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

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

Tallboy 1 (2009 - 2013)

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

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

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

Tallboy LT 1 (2012-2015)

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

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

Tallboy 2 (2013-2016)

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

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

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

Tallboy 3 (2016 - 2019)

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

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

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

Tallboy 4 (2019-2022)

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

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

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

Tallboy 5 (2022-Current)

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

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

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

What’s Next?

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

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

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

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

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

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

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Frame Highlights:

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

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

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

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

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

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

Availability and Details

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

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

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

Learn More at Stinnerframeworks.com

Build Details:

Refugio 32 Frame Spec:

Frame:

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

Fork:

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

Wheelset:

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

Complete Refugio 32 Spec:

Cockpit:

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

Drivetrain:

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

Brakes

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

Wheelset:

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

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

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

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

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

Leatt Gravity 5.0 Helmet Specs

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

Personal Bias

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

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

Leatt Gravity Overview

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

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

Riding and Impressions

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

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

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

Fit and Function

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

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

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

Final Thoughts & Availability

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

The Leatt Gravity 5.0 is available now

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

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

4130 All-Road Updates

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

View the 2 images of this gallery on the original article

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

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

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

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

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

View the 2 images of this gallery on the original article

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

Details:

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

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

Watch the vision unfold...

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

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

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

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

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

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

Stoked to share it with you all soon.

Merci Dorian et Adrien.

-Paul Couderc

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

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

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

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

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

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

Stans Drivetrain & Bike Cleaner

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

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

Velocio TRAIL Mesh Bib Liner

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

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

Hammerhead Karoo (3)

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

View the 2 images of this gallery on the original article

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

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

Outdoor Research Helium UL Bivy

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

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

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

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

Recon EVO Details

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

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

Pillar 1: Power Transfer

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

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

Pillar 2: Ergonomics & Fit

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

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

Pillar 3: Premium Off‑Road Features

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

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

Who’s it for?

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

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

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

A Mountain Bike Pioneer

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

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

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

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

"Mert’s Hands"

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

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

A Life Lived on His Own Terms

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

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

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

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

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

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

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

If you're struggling, reach out.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Details

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

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

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

Learn more about the ZADER at Zink.bike

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

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

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

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

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

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

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

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

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

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

Overview

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

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

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

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

Moterra LT Suspension Details

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Pricing & Geometry

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Build Kits

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

Details

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

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

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

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

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

View the 2 images of this gallery on the original article

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

Long Travel Body, Short-Travel Mind

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

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

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

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

Build Kits, Geo, and Availability

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

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

The Takeaway

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

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

Learn more at Rmumtnculture.com

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

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

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

Details

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

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

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

Intentional Design

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

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

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

Availability and Pricing

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

View the 5 images of this gallery on the original article

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

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

Intense Tazer Detials

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

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

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

New Suspension Platform

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

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

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

View the 2 images of this gallery on the original article

Geometry

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

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

Builds, Pricing, and Weight

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

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

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

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

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

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

Bosch Update Overview

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

More Power and Support

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

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

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

Fast Charging

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

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

Connectivity

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

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

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

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

Overview

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

Geometry and Travel

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

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

Weight and "Flip Chip"

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

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

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

Pricing and Availability

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

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

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

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

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

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

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

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

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

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

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

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

Details

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

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

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

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

What is Underbiking?

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

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

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

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

Blackheart Gravel AL First Hits

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

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

Geometry

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

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

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

Build Kit

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

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

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

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First Impressions

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

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

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

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

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

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

The Compounds

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

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

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The Treads & Casings

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

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

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

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The Price

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

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

Learn more and shop tires at ethirteen.com

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

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

Details

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

What's New

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

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

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

Overview

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

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

Testing Both Dissector Tires

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

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

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

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

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

Epic 8 Meets Epic World Cup

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

Tech & Weight

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

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

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

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

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

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

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Geometry

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

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

Builds and Pricing

S-Works Ultralight

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

S-Works

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

Pro

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

Expert

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

Learn More at Specialized.com

Episode 1: Testing the Frontier in South Korea

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

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

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

What’s Next for the 2026 Season?

