The new Python pedals offer a healthy amount of grip in stock form, and FUNN sells optional longer pins for those who want more. To sum it up, I’d say the Python pedals are (in the best way) everything they need to be and nothing more.

FUNN Python Pedals – Construction:

The new Python pedals feature a 6061-T6 aluminum body which is forged, then trimmed down on a CNC machine. At 100x110x10.5mm, FUNN has provided a good-sized platform that should feel plenty supportive to anyone without huge feet, while keeping things pretty trim and lightweight.

The Pythons’ thin bodies help minimize pedal strikes, and FUNN has even machined down the outer ends of the pedals to a slimmer profile than the rest of the body.

FUNN says the Python pedals’ optimized profile maximizes pedal-to-shoe contact and pedaling efficiency. At first glance, they seem pretty flat, but there is a very slight concave to the Python pedal bodies. The front and rear ends are a tad thicker than the midsection of the pedal, so the middle pins sit slightly lower. Also, there is a tiny hump over the spindle (which looks bigger in the above photo than it really is) but I never felt it at all while riding. Those who enjoy a more concave pedal can always use the longer pins to achieve this… as I did. More on that below…

Funn specs the Pythons with a full set of short pins, but they offer an optional set of longer pins that are compatible with FUNN’s Python, Funndamental, Mamba, Mamba S, and Ripper pedals. The long pins are longer and thinner, and they definitely add more grip to the pedal vs. the short pins. Instead of a full-length spindle, the Python pedals utilize a stubby cartridge axle system for easy maintenance.

I was impressed to see the Pythons weighed in at 373g for the pair, just beating FUNN’s claim of 375g.

Ride Impressions:

As soon as I started riding the Pythons, I was impressed with how supportive the pedal bodies felt. These pedals don’t look huge, yet no matter where I put weight on my foot it always felt like there was plenty of pedal underneath. I think FUNN hit on a great shape that reaches out to all corners while still looking sleek.

The Pythons’ bodies are almost flat, and with the shorter set of stock pins, the pedals have a fairly flat feel. The grip is already pretty good with the short pins, offering a secure hold on your foot that still allows for easy re-positioning. I should note I rode the Pythons with my grippiest pair of shoes (FiveTen Freeriders).

FUNN set me up with a set of the longer pins, so I did what I think a lot of riders would – I put them in the front and rear parts of the pedal and left the shorter pins in the middle. Immediately I preferred this setup; the longer pins offered noticeably more grip, and the pedals felt more concave (which I like). At this point adjusting a foot took a bit of intention, so I was happy with the level of grip and never installed the full set of longer pins. If you did you’d have one very grippy pedal, just with a less concave feel.

To be honest with our readers, I didn’t really get to beat the crap out of the Python pedals as most of my time spent with them were ‘rehab rides’ after an injury this spring. I’ve put some decent distance on them, but they haven’t been subjected to much on-trail abuse. My Pythons aren’t showing any concerning signs of wear, play, or damage, but they have had it pretty easy. If any serious issues occur this season, I will update this article accordingly!

FUNN’s new Python pedals retail for $115, and they will be available by the end of June. Color options are Black, Grey, Orange, Green, Red, and Blue.

funnmtb.com

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Always one for an adventure, bottles were filled, pedals installed, and we were off for a mostly pavement loop in the hills inland from Monterey, California.

Quick background: Alchemy’s first gravel bike, the Ronin, is more of a race bike, with geometry closer to a road bike and a short headtube that allows aggressive body positioning. The Lycos is their sophomore effort, aimed at riders who like to mix mountain bike trails into their rides, with slacker geometry and much larger tire clearance (which we were maxing out with 700×50 Maxxis Ramblers).

Both bikes feature top tube bag mounts and three bottle mounts, one being under the downtube near the BB shell. The key difference is the geometry and layups.

Once we rolled out, any concerns about the Lycos’ road manners quickly dissipated. Starting in a paceline full of strong riders, it held a line and behaved well riding two abreast once we reached low-traffic country roads.

The real fun began once we hit dirt, with a long, gradual climb through the hills before a ripping fast descent that had its share of stutter bumps, loose pebbly ground cover, and winding curves.

Handling was stable and predictable, allowing me to look around and enjoy the scenery a bit.

The Lycos’ fork has three mounts for extra storage, plus fender mounts for foul-weather riding. It’s not pitched as an “adventure” or bikepacking bike and lacks the extra frame mounts to support racks or fixed bags, but there’s no reason you couldn’t strap a variety of frame bags to it and head out for multi-day excursions.

The thin seatstays are set low, and the bottom half of the seat tube thins and flattens, adding compliance and comfort over rough roads. I’ve found that the Ronin is surprisingly comfortable for having a racy attitude, with seatstays that go straight to the top, but the Lycos improves upon this while maintaining spirited performance when you need to beat your buddies to the county line.

Alchemy offers stock colorways with your choice of stealth or standard logos, plus custom paint from their in-house studio.

I rode the GRX Di2 build ($6,499), which even with a 1x drivetrain was fine on the road sections and gravel…which is good, because the frame has no accommodation for front derailleurs. Just change the front chainring size to suit your needs, or swap to a MTB cassette and derailleur for more range.

Complete bikes start at just $4,999, and other than the GRX build all others are SRAM with your choice of XPLR gravel or Eagle MTB cassettes and derailleurs out back. All frames use a UDH rear derailleur.

It’s something I could see riding long miles, on road or off. If you’re looking for a single drop-bar bike to pull double duty, it’s worth a look. I certainly wouldn’t mind one of these in my own stable.

AlchemyBikes.com

The post Review: Alchemy Lycos Gravel Bike is Road & Trail-Worthy appeared first on Bikerumor.

A while ago I wrote a piece on Ron’s new cycling shoe collaboration with Stomp Lox. The SPD-compatible bicycle shoe was called Slack. It was a cycling shoe that sported a nice alternative look when compared to a typical cycling shoe. Plus it looked like it had a nice, wide-toe box… I really dug the looks of it and wanted to try a pair.

Unfortunately, Ron wasn’t able to send over a pair of the brown top grain model for me to review but was able to introduce me to Mamyia at Stomp Lox Japan directly to get a pair of the olive suede style sent over to me to try out.

Note: The version of the Stomp Lox Slack that’s sold through Ron’s Bikes is made exclusively for them in Japan, and comes in sizes 8 through 13. Ron’s Bikes version has the LeRon Tulip label on the tongue and comes with brass hardware. The version of the Slack that I got directly from Stomp Lox is made in China, and doesn’t have brass hardware, or the tulip label, and only comes in black suede or olive suede.

Slack Out of the Box

When I received the Slack and opened the box, I found that the shoe looked much narrower than the photos. They were packaged well and arrived undamaged. I was surprised that the shoes didn’t come with a rubber “block” or cover for the cleat area, in case you didn’t want to use them to clip in.

The Slack is made of durable genius suede cow leather for the outside of the upper and uses a breathable, wear-resistant pigskin on the inside.

These shoes are compatible with any 2-bolt cleat system, come with cleat plates, and are pre-laced and ready to roll. The Vibram sole seems to be a nice touch and looks thick and durable. The suede is not waterproof and Stomp Lox suggests that they should be sprayed with waterproofing spray before use.

I received the Slacks way back in February and have finally gotten through some other reviews and was able to slip these on and take them for a first ride.

The Slack’s First Few Rides

One of the things that attracted me to these shoes, besides their looks, (I love the way they look like they just walked off the Dolomites circa 1966), was the wide-toe box and laces. I honestly hate the way most cycling shoes feel on my feet. It’s one of the reasons I had switched to flat pedals, after 25+ years of riding clipping in

The traditional cycling shoe is like everything else the bike industry offers in wearable goods, they seem to be made with only smaller individuals, who race, in mind.

The Slack has a medium stiff sole which has proven good for on or off-the-bike walking as well as the few hike-a-bike sections I have in my riding area.

I ordered the USA 11, and the fit seems pretty true to size. They hold my foot snugly without having to crank down on the laces to tighten them. On the first few rides, I noticed zero heel lift and no hot spots on my foot.

