SRAM. Mechanical drivetrains from both Shimano and SRAM provide shifting that feels instant, tactile, and robust, compared to SRAM's wireless shifting, which can feel slow and clunky at times. Shimano’s Di2 solves that problem, with shifters that feel mechanical and shifting that is pretty damn close to instant, plus the setup, install, and maintenance are much more akin to that of a mechanical drivetrain - just without the need to replace cables and adjust for cable stretch; instead, you just need to remember to charge the battery and update firmware.

View the 2 images of this gallery on the original article

The elephant in the room is the new clutch, or lack thereof. Yes, there is more chain slap and noise in general, but it’s not as bad as it’s made out to be. I’m not saying it isn’t noticeable, but it’s not a distracting amount of slap, and it can be much more obvious on certain suspension designs that have more influence on pedal-kickback. But I’ll take faster, more consistent shifting and a smaller-footprint derailleur, if it means slightly more chainslap on the trail sometimes.

Between XT and XTR, there isn’t much of a noticeable difference outside of the less frequent chain slap on XTR - likely due to the carbon cage. The shifters are very similar, and the overall functionality is also neck and neck. I tend to prefer the robustness of the XT derailleur to the XTR, but honestly, they have both seen a fair bit of conflict with rocks and roots, and neither is ready to wave the white flag. I do wince more when the XTR comes in contact with a rock, though.

The most notable change is when moving down to Deore. The chain slap is much more pronounced, and the static lever position of the shifter does take some adjusting to get comfortable with, although it’s much more familiar than when moving back to the strange orientation of a SRAM AXS Pod.

View the 2 images of this gallery on the original article

The major takeaway from all the miles spent on the new range of Shimano Di2 mountain bike drivetrains is the seemingly small step forward that Shimano has taken with them. When SRAM introduced the AXS Wireless system, it took the industry in a chokehold, and the introduction of Transmission just tightened that hold even further. I’m sure we all expected the new Shimano Di2 lineup to challenge SRAM’s dominance, with major advancements in how we interact with wireless shifting. Personally, I appreciate the way Shimano did things, even if the clutch revision seems a little mysterious. The Deore, XT, and XTR drivetrains all feel human, and everything about them seems eerily similar to mechanical drivetrains, just without the cables and housing that accompany them.

One callout with the new Di2 systems is the battery door and the somewhat minimal weather sealing. Every time I’ve pulled a battery to top it off, there's been dust or moisture on it. It hasn’t caused any issues yet, and the connections have always been clean, but there is noticeable intrusion from the elements. Other than that, the battery retention and housing seem robust, with a locking mechanism that keeps the sliding door in place and the battery in contact with the derailleur's nodes. 

The 305mAh battery also charges relatively quickly in a pinch, and has a pretty decent lifespan on the trail. I’ve encountered a few low-battery situations so far, and when the BT-DN320 battery is empty or nearly empty, the system enters a safe mode that limits the number of shifts to preserve what little state of charge it has left. I have yet to replace the shifter batteries, but that seems easy, and I’m not worried since I usually have a CR2032 battery in my ride kit, just in case. 

The Chain-Slap-Symphony

Slapping chains and derailleur movement isn’t bad on every bike. I’ve had the XT, XTR, and Deore Di2 drivetrains on steel hardtails, an alloy Canyon Spectral 6, a Specialized Stumpjumper 15, a couple of short-travel flex-stay bikes, and a high-pivot idler-pulley-equipped eMTB, and all of these bikes yield slightly different chain-slap results. I’ve experimented with a number of fixes (b-tension, chain length, etc.), but so far, the chain slapping prevails.

The Stumpjumper 15 has by far the most noticeable slap, and the Norco Sight VLT TQ the least. Both drivetrains are set up correctly with an appropriately sized chain and a b-limit screw adjustment, so I assume the suspension kinematics play a big part in this equation. Another thing I’ve noticed is that the shorter cage (GS) derailleurs, paired with the 9-45t cassette, make for significantly less chatter, especially on successive hits, and the XTR, thanks to the lighter cage, is the most composed (for the most part), and the Deore Di2 is by far the most noticeable, although not on every bike.

On the hardtail, the chain slap is surprisingly less noticeable than on some full-suspension bikes, and the short-travel flex-stay bikes even less so. I would wager that the more active the rear-end, the more slap you’ll get. Some bikes are noisier than others; that's a given, and it seems that certain designs make it much easier for the new dual-spring clutch to get wild.

Final Thoughts

I like the new Di2 offerings. They aren’t perfect, and Shimano showed up late to the wireless drivetrain party, but they showed up in style. Aesthetically, I love the look of the new derailleurs, and really love the feel of the shift switches, and I love the speed and quality of the shifts. There's a lot to love, but the move away from the adjustable clutch leaves too much room for undesirable noise, and it's up to the individual to decide if the trade-off is worth it. For me, it all depends on the bike, and not everyone is as lucky as I am to have so many options to experiment with.

The entire system feels intuitive, and it's easy to set up, update, and maintain, but the inconsistency in the new dual-spring clutch mechanism is a little annoying. I wouldn’t put this on just any bike, and it would be frustrating to drop the coin on an expensive upgrade just to find that the derailleur was slap-happy due to an active rear end. As an ecosystem, and on the right bike, it's pretty great, and I love the new brakes, which I'll dive into with more detail in another article.

Those gripes aside, I’d say this is a great option for those looking to modernize an older bike that might not accommodate an SRAM Transmission, but if I were looking to make a considerable upgrade to a bike that needs some drivetrain love, I would probably go with a more robust and mechanical system with greater compatibility, longevity, and serviceability.

We are thrilled to announce the exclusive video release of Honey’s latest freeride film - a raw and breathtaking look at what happens when the next generation of freeriders push the boundaries of the sport into America's most rugged wilderness.

Scouting the Impossible & Assembling the Dream Team

The project began with a hunch. Honey identified several remote zones using satellite imagery that looked promising on paper, but he had no idea if they were actually rideable. In the spring, he packed his gear for a solo reconnaissance trip, spending days camping, hiking, and surveying the jagged Idaho landscape.

What he found did not disappoint, and the inspiration began to flow. Massive faces boasting potentially 2,000 vertical feet of pure, uninterrupted riding. The terrain was intimidatingly steep and choked with fields of large, unforgiving rocks.

Honey reached out to Aiden Parish and Harper Simon, two up-and-coming riders who have been making themselves known in the sport of big mountain freeride. Without hesitation, they signed on to see if these remote peaks could actually have a vein of gold.

To capture the madness, Honey partnered with the production company Après Visuals. Together, the crew of athletes and filmmakers packed up and headed into the backcountry for a week-long shoot.

When you’re operating miles away from civilization, your gear is your lifeline. The crew utilized an Urban X Camper as their mobile command center in the remote wilderness.

This rugged basecamp became the beating heart of the expedition, serving as a sanctuary where the team could cook hot meals, charge a massive array of camera batteries and drone equipment, and convene to plan out the next steps after reviewing the day's footage.

One Line, All Day

Freeride mountain biking, at its core, is not all about chairlifts and shuttles; this film takes it back to the sport's roots. Big mountain lines, remote locations, and the excitement of being the first person to ride a line that others never even considered. Filming in central Idaho required a brutal, exhausting work ethic.

A typical day for the crew didn't involve laps; it involved a single, high-stakes shot. The team would spend the entire day hiking bikes and bulky camera equipment up unforgiving pitches to reach the summit. They would wait for the perfect, fleeting moment before dropping into terrifyingly steep lines at sunset, then face another challenge: hiking back to base camp almost entirely in pitch-black, frequently losing their way. It was exhausting. It was punishing. But above all, it was a true adventure.

OneUp Aluminum Wheel Details

• 29” or MX Wheel sizes
• MSRP: $599 USD | $799 CAD | £549 GBP | €599 EUR
• Weight: Front: 937g, Rear (including XD driver): 1059g (29”), 1014g (27.5”)
• OneUp Hubs - 44t ratchet drive (Black only)
• Double-butted J-Bend Sapim spokes
• Asymmetric rims, front/rear specific
• Filmore Valves Included

Overview

First things first, OneUp isn't trying to reinvent the wheel here, and I really appreciate that. These are just durable alloy rims built around a pretty damn solid set of hubs, and that's the beauty. There’s nothing overly complicated about them, because there’s nothing that needs to be overly complicated. An alloy MTB wheelset is supposed to be utilitarian, hassle-free, and reliable - and that’s exactly what the new OneUp Components Aluminum Wheel is.

These new 28-hole (front) and 32-hole (rear) rims are designed for aggressive trail and enduro riding, striking a balance between strength and stiffness for a responsive feel at a fair price.

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The alloy wheels are available in 29 and MX configurations, with dedicated front and rear rim designs and spoke counts. The 32-hole rim, in 27.5“ and 29”, is reinforced for use as a dedicated rear rim. Both of them have an asymmetric design, 27mm depth, 30mm internal width, angled bead walls, bead retention tracks, and 3mm offset spoke holes for more even spoke tension.

OneUp Wheels uses their fully machined 7075 aluminum hubs with 44T ratchet drive and J-Bend spokes for easy maintenance and spoke replacement. The OneUp Components Aluminum Wheels also come with a set of Filmore valves, which provide three times the airflow of a Presta valve, making tire seating easy and eliminating clogging. They are wrapped in high-quality 3M tape, ensuring an airtight seal for quick tire setup and smooth installation. Having mounted a handful of tires without a compressor, I can attest to the ease of installation.

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How Do They Ride?

It’s a burly alloy rim, a really nice hub, and honestly, they ride as you’d expect in the best way possible. OneUp Components has a reputation for making stuff that just works, and these new alloy wheels are right on brand. After lots of mileage on them with plenty of abusive line decisions, I cannot find a reason to fault them, especially at the price. 

With a more forgiving 28-hole front wheel and a stiffer 32-hole wheel in the rear, they offer more compliance than you’d get with a carbon hoop, which can be a huge positive if you’re looking to fine-tune the ride characteristics of a specific bike.

I’ve ridden them on a few different bikes over the last few weeks, from lightweight carbon trail bikes on groomed flow trails to steel enduro bikes on jump lines and chunky tech. I’ve had lighter-trail casing tires mounted, as well as some gravity-casing radials, and each tire swap has been a breeze, and every riding scenario has been without hesitation. And they have really made me appreciate the feel of an alloy wheel.

The OneUp Components Aluminum Wheels have been totally solid so far, both in the bike park and everywhere else. I’ve run them without inserts, and they’ve had quite a few interactions with roots, rocks, and high-speed berms that attempt to remove the tire from the rim. Even at relatively low pressures, the bead has remained locked in, and although the rims have taken some hits, there aren’t any significant signs other than cosmetic patina.

The rims are shot-peened, which makes for a nice finish and adds to the durability, but that's still no match for an untimely rock strike, which does mark the surface - but as I stated: I like patina.

Obviously, these wheels are laced to the OneUp Components Hubs that feature 44 POE, which isn’t the quickest engagement in a hub, but with pedal kickpack being such a hot topic these days, that’s not really that big of a deal. The serviceability and freehub swapping of the hubs are also worth mentioning. OneUp makes this really easy with some plug-and-play freehub bodies and end caps. Not to mention that all the ratchets, bearings, seals, freehubs, and other small parts are available through OneUp, just in case anything does go south.