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

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

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

Overview

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

Fit

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

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

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

Features

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

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

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

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

Testing

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

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

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

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

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More Helmets

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

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

What to look for in a kids MTB

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

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

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

Spawn Yoji Mountain Bike

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

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

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

The Details

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

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

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

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

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

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

SIZE AND MODEL SPECS

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

Ride Impressions

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

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

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

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

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

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

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

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

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

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

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

Geometry

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

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

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

Overall Thoughts

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

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

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

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

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

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

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

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

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

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

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

Details

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

Build Kit

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

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

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

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

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

Geometry

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

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

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

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

Suspension and Ride Feel

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

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

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

Final Thoughts

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

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

Likes & Dislikes

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

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

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

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

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

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

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

Long live the Horse."

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

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

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

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

The Details

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

Storage That Works

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

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

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Comfort for the Long Haul

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

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

Six Years of Tweaking

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

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

Explore more Ornot at Ornotbike.com

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

Details

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

Lightweight Power

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

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

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

Geometry

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

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

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

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Build Kit and Pricing

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

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

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

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Learn More at Konaworld.com

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

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

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

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

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

Form and Function

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

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

Key Highlights: The RS Evolution

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

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Details

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

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

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

Learn More at 612-parts.com

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

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

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

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

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

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

The Hierarchy: S100, S200, and S500

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

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

Eagle S500: The Flagship Wireless

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

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

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

Eagle S200: The Mechanical Workhorse

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

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

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

Eagle S100: Robust Entry Point

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

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

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

Explore More at SRAM.com

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

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

Demo 11 Details

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

HighGear

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

Why does this matter? Two reasons:

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

The OBB Linkage: Pull to Push

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

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

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

View the 2 images of this gallery on the original article

Geometry

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

Pricing

A Race Bike at Race Bike Prices

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

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

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

The Quick Hits

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

View the 3 images of this gallery on the original article

High-Pivot Heritage, Made Better

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

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

Geometry

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

An eMTB with Directive

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

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

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

For more info and build kits, visit Forbiddenbike.com

Watch "Whatever Dude" Below

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

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

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

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

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

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

The Ouroboros That Is the Bike Industry

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

Why 32” Is Not as Scary as You Think

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

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

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

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

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

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

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

End of transmission. Thanks for listening to my opinion.

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

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

A Major Reversal for E-Bikes

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

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

The Power of Industry Advocacy

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

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

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

Tariff Refund Requests

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

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

Why This Matters for You

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

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

Learn more at PeopleForBikes.com

View the 2 images of this gallery on the original article

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

Operation Hours and Open Trails

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

Check the Snow Valley Bike Park Schedule Here

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

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

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

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

View the 2 images of this gallery on the original article

Details

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

Why Inverted?

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

View the 2 images of this gallery on the original article

Addressing the Flex with SquareLoc

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

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

View the 2 images of this gallery on the original article

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

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

SideSwipe Guards

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

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

Simplified Setup

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

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

View the 2 images of this gallery on the original article

The Bottom Line

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

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

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

Head to Canecreek.com to get in line

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

Dunlop MTB Tire Range

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

MB34 & MB53 Tires

View the 2 images of this gallery on the original article

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

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

Dunlop MTB Tire Details

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

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

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

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

Learn More at Bikedunlop.com

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

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

Overview

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

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

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

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

Adjustments

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

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

View the 2 images of this gallery on the original article

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

The Competition

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

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

Initial Take

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

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

Learn more at Brembo.com

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

Overview

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

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

The Motor: Bosch Performance Line PX

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

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

Geometry and Suspension

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

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

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

Build Kits and Pricing

Sight VLT A1
$6,599

Sight VLT A2
$5,699

Sight VLT A3
$4,799

Final Take

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

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

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

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

The Levo Family Grows

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

View the 3 images of this gallery on the original article

Available at Specialized.com

No Genie in a Bottle

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

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

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

The Motor

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

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

Levo EVO Geometry

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

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

Turn the Levo 4 into the Levo EVO

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

Pricing and Builds

Levo 4 EVO Pro 

Levo 4 EVO Comp

Final Thoughts

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

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