The Slack’s full leather upper and supple pigskin made them really comfy right out of the box. I would imagine that the shoes may stretch, making the shoes even more comfortable as they get worn in.

The Slack’s Vibram sole is part of Stomp Lox’s Power Ride Core System. This is a system that offers the “perfect balance of stability and flexibility”. Stomp Lox says the Vibram sole is also replaceable.

Upon my initial impression and the first few rides, the shoes checked all of the boxes for me.

They’re comfy right out of the box, they have a great non-traditional look to them, they’re made with quality material and they have laces, which I feel are infinitely more adjustable than other fastening systems for varying foot sizes and needs.

They’re really quite comfortable off of the bike. They seem to be made well, which is to be expected with the lofty price tag. Overall they seem to be a great pair of bicycle shoes. We’ll see how they continue to perform when we get into more detail in my full review in the next few months.

The Slack Sizing and Retail

Retail: $250 (Stomp Lox version direct)

Color: Olive suede or Black suede

The Slack comes in two shapes; “normal fit and Asian fit”

The sizing is as follows:

USA: 8, 9, 10, 11, 12, 13

UK: 7, 8, 9, 10, 11, 11.5

EU: 40.5, 42, 43, 44.5, 46, 46.5

Japan: 26, 27, 28, 29, 30, 31

Stay tuned here at Bikerumor for my full, long-term review of the Stomp Lox Slack!

StompLox.com

The post Stomp Lox Slack, a Bicycle Shoe for the Rest of Us appeared first on Bikerumor.

We who ride the bicycle know that muscle recovery is important, and I am not a stranger to the benefits that a massage gun can offer. But, I didn’t know that much about Ekrin Athletics, so I did a lil’ homework to get familiar with the company.

According to the Ekrin website, they have a lot of professional athletes using their products, from the WMBA, and NHL, to the NFL. I didn’t see any cyclists though, which I felt was a little surprising.

Do massage guns work? They seem to, I’ve personally found benefits while using a massage gun after both long rides and rides with big efforts. I even use the gun on the no-ride days that fall between the riding days. I use it on my back and neck as well. It works well, and I am a proponent of the tech.

But, let’s talk a little bit about percussive therapy.

Some Thoughts from UCLA Health

According to UCLA Health, percussive therapy, which is also called percussive massage, uses “rapid and repetitive pressure combined with vibration therapy. The massage head moves quickly and forcefully, applying pressure directly to your soft tissue, while the vibrations engage the outer layer of skin”.

A good massage has been proven to help with stress reduction, easing pain, and improving circulation, says UCLA Health. But, not everyone can afford or has the time to partake in a professional-level massage. For this reason, a massage gun is a great “DIY” alternative. But before purchasing one, UCLA Health suggests the following features to consider:

• Speeds: More options give the gun versatility.
• Weight: Since you could be holding the gun for up to 10mins, they suggest a gun falls in the 2 to 4 lbs range.
• Noise: This may affect where you use it and how “relaxing” the experience is.
• Battery: How long the battery lasts between charges can affect whether it’s ready to use when you need it.

Benefits of Percussive Therapy

You don’t have to be an elite athlete to enjoy the benefits of percussive therapy. Some of the gains you achieve are just good for your overall health. Contrary to what you may think, I am not a medical professional, and I won’t be doing a super deep dive into the full medical benefits of percussive therapy, I will however list a few that UCLA Health mentions:

• Improved mobility – Stiff necks, sore back or aching muscles may be due to fascia, layers of tissue and fluid that can surround and stabilize your bones, muscles, nerves, and blood vessels can lead to limited mobility. The repeated pressure at high speeds of percussive therapy thins and distributes the thickened fascia fluid helping your muscles move easier.
• Reduced post-exercise soreness – Lacitic acid builds up in muscles after exercise which causes pain and soreness. A massage gun’s percussion forces the muscle fibers to release lactic acid reducing the soreness you’ll feel.
• Decreased delayed onset muscle soreness – The pain and soreness that we feel 24 to 72 hours after doing a new exercise, or unfamiliar physical activity like moving or lifting something heavy is called delayed onset muscle soreness (DOMS) resulting from tiny muscle fiber tears. Research has shown that vibration therapy increases skin temperature, blood flow, and hormonal response to reduce inflammation and pain associated with DOMS.

To summarize… it is safe to use a massage gun, before a workout, after a workout, or whenever you have muscle tension or stress. UCLA Health does say that if you are suffering from ongoing muscle soreness or stiffness, reach out to your primary care physician.

On with the Review Already

Being the lil’ bro to the B37, the Ekrin Bantam massage gun is the smallest, most compact massage gun that they offer, weighing in at a little under 500g (1.1lbs)… half the weight of the bigger B37.

On top of being lightweight, it’s really compact and easy to use. The carrying case is small measuring 7.5″ x 7.5″. Being lightweight, the Bantam made for an ideal on-the-go massage companion… although I haven’t had a reason to use it like that very much. But the times that I did travel with it, it packed away nicely in my suitcase.

It’s even small enough to actually fit (without the case) in my wife’s purse with zero problems. It’s really small and light enough to take with you on a long bike tour or bikepacking adventure if that suits your needs. Backpacks and gym bags would also be a perfect match for the Bantam.

When it comes to dealing with my pre/post-ride muscle routines, I usually rely on stretching to relieve any muscle aches, but I’ve used the Bantam quite a bit in the last 8 months since receiving it, and that’s changed the game a little. And after actually reading about the benefits of percussive therapy, I’m going to be using the Bantam much more often and on a regular basis.

Right away I noticed that despite its small stature, the Bantam packs way more “punch” than my Amazon special, which was almost twice the size. With its quiet motor, quality build, and rubberized grip area, the Bantam is easy and relaxing to use.

It came with four attachments:

• Flat (silicone): For overall use
• Bullet: Pinpoint usage for hands, feet, and knots
• Round (silicone): Low impact for treating sensitive and sore areas
• Fork: Designed to treat spine and neck

These attachments quickly and easily can be pulled from or snapped into the gun without the need for tools or any real effort. It also uses a USB Type-C charging cord making it easy to charge anywhere. Erkin says they use a premium lithium-ion battery and claims a 6-hour battery life.

I can attest to the 6-hour battery life claim, as the battery in my Bantam lasts a very long time between charges. The power didn’t fade while I used it two or three times a week for weeks at a time without having to charge it. However, it does have a convenient indicator light on the bottom of the gun, that will let you know when it needs to be charged and when it’s done charging.

The Bantam uses a redesigned brushless motor that has three speeds, low (2000 rpm), medium (2600 rpm), and high (3200 rpm). I found all three speeds to be the perfect amount for me. All three of the speeds were useful, and I found it easy to find the right speed for the task at hand. In contrast, when compared to my Amazon special gun’s 5 speeds, where basically only two of its speeds were useful.

Ekrin Athletics Bantam Features and Retail

Retail: $150 (free shipping)

• Compact Design
• USB Charger
• 4 Attachments
• 6 Hour battery life
• Slim, Easy-Grip handle
• Three speeds (2000 to 3200 rpm)
• Travel case included
• Ultra Lightweight (1.1pounds)

Conclusion

I am a firm believer in the benefits of percussive therapy, I have been using and enjoying the results of massage guns for the better part of three years. The Erkin Bantam is the best one I’ve used. I love that it’s so small and can go anywhere I may need to bring it. Its power is unmatched when compared to the other massage guns I’ve used. It doesn’t bog down when applying a lot of pressure to trouble areas. It’s a great little massage gun that’s not terribly expensive and I wouldn’t hesitate to recommend it to anyone in the market. Its lightweight, and quality build will no doubt last a long time.

Check out Ekrin’s other massage gun options and accessories below.

ErkinAthletics.com

The post Beat The “Sore” Out with the Ekrin Bantam Mini-Massage Gun appeared first on Bikerumor.