View the 2 images of this gallery on the original article

Final Thoughts

For now, the OneUp Aluminum Wheels are available only as wheels. No option for rim only, for a custom-built set, but for what you get, they’re pretty dang impressive and a great option if you’re looking for a warranty-backed alloy wheelset built on some really stellar hubs.

Sure, they aren’t the lightest, but that’s not the objective. You choose an alloy for durability and affordability, and this wheelset has both in abundance. The OneUp Components Aluminum wheels aren’t quite as wiggly as some other, less-deep alloy wheels on the market, which is thanks to the 27mm depth and asymmetrical rim profile. When compared to something like the Reserve 30|HD Aluminum, which is probably the closest comparable wheelset, the OneUp Aluminum Wheels are slightly lighter in a full 29” configuration, likely thanks to the 28-hole front rim. They are also slightly deeper and slightly less expensive, but they also have a slightly less robust warranty.

View the 2 images of this gallery on the original article

Warranty

As with all OneUp Components products, the Aluminum Wheels carry a two-year warranty, covering the following: 

• Hubs
• Visibly cracked rims
• Damaged spoke holes
• Rims that do not hold air
• Flat spots that make it impossible to tension the wheel appropriately

In other words, if it’s too messed up to ride with confidence, they’ll replace it, but only in that two-year window, and for such a competitively priced and solid wheelset, that really isn’t that bad. OneUp also offers an "extended warranty" that provides discounted parts or replacements if you're outside the 2-year period.

Trail organizations shared their top ideas for trail planning, design projects, as well as training programs for their leaders and members. We’re excited to welcome nine grantees from California, Colorado, Georgia, Michigan, North Carolina, Tennessee, and Texas, all of whom are passionate about enhancing outdoor adventures and community connections.

The IMBA Trail Accelerator Grant offers a competitive opportunity for communities to develop or improve model trail systems and bolster related advocacy efforts. It provides professional planning and design support for new or existing trails, along with Trail Care Workshops, funding and campaign training, and in-person strategic planning to boost the effectiveness of mountain bike and trail organizations. To be eligible, projects must demonstrate strong partnerships among local leaders, government agencies, land managers, community partners, and mountain bike or trail groups such as IMBA Local.

“Since the TAG program’s inception in 2018, IMBA has awarded 56 planning & design grants and 20 education grants,” said David Wiens, IMBA Executive Director. “A mix of rural, suburban, and urban communities have leveraged the deliverables and training to attract support and funding for their projects totaling more than $13M. At least 18 TAG projects have supported youth cycling and NICA venues.”

The projects chosen in this TAG round will provide improved trails near their communities. Their goals include promoting health and wellness, offering enhanced outdoor recreation options for families and youth, and creating destination trails to increase regional visitors and strengthen the outdoor recreation economy.

Communities such as Williamstown, MA; Sioux Falls, SD; and many others have benefited from IMBA program support. This includes partnerships such as TAG and IMBA Trail Solutions, IMBA Designations, and dedicated IMBA Local Organizations, all working together to bring their trail visions to life and reach their trail goals.

2026 IMBA Trail Accelerator Grantees for Education: Trail Care Workshops

Johnson City, TN – SORBA Tri-Cities will use their awarded Trail Care Workshop to further educate a key group of 20 trail stewards representing 18 regional trail systems. This effort will help establish a shared standard of trail care across the area and build the foundation for a future Regional Trail Corps, strengthening partnerships with municipal land managers and the U.S. Forest Service, while supporting a broad vision of resilient, world-class trail experiences that benefit local communities, outdoor recreation, and regional economic recovery.

San Diego, CA – Through their Trail Care Workshop, the San Diego Mountain Bike Association plans to scale their existing efforts to pair motivated volunteer leaders directly with land managers, expanding their ability to support these entities in reducing maintenance backlogs and combating erosion. The training will ensure consistent technical knowledge across the teams while strengthening trust and partnerships with land manager staff. Most importantly, this process will champion the addition of new legal trails and protect existing networks to improve trail access throughout San Diego County.

2026 IMBA Trail Accelerator Grantees for Education: Funding Services

Leadville, CO – Leadville’s popular “Back Nine” trail system needs a rebuild. The IMBA team will help Cloud City Wheelers strengthen its long-term fundraising capacity, diversify revenue streams, and ensure sustainable support for its trail systems and community programs.

Sugar Hill, GA – The City of Sugar Hill is fundraising for a 160-acre outdoor recreation park that will include more than 4 miles of multi-use trails in an ideal location to bring mountain biking to a densely populated area in metro Atlanta. The TAG will provide training and strategies for fundraising for mountain biking trail construction and upkeep.

Monterey, CA – Monterey Off Road Cycling Association (MORCA) is championing the development of a bike park at the Laguna Seca Recreational Area in Monterey County, CA. The IMBA team will assist with MORCA’s major donor campaign.

Niles, MI – The YMCA in Niles is seeing growing demand for mountain bike programming, equipment, trails, and maintenance at Camp Eberhart – a 200-acre property that has welcomed campers for over 100 years. IMBA will work with the YMCA to strengthen its approach to funding for outdoor recreation and trail stewardship to expand opportunities for mountain biking at Camp Eberhart.

Lakeway, TX – The Lake Travis Trails Coalition is building a 5-acre neighborhood skills park and is seeking assistance from the IMBA team to develop an effective, sustainable fundraising program to help the organization scale beyond the current project.

2026 IMBA Trail Accelerator Grantees for Education: Strategic Planning for TrailOrganizations

Colorado Springs, CO – Through their strategic planning award, the Medicine Wheel Trail Advocates want to build on their long history of serving their community by creating a coordinated strategy for the next few years of their work. This approach will guide them in embracing new opportunities while navigating changes in land manager and funding relationships, all while improving their succession plan to make the most of their substantial institutional knowledge and skill development.

Cary, NC – As the Triangle Off-Road Cyclists (TORC) enter a new chapter with the hiring of their first Executive Director after more than 20 years of volunteer-led leadership, this strategic planning grant comes at a pivotal moment for the organization. Through the process, TORC will develop a roadmap to strengthen organizational capacity, improve data collection and volunteer management systems, guide future trail advocacy and stewardship efforts, and build stronger partnerships with landowners and public agencies across North Carolina’s Triangle region.

2027 IMBA Trail Accelerator Grants Applications

Communities and organizations that would like to plan ahead for the 2027 Trail Accelerator Grant can access the Applicant Toolkit, FAQ, and other materials to begin preparing for the next application period.

IMBA TAG Application

Watch Roger Vieira’s insane winning run below, and catch the full replay at the end of this article.

Urban downhill racing made a return to the vibrant streets of Genova, Italy this last weekend with the third edition of the Red Bull Cerro Abajo Genova. This race turns historic alleyways, staircases, and narrow corners into one of the gnarliest-looking mountain biking tracks that descends 2.2 km (~1.4 miles) from Monte Peralto down to Largo della Zecca, descending almost 280 meters (919 feet) right through the beautiful center of the city. 

The UCI World Cup is on a short break this week, but we were still treated to some absolutely insane racing as those brave enough lined up to push the limits through the urban maze carved through the city. The Cerro Abajo races are, to me, a little more intense than the UCI DH World Cup racing, due to the pure risk factor. Crashing on a UCI Downhill track can be disastrous, but the speed, mixed with urban terrain at Cerro Abajo races, is something else entirely, and it’s hard to imagine pushing a bike to the limits when you know the results of a crash would mean sliding on pavement or a set of stairs.

Red Bull Genova Cerro Abajo 2026 Event Replay

As someone who loves almost all aspects of cycling, this recent project really resonated with me. Although it might be technically an ad for some pretty pricey apparel, it’s a message and homage to slowing things down and not taking it all too seriously. It highlights the importance of taking in the little details and seeing what is hidden behind that unknown corner.

“If you call yourself a cyclist, people think that means you got the spandex kit and you’re shaving your legs. For me, you erase that barrier of entry where you don’t need to put on anything specific. I just wanna go for a bike ride. And wear normal shorts. The waxed canvas on leather. Perfect.”
- Ronnie Romance

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The philosophy shared throughout this video resonates with many and delivers a much more laid-back and honest portrayal than many adventure cycling films do.

“There are ways that you can interact with the road surface or the trail in a way that feels as if you’re making love to it. You have that romantic feeling, that you want to just keep on riding all day long because it feels so good.” 
- Ronnie Romance

Last week, BMX joined MTB at Nines for the first time, and the combination sparked something special. The result was an explosion of creativity, fresh perspectives, and shared inspiration on the picturesque slopes of Bike Republic Sölden in the Austrian Alps.

“I’ve been photographing BMX and bikes for 20 years, and I have never seen anyone go as high with the standard of riding as I did this week. I’m blown away. The standard of riding is so much higher than what you see in the Olympics, because here there’s no pressure of the contest. The riders can take risks, and crash, and it’s fine. It’s a jam.”
-George Marshall, Photographer

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Led by Kevin Peraza and park builder Jason Watts, the BMX contingent arrived ready to make its mark on its Nines debut. Standout riding from Sasha Cambon, Perris Benegas, Kilian Roth, and Esme Morris was capped by an incredible performance from wildcard invite Dean Florian. BMX left a lasting impression in its first appearance at Nines and, in the words of Kevin Peraza: “This is just the beginning.”

On the MTB side, the women raised the bar once again, with Kirsten Van Horne and Veronique Sandler becoming the first riders to link together the oversized jumps of the freeride line from top to bottom. Nines veterans such as Tim Bringer, Tomas Lemoine, Peter Kaiser, and Bienvenido Aguado delivered across the course, while a rising generation of young talent—including Finley Kirschenmann, Harry Schofield, and 11-year-old Weston Lukens—showed exactly why the future of the sport is in good hands.

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“Thank you so so much for the incredible week! I can’t believe how much riding we got in and how much fun we had! It’s been a dream to be a part of this event for years and I can’t thank you enough. I will 1000% be keen for next year and look forward to keep progressing the sport with the gals! ”
-Kirstin Van Horne, NZ, MTB

By welcoming BMX to the mountains for the first time, Nines embraced a new chapter—and the results blew away the expectations. Further proof that when different worlds meet in the same place with the same purpose, great things tend to follow.

Next up, Swatch Nines returns to Waco Surf for a third edition of Skate & Surf, taking place October 8–10, 2025. Stay tuned to Nines channels for further updates, including rider announcements, behind-the-scenes content, and event highlights.

- Words and Images, courtesy of Swatch Nines -

Alex Blanar had the idea to bring this format back to life, but not in the “racer ready, watch the gate” style of the old days; instead, Core Cross is 4X but very, very core. It’s not polished, there’s no jersey or World Championship, just hot, nasty speed and a lot of energy. It’s four riders on track together with the throttle full twist into long and low’s, corners, and whoops. 

Sure, there’s a little bit of racing, and a check for the winner, but there was also a long jump event, and a best trick, but it was mostly just bike riding in the woods with a bunch of homies who all wanted to have a bunch of fun.

From a spectator and rider perspective, Core Cross looks like an absurd amount of fun, and I really hope we see more events like this - honestly, it’s pretty roots and wouldn’t be that hard to organize locally. It’s something that anyone can get behind, and a big part of the sport of mountain biking. Core Cross represents an aspect of freedom and counter-culture that I feel like the sport needs right now. It’s not all about timed runs or the most progressive combo of tricks in a competition run (although those things are great).