Canyon Neuron:ON CF carbon all-mountain ebike

Canyon’s updated carbon version of their popular mid-travel trail ebike gets even better with a more capable upgrade inspired by bigger eMTBs like their Spectral:ON & new Strive:ON. With a bit more travel and a bit more progressive geometry than the standard human-powered Neuron that was updated earlier this spring, the new Neuron:ON CF is truly more of an all-mountain ebike built for all-day off-road adventure trail riding.

What’s new?

First off is a 10mm bump up to 140mm of travel front & rear. While the new frame material is the most obvious outward change, I think it is the extra travel that really brings the new Neuron:ON CF into its own, giving it just enough more to edge firmly into the heart of the Trail category where you can literally ride this ebike wherever your own technical skills can take you. For me, it became a playful light all-mountain ebike.

Next is that new full carbon frame. The new ebike gets cleaner looks for sure, but Canyon managed to save quite a bit of weight here. Canyon claims they were able to shed almost 2kg, while increasing frame strength. And even with longer travel, the lowest spec complete CF carbon eMTB weighs a claimed 1.7kg less than the remaining shorter-travel alloy model. Plus, not with a stiffer AND lighter platform, it really can go anywhere.

Progressive geometry boost

Then, more progressive enduro-inspired geometry with a full two-degree slacker head tube now at 65.5° and up to 35mm longer reach depending on size (but lower standover). It’s also all 29er now with ten-millimeter longer chainstays at 450mm and slightly lower bottom bracket height for more stability in rougher terrain. But there’s now just four S-XL sizes (no longer an XS).

Combined with more travel and a stiffer chassis, the progressive geometry shift really upgrades the capability of this ebike. It’s noticeably more playful, and certainly more technically capable than ever.

Bosch motor swap

Lastly, a new Bosch powertrain. The new Neuron:ON CF jumps to the fourth-generation Bosch Performance Line CX motor which puts out industry-leading torque. Shimano vs. Bosch is often a personal preference, but there’s no denying that this Bosch motor really gets this eMTB going when you put power into the pedals. Paired with either 625Wh or 750Wh internal Bosch Powertube batteries, you get also get bigger long-lasting pedal-assist support for big rides.

You also get a super simple interface that lets you focus on the ride. No ebike display needed, just a color-code set of LED lights in the toptube that signal the pedal-assist mode selected and battery life remaining.

Bosch eBike Flow app & anti-theft system

With that also comes added Bosch connectivity and security via their eBike Flow app. Connecting the ebike’s built-in Bosch ConnectModule to your phone, you can wirelessly lock the motor of the bike like a digital key, turn on a motion-activated anti-theft alarm (with an annoying siren), receive notifications if it is moved ‘significantly’, and allow position tracking if it is stolen. Plus, you can use the eBike Flow app for more regular functions like motor settings configuration, ride navigation, or even route planning together with Komoot.

The Bosch ConnectModule functionality comes stock on all carbon Canyon Neuron:ON CF models, including a free 12-month eBike Alarm subscription good from when the buyer activates it (which automatically stops unless renewed). After that, tracking subscriptions cost 5€ per month or 40€ per year.

One+ Ride Review – First Impressions

There’s only so much you can tell with one ride on a new ebike. But I was so pleasantly surprised by how capable the new Neuron:ON CF felt on a long trail ride, I kinda managed to sneak in a bit of a second ride on some burly all-mountain / enduro trails when the Canyon crew was looking the other way.

After having ridden the all-new 130mm travel pedal-powered carbon Neuron CF that launched earlier this spring, I came away thinking I personally really preferred a slacker bike like the Spectral 125 for my typical technical trail riding. So I assumed the new Neuron:ON would feel the same. Instead, that extra 10mm of travel, 1/2° slacker head angle, 10mm extra chainstay length, and full 9 1/2 kilos of extra heft actually make this ebike feel more capable AND more playful.

My size Large CF8 test bike weighed a real 23.05kg with flat pedals and a single side loader bottle cage – only 450g above the bare M ebike claim, which sounds reasonable.

It flies up the hill with Bosch power-assist, yet is still manageable in tight switchback climbs by flipping through pedal-assist modes with the thumb remote. Its balanced weight and 140mm suspension is easy to boost in the air off trailside kickers, and to just fly through twisty singletrack. And its updated geometry is stable while flying down rough & rocky trails, just as it feels composed swooping through high-speed berms.

While there are plenty of bigger ebikes in the Canyon line-up for riders seeking to race e-enduro or run back-to-back self-shuttled bike park runs, this Neuron:ON just feels more fun to ride.

Canyon Neuron:ON CF ebike – Pricing, options & availability

The most affordable of the new carbon ebikes is the 4800€ Canyon Neuron:ON CF 7 that comes with RockShox suspension, a Shimano Deore drivetrain, and the smaller, but also lighter 625Wh battery. Step up to the bigger 750Wh battery on the same ebike build for just an extra 200€ to extend your trail riding range.

Then, if you want to upgrade your component spec to Fox Performance suspension and an XT groupset, for 5600€ the Neuron:ON CF 8 (like I tested) also adds the bigger 750Wh internal battery for longer pedal-assist supported riding.

There’s also still a cheaper alloy Neuron:ON AL 6 version from 3800€ still with a Shimano motor, the shorter travel & less progressive geometry for potential riders looking to wet their ebike whistle. But, with how good the new carbon bike rides, I would definitely suggest stepping up to that first CF model, which is only a bit more expensive.

All of these new Neuron:ON models are available now, direct from Canyon.

Canyon.com

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While not fully comprehensive, the brand does offer a good range of bicycle helmets across road, urban and mountain biking sectors, with helmets for children and toddlers in there, too. While some of ABUS’ high-end road helmets are made in Italy – like the AirBreaker and GameChanger – all of their off-road models including the lid reviewed herein are manufactured in Asia.

Here’s our take on the brand’s top-level offering for trail riders; the ABUS CliffHanger MIPS.

ABUS CliffHanger MIPS

In terms of its coverage, the CliffHanger is ABUS’ most comprehensive open-face helmet. It is aimed at trail and enduro riders who can’t bring themselves to wear a full face helmet, for whatever reason. It has a multi-shell in-mold construction; meaning, its three outer shells are bonded directly to the EPS liner, the latter being the shock absorbing element. Additional structural reinforcement can be seen bracing across the vents at the front.

Externally, the CliffHanger’s outer shell wraps the EPS entirely giving it a premium look and feel. Adding to that is a three-position peak, a retention cradle with plenty of vertical height adjustment, a magnetic Fidlock buckle, and the so-called TriVider webbing spreader; ABUS’ fancy name for the dividers that bring together the two arms of the chin strap just underneath the wearer’s ear lobe.

The CliffHanger conforms to EN1078:2012+A1:2012 requirements: the European standard set for bicycle helmet safety. It has not yet been submitted to Virginia Tech for independent testing, nor have any of the brand’s helmets, for that matter. There are two models to choose from: a standard model retails at £159.99, while the MIPS-equipped model retails at £179.99. We review the latter here.

A growing number of helmet manufacturers offer an integrated crash detection device that can be configured via an App to notify friends and family if the helmet suffers a blow while you’re out on a ride. ABUS is one such manufacturer, offering the QUIN Sensor for this purpose. Not only does it notify your chosen emergency contact of a potential crash, it also sends them your GPS coordinates, a cool feature which could prove to be life-saving.

The CliffHanger MIPS is sold at £179.99 without QUIN; a recess at the back of the shell can accommodate the sensor should you wish to part with a further £56.99 for the added peace of mind on solo rides. For a review of the QUIN Sensor’s functionality, check out Steve Fisher’s review of the QUIN-equipped MoDrop helmet.

Our Impressions of the ABUS CliffHanger MIPS

The ABUS CliffHanger MIPS is available in three sizes; S (51cm-55cm), M (54cm – 58cm) and L (57cm – 61cm). With a head circumference of 54cm, I opted for the size small. On my Park Tool scale, it weighs in at 333 grams – a lot lighter than the advertised 390 grams.

Putting the helmet on, it feels plenty deep enough to provide good coverage. My head being on the larger end of the spectrum for the size small, it does feel quite narrow, though not so much as to be uncomfortable. Those with a broader temple region may want to consider up-sizing. That said, if you can, it’s always best to try before you buy.

The CliffHanger’s chin strap can be adjusted both in terms of its length, and its lateral positioning. The TriVider allows the wearer to feed some of the strap through from either side to get it to sit exactly underneath the ear lobes, where it is intended to be. It’s a little tedious to adjust, but it gets the job done. This design, in my opinion, is better than those dividers that clamp the straps into position – in the past, I have found these to accidentally pop open while riding.

The peak has three indexed positions, and a decent amount of force is required to move it between them. So, the peak doesn’t shift positions under the g-force experienced while riding. Visibility is great no matter the peak position; the lower-most position isn’t so low that it occludes any view of the trail ahead, even on the steepest fall line trails.

In its top-most position, there is plenty of room to place googles or sunglasses underneath. A ridge at the rear of the helmet does a good job of preventing a goggle strap from wandering up. Recesses underneath the peak allow sunglasses to be stowed securely.

The CliffHanger helmet works really well with my Smith Squad goggles; vents at the forehead region encourage airflow in this area prone to sweat accumulation.

The retention system’s cradle cinches down nicely, tightening from the rear. Despite being near the top end of the size scale for this one, I do need to cinch the cradle down to its absolute tightest position in order to feel secure in it.

The cradle’s position can be adjusted vertically, too, over a 4.5 cm range. This is a ratchet-style adjustment, wherein a tab slides through a notched mechanism to determine the distance the cradle sits from the base of the helmet body.

I have to say, this style of vertical adjustment isn’t the best, in my opinion. While it often allows for a wider range of adjustment, and is quicker and easier to dial in fit, it isn’t as secure as more traditional mechanisms of vertical adjustment, such as that seen on the Fox Speedframe Pro, for example.

On the CliffHanger, I find the ratcheting-style mechanism offers up too little resistance. It is too easy to accidentally push it away from my preferred position, especially when fitting, adjusting or removing googles, or even just carrying the helmet about.

On more recent rides, I have actually noticed that it has clicked away from its original position over the course of a fast, rough descent – but only by one or two clicks, which I deduce equates to less than half a centimeter of change at the forehead – not enough for me to consider it a safety concern, as such. I simply find myself readjusting it before I drop into the next trail.

While riding, the ABUS CliffHanger is largely unnoticeable in that it provides plentiful comfort and great ventilation, with six vents at the front, two on each side, three on the top and four at the rear. Inside the helmet, I can see that the three front-most events actually extend all the way to the exhaust vents at the rear, allowing for a continuous flow of air from front to rear – something riders with a lot less hair than I will be best-placed to appreciate.

I will say, the MIPS liner is a little creaky so you can hear it rubbing against the EPS as it moves during riding. This is not unique to the ABUS CliffHanger; I have found most MIPS-equipped helmets exhibit this property.

Pros

• Good coverage
• Fantastically well-ventilated
• Retention system is ponytail-compatible
• Great compatibility with goggles and sunglasses
• Lightweight

Cons

• Over-priced
• Vertical adjustment of cradle could offer more secure indexed positions

The ABUS Cliffhanger MIPS is an impressively lightweight helmet given how good the coverage is. It is also well-ventilated offering plentiful comfort for long days in the saddle. Personally, I also think it has a pleasing aesthetic. However, it is a little let down by its retention system adjustment.

Overall, I feel it is a bit over-priced, especially when you consider the fact that comparable helmets such as the Fox Speedframe Pro, Bluegrass Rogue Core MIPS and Scott Stego Plus are all a fair bit cheaper.

abus.com

The post Review: The $200 ABUS CliffHanger MIPS MTB Helmet appeared first on Bikerumor.

Vittoria position the new tires as their most performance-oriented tire for gravity riders.

The Mazza is the Italian brand’s most popular tire for trail and enduro usage. We test it here in the new Enduro Race casing.

Vittoria Mazza Mountain Bike Tires: An Overview

Before we divulge our first ride impressions, it is pertinent to understand the range in a bit more detail. The Vittoria Mazza line-up (and Mota and Martello, for that matter) now comprises the following three tires:

• Mazza Trail: 1-ply 120 TPI construction with an anti-puncture breaker belt underneath the tread, and sidewall reinforcement provided by a layer of nylon and an anti pinch-flat insert
• Mazza Enduro: 2-ply 120 TPI construction with an anti pinch-flat insert in the sidewalls
• Mazza Race Enduro: 1-ply 60 TPI with an anti-puncture layer underneath the center tread and a shorter anti pinch-flat insert at the sidewalls

This is much better understood by looking closely at the cutaway profile of each of the casings; differences between the three are most clearly seen at the sidewall.

While the Trail and Enduro Casing tires have a tread pattern made up of Vittoria’s 4C Graphene rubber, comprising four rubbers of varying durometer (or hardness), in a bid to balance grip with durability and rolling speed, the new Enduro Race is formed with a rubber of a single durometer.

Unlike some tire manufacturers, Vittoria does not divulge the actual Shore Hardness of their rubber compounds, but we are told that the single soft compound on the Enduro Race tire is softer than any of the four compounds that go into the 4C Graphene layup.

The Vittoria Mazza is not a new tire to me. I have previously tested it in the 2-ply 120 TPI Enduro option – review here. To summarize, I got on really well with the tread pattern, finding it predictable in corners with good mud clearance in sloppy conditions. I particularly liked how it performed as a rear tire; the 4C rubber is relatively fast-rolling, and the stepped leading edge center-tread seemed to provide excellent grip on steep, wet, technical climbs.

I do, however, recall some “pinging” sensations when riding the tire at 18psi, an undesirable characteristic that I put down to the very stiff sidewalls. When dropping pressure to as low as 15psi, the tire burped air and sealant to the point where it wasn’t really a viable option.

The final comments in my review of the Mazza Enduro are: “While Vittoria’s 4C Compound is a quality fast-rolling hard-wearing rubber compound, it is the only compound they offer. A softer, tackier, lower rebound compound would be a welcome addition to their line-up, allowing the brand to really take on the big names in mountain bike tires”.

I asked, and Vittoria has produced.

First Impressions: Vittoria Mazza Enduro Race

In my hands, the tread blocks of the Enduro Race tire feel a bit softer and, most notably, rebound to the original shape much more slowly than the tread blocks of the 4C Compound Enduro tire.

Handling the cut-down carcass of the two casings, the difference in stiffness at the side walls is significant. The sidewall of the Mazza Enduro is barely foldable thanks the much thicker anti pinch-flat insert, whereas the sidewall of the Mazza Enduro Race is far more supple, without being quite so flexible as the Mazza Trail casing.

I tested the Mazza Enduro Race as a front tire only, in 27.5″ x 2.6. On our Park Tool DS-2 scale, it weighed in at 1,336 grams, which is a not-insignificant 121 grams heavier than the claimed weight. The 29″ x 2.6″ weighs 1,393 grams, slightly lighter than its 1,400g claimed weight. Still, it’s a good bit heavier than a 29″ x 2.5″ Maxxis Assegai in the DoubleDown MaxxGrip variety (1,313 grams).

The Mazza Enduro Race measured up much narrower than its advertised 2.6″ width on the 33mm internal width aluminum rim of the Hunt Enduro Wide V2 Wheelset; our Park Tool calipers measured the width at 2.45″. The tire was easily wrangled onto the rim. I seated it tubeless with use of a compressor, purely because I was in a hurry.

Terrain-wise, the Mazza is a bit of an all-rounder, but Vittoria suggest it performs best in mixed, loose, and damp-to-wet conditions. The two banked rides I have on this tire cover that spectrum nicely. My local trails of the Tweed Valley, specifically those known affectionately as the Golfy, have everything from fast, shale-like loose-over-hard tracks, to soft loam of the fresh cut variety.

My first ride impressions are good. Very good, actually.

Trail conditions are intermediate right now, though drying out rapidly. Long stretches of reliable tackiness give way to small patches of moist, greasiness, but these are few and far between. The Vittoria Mazza Enduro Race has been flattering at every turn.