With EuroBike serving as the jumping-off point for this project, Avinox is partnering with some major players in the eMTB market to bring this new endeavor to the public eye.

What is the Avinox MG Concept?

It’s not a CVT (Continuously Variable Transmission) for a mountain bike, and it’s essentially a gearbox, but not in the traditional sense. There isn’t a wide range of gear steps physically inside the unit; instead, they exist only virtually, and the gear steps and shifting parameters can be tuned by the rider. 

The Avinox MG is claimed to be in the 3.5-2.7 kg range (~7.5 - 8 lbs), so a similar weight to a motor and traditional drivetrain, but repositions the mass to keep weight low on the bike, which better manages unsprung mass and suspension performance. Even with all the integration, the power figures remain similar to those of the M2S motor.

What makes the MG Concept really stand out is its use of “virtual gearing,” which means riders can customize gearing options. This means that if you want fewer steps between gears, you can set it up that way, or tune it to feel more like a modern 12-speed drivetrain, with greater ratio tunability by using different cogs and chainrings. Avinox is also offering an Auto mode with the MG, which essentially lets the user define the cadence, and the MG will do the rest to keep riders in that “sweet spot”. 

Regenerative braking is also on the table with the Avinox MG Concept, which would be a massive industry shift if it all comes together, and they claim that it could be possible with the MG unit. 

This is still very much a concept, and the specifics are likely to change as the unit nears production, but it’s exciting nonetheless. A complete breakdown of features is not yet available; Avinox has shared some details about what to expect from this conceptual project.

Features

• Smooth gear shifting: Promising uninterrupted power delivery and a shift time of less than 0.1 second, the MG Concept supports shifting during high-torque pedaling as well as while stationary.
• Fully customizable gear shifting: Riders have many options. They can shift one gear at a time or multiple gears at once, and can shift gears manually or automatically, with cadence-based auto mode or AI+ auto mode for speed riding.
• Little to no maintenance: The internal derailleur unit requires no maintenance over its lifespan, while using a single-speed chain or belt eliminates the need for a rear derailleur or a multi-speed cassette.
• Smaller and lighter platform for all e-bike types: Adopting a completely new system design, the new platform’s drive units can be easily adapted to eMTB, eTrekking, eSUV, eGravel, and other bike models.
• Natural riding: Riders with equipment and a load of over 150kg won't feel any spongy feeling
• Intelligent anti-theft technology: The new system offers real-time locking of the motor and use of the anti-theft function even without power

What Is This New Category of E-Bikes?

It's not a bike designed for just one thing, and it can pull double, or even triple-duty as a mountain bike, commuter bike, or touring bike thanks to some cool new battery tech, adjustable geometry, and a host of racks and accessories.

The new Amflow TL Carbon is Amflow's take on a versatile e-bike, building on the success of its PL, PX, and PR eMTBs. While the TL Carbon isn’t a big shift, and it still uses the Avinox M2 motor, it is a sign of growth for the young brand as it continues to expand its product line to reach a broader demographic.

This news made me think of the Specialized Levo 4 X, which is very much an eMTB with racks, whereas the TL Carbon is more of a commuter e-bike that could be used to ride some trails if you fancy that. The TL Carbon has 120mm of front travel from a Fox AWL fork, 105mm of travel in the rear, a headset flip-chip that slackens the 67-degree head tube by 1 degree, and is compatible with mullet or full 29” wheels, hinting at the MTB potential. But for the most part it’s more focused on the everyday rider.

The versatility comes when you recognize that the Amflow TL comes standard with front and rear mudguards, a rear rack, headlight and taillight, with support for an optional front rack. Riders can also remove the racks and mudguards to transform the Amflow TL into a more traditional off-road mountain bike, meeting all the standards expected of a mountain bike, including the CAT-III Certification.

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Versatility

When it comes to the racks, Amflow says the TL Carbon can carry up to 200kg (~440 lbs) of total weight, including the bike, front and rear rack loads, and the rider. The front rack can bear up to 20kg (~44 lbs), while the rear rack can handle up to 27kg (~59.5 lbs), making the bike a real load-bearing machine. With the Avinox M2 motor powering the bike, it’s likely more than up to the task of carrying this load. 

The Amflow TL Carbon, powered by the Avinox M2 motor, offers a maximum torque of 125 Nm and peak power of 1100W, making it well-suited for a wide range of use cases, from commutes, errands, and some light trail riding.

The bike comes equipped with a standard removable 800Wh battery offering a 172km range. Riders can also opt for a 600Wh removable battery, which provides up to 124km and shaves off some weight. Both the 800Wh and 600Wh batteries are interchangeable and can each be combined with a new 480Wh external battery from Avinox. This secondary battery extends range by up to 100km and offers a total capacity of up to 1280Wh. The frame features a quick-release mechanism that allows single-handed battery removal, making swaps, off-bike charging, and travel more convenient.

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Along with this new battery, Avinox is launching a new charging hub that allows safe, multi-battery charging. Users can charge up to four batteries in a single session, enabling longer rides and greater flexibility for the bike as a car replacement.

Tech Features

Finally, in collaboration with Amflow and TRP, Avinox SmoothShift Electronic Shifting enables the drive unit to recognize gear-shift signals and smoothly shift the cassette without rider pedaling. When used with an Avinox-specific chain, it ensures consistent, controlled operation even under high torque. The system intelligently reduces torque during gear changes to minimize shock and protect the chain from snapping under load. The Amflow TL is the first bike to incorporate this electronic system drivetrain, and I wish we had a bit more detail on it right now.

As with the other Amflow bikes, the Avinox Ride app offers a number of smart features on the Amflow TL, including:

• Offline navigation: Supports third-party route planning apps, displaying routes on the screen in real-time with turn guidance and alerts
• Apple® Find My tracking: Pair Amflow TL Carbon with Apple® Find My to check the bike’s location and battery status, or activate its sound alert
• Smart heart rate control: The Amflow TL can pair with a Bluetooth heart rate monitor, and users can set a target heart rate zone that determines the level of pedal assist the bike provides.
• Osmo Camera connectivity: Connect a compatible Osmo camera and record with the wireless controller or from the control display

Availability

The Amflow TL Carbon is estimated to be available globally later this year, and for more information about the Amflow TL Carbon, head over to Amflowbikes.com.

With over twenty years in the scene, Cam McCaul has built his reputation on a stable foundation made of competition success and a genuine love for creativity, progression, and community within the sport, making him an ideal addition to the team at Revel. I know I’m excited to see what comes from this partnership, and I’m just stoked to see such a rad person riding such rad bikes - It sounds like Cam feels a similar level of stoke.

“Aside from the bikes being insane, as soon as I cruised up to the booth at Sea Otter to hopefully meet the crew, I just had a good feeling in my gut that I was around people who love mountain biking as much as I do. There’s an energy around the brand that can’t be faked. They’re in it for the right reasons, and they love this mountain biking thing the way I do. They’re constantly developing new amazing bikes, and I believe it’s a brand whose future is very bright. I’m so honored to have the opportunity to be a part of that!” 
- Cam McCaul

From the gnarliest rampage runs to remote backcountry lines worldwide, his riding has always shown a genuine connection to the sport and culture. He's an athlete whose passion for mountain biking attracted Revel to McCaul. The brand was founded on the idea that top-tier bikes should be made by dedicated riders, not just designers. From my experience with not just the people behind the brand, but also the bikes that Revel makes, the brand reflects this, and the athletes embody it.

"I've been following Cam's career since I was a bike-obsessed kid, growing up in Alaska, and reading about him in magazines. When he reached out about riding Revel bikes, I was honestly pretty blown away.

Once the initial excitement settled down, we spent a lot of time discussing whether it actually made sense. Neither of us wanted to do something just for a headline or a short-term partnership. We were both focused on building something for the long haul, for the right reasons, and making sure we were genuinely aligned around sharing the stoke, building community, and bringing more people into mountain biking. The more we talked, the more obvious it became that our values were incredibly aligned. It's a huge honor to have Cam riding Revel bikes, and I couldn't be more excited about what's ahead. Now I just can't wait to watch him send a Ranger farther than anyone thought possible."
- Adam Miller, Owner/Founder

The collaboration with McCaul naturally follows a culture that prioritizes substance over style. From the beginning, McCaul expressed a strong connection with the Revel team. Revel’s athlete program has consistently focused on riders who are truly synced with the brand's core spirit: individuals passionate about mountain biking for life, not just as a profession or as a hobby - but truly invested, almost spiritually. McCaul exemplifies this ideal perfectly. As Revel continues to grow internationally and expand its product range, having a rider with as much character and skill represent the brand is a huge win, and it’s certainly on-trend since the brand's resurrection.

To be alive at the same time as Sleeper Shreddits is a blessing. The artistry behind the editing perspective of the footage and the emotion captured at the UCI World Cup Downhill races by the Sleeper Collective is nothing short of magic. If we got just one of these a month, it would be something special, but to be treated to one after each round of racing is legendary.

The latest Shreddit from Lenzerheide paints the sport of World Cup Downhill in such a beautiful light that even if you don’t love the sport, you’ll enjoy watching every second of this video. From the perfectly timed soundtrack editing to the captured footage to all the b-roll showing rider prep and celebration, this is not one you want to miss (none of the Sleeper Shreddits are).

Anna Newkirk made history, Finn Iles made a statement, Lina Frener left a mark, and Jonty Williamson had us stunned, and now Sleeper has us mesmerized.

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While Keller confidently stepped onto the podium with the Lightrider R32, the men's race had its ups and downs for the rest of the team on the new 32” wheeled bike. Vital Albin showed steady effort, finishing in 21st place, though he couldn't quite close the gap for a top-10 or podium finish. Lars Forster found himself caught in an early tussle and had to start from the back, finishing in 30th overall. Mathias Flückiger also faced some challenges and finished 32nd. Despite the hurdles, the team kept pushing and gave their best during the bike's first outing.

The debut of this bike was a big moment, not just for the brand, but for the sport, as it is the first time we’ve seen this new wheel size raced in a UCI event, and with all the buzz surrounding this new standard, it is likely not the last time we’ll be seeing this as more brands continue to develop into the category.

For now, customers can sign up at r32.thoemus.ch to reserve their spot for a future final order. Just filling out the form doesn’t mean they’re committed to buy. Thomas Binggeli, CEO of Thömus, shares, “We’re a creative and energetic company. Working closely with our partners like DT Swiss, Schwalbe, and the Thömus maxon team, we’re always aiming to develop the fastest and most innovative bikes. Projects like this show our open and forward-thinking approach to creating new products and bike platforms.”

Could 32” be the ticket to faster lap times and less fatigue? Only time will tell, but it’s certainly exciting to see teams exploring the potential here.

The new V6Ti caliper works with the existing Hope Evo levers, but to mount these massive calipers on a frame or fork, an adapter is required. The V6Ti calipers are huge, so they use a radial-mount design, which is tech borrowed from the Moto world. Because of the restrictions of modern post-mount brakes, to run the V6Ti, a proprietary adaptor is needed, along with a +20mm disc-diameter adaptor. They are only compatible with 2.3mm and the new Hope T-Slot 3.3mm (vented) discs.