Just as I remembered, the Mazza corners with good to excellent predictability, with no feelings of vagueness as the bike is leaned over into turns. I’m in no danger of bar dragging, but I found the tire to deliver consistent grip at reasonably high lean angles in flatter corners.

Under braking, the tire is very responsive. It’s not abrupt by any means, but it does seem to bite a little more firmly into the dirt than the Continental Kryptotal Front it replaced.

At 16psi, the tire was providing plentiful stability on rockier, loose terrain, and was holding its shape nicely in corners with more compression at the apex. Happy with that, I built the confidence to drop the pressure to 15psi, and have since experienced no ill effects of doing so. I have no tire burp incidents to report, no loss of traction, nothing remotely negative, in fact! I reckon I could probably go lower.

The tire has held some nice root-ridden, off-camber lines through the loam. It’s not defying the laws of physics or anything; I have felt some sliding sensations on the odd shiny root, but really I can’t complain. The tire is sufficiently supple to deform to most features encountered, and provides a consistent level of traction that is, so far, as good as a Continental Kryptotal, and Maxxis Assegai of the MaxxGrip flavor.

Having only ridden the tire on two occasions, it is of course very early days. But, so far, I’m really stoked on the levels of grip and comfort provided by the softer compound and more supple casing of the Vittoria Mazza Enduro Race. I have no desire to switch it out for any of the aforementioned; I believe this one has many a happy lap ahead of it.

Pricing & Availability

In my view, Vittoria’s tires offer really good value in terms of their performance, particularly when compared to Maxxis pricing. The Mazza Enduro Race tested here, as well as the Mota and Martello equivalents, retails at $89.99 / £64.99 / 72.95 € in Italy.

Vittoria.com

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So Pivot evolved, too.

The longer, lower, slacker treatment that so many modern bikes have is here, and the geometry felt dialed. Suffice to say that throwing myself into blind high speed corners and un-recon’d rock drops never felt (too) scary, because the bike felt up to it.

Handling is dialed for XC racing, and with the longer travel Team XTR model I rode, the bike felt capable of “downcountry” exploits, too.

Meaning, it’s perfectly suited for marathons, epics, stage races, and other fast forward adventures.

But the real highlight is the suspension and it’s ability to shapeshift to fit any course and any rider.

The new 4SL’s multi-travel, multi-mode suspension is brilliant in its simplicity, and brilliantly effective. By swapping between 40mm or 45mm stroke rear shocks, and selecting one of two upper mount positions, you get four distinct travel modes. Yes, you’ll want to swap the forks, too…maybe.

If you’re starting with the longer travel models, shortening the rear travel while keeping the 120mm fork may work out just fine. But you wouldn’t want to go the other way, putting the longer stroke (and thus getting longer travel) shock on the World Cup models with their 100mm forks.

For most riders (and Pivot knows this, with sales forecasts saying 97% of riders will opt for the long travel bikes), the Team, Pro and Ride editions will be the ones you want, offering 106mm or 115mm of travel depending on how you flip the chip.

We rode Phil’s World trails in Cortez, CO, which offered the perfect testing ground. Short punchy climbs and sustained ascents showed off it’s climbing prowess, and long flow trails and rocky technical drops and descents showed it could go down just as well.

I rode most of the time in the longest travel mode, which kept things soft off the top for better small bump compliance and a more comfortable ride. Looking down, pedal bob was minimal, but never felt like it was robbing energy.

In fact, Pivot’s version of DW-Link is very effective at transferring power to the ground, clawing its way into the terrain for excellent traction over almost anything.

And that was a big goal with this new bike. Pivot’s founder Chris Cocalis said “tractability” was high on the list for performance goals, and I’d say they succeeded. The rear tire, aided by a bit of anti-squat, bites into the ground and motors through chunder without skipping a beat.

When switched into the shorter travel mode, the bike becomes markedly racier. It’s not just that it loses 9mm of travel, the entire kinematics change to make it sit higher and firmer.

Pedal bob all but disappears entirely, but so do the cushy landings.

I’ve never felt a bike change so dramatically with such a simple adjustment. While it’s not something you’d do during a Short Track or XCO event, it really does take only 60 seconds to flip the upper shock mount to the other position, so it’s easy to try both, and something you could do stage by stage or section by section on less intense races.

And you still have the lockout, although I’d argue this bike (and many others) really don’t need it. But, Pivot is a global brand and Germany wants its lockouts, so the fact that the longer travel bikes “only” come with a rear remote lockout and not both (like the shorter travel World Cup models) was the concession Pivot and their German distributors could agree on.

(Hilariously, to me anyway, apparently an XC bike is “unsellable” in Germany without a lockout. But Germany buys a LOT of bikes, too, so…Germany gets what Germany wants in this case).

The downside to this, for me, is that it somewhat locks me into using the Rockshox TwistLoc. Which, admittedly, is one of the best remotes for locking out a rear shock, but it pretty much locks you into using their companion grips, which are not my favorite. And that’s because all models of the Mach 4SL come with a dropper post, so that lever sits under the bar where it should…and takes up the spot for lever-based remote lockouts.

Other than that, the spec on the Pivot Mach 4SL lineup is really good. Their housebrand carbon bar was good (in that I didn’t notice it, which, again, to me, means it’s compliant and damping like a good carbon bar should be), which is important because that’s often one of the first things I look to replace.

Granted, I rode the top-level XTR bike, and it’s fantastic, but down the line Pivot offers both Shimano and SRAM equipped models at each price point, letting you choose which one you like better. And, for now, that means you can still get a really high end mountain bike with mechanical shifting, which is nice.

Overall, the updates (did I mention the frame is almost a pound lighter?) are welcome and make for a dramatically better bike. Which is saying a lot considering how good the last one was.

Check the full launch story for tech details and closeup pics of the bike’s features.

PivotCycles.com

The post First Ride! New Pivot Mach 4SL makes XC way more fun appeared first on Bikerumor.

Specialized’s latest aluminum Allez road bike continues to make us rethink how much performance you can get out of an affordable entry-level bike.

The high-performance metal Specialized Allez road bike first hit the tarmac nearly four decades ago, having first debuted in 1981 as the top-tier steel race bike from Specialized.

And many years later, 42 to be exact, it’s still going strong – now as an entry-level alloy road bike.

The performance, however, is beyond entry-level.

Specialized Allez aluminum road bike redefines performance

The Allez has been an affordable staple in the Specialized lineup for years and is a mainstay at dealers around the globe. It’s an excellent way for riders to experience the Specialized brand offerings without committing to S-Works level pricing.

In a world of ubiquitous carbon road bikes, the Allez has even carved a niche out for itself for roadies looking for high-end stiffness, handling & light weight from a metal bike.

The ethos of the new Specialized Allez is ‘Confidence, Versatility, and Performance’. The Allez has since grown from a race-only ride to a do-it-all/gateway bike. A road bike that will help you decide your cycling future. The new Allez leans hard into its new identity, offering a premium alloy frame with new contemporary design features.

Plus, wider tire clearance, rack capabilities, and much more…

Specialized Allez Frame Tech Details

The new Allez frame begins with Specialized butted and double-butted E5 alloy aluminum tubing to create a respectable light frameset. Adding a full carbon fork reduces weight even more (no hidden alloy steerer tube), while helping smooth out your ride. The bare Allez frame tips the scales at just 1,375 grams, which is honestly just one water bottle heavier that their carbon road frames.

FEA (Finite Element Analysis)

Designed in computer simulations, Finite Element Analysis isn’t just for high-end carbon frames. This new Specialized Allez underwent extensive FEA to ensure it would provide a light and lively ride. The result is a highly stiff frame, and the best-performing alloy Allez to-date.

Roubaix-inspired Geometry

Specialized borrowed from its legendary Roubaix bike’s endurance geometry for the new Allez. Why? The Roubaix geometry delivers unrivaled comfort for long miles and stable handling – yet it’s still race-ready. Perfect for the seasoned rider or the new roadie looking to finish their first century.

That all-day endurance race geo starts with a taller head tube and a more relaxed head tube angle. The Roubaix-inspired geometry on the Allez takes the weight off the rider’s hands while supporting sit bones to give a balanced, stable ride.

The new Specialized Allez is available in seven sizes, from 44cm to 61cm. Whether you’re 4’8″ or 6’5″, chances are, there’s an Allez your size.

Two Stock Builds, But Infinitely Upgradable

The new Allez is versatile; we’ve covered that. But how versatile?

The tire clearance is a beefy 35mm (32mm with Fenders). The spec for both models includes wide-range gearing more focused on the easier-side for steep hills and comfortable spinning. Plus — rack mount for those seeking extra commuter style with a road flare.

Specialized Allez Build: Details, Pricing & Availability

2023 Specialized Allez Sport

• Groupset: Shimano Tiagra 2x 10-speed
• Wheels: Axis Sport Disc
• Crankset: Praxis
• Price: $1750
• Weight: unlisted

2023 Specialized Allez

• Groupset: Shimano Claris 2x 8-speed
• Wheels: Axis Sport Disc
• Crankset: Shimano Square tapped
• Price: $1200
• Weight: 22 lbs 12oz. actual (size 54) with Shimano 105 SPD-SL pedals & bottle cages

The all-new Specialized Allez and Allez Sport are available now from your local Specialized dealer or online at Specialized.com.

First Ride Impressions on the new Specialized Allez

It’s been a while since I’ve checked out a Specialized Allez myself. I know the bike well from working in bike shops, and I’ve always thought it was a great design. Now, this newest iteration is the most eye-catching and impressive (IMO).

The aluminum frame really looks great (especially the seat stays), and could easily pass for a race bike with a different component build kit.

The stock build is entry-level, but still, the performance is solid and reliable. Eight-speed is enough to climb anything, as long as you have a suitable gearing spread, and the new Allez does. The designers & product managers thought out the spec well on the base model. They keep the price just above $1k but pack enough value for the long haul.

My time on the Allez has mainly been on short road rides and the rail to trail. The frame is responsive, and the ride quality is solid, not what I expected from something with an “entry-level” attached.

On the climbs, the wheels are the only thing that holds this Allez build back. They are pretty heavy, but I’m being very picky here since I ride a lot of nice light carbon wheels. The base build weighs in at a real 22.12lb (10.0kg) with Shimano 105 SPD-SL pedals (~265g)and two bottle cages. Not outrageously heavy, but more than I thought with the super light frameset.

I wanted to see how the bike would perform with a lighter set of wheels, so I opted for the Roval Alpinist SLX Disc launched earlier this year. Swapping in those Roval Alpinist SLX Discs and some lighter rotors that were already on the wheels, the Allez lost nearly 2 lbs (down to 21lb even).

With lighter carbon wheels, climbing vastly improved – next-level get up and go for the bike.

We still have many miles to go on this updated Allez that just dropped into our test fleet recently.

But all signs point to this bike being an excellent option for anyone looking for a new road bike. The frame is versatile, and the 35mm tire clearance means it can double as your gravel bike.

Stay tuned for a long-term review down the road.

Specialized.com

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The Italian tire manufacturer primarily creates road, cyclocross, and gravel tires — mainly focusing on supple handmade tubular and open tubular construction — even with the mountain bike tires they offer, too.

The Getaway tread has been around for a few years now — we were some of the first to ride the fast gravel tread — and it’s now Challenge’s top, most-popular gravel offering. It’s a dry-ish focused, fast do-it-all design with many dedicated gravel followers. The tread has a tightly packed, fast-rolling center for straight-line tread for speed and open transition knobs for sandy or wet courses.

Challenge Getaway XP reinforced gravel racing tire

The only piece missing from the Getaway was a beefed-up version to take the abuse of an ultra-long day out in sharp rocks and logging roads. Challenge has been quietly adapting their reinforced tubeless tubular tech into a more durable tubeless tire over the past year, working on just that — the Challenge Getaway XP (Extra Protection) for endurance rides on rougher terrains.

The tire is part of Challenge’s new reinforced Gravel XP Series, which focuses on all those looking for an overall robust and durable tire, without compromising comfort and handling.

To arm the new XP Series of tires, Challenge opted for a bead-to-bead makeover of protection and compound to enhance its new endurance tires.

All-new Corazza Armor Gold protection tech

The resulting Corazza Armor Gold is a specific extra layer of tightly woven material on the inside of the tire that helps reinforce it against aggressive conditions. The new Getaway XP is the first Challenge tire to have the Corazza Armor Gold, but all tires in the XP Series will share this technology moving forward.

Challenge SmartPlus Compound

The Challenge Getaway XP has a special higher durometer natural rubber than others in the Challenge line called SmartPlus Compound. While providing reduced wear and enhanced durability, the SmartPlus rubber compound retains all the natural rubber properties — offering grip, shock absorption, control, and reduced rolling resistance.

Chafer Aramid Bead Protection Strip

The new Getaway XP includes a bead protection strip to aid in tire life by reducing the effects of rubbing against the rim’s carbon bead hooks — especially helpful on any rim with sharp edges. The black chafer band also acts as a precise line around the rim to confirm the tire is seated properly when inflating.

Challenge Getaway XP – Pricing and Availability

The all-new Challenge Getaway XP will be available in 40mm and 45mm in a Handmade Tubeless Ready casing and is hookless compatible.

• Price: $94.00
• Sizes: 40mm and 45mm
• Weight: 632g – 45mm
• Available: June 3rd, 2023

Challenge Getaway — First Impressions

This new Challenge Getaway XP is a handmade open tubular, so it’s different than most traditionally vulcanized gravel tires on the market. The XP casing creates a thick, more robust tire, keeping the handmade nylon tubular (cotton-like) feel.

The casing is very supple to the touch but notably thicker than all other Challenge tires I’ve ridden. The tread sits high on the tire’s carcass but comes down enough to offer legit cornering knobs. The shoulder knobs are enough for digging into the mud when sunk in, but not as large as the Chicane, as to feel overwhelming.

Getaway — Install & Setup

Setting up open-tubular tires tubeless can be tricky, especially when they are wide, like the Challenge Getaway XP 45mm tires. They are essentially flat before use, unlike the pre-curved shape you get from conventional tires. You have to have a plan of attack, and with unreleased tires, usually, that plan has yet to be discovered.

For me, the plan was to get the full tire over the rim and then push the bead on from over the top. Since the tire is flatter than most, this tactic seemed the best. After wrestling with it for a minute, the first side went on, and I knew I was dialed. The second side popped into place, and I was good to inflate — no compressor needed.

I installed the Challenge Getaway XPs on: Roval Terra CLX II, CADEX 36 (hookless), and Bontrager RSL 36 wheels. The tires were easy enough to install on all the aforementioned, especially on the hookless wheels.

The tires inflated to a nice 46mm wide at 30psi on the Roval Terra CLX II. And they are just enough volume to max out (but still with mud wiggle room) the clearance in my 2022 Specialized Crux.

Riding Impressions

I’ve had little time on the Getaway XPs so far, but I am fairly stoked from my brief time on them. The ride feels much like a tubular tire, with a muted yet supple quality. The open tubular feel differs quite a lot from the gravel-style tires I’ve ridden over the past year.

On the open road, the Getaway is a fast tire; the tightly spaced center line keeps a fast roll, and the overall tread is minimal. The knobs offer a round tire with predictable corning on the road, compared to some “flat top” style gravel treads that are all or nothing.

The volume was a bit much for me on my initial road-ish rides, but the Getaway hit its stride when I hit the gravel and dirt. The volume aids in traction and comfort, noticeably. The open tubular casing is very active and sensitive over bumps and terrain. The thickness of the XP casing takes away a bit of the suppleness (compared to the original Getaway casing), but it’s hardly noticeable with such a wide 45mm of this tire.

I can’t 100% speak to the puncture protectiveness of the Getaway XP tire and new Corazza Armor. Though I have ridden this tire in some sketchy places, the sidewalls are still very much intact, and I’ve yet to flat. I’ll have a full report and updated complete review shortly.