The V6Ti calipers use their own specific pads (of course), and will be available in a limited number of batches (1,000 units) starting in August 2026. They also aren’t cheap, with the Mono Edition kits running $1940 / £1400 / €1750. This gets you calipers, rotors, levers, and everything else you need to mount them up, including adaptors.

What’s in the Mono Edition Box:

• Pair of EVO V6Ti Mono Edition Brakes (etched with the edition number)
• 2x T Slot Vented Rotors
• Additional power lever blades
• All mounts and hardware
• Additional brake pads
• V6Ti Key ring and Unique Mono Edition Card

Within the caliper body are two 16mm and four 14mm titanium pistons, with a Ti-Nitride coating to improve durability over time and reduce friction in the system. Paired with these new slotted 3.3mm-thick T-Slot rotors, the V6Ti is some serious stoppers.

On the rotor front, the 3.3mm-thick T-Slot rotors are only compatible with these new V6Ti brakes, but you can also use a smaller 2.2mm rotor with the V6Ti. The T-Slot rotors come in 200, 203, and 220mm sizes, all with a 6-bolt interface. The center spider is also separate from the braking surface, which means that replacing only the consumable area, not the entire rotor, is possible. The rotors use cooling pins between the two braking surfaces to facilitate airflow, and since the rotor is separate from the spider, this should also reduce system heat.

2025 Lenzerheide UCI Downhill Course Preview

2026 Lenzerheide UCI Downhill Course Preview

2025 Lenzerheide UCI Downhill Winning Run

The Current State

Although rain is predicted, the conditions during practice and qualifying look remarkably similar. Dry, dusty, fast, and with plenty of exposed rocks that have been catching riders off guard. The changes we can see from 2025 to 2026 are pretty minor, but they do come at key points in the course; overall, they are not what we are seeing as issues for some of the athletes that have been forced into Q2.

With the recent shift towards qualifying rounds for the top riders, there are no longer protections against the incidents that are inherent with downhill racing, and this means that although you might be one of the best riders in the world, you are not guaranteed a spot in the main event. This means a flat, crash, missed gate, or any number of issues could exclude the fan favorites from even starting on race day. It’s an extra level of excitement, and it does level the playing field a bit, making for really exciting results, but it can mean that racers essentially could be looking at two or three full-pace race runs throughout the weekend.

Full Track Walk Details During Practice

Thankfully, we've got top-brass reporters on the ground in Switzerland, like Jack Moir, who is documenting riders during practice to capture their thoughts and opinions on the course.

The new Wild LT is offered in alloy or carbon options and has some really smart integration details that make this a really unique offering amongst the current crop of full-power eMTBs. But just because they've de-tuned the peak power doesn't mean they made the bike any less wild.

The Avinox M2S, Refined

First off, the Orbea Wild LT does use the Avinox M2S, but they have done some clever tinkering to make the most of the motor - just not in the way you might think. It’s not more powerful; in fact, Orbea has limited the Avinox M2S's peak output to just 750W. The real magic is in the assist modes. Orbea has tweaked the motor's behavior to better use that handicapped power. They have increased the pedal angle to be 5x more sensitive, the pedal torque to be 2x more sensitive, the pedal speed to be 3x more sensitive, and the assist start curve is now 3.2x faster.

All these tweaks make for a more responsive bike thanks to the detuned motor output; if these changes were made and the peak was still over 1,000W, the Wild LT would be completely unwieldy. It is important to note that the 1300W peak remains available in Boost mode, albeit only for a short burst.

What Orbea didn’t mess with was the torque output, and it still delivers 130 Nm of torque to make climbing and acceleration that much better. The SuperBoost mode will still let riders unlock the 150nm and 1,300W peak, but it is limited to a 60-second rip.

Furthermore, it’s not all nerfed; riders will still be able to add a tune to the bike that overrides the RS tune without trashing it, allowing them to unlock the full power of the Avinox M2S drive unit if they feel like playing with fire.

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Orbea also states that this detune on the M2S means up to a 25% energy saving, since riders won't always be using the full fat of the system. Furthermore, there are two battery options available: a smaller 600Wh cell and the larger 800Wh option, which comes stock. The alloy frame options are only available with the larger 800Wh battery.

Integration Station

As we saw with the Rallon RS earlier this year, Orbea is going all in on integration with the Wild LT, and the main battery will power the dropper, derailleur, optional NEO shock, and lights (if equipped). One charger for everything, which is pretty nice. 

The RS HMI controller is the brain of the Wild LT's nervous system, letting riders control almost everything on the bike. Using the remote, which also controls the dropper, riders can cycle through the stock assist modes, toggle the lights, engage walk mode, and power-cycle the drive unit, all without reaching for the top-tube display.

Geometry

In terms of geo, it looks like the Wild LT is quite similar to the Rallon, save for a few tweaks here and there to better align with the type of riding one gravitates towards on a full-power eMTB (a higher BB).

A major change from the previous Wild is the introduction of geometry-adjusting flip chips for head tube angle, seat tube angle, and bottom bracket height. Across the board, the Wild LT gets 448mm chainstays, which do seem a little restrictive for riders who like a shorter rear-center, but you can still run a mixed-wheel setup to make things slightly more playful.

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Quality of Life Details

The new Wild LT also comes with a few quality-of-life touches that should make long-term ownership much easier. This includes improved cable routing (no headset routing), protective film throughout the frame, fully sealed bearings, and a multitool with 2, 3, 4, and 5mm hex keys held in the pivot, while the rear axle holds a 6mm hex.

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Thanks to the Avinox M2S, Orbea was able to design the bike they wanted, and that bike is based on the new Rallon. Due to the M2S's small size, the Wild LT can maintain a lower, more stable center of gravity, and when that is coupled with the suspension design found on the new Rallon, things look pretty damn tempting.

Pricing and Build Options

The Wild LT H20 starts at $6,173 USD (5,599€, £4,899) and will feature an aluminum frame, an Avinox M2S motor with an 800Wh battery, a RockShox Zeb Base fork, a Fox Float X Performance shock, a Shimano Deore drivetrain, Shimano MT420 brakes, and a Race Face AR wheelset.

The Wild LT M-LTD RS, at the other end of the spectrum, will retail for $14,883 USD (13.499€, £11,879). With a carbon frame, Avinox M2S motor (800Wh battery stock, 600Wh available), Fox Factory 38 fork and X2 shock, SRAM XX drivetrain, SRAM Maven Ultimate brakes, and Orbea's own carbon Oquo MC32LTD wheelset.

To learn more and see the full price breakdown, visit Orbea.com and play around with the MyO program to custom paint your own.

I came across this new approach to suspension design after finding Erin Badaracco’s YouTube channel and was immediately intrigued. Badaracco has been hard at work shooting and uploading videos to YouTube to enthusiastically showcase his design.

Although there are inherent flaws in using a leaf spring for this application, the passion behind the project is apparent. As the design sits now, there is virtually no way to tune rebound or compression throughout the system. I don’t know if it will ever really catch on, but points awarded for going for it.

These leaf spring-equipped bikes are just a prototype at this point, and Erin’s website states that he’s currently looking for a manufacturer to make these publicly available for those curious about the concept. On the website, Erin writes: “It is the only suspension design in history that does not require rebound damping, delivering a simple, durable, and maintenance-free suspension system. No pedal feedback with the axle moving rearward during compression, making all high-pivot designs obsolete.”

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Traditional mountain bike suspension seems to be pretty well figured out these days, but innovation is constant, and seeing someone put out a homebrew offering like this is nothing if not interesting, regardless of whether it catches on.

To dive a little deeper, head over to bbgbashguard.com/frames or check out Erin Badaracco's YouTube Channel.

Let’s dive into the newest releases from Shimano to make some sense of what is new. Unlike the Deore release earlier this week, Shimano has released a sparse selection of new XT mechanical components: two derailleurs (3 if you count the short-cage option), two new shifters, 2.2mm thick brake rotors, and two new pedals. This release does not see new cassettes or new brakes, as those are cross-compatible with the current offerings, which were just released last year.

Shimano XT M8200 Derailleurs

The major change, as with the new Deore mechanical and the latest Di2, is the new Shadow ES chain retention system, which ditches the clutch for a dual-spring design. Many have complained about this change, but from my experience with the new mechanism over the last year, I’ve found this pivot to be mostly welcome. The shifting is absurdly quick, there isn’t actually that much more chain noise, and not needing to adjust the clutch tension after a few rides is just one less thing to remember.

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The new XT rear derailleurs are available in two options: the M8200 and M8230, with the latter an 11-speed-specific version for Linkglide drivetrains for those seeking ultimate durability and longevity. The M8200 is the 12-speed kit, and will be offered in both an SGS (long cage) for the 10-51t cassette, and a GS (short cage) for the 9-45t cassette, which offers more ground clearance. All the new XT derailleurs use an alloy cage and solid pulley wheels, saving a few grams and offering more rigidity over the new Deore, which uses a steel cage.

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Shimano XT M8200 RD Pricing

Shimano XT Rear Derailleurs | M8200 & M8230
MSRP: $170.00 / €119.00

New XT M8200 Shifters

The new XT Shifters follow a similar structure, but with an additional 12-speed option (SL-M8210) for eMTB applications that limits shifting to a single gear change per lever actuation. The M8200 is the standard 12-speed shifter that allows multiple shifts per thumbing of the lever with Rapidfire Plus and 2-Way Release (3 shifts down and 2 shifts up), and is available in I-SPEC EV or 22.2mm band clamp. It is also compatible with previous 12-speed Shimano drivetrains.

The M8230 is the 11-speed Linkglide shifter that shares the same aesthetic and ergonomic changes, multi-shift capability. Compatible with the suite of Linkglide 11-speed gears and offered in I-SPEC EV or band clamp.

View the 3 images of this gallery on the original article

New Shimano Pedals

As we saw with the new XTR, Shimano is also releasing two new pedals to improve compatibility with the SM-SH51 cleats. The XT PD-M8220 Trail is a new gravity-oriented pedal that shares the same design language as the M9220 XTR Trail pedal. It has a larger cage around the binding and uses the same tried-and-tested SPD interface that Shimano has been pioneering for decades.

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The PD-MT520, as you might expect, follows the same trends. The binding has a slightly tweaked profile to better engage with the SM-SH51 cleats, and its aesthetics have been marginally updated - oh, they come in black or silver.

New Shimano 2.2mm Brake Rotors

Maybe one of the most exciting new offerings from Shimano is the 2.2mm-thick rotors (RT-6B750 and CL750). It might seem silly, but Shimano has been against thicker rotors for a while, even though many riders have found that going with a thicker rotor is a really easy way to address deadband on Shimano brakes.

The new thick rotors are fully compatible with Shimano’s latest 4-piston brake system, including XTR, Deore XT, and Deore, which is wonderful to see. The thick rotors will be offered in 200mm and 220mm sizes.

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Pricing & Details

2.2mm Rotor Pricing

6-Bolt | 200mm: $60.00 / € 49.99 
6-Bolt | 220mm: $ 75.00 / € 54.99 
Center Lock | 200mm: $70.00 / €49.99 
Center Lock | 220mm: $80.00 / €54.99

Shimano XT M8200 RD Pricing

Shimano XT Rear Derailleurs | M8200 & M8230
MSRP: $170.00 / €119.00

Shimano M8220 & MT250 Pedal Pricing

XT PD-M8220 Trail Pedal
Weight: 472g (pair)
US MSRP: $160

PD-MT520 Pedal
Weight: 380g (pair)
US MSRP: $55

Shimano XT M8200 Shifter Pricing

Shimano XT Shifters | M8200, M8210, M8230
MSRP: $85.00 / €64.99

This short film illustrates all the work that goes into creating something beautiful in one of the most magical places on earth. With rapidly growing notoriety, the Oregon Coast is quickly becoming a must-visit mountain biking destination, and, along with the trail documented here (Mossy Hogs), the 4 other new trails that just opened in the area are a testament to what this lush paradise has to offer. 

“The goal of this project was to break down the barrier between those one-off picture-perfect video builds that are usually unobtainable to the general public and create something we'd be able to share with everyone to enjoy!

We've all drooled over a trail in a video and wished we could go ride it. But a lot of those epic builds were built purely for the video and then destroyed after, sometimes never ridden again, and others are hidden or on private property. I was fortunate enough to partner with the Tillamook Off Road Trail Alliance (TORTA) to build a signature trail in the new Buzzard Butte MTB trail network just outside of Pacific City, Oregon, and we made this dream a reality! They trusted my vision and allowed me to pick my build crew, scout and flag whatever portion of trail we wanted, and let us build a trail that doesn't feel like anything you've ever ridden before and will keep you wanting to come back for more.

For that, I teamed up with the Trailshark boys Ollie Hindley and James Pettitt to follow up on a build we did at my house a few years back. In total, we spent over 8 weeks building and tweaking this trail, 6 of which were spent during a very rainy winter last November and December, which threw us for multiple curveballs as we filmed and built the trail at the same time.

On Top of heading the build, Ollie and JP also shot and edited the video since we wanted to make sure the trail and all of our hard work really shined. The amount of time/effort those dudes put in is unmatched, and we couldn't be happier with how it all turned out! So, with that, we're happy to present to you 'Mossy Hogs', one of the most beautiful and uniquely feeling public trails you need to ride! As you watch this video, the trail is open and free to everyone. It lives amongst more than 8 miles of world-class trails that are already open, and will be followed up by another 22 miles of trails in the years to come.

I've ridden all over the world, and I can honestly say that the 4 new trails we opened last weekend are some of the sickest public trails I've ever ridden, so get out there and enjoy em! Big thanks to TORTA and Bros, & Hoes for making this possible, and Deity and Kubota for supporting it! Cheers”

-Christian Rigal

Presented by
TORTA
TRAILSHARK

Supported by
Kubota
Deity

Produced by
Christian Rigal

Built by
Ollie Hindley 
James Pettitt
Christian Rigal

Ridden by
Christian Rigal

Filmed by
Ollie Hindley
James Pettitt

Edited by
Ollie Hindley

Additional Filming
Christian Rigal
Owen Stephens

Post Audio
Kieth White Audio

Special Thanks
Arica Venti
Josh Venti
Bros and Hoes Landscaping
Gus Venti
Clint Venti
Owen Stephens
Sam Sherwood
Dusty Wygle
Damien Salerno
Ron Baker
Fiona Swartz
Torta MTB
Specialized Bicycles
Sram
Rockshox
Deity
Keith White Audio
Kubota

There's really no clear fix to the issue, as it's human nature to find some form of conflict, even in something as seemingly simple as playing outside. But as a lifelong fan of having fun outdoors and being nice to people who enjoy doing the same, I think there are some things to keep in mind to help everyone have a better experience on the trails.

The Issue: It's An Attitude Problem

This might be a gross oversimplification of the root cause, but from my years of doing trail work, hiking, running, and of course, mountain biking, this is what I've noticed. We could all be more respectful and understanding - not just towards each other, but the outdoor spaces we choose to enjoy. We're all visitors to these places, and there should be no entitlement, just respect. Respect the plants, animals, water, soil, and each other, and it'll all be easier.

Most trail systems are mixed-use, and it’s rare that your local trails will be used solely by a single user group. We’re all out there enjoying recreation, and we’re all trying to make life better or our days less bleak. Being friendly and respectful is the best way to keep that goal achievable for everyone, and all too often do I see poor attitudes and hate from both sides towards the other; hell, it's even common within the same user groups. As the saying goes, “one bad apple spoils the bunch.”

I ride bikes, hike, or run the same trails all the time, so I might have a unique perspective on this issue, and I want to help everyone enjoy the trails we all love with more fun and less stress. Who doesn't want that? I know this will not land with everyone, and I might be looking through some rose-tinted optics, but I might as well put it out there.

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Tips For All User Groups

For Those On Two Wheels

We should all do our part to say hello (or “howdy,” in my case), announce ourselves, and move aside when possible to abide by the right-of-way policies on your trails. We might not like it, but that's the way the system works. Mountain bikers, by majority, do more trail work and maintenance than hikers, and this often comes with a sense of entitlement (justifiably) on the trail, but not everyone sees it that way, and that's okay.

I always try to see it from the perspective of the hikers we encounter. If I were out hiking the trails I ride, I would typically yield to mountain bikers because I understand it, but most don’t. They stick to the rule that hikers have the right of way, and that's fair. For the most part, hikers see or hear us coming, move out of the way, and are happy to do so. All too often, I see this happen with almost no acknowledgment or thanks from the mountain biker who was given the right of way. And that’s just rude. Saying thanks and slowing down a bit is completely free and helps paint us in a nicer light as a user group.

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We're faster and (usually) have a larger impact/precense on the trails, so it makes sense that we would feel like we own the place. But we don't - no one owns it - we all share it. Unless you're in a race (in which case it would be weird to see a hiker), or on a "bike-only" trail, there's no reason we shouldn't do our part to make the trails safer and more welcoming. No matter how annoyed you might be about giving the right of way or having to stop, I'm sure crashing into someone or getting into an argument would be less of a hassle than yielding.

For Those On Foot

Mountain bikers often move fast, and sometimes stopping to yield to uphill traffic can be incredibly dangerous depending on the trail. Although we would like to stop and yield, we sometimes just can't (sorry). Being aware that we are typically moving a little faster, some of us might be learning or not be familiar with the trail; this is just part of using mixed-use trails. If you can find it in you to be patient and respectful, it will usually be reciprocated; if not, then someone is just having a shit day or their mama didn't raise em right.

I can only speak for myself here, but I really enjoy being on the trails and make a point of being respectful to all user groups. So, I’m sorry for all the meatheads you might encounter wearing noise-canceling earbuds and blasting past you on the trails without a heads-up or a hello, and thank you in advance for your understanding. But I also advise you not to be in your own world (headphones, scrolling social media, etc.) if you're out on a trail where you might encounter mountain bikers; it's the responsibility of both parties to be aware and alert.

I understand the distaste for mountain bikers disrupting your solitude or potentially endangering you on the trail - I've been there myself - but I would wager a guess that it's not intentional, and I find that killing with kindness is always a good approach, no matter how hard it might be to subdue a temper. I just try to treat others as I would want to be treated.

For Everyone

Say hi, be respectful, and remember that we’re all in this together and have more in common than you might think. If you’re out on the trails, go prepared, and for the love of god, please take at least one earbud out of your ear and get off your damn phone. Oh, and please pick up your trash and dog poop (take it with you rather than leaving a bag of feces in the woods to ferment).

I have had my fair share of abrasive run-ins with mountain bikers, hikers, and equestrians, both as a mountain biker and on foot, so there's really not one user group who's at fault - it's all of us - and I think that Hanlon's razor is quite appropriate here: "Never attribute to malice that which is adequately explained by stupidity."

The Electric Elephant in the Room

Electric mountain bikes are such a divisive topic these days, and everyone has something to say about them and how fun, or destructive, they are to trails - or how obnoxious they are to other trail users. Personally, I think it comes down to how you ride them. If you’re respectful and aren’t blasting ass uphill and gapping people or putting pressure on other riders not on electric mountain bikes, then I think they mostly go unnoticed, but it’s the outliers here that make the topic of eMTBs on trails more of an issue. It comes down to being self-aware and having a modicum of respect towards everyone else on the trail. I think eMTBs are a great litmus test of self-control for that reason. Just because you can doesn’t mean that you should.

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E-Bikes have come a long way, and some are almost indistinguishable from a regular mountain bike, but they are able to put out wicked amounts of power and torque, oftentimes more than should be available to average riders, in my opinion. They let people ride beyond their limits, reducing control and putting other riders and trail users in danger, not to mention accelerating wear on the trails when ridden incorrectly.

I think there needs to be blanket rules for all new eMTBs being shipped out that educate riders on how to behave like a decent person on the trail when you have World-Tour-level watts at your disposal without the awareness to control yourself and the bike. But that's just a daydream, and people are going to do what people do.

Parting Thoughts

The same rules apply to everyone, and I urge everyone to consider how they interact on the trails to see whether they might be the problem. I notice a lot of conflict on the trail and tension between hikers, runners, equestrians, and mountain bikers that is, for the most part, unnecessary if we can all figure out a way to get along - but hey, I might be smoking something strong that’s making me totally delusional here.

I think we can all get along if we want to, but as we’ve seen time and time again throughout history, humans get a kick out of conflict, and I hope we can all figure out how to avoid bringing conflict to outdoor spaces. The first step is to approach with respect and awareness, and to try to see things from a perspective other than your own.

I’ll wait for a certain independent researcher to drop a comment on this article. But for everyone else, I hope this helps.

Crankbrothers seems to agree with me here, and wants more people to feel the breeze through their toe hairs. The new Trail Speed Lace Vent Shoes aim to do just that. These new kicks are designed for summer, with lightweight, breathable, and quick-drying materials to keep the piggies feeling fresh in the heat.

Mallet Trail & Stamp Trail

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The lineup is divided into two distinct models, each designed to suit your pedal setup (clips or flat pedals). Both models feature a sleek "Bone White" color with a grey outsole - a smart choice to hide trail dust and reduce heat absorption from the sun, plus white shoes just look good and develop a better patina.

View the 2 images of this gallery on the original article

• Mallet Trail Speed Lace Vent | MSRP: $189.99 / 189.99€
  Built for the clips, this version tips the scales at 408g per shoe (US Size 9/EU Size 42). *Note that cleats are not included with the purchase.
• Stamp Trail Speed Lace Vent | MSRP: $169.99 / 169.99€.
  Engineered for flat pedals, this model drops the weight down to 309g per shoe (Size 9 US/42 EU).

Build Details

The core selling point of these shoes is the highly ventilated mesh upper. It is engineered for airflow and breathability throughout your foot without compromising the shoe's structure, fit, or long-term durability.

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For the practical details, you get a quick and efficient Speed Lace closure system that pairs well with an integrated lace pocket to keep things neat and clear of your drivetrain. Up front, a TPU-reinforced toe box offers impact protection against rocks and trail debris. The tongue is made of non-absorbent EVA foam that dries incredibly quickly, which is great if you need to sit in the creek for a second.

Details

The Match System combines pedal and shoe for an optimal interface. Its outsole provides versatile trail tread for reliable traction on and off the bike, along with good walkability for hike-a-bike moments.

Sizing is also highly inclusive, running from a US Men's 5 up to 15 (US Women's 6.5 to 16.5 / EUR 37 to 49). 