In the meantime, Challange has a new contender of a tire for the likes of Unbound and epic endurance gravel races. We’re eager to get more rides on them.

To find yours, check out ChallengeTires.com or swing by the Challenge tire booth at Unbound Gravel on June 3, 2023.

ChallengeTires.com

The post All-New Challenge Getaway XP Gravel Tire Offers Tubular Comfort with Extra Protection appeared first on Bikerumor.

One thing is for sure; this new helmet is an all-rounder that has already proven effective in many different cycling disciplines. Aero road isn’t just for on-road anymore.

KASK Elemento aero road bike helmet, but more…

This all-new KASK Elemento is a top-tier offering from the Italian helmet manufacturer. A design which aims to help make elite athletes faster competing in the world’s best road, cross-country, cyclocross, and gravel events. To phrase it simply — any cyclist who is driven by the quest for ultimate speed $ performance.

Elemento Development

KASK started the journey of the Elemento back in 2020, when they conducted an in-depth analysis of numerous scientific studies on how athletes’ performances varied as their body temperatures changed. The study illuminated that an athlete’s thermal comfort (helmet-wise) is as essential as a helmet’s weight and aerodynamics.

INEOS Grenadiers Testing and Design

KASK immediately began working with INEOS Grenadiers on the Elemento, across all racing disciplines.

The INEOS Grenadiers squad and the KASK design team looked to produce a helmet that was not only super aerodynamic but also offered high levels of safety and improved ventilation. A helmet that fits great and does everything well…easy, right?

Elemento Fluid Carbon 12 tech

Fluid Carbon 12 is a new KASK composite technopolymer capable of absorbing more energy from an impact than traditional materials. The material of the Fluid Carbon 12 shell absorbs the impact and then can distribute that force more evenly across the helmet.

With this new technology, the design team at KASK can increase the size of the Elementos internal channels without worrying about neglecting safety. Increasing the internal vents improves the helmet’s ventilation while simultaneously reducing the size of the ventilation holes, which also makes the helmet more slippery in the wind.

3D-Printed Multipod padding & safety technologies

Multipod is a new KASK-designed structure that is 3D-printed and used for the Elemento’s internal padding. Think of it as an elastomer-like material with more airflow and comfort – just like we’ve seen with 3D-printed saddle padding. These Multipods are a direct result of KASK’s own Rotational Impact WG11 Testing. The WG11 is the internally-developed test protocol performed at KASK to address non-linear impact forces on a rider in a crash. After many tests, KASK found their new Multipods enable the helmet to withstand linear and rotational impacts better. The Multipod structure also has isotropic properties, meaning it’s equally strong in all directions, the same thing that makes 3D-printed saddles so popular.

That characteristic property helped the new Elemento receive a five-star review from Virginia Tech’s highly authoritative test lap.

Octofit+ and No More Leather Strap

KASK’s new helmet fit and adjustment system is now dubbed OCTOFIT+, offering easy on-the-fly adjustments and sturdy attachment to the rider’s head.

The Elemento also uses the KASKs “Pro” chinstrap, the same ultra-lightweight chinstrap used by INEOS. Bidding arrivederci to the iconic leather strap, that has been a mainstay on KASK helmets for years.

KASK Elemento Details

• Sizes: SM (50 – 56), MED (52 – 58)*, LRG (59 – 62) *tested
• Weight: 260 grams (size M)
• Colors: Classic Black or White, New metallic finishes: Beetle Green, Oxford Blue (pictured), Red, and Silver.
• Price: USD $400, EUR 375€, GBP £335.

KASK Elemento — Initial Thoughts

We’ve had very little time in the KASK Elemento, but what we tell so far is that it is exceedingly comfortable. The helmet disappears on your head, especially when the wind cuts through it on the open road.

The styling and fit are what you would expect from KASK, and the updated metallic color is excellent. The shape is refined enough to keep it out of overly aero-offputting designs and into the good-looking all-around territory. Paired next to the matte Fluid Carbon 12, the shell has a powder-coated look with a deep rich color — very nice.

The helmet is straight-up breezy in the wind, with zero to no wind chatter or slight whistly noises that can accompany some aero helmets.

We look forward to more rides in the new KASK Elemento, especially as the summer heat starts. Stay tuned for a full review coming shortly.

KASK.com

The post All-New KASK Elemento Aero Helmet Could Be The One For All Disciplines appeared first on Bikerumor.

We rounded up a diverse selection of the best mountain bike helmets available in 2023 and put them through their paces on a wide range of trail types, riding styles, and weather conditions. From desert XC loops, loamy forest laps, shuttle runs, and gravel rides, we spent ample time riding in each model while assessing key elements of their performance. 

While testing, we scrutinized important characteristics that matter on the trail like fit, comfort, coverage, visors, ventilation, and durability. We took detailed notes and narrowed down the field to our favorite models and those that excel for specific reasons compared to the rest. Though no single helmet will be perfect for every type of riding or rider, we’re confident you’ll find something to suit your needs and budget. 

We’ve listed our top recommendations below, and to compare the models we tested at a glance, check out our comparison chart. If you need help deciding what you need, be sure to check out our buying advice and FAQ for answers.

The Best Mountain Bike Helmets of 2023

• Best Overall Mountain Bike Helmet: Giro Manifest Spherical
• Best Budget Mountain Bike Helmet: Specialized Camber
• Runner-up Best Mountain Bike Helmet: POC Kortal Race MIPS
• Most Comfortable Mountain Bike Helmet: Troy Lee Designs A3 MIPS
• Best Ventilated Mountain Bike Helmet: Specialized Ambush 2
• Best Overall XC Mountain Bike Helmet: Giro Aries Spherical
• Runner-Up XC Mountain Bike Helmet Helmet: POC Octal MIPS

Best Overall Mountain Bike Helmet

Giro Manifest Spherical

Specs

• MSRP $260
• Weight 362g (Medium)
• Rotational Impact Protection System MIPS Spherical
• Adjustable Visor Yes
• Number of Vents 19
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Comfortable
• Great Ventilation
• Good Coverage
• Eyewear integration

Cons

• Expensive

Jeremy Benson

Giro has been a leader in the mountain bike helmet industry for years and that continues with their flagship model, the Manifest Spherical. The well-rounded model quickly earned high regard among our testers and rose to the top of a stacked selection of helmets in this review. 

Boasting a 5-star rating in Virginia Tech’s independent helmet impact testing, the Manifest brings a high level of protection to the table. It employs MIPS Spherical for rotational impact protection and features dual shells connected with elastomers that function as a slip plane in the event of an impact. It has a relatively deep fit with extended coverage at the back of the head and temples and a snug fit enhanced by Giro’s Roc Loc Trail harness that pulls tension evenly around the head. 

Ventilation is among the best we tested with a whopping 19 vents and wide open channels that effectively allow air to pass over the scalp and out the back of the helmet. Comfort is enhanced with well-placed antibacterial Ionic+ padding and strap splitters that hold the straps flat around the ears. At 362g (size Medium), it’s also relatively lightweight considering its coverage and goes largely unnoticed out on the trail. 

Features like an adjustable visor allow you to position it effectively to keep the sun out of your eyes or to stash sunglasses or goggles under it when not in use. Integrated rubber grippers work with most (but not all) sunglasses and an additional patch of grippy rubber at the rear of the helmet helps keep your goggle strap in place. A Fidlock magnetic buckle secures the chinstrap and allows for easy one-handed operation.

The Giro Manifest Spherical comes in a wide range of colors to suit your taste or match your kit, and it is offered in three shell sizes, S, M, and L, to fit heads between 51cm and 63cm. It carries a high price tag, but we feel the cost is justified considering its well-rounded performance, protection, and features. In addition to testing this helmet for this buyer’s guide, Bikerumor’s Zach Overholt gives a more detailed look at the Manifest just after its launch.