The rubber compounds themselves change depending on the model you choose:

• MC1 Mid-Friction Compound: Found on the Mallet Trail, this compound offers smooth pedal entry and exit with long-lasting durability. It uses a stiff fiber-reinforced nylon shank for efficient power transfer.
• MC2 High-Friction Compound: Found on the Stamp Trail, this rubber is made for grip, durability, and reduced rebound to keep feet on flat pedals. Both shoes feature a low-rebound EVA midsole to dampen trail chatter.

When I woke up at the crack of dawn to tune in to what looked like an exciting day of racing, I had no idea I'd end the viewing party (me and my dog) with tears in my eyes, but holy smokes, was the third round of the 2026 UCI World Cup one for the history books.

You can catch all the highlights of the Women's and Men's races here in the videos below.

Leogang UCI DH World Cup 2026 | Women's Elite Highlights

Leogang UCI DH World Cup 2026 | Men's Elite Highlights

Sleeper Shreddit | Leogang DH 2026

The team over at Sleeper just dropped their latest Shreddit, and it perfectly encapsulates the sheer brutality and absolute glory of Round 3 of the 2026 UCI Downhill World Cup.

Set to the unapologetic, chaotic energy of Pink’s “So What,” the video gets right into the trenches. Right from the jump, it’s a mudfest. Caked mud, unpredictable lines, and honestly, just chaos. The edit doesn't shy away from the sheer brutality of the Leogang course. We’re treated to a relentless montage of riders getting bucked, sliding out, and losing it into the catch nets. It’s a stark reminder that despite running the absolute peak of suspension wizardry, the mountain and weather still dictate the terms.

But the real magic of this race isn't just the chaotic crashes and ever-changing conditions; it’s the historic triumphs that emerge from the muck. The hometown hero herself, Vali Höll, cements her dominance with another elite victory on home soil, and also nabbing the elusive 3-in-a-row winning streak. The champagne spray on the podium and a boot chug were well deserved.

In the Elite Men category, we saw Finn Iles finally nab his second-ever elite win after a hard couple of years getting back to form. You can feel the energy as Finn Iles celebrates his massive win, throwing his arms up after putting down an absolutely wild run and finally tasting the glory of gold once again.

This means a new derailleur with the dual-spring chain retention system, reimagined cranks, and new brakes (and maybe thicker rotors?). Let's dive into all the details on this new offering from Shimano.

Shimano Deore M7200/M6200 Overview

The new Deore family brings the same technology, mechanical simplicity, and a sleek black-and-grey finish that matches the Deore Di2 line. Built for durability and consistency, the Deore M7200 and M6200 groups feature a few key mechanical updates compared to their predecessors. But not every new derailleur gets the Shadow ES clutch system; in fact, the new M6200 rear derailleur continues to use the Shadow+ clutch, maintaining adjustability. The new M7200 derailleurs do, however, use the new Shadow ES system, which means they are more resilient to rock strikes and you won't need to adjust them after the first few rides - something almost everyone forgets to do with the Shadow+ derailleurs.

RD-M7200 Highlights

• Enhanced Chain Stability: A dual-spring construction increases spring force by 70% for superior chain engagement and reliability over rough terrain.
• Impact Resistance: Rear derailleurs utilize a low-profile, wedge-shaped design to deflect trail impacts and avoid catching on rocks or roots.
• Trickle-Down Braking: Brakes benefit from technologies developed at the XTR and DEORE XT levels for consistent modulation in changing temperatures.

Three New Derailleurs

The lineup introduces three distinct derailleur choices depending on whether you value lightning-fast shifting under load (HYPERGLIDE+) or maximum drivetrain longevity and durability on your eMTB (LINKGLIDE).

Deraillieur Pricing

• RD-M6200: $ 65.00 | € 69.99
• RD-M7200/M7230: $ 100.00 | € 79.99

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Cranksets & Cassettes

FC-M6200 Crankset

• Stiffness & Build: A rigid, two-piece crankset featuring a 24mm steel axle and a standard 176mm Q-factor.
• Chain Retention: Comes with a direct-mount steel chainring utilizing dynamic chain engagement technology to enhance retention on rough terrain.
• Sizing Options: Offered in 165, 170, and 175mm arm lengths with 30T or 32T chainrings and a 55mm chain line.

Crankset Pricing

MSRP: $100 USD | € 99.99

12-Speed Cassette Options

Shimano offers two 10-51T MICRO SPLINE cassette options to target different budgets, but as we saw with all the new 12s Shimano MTB rollouts, older 12s cassettes will also work.

CS-M7200-12
MSRP: $140 / €109.99
A lighter, performance-driven design combining durable steel cogs with an alloy largest 51T cog.

CS-M6200-12
MSRP: $190 / €139.99
A value-focused option prioritizing maximum durability, featuring all-steel cogs built on a lightweight alloy carrier.

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New Shifter

The redesigned shifters feature a shorter stroke, crisp actuation, and an optimized paddle path that mimics natural hand movements. All models are available in both integrated I-SPEC EV and standard clamp band options. If you ask me, I think Shimano has always had the best feeling mechanical shifters on the market, and the newest crop of Di2 shifters falls right in line with them - so I can imagine that these are also sticking with that trend.

Shifter Details and Pricing

SL-M6200 (12-speed HYPERGLIDE+)
MSRP: $30 / €39.99
Designed for standard bikes; features RAPIDFIRE PLUS, 2-WAY RELEASE, and multi-shift capabilities up to 3 gears with the main lever.

SL-M6210 (12-speed e-MTB)
MSRP: $30 / €39.99
Specifically built for high-torque e-bikes; limits shifts to a single gear at a time to protect the cassette from damage.

SL-M6230 (11-speed LINKGLIDE)
MSRP: $30 / €39.99
Tailored for ultra-smooth shifting under load; allows multiple shifts up to 2 gears.

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New Brakes

The updated Deore brakes see upgraded internal seals and a reformulated, low-viscosity mineral oil to ensure smooth fluid flow and a consistent lever feel in a wide range of temperatures. This follows the refresh that we saw come to XT and XTR last year, and now brings that tech to a lower price point.

It also looks like Shimano might have some new, thicker rotors on the way, but details have not yet been shared on whether that's the case; the images do show rotors we can't find on the Shimano website...

Lever Technology: The BL-M6200 Brake Lever features an alloy blade and a smooth SERVO WAVE power curve for faster pad engagement and controlled power ramp-up.

Riders can pair this single-lever design with one of two different two-piece calipers depending on preference, as seen with the other new braking options.

• BR-M6220 (Enduro / Trail): A powerful, dual-diameter 4-piston design optimized for stable piston rebound on long descents.
• BR-M6200 (XC): A lightweight 2-piston alternative built for cross-country efficiency

Brake Kit Pricing

• BL-M6200 kit | Left/Front | $120.00 / €119.99
• BL-M6200 kit | Right/Rear | $125.00 / €119.99
• BL-M6200/ M6220 kit | Left/Front | $155.00 / €149.99
• BL-M6200/M6220 kit | Right/Rear | $160.00 / €149.99

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Back in the early 2000s, many knew Oliver Nickell as a mountain biker who dabbled in music. Like many others, I saw his “Karma Police” video back when he was releasing music as “Tree” circa 2014; this was before he blew up as the bowl-cut-clad Oliver Tree that many are familiar with today. 

As reported by CNN Brazil, Oliver Tree was one of the six fatalities involved in the crash; five of whom were in one helicopter, with only the pilot in the other involved aircraft. This information has been confirmed by the Civil Police of Rio de Janeiro and the Afrânio Peixoto Forensic Medical Institute in downtown Rio, where the remains were taken. The confirmed fatalities include: Oliver Tree Nickel Lucas Vignale, Gaspar Prim, Lucas Brito Chaves, Alexandre Souza, Charles Marsillac.

The news of his death is terribly saddening to hear, and our condolences go out to the friends and family of everyone involved.

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Safety is a high priority for me these days, and I don’t compromise on the gear that protects my head and body because I want to keep riding my bike for as long as I can. But protection only works if you wear it and feel comfortable, and there are plenty of helmets, pads, and chest protectors that are just too distracting to be totally comfortable.

These three picks are comfortable and, most importantly, do a great job of protecting my brain, vital organs, and fragile knees.

Whether it's in the bike park or on shuttles, I’ve been reaching for the same three pieces of gear for more aggressive riding, but it wasn’t until recently that I realized they all share one thing in common: Koroyd.

Koroyd isn't ideal for all applications, and I really love the D3O-equipped Troy Lee Designs Stage Pro knee pads I have; they come with me on all the rides the Fox Enduro Pro isn't quite suited for, but when it comes to choosing gear for the bike park or shuttle, Koroyd has my vote.

Koroyd Explained

The Smith Hardline, Fox Airframe, and Fox Enduro Pro Knee Sleeve all use the same Koroyd material at the core - yes. But they are different.

The helmets use a unique material made of thermally welded polymer tube structure that absorbs multiple impacts and has far less elasticity than EPS foam. When used in a helmet, this results in less rebound and the ability to absorb multiple impacts in a single incident, making it a great option for a helmet, though the only drawback, in my experience, is airflow. Although this implementation of Koroyd is designed to improve airflow, I just haven't found that to be the case in testing.

When used in pads and other protective applications outside of helmets, Koroyd takes the form of an auxetic structure made from a custom-designed TPE polymer - this means it is somewhat magical in how it breathes and also moves with the body, no matter the temperature.

When used in other forms of protection, the Koroyd material is very breathable thanks to the larger tube structure, but it’s also super flexible and doesn’t respond to temperature changes as much as other materials often used for protective gear. 

A huge factor when it comes to protective gear is the comfort, because honestly most of this stuff is tested to the same standards and will basically do the same thing, but it doesn’t all fit the same, and if it doesn’t fit well or if gear feels too cumbersome, you won't wear it.

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Instead of traditional foam or gels, Koroyd is more like a honeycomb made of thousands of tiny, interconnected copolymer tubes fused together. It absorbs impacts by allowing these tubes to crumple in a controlled manner during a crash, much like a car's crumple zone. This design helps absorb a ton of kinetic energy, which means it significantly reduces the G-forces that reach your flesh and bones.

Riding brings its own set of challenges: pushing your limits, staying loose, and navigating terrain with precision. To get it all done, we need to feel good and stay mobile. Koroyd really shines here for three key reasons:

• Breathability: Thanks to Koroyd's hollow-tube construction, it’s composed of 95% air. This design allows hot air and sweat to escape effortlessly away from your body, while cool air can flow freely through. Unlike other materials that insulate, Koroyd works like a chimney to keep you comfortable and well-ventilated.
• Linear Deceleration (No "Spring" Effect): Unlike standard EPS foam or soft gels, which can sometimes behave like a spring and temporarily store energy during impacts, releasing it back into your body - Koroyd works differently. It absorbs the impact energy and safely dissipates it through crushing, providing more reliable protection.
• Lightweight Protection: Since it's mostly air, it's pretty dang light, making it a bit easier to wear over the long term. The lighter the weight on your head, body, and knees, the more you can enjoy the ride without distraction.

Fox Airframe Chest and Back Protector

• MSRP: $194.95
• Lightweight, low-profile design built to conform to the body 
• CE Level 1 Koroyd chest and back inserts for world-leading impact protection, breathability, and flexibility 
• Adjustable shoulder straps and waistband with fast-action buckles for secure and easy adjustments 
• Removable collarbone and upper chest pads for added coverage 
• CE EN 1621-2 LEVEL 1 Certified full back protection  
• CE prEN 1621-3 LEVEL 1 Certified chest protection

You won’t find this in the mountain bike section of the Fox website, since it's made for moto, but it is a common pick in MTB, and if it’s good enough for the speed and impacts seen in motocross, it’s certainly adequate enough for mountain biking. 

The Airframe offers a wide range of adjustability and comes in two sizes (three if you count the youth size) to fit various frames. Unlike a hardshell protector, the Koroyd inserts are super breathable and flexible. That means that it moves with you and lets more air in to cool the core on hot days.

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Thanks to this flexibility and low profile, the Fox Airframe is also pretty comfortable and compatible with packs and vests with little issue, although some packs might have a bit of overlap with the adjustable straps; said straps are pretty low-profile, so it’s not super distracting.

Thankfully, I haven’t had to test the Airframe in a crash, but I have tested the Fox Enduro Pro Knee Sleeves a few times. The Enduro Pro Knee Sleeves use a very similar insert and have been exceptional in every situation that I’ve used them as intended.

In terms of weight, the Airframe is pretty light, all things considered. The more I use it, the less I notice it. But it’s definitely not something I would love to climb all day in; it’s not the most intrusive chest and back protector I’ve ever used and is one of the easiest to get along with while shuttling and doing laps in the park.

Fox Enduro Pro Knee Sleeves

• MSRP: $129.95
• Koroyd inserts for excellent impact protection and flexibility
• Abrasion-resistant Cordura® fabric on the Koroyd insert pocket
• Lightweight, minimal sleeve style construction for increased comfort and flexibility while on the bike
• Large elastic gripper panels with silicone print designed to keep the guards in place while riding or during impact
• Antimicrobial treatment reduces odor-causing microbes
• EN1621-1 Level 1 CE Certification

I’ve been riding the Enduro Pro Knee Sleeves since they showed up on my doorstep 8 months ago. They’re my go-to for most rides that are more gravity-focused. They’re not super light, but the coverage and security they provide are unbeatable. The Koroyd insert is super breathable, removable, and it makes them really easy to wash when they start to stink - which they will.

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The highlight for me is the balance of comfort and protection. Not shocking, I know, but that’s the point. They’re super secure, with large grippers on top, an internal sleeve that separates the Koroyd insert from the main sleeve, and a longer lower section that offers some shin protection. This construction keeps them in place and eliminates any worry about pad-gap when wearing them with shorts. 

Smith Hardline Carbon MIPS

• MSRP: $600.00
• Weight (Size M): 910 g
• Complete KOROYD® coverage for lightweight, energy-absorbing and ventilated impact protection
• Mips® Safety System reduces rotational forces caused by angled impacts to the head
• Collarbone impact protection zone disperses force on impact during a crash to aid in reducing collarbone injuries from the edge of a helmet
• Complies with U.S. CPSC Safety Standard for Bicycle Helmets for Persons Age 5 and Older as well as EN 1078, CPSC, AS/NZS2063, and ASTM F1952 downhill certified

From shuttles to Whistler Bike Park, the Smith Hardline Carbon has been my pick. While I don’t love the Koroyd for half-shell helmets because it doesn’t breathe or vent as much as other helmets, that is less of a worry with the Hardline Carbon, since it’s already a lot of material on my dome and protection takes the driver's seat over overall comfort.

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That is not to say it’s uncomfortable by any means. The Smith Hardline Carbon is one of the most comfortable full-face helmets I’ve worn recently, and, truthfully, it breathes better than I expected, compared to other full-face lids on the market.

Outside of the robust amount of protection on offer, the weight, fit, and field of view are the highlights with the Smith Hardline Carbon for me, and with most full-face helmets I often struggle with the feeling of a bigger helmet and restricted view of the trail - and that hasn’t been much of an issue here, and I’m not even using Smith goggles with the Hardline, which means it plays will with non-monogomus helmet and goggle setups.

Final Thoughts

Although the selection of all these pieces of gear was independent of one another, and the fact that they all feature the same tech is unintentional, it speaks to the confidence that Koroyd inspires when used in protective gear on the bike. And as stated at the start, it’s all about the balance between comfort and protection, and all three of these picks check off both of those needs.

Protective gear only works when you wear it, and these are not only super comfortable options but, thanks to Koroyd tech, also some of the safest.

It’s no secret that the vast majority of UCI Downhill fans are unhappy with the way the broadcast has been since the recent acquisition, and it seems to me that athletes with YouTube channels are doing the bulk of the heavy lifting in terms of content and insight outside the official race-day coverage. It’s certainly an interesting situation being able to get truly detailed interviews and feedback from the riders via channels like Wyn TV, Moi Moi TV, and even some of the competing athletes' GoPro footage. And even better, all this content is free, without paying a subscription fee to a media giant.

If you’re like me and excited about the races and want all the info you can get, YouTube has become the resource of choice for details, and no one does it better than Wyn TV these days. 

Buy the man a cuppa and show some support! 

Troy Brosnan crashed after running over another rider's bike, Jackson Goldstone took a digger during the course preview with GoPro, and the Alran brothers have put together a double-trouble course preview with Commencal.

Coverage is coming in from the YouTube crews on the ground, and it seems to be one of the best ways to stay up to speed with the ever-changing conditions. We’ve compiled a few of the best bits of content posted to YouTube today that give an eye-opening look at just how gnarly this race is going to be. Will the rain return, or will the moisture evaporate? No one knows, and that makes us spectators very excited.

Troy Brosnan Leogang 2026 Crash

Moi Moi TV Practice

Alran Brothers Leogang 2026 Course Preview

Jackson Goldstone 2026 Leogang GoPro Course Preview

WynTV Leogang 2026 Day 1

EVOC is launching a fully modular, waterproof, and PFAS-free bikepacking collection designed to integrate seamlessly with your entire bike setup. This ecosystem uses a unified strap-and-mount system to end setup headaches, gear shifting, and ruined frame paint.

Here is the quick breakdown of how this new gear operates and what it means for your next overnight or multi-day trip.

The Setup: Modular Design Made Easy

EVOC built this collection in tandem with Jana Kesenheimer, winner of the self-supported Transcontinental Race across Europe. To serve everyone from fast-and-light racers to weekend tourers, they split the gear into two distinct camps that share the exact same mounting hardware:

• The Ultra Line: Shaves every possible gram with minimalist, buckle-down designs engineered for racing.
• The Explorer Line: Focuses on everyday utility, robust features, and quick-access options for traditional touring and commuting.

Every bag uses universal straps available in three lengths, with soft TPU rubber backing under the buckles so you don't chew through your frame's finish on gritty fire roads. Colors are kept low-key with black and sand options, though the seat bags get a standalone "Violet" colorway if you want to stand out.

Killing "Bag Wag" and Simplifying the Cockpit

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Handlebar & Frame Storage

Up front, EVOC is using a tool-free BOA dial-and-strap system on its 5L Handlebar Pack ($150) to ditch heavy, cumbersome aftermarket mounts. It’s paired with a year-round 1.5L version ($75) that can be stacked or run solo.

For the frame triangle, the Top Tube Packs (1L for $55 and 2L Ultra for $80) feature a smart pass-through charge port for your computer or phone, along with aerodynamic shaping that won't block your water bottles. Matching 1.5L ($95) and 3L ($115) Frame Packs offer one-handed zipper access and internal dividers to keep your tools and snacks from migrating.

Stability at the Saddle

The Fix for Tail Wag: Out back, EVOC addresses the dreaded side-to-side sway of loaded seat bags. They engineered a custom wedge that nests tightly against the seat post, combined with rail straps that pull the load upward. The heavier you pack it, the more the weight locks into the wedge.

The dropper-post-compatible Seat Packs come in featherweight Ultra buckle styles (4L and 7L) and high-volume BOA dial options (9L to 15L) featuring stiffened side panels to keep the bag from buckling under pressure.

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Rounding out the utility end are an insulated stem-mounted "burrito bag" food pouch ($50) and a rugged, zipper-less down tube pack ($70) designed to live in the mud. For heavy hauling, EVOC tapped German hardware specialists KlickFix for their new 4.5L fork and 25L rear panniers ($100–$110), the latter featuring a padded laptop sleeve for commuter duties.

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Tech Specs & Pricing

Shop the EVOC Bikepacking bags at EVOCsports.com

I’ve had a couple of DZR shoes over the years, and they certainly had a reputation for being among the most durable bike footwear that doesn’t look like traditional cycling shoes. Heck, BIKE even had our own DZR shoes for a while. So when I saw that the brand was being somewhat reborn as DRIFT and releasing the ARC, I was excited to see what these new shoes were all about and whether they held true to DZR's ethos.

• Full-grain leather
• SPD-compatible
• Composite shank
• Reinforced toe Box
• Rubber outsole
• MSRP: $240

Pros
Durable, waterproof, unique-looking, premium build quality.

Cons
Hot, poor heel retention, uncomfortable lacing, expensive.

Explore the Drift ARC at Drift-sports.com

In terms of build quality, I’d say they are some of the most meticulously built shoes I’ve worn on the bike in a long time, but in terms of how they actually ride on the bike, that has left a little to be desired.

First off, I’ll talk about the construction and feel of the ARC. They’re full-grain leather, and it’s clear that a lot of attention to detail was paid in the development of them. The seams are all robust, sealed, and I can’t imagine these falling apart after years of abuse, which is what these are designed for. They are waterproof, with a composite plastic shank for stiffness and a reinforced toe box for added security. I’m a huge fan of laces, and the ARC have been a reminder of just how comfortable they are overall. The eyelets are reinforced and again, robust. The extra lace that remains after tying them up can be tucked into an interesting flap at the tongue, secured by a small snap and an elastic band.

The cleat position is fairly mid-foot and comparable to the Fox Union Boa and Shimano GE900 HS, two of my other daily drivers this year, which feels really good. The sole is definitely pretty stiff, which translates to efficient power transfer on the downstroke and an overall comfortable feeling in the shoe on long rides.

If you’re someone who struggles with the current state of build quality in clipless MTB shoes, the Drift ARC could very well quell your worries, but that build quality doesn’t come cheap. At $240 USD, the ARC is a premium shoe with a premium price. But if it checks all the boxes, I can already tell that these will be a shoe that lasts forever and then some.

Most of the stitching is doubled, and the full-grain leather will do what leather does: break in over time if you treat it well. I really do appreciate the build quality, and the aesthetics are polarizing, looking more like a mid-2000s skate shoe than a clipless MTB shoe. They definitely give off Nike AF1 or Airwalk vibes, which could be a selling point.

The ARC is certainly a low-top sneaker disguised as a cycling shoe, and it definitely feels like that through the lens of comfort, but when looking at it through the lens of a mountain bike shoe, there are a few places where the ARC falls slightly short, at least in relation to what I’m looking for in a clipless MTB shoe. 

When they say low rise, they mean it. That has been my biggest gripe with the ARC. The tongue feels far too short, resulting in a slightly uncomfortable lacing pattern, or an excess of leftover laces if I get them feeling really good. The heel also tends to pull up quite a lot if you aren't totally strangling your ankles with the laces, and it has taken some time to get used to, especially since both the Union BOA and GE9 HS have such great heel retention. 

The insole is nothing special - there's no adjustable arch support or fancy footbed, but the actual finish of the inside of the shoe is free of any bumps, material overlaps, or folds that could cause discomfort.

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Having a waterproof MTB shoe is always nice; it also seems a little counterintuitive to go with a low-rise profile, but it does make them more versatile and wearable year-round. I will say that I was expecting them to be far less breathable than they are, and have been surprised that my feet didn’t totally overheat in the first few rides. I’m not saying my feet were cool or completely comfortable, but they weren't burning up by any means.

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I’ve used the Drift ARC with both Crankbrothers and SPD pedals without any conflicts between sole, pedals, pins, or crankarms, which is a good sign, as some clipless shoes can have trouble playing nice with different pedal styles. I don’t really have much to say about the sole, because honestly, it doesn’t seem like anything crazy special. Drift isn’t using a proprietary rubber compound or a secret recipe; they simply advertise it as a “rubber outsole”. At the end of the day, it’s a clipless shoe, and as long as the sole doesn’t totally fall apart after a few hike-a-bikes, it’s good enough.

Final Thoughts

While this isn't a long-term review and just my thoughts after a few weeks in them, they are so far an interesting shoe. I'll be curious to see how the full-grain leather breaks in over time and if the initial impressions of the build quality hold up. Overall, they are pretty comfortable after a few dozen rides, and it seems they continue to get better with each subsequent adventure.

Here is what you need to know about this integrated and rather unique-looking speed machine.

The Scale vs. Reality

Let’s talk frame weight, because SCOTT isn't cutting corners here. For a painted size medium frame including covers and pivot hardware, the numbers are impressive, albeit not the lightest on the market, but that's not the point, and SCOTT is making that perfectly clear.

• HMX-SL: The cream-of-the-crop frame kit drops down to 1427 grams.
• HMX: The mid-tier layout lands at a highly competitive 1570 grams.
• HMF: The everyday workhorse specification rolls in at 1793 grams.

If you are a true racer looking to strip the bike down for a Sunday smash, SCOTT modularized the cable guides and internal storage. You can pull them out to unlock up to 100 grams of pure race-day weight savings without compromising the frame's structural integrity.

Kinematics & Geo

To eliminate trail chatter when you're cornering at the absolute limit of traction, SCOTT tucked the rear shock inside the bottom bracket area, slammed as low as humanly possible. Lowering the center of mass keeps the bike incredibly stable and precise when you are pushing hard. Because the shock is completely sealed inside the frame, it stays safe from mud, power washers, and flying rocks.

The Spark RC will also feature three headset settings that adjust the angle by 0.5 degrees in either direction to fine-tune the ride for a desired feel; furthermore, the Spark RC has been tested with a 130mm fork up front, which seems to be common on most XC bikes these days.  Plus, the frame fits two water bottles inside the front triangle, even on a size small.

The rear triangle utilizes a refined flex pivot system. The suspension is tuned so that the necessary carbon deflection occurs only toward the end of travel, working alongside the air spring to create a predictable, non-harsh bottom-out. Even better, SCOTT upgraded to bigger, double-sealed bearings to stop the dreaded pivot creak before it starts. The high-end HMX-SL and HMX frames get premium CeramicSpeed SLT bearings with a lifetime warranty, while HMF frames get durable stainless steel.

Integration Solutions

Internal routing can be a total nightmare, but the new Syncros OCT (Octopus Cable-Routing Technology) actually makes sense. Hoses enter their own color-coded ducts directly at the headset, running cleanly down the tube to accessible anchor points.

Hidden Details That Matter

• No-Tool Access: Magnetic and clipped frame covers pop right off so you can adjust your shock without a headache.
• Built-in Drainage: If water manages to sneak past the sealed covers, a large frame drain hole evacuates it immediately.
• Long Droppers Welcome: A clever exterior bottle cage adapter keeps threads out of the seat tube, allowing you to run up to a 200 mm dropper post on larger sizes.
• Frame Armor: An automatic internal steering stopper keeps your handlebars and brake levers from smashing into your pristine carbon top tube during a crash.
• Save the Day Kit: Select models hide an internal tool bag and a dedicated multi-tool (with 6 mm, T25, and shock tools) right next to the rear shock.

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The Build Options

Syncros also went all-in on the finishing kit. The single-piece Syncros iC-M100-SL carbon cockpit cuts 60 grams off the old model, weighing just 210 grams. Meanwhile, the top-tier Syncros Silverton CF1 carbon wheels use carbon spokes and a 36T ratchet hub to hit a svelte 1180 grams.

Although we don’t yet have a full pricing list, I’ll wager they won't be budget-oriented bikes, but they will be fast, and speed isn’t cheap.

Explore the new Spark RC at Scott-sports.com

Pre-orders are live at Rhythmus.equipment, and expected to ship in the first week of July.

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Honestly, I’ve found the RP 9L to be perfect for most of my rides - especially when carrying cameras and stuff, but also for overnighters and some longer gravel rides. The CZ 6L is basically the smaller, faster, lighter version of the RP 9L, and I’m super excited to check it out.

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Tool Pouch Plus
$40.00

Rhythmus has also announced the Tool Pouch Plus and the Micro Musette. Think of this as a travel-light, travel-fast kit. The Rhythmus Tool Pouch Plus enhances your on-ride organization. Its slim design fits easily into a bib pocket without bulk, and the rear pass-through allows secure attachment to saddle rails or the frame. It offers enough space for essentials like a multi-tool, tire levers, CO2 cartridge, spare link, and more.

Micro Mussette
$32.00

The Micro Musette is an ultralight, packable musette designed for riders seeking versatile carrying options without added bulk. Its compact size allows it to be stored on your bike when not in use and it can be quickly deployed for café stops, resupply runs, or similar needs. A secure zipper and water-resistant material protect your gear, while reflective accents enhance visibility in low light conditions.

CZ 6L Vest
$175.00

The Rhythmus CZ 6L Hydration Pack is designed to move with you. It is lightweight and durable, featuring enhanced breathability, making it ideal for riders who want to travel quickly and remain efficient over extended distances. 

CZ 6L Details

Crafted from ultra-durable, PFAS-free 70D Nylon and UHMWPE fabric, this lightweight 450g, 6L pack in Black/Plum is engineered for peak performance and stability on rough terrain. It features an updated Free-flow back panel for superior cooling, alongside a breathable, 2-point adjustable harness that ensures a secure, bounce-free fit. Packing and accessing gear is effortless thanks to an unobstructed center-zip main compartment, an interior hydration sleeve optimized for 1.5L–2L reservoirs (not included), and a convenient magnetic hose clip.

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Storage is highly organized yet streamlined, offering a secure accessory pocket with a modular key clip, removable external elastic lash straps, two stretch harness pockets for quick-access items, and two enlarged zippered harness pockets specifically upgraded to accommodate modern, large smartphones.

Specs

• Volume: 6L
• Weight: 450g
• Color: Black / Plum
• Material: Nylon, UHMWPE, Elastane, C0 DWR, PFAS Free
• Origin: Vietnam
• Optimized for 1.5L - 2L hydration bladders. Hydration bladder not included

At just 840 grams for size medium, that's a pretty impressive figure, and not bad for the brand's foray into DH-rated helmets, and at $499.99 USD, it's hard not to add this to the list of options if you're shopping for a new full-face.

Learn more at Lazersport.com

Inside the Tech

Instead of relying on third-party slip-liners, Lazer is doubling down on their proprietary safety tech with a new system called DualCore, the next evolution of the KinetiCore design.

The helmet relies on integrated EPS foam blocks that are engineered to crumple on impact. This built-in crumple zone absorbs both direct and rotational forces, keeping that energy away from your brain.

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How DualCore Works: Lazer sandwiches two distinct EPS densities together. A soft, low-density layer sits closest to your head to damp rotational energy. Right above it, a hard, high-density layer forms the outer line of defense, ready to take the brunt of heavy direct impacts.

The entire package is wrapped in a lightweight carbon shell and carries a full ASTM Downhill certification, ensuring it's completely race-legal.

Lazer refined this helmet alongside elite gravity athletes, which shows in the practical, trail-ready features baked into the shell:

• Emergency Cheek Pads: Designed for safer, easier helmet removal by medical staff after a bad crash.
• Fixed Visor & Camera Mount: Built to stay stable and rattle-free at high speeds, with a dedicated under-visor space for a camera.
• Collarbone Protection: The bottom edge of the helmet features a softer lower trim to reduce the chance of collarbone damage during a harsh spill.
• Goggle Grip: Integrated molded grips on the shell keep your goggle strap locked in place through the nastiest rock gardens.

Details & Pricing

The A-Line KinetiCore is available starting today on Lazer's website and at select bike shops globally. Here is how it all stacks up.

Although Specialized says the Levo 4 X isn't just the Levo 4 with racks, I’ve been trying to find the major differences between the two options, and it sure seems like it’s pretty much the Levo 4 with the racks pre-configured. In fact, the press release FAQ section addresses this with a section saying “Is the Levo 4 X just the Levo 4 with racks?” to which they respond: “No. It is a complete S-Works Levo 4 platform equipped for Electric Overland with a patent-pending rack system designed to carry more while preserving ride quality.” However, looking at the spec sheet, it seems to be just the Levo 4 with racks.

View the 2 images of this gallery on the original article

For all the info on the actual bike, see the review of the Specialized Levo 4, since it’s pretty much just that bike, save for the new racks, which will be available à la carte for the Levo 4 and Levo R (except the S6 size).

The Racks

The Levo X racks are the main talking point as they mount directly to the bike and offer up a total carry capacity of 22kg (48.5lbs). That load is split between a front and rear rack, designed to distribute the weight in a way that keeps the bike from feeling unwieldy on singletrack or commutes.

• Front rack: $170/€199/£169
• Rear rack: $250/€399/£339

View the 2 images of this gallery on the original article

View the 2 images of this gallery on the original article

The front rack retails for $170/€199/£169 and can carry up to 10 kg (22lbs), and mounts via the steer tube on the fork to keep weight off the main frame for better handling. The rear rack retails for $250/€399/£339, can carry up to 12 kg (~26.5 lbs), and mounts via a pretty robust scaffolding array that attaches to the rear rocker linkage.

Overall, the new racks seem robust and well thought out, and definitely add another level of functionality to the already extensive family of Levo bikes. This does seem really appealing to those of us hauling tools and water for trail work, or someone looking to pull double duty on the Levo for commutes or weekend bikepacking trips.

Learn more at Specialized.com

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

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

Schwalbe Radial Magic Mary and Albert

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

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

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

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

Vee Tire Co. RADcore Attack FSX

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

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

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

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

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

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

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

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

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

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

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

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

Initial Thoughts

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

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

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

Necessary Changes

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

View the 2 images of this gallery on the original article

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

View the 2 images of this gallery on the original article

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

View the 2 images of this gallery on the original article

Early Ride Impressions

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

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

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

Motor, Battery, and Charging

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

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

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

In Summary

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

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

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

Details

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

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

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

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

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

Ride Impressions

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

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

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

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

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

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

View the 2 images of this gallery on the original article

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

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

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

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

How to Enter

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

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

The Community Call

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

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

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

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