Check Price at BackcountryCheck Price at EVO

Best Budget Mountain Bike Helmet

Specialized Camber

Specs

• MSRP $75
• Weight 400g (Large)
• Rotational Impact Protection System MIPS
• Adjustable Visor No
• Number of Vents 13
• Available Sizes XS, S, M, L, XL
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Very reasonably priced
• High-end look and feel
• Comes in 5 shell sizes
• Surprisingly comfortable
• 5-star Virginia Tech safety rating

Cons

• Non-adjustable visor isn't great at blocking the sun
• Basic strap design
• Moderate ventilation

Jeremy Benson

Specialized isn’t exactly known for making budget-friendly products, but they’ve chosen to make a helmet that everyone can afford with the Camber. This helmet is easily the best value we’ve ever seen with a look and feel that far exceeds the asking price. In fact, it looks nearly identical to its more expensive siblings, the Ambush 2 and the Tactic. Adding to its appeal is the 5-star rating in Virginia Tech’s independent impact testing, besting many models that cost significantly more. 

The Camber comes with a standard MIPS liner for rotational impact protection that sits inside the streamlined in-mold shell. It comes in a whopping 5 shell sizes to fit heads ranging from 49 to 63 cm, and our size Large test helmet fits true to size. The Headset SX fit system works well to dial in the fit to your unique head shape, the thin and minimal padding proved to be surprisingly comfortable, and the Y-shaped strap splitter yoke prevents any unwanted and annoying contact with the ears. Though not advertised as a feature, we found that some sunglasses could be stashed in the two lowest vents above the brow.

While the price-to-performance ratio of the Camber is very impressive, this helmet does have some quirks. The straps attach at three points inside the helmet at the back of the head and above the temples, and while that doesn’t seem to affect its impact protection, it feels less refined than higher-end helmets. The 13 vents do a decent job of keeping the head cool, but it feels a little stuffy compared to the best-vented helmets we tested. Finally, the non-adjustable visor that’s placed high on the helmet does very little to block low sun angles compared to other visor designs. 

Still, the Camber truly impressed us for the price and we feel it is a great option for anyone just getting into the sport, those operating on a tight budget, or anyone who appreciates a good value. Willing to spend just a little more? The Specialized Tactic 4 has a little more coverage, better ventilation, and a better strap design and retails for $120.

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Runner-Up Best Mountain Bike Helmet

POC Kortal Race MIPS

Specs

• MSRP $250
• Weight 401g (M-L)
• Rotational Impact Protection System MIPS Integra
• Adjustable Visor Yes
• Number of Vents 17
• Available Sizes XS-S, M-L, XL-XXL
• Virginia Tech Helmet Safety Rating Not tested

Pros

• Generous coverage
• Lots of safety features
• Great Ventilation
• Meets Dutch NTA 8776 e-bike standard
• Comes in multiple colors

Cons

• Extended coverage at temples can conflict with some sunglass arms
• Sizing runs a little big

Jeremy Benson

POC has been producing quality protective gear for years and the Kortal Race MIPS is their latest half shell model that puts an emphasis on protection. Designed for aggressive trail and enduro riders, the Kortal has a deep fit and loads of coverage over the occipital and temporal lobes. It comes packed with safety features integrated into the design including MIPS Integra, an evolution of their previous SPIN system.

Overall, the Kortal Race MIPS is a comfortable helmet, though we found its sizing to run a little bigger than advertised and it is slightly narrower than most. One of our testers has a 59cm head and easily fits into the M-L which is listed as 55-58cm. Regardless, in the correct size, it has a snug fit with a 360° adjustment system that wraps around the whole head with soft and squishy MIPS Integra pads. Ventilation is also top notch with a total of 17 wide open vents that effectively draw air in, over, and away from the head, and the MIPS integrated padding doesn’t restrict any airflow. The strap splitter yoke holds the straps flat against the side of the face with no unwanted ear contact with a simple buckle to secure the chinstrap. 

The large visor is adjustable to accommodate stashing goggles beneath it and the rear vents have been designed to fit a goggle strap without blocking them. The rear vents also function as an “eye garage” to stash glasses when not in use. While the visor does adjust, we found that its lowest position is already pretty high, and mostly kept it down. The visor also has a highly effective breakaway feature to help reduce the chance of a neck injury in a crash and it easily snaps back into place if/when it comes off. It has an EPS foam lining surrounded by a unibody shell that is reinforced with aramid bridges for additional structural support as well as a RECCO Reflector and a twICEme NFC Medical ID chip. 

The Kortal Race MIPS was designed to work seamlessly with POC’s Devour sunglasses, but we found that the extended temporal coverage could conflict with the arms of some other sunglasses. It’s not the lightest helmet around, but it’s pretty reasonable given its protective qualities and features. It carries all the standard safety certifications as well as the Dutch NTA 8776 e-bike standard. It’s not cheap, but we feel the Kortal Race MIPS is among the best and most protective half shell models on the market. Bikerumor staff contributor Steve Fisher shares his experience using the Kortal Race MIPS in this review.

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Most Comfortable Mountain Bike Helmet

Troy Lee Designs A3 MIPS

Specs

• MSRP $250
• Weight 412g (MD/LG)
• Rotational Impact Protection System MIPS (B-Series)
• Adjustable Visor Yes
• Number of Vents 16
• Available Sizes XS/SM, MD/LG, XL/2XL
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Super comfortable
• Extended coverage
• Sweat management system
• Adjustable visor
• 5-star Virginia Tech rating

Cons

• Slightly heavier than some helmets
• Expensive

Jeremy Benson

Not content to rest on their laurels and the success of their popular models the A1 and A2, Troy Lee Designs introduced their latest half-shell, the A3 MIPS. Though it maintains the signature styling of those older models, the A3 is an improvement in virtually every way. Not only does it feature more coverage at the back of the head and the temples, but it also earned a 5-star safety rating from the independent test lab at Virginia Tech.

The A3 has more coverage than previous TLD helmets, extending further over the occipital and temporal lobes. It also comes with a B-Series MIPS liner intended to help dissipate rotational forces in a crash. They’ve also employed dual-density foam with co-molded EPP and EPS intended to better handle the forces of both high and low-speed impacts.

What really stood out to our testers was the high level of comfort, as noted by Jessie-May Morgan in her full review of the A3 MIPS. TLD describes it as “so comfortable you’ll never want to take it off”, and while that might be a stretch, it’s definitely one of the most comfortable helmets we’ve tested. This has a lot to do with the agreeable shape of the helmet, the way the fit system wraps around the head, and the generous padding inside. The X-static antimicrobial pads are also trimmable to dial them exactly how you like, plus it comes with an extra set.

The ventilation of the A3 MIPS is quite good as well, not the best we’ve ever tested, but not far off either. When things get sweaty, the TLD Sweat Glide System (an EVA foam pad at the brow), actually helps to direct sweat off to the sides of your face instead of into your eyes. The 3-position Magnajust visor allows you to leave it low to block the sun or up out of sight or to stash goggles. A FidLock chinstrap buckle, a set of extra visor screws, and a helmet bag round out the features of the Troy Lee Designs A3 MIPS. For more info, read our full review of the A3 MIPS.

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Best Ventilated Mountain Bike Helmet

Specialized Ambush 2

Specs

• MSRP $180
• Weight 375g (Large)
• Rotational Impact Protection System MIPS SL
• Adjustable Visor No
• Number of Vents 15
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Excellent coverage, especially at the back of the head
• Outstanding ventilation
• Effective eyewear integration
• Less expensive than many other top of the line helmets
• Competitively lightweight

Cons

• Non-adjustable visor – doesn’t block sun effectively
• Styling may not be for everyone

Jeremy Benson

When Specialized redesigned their trail riding helmets, the Ambush 2 got a complete overhaul to the point that it doesn’t even resemble its predecessor. This helmet checks all of the boxes, feels light on the head, and virtually disappears while riding. It also manages to come in at a price that’s a little lower than many other brands’ flagship models. 

Specialized upped the ante of protection with the Ambush 2, and this is evidenced by its 5-star rating in Virginia Tech independent testing. The coverage is impressive with a deep fit that extends way down the back of the head over the occipital lobe. The MIPS SL system is integrated into the pads with little rubber elastomers that allow them to shift to reduce rotational forces in the event of a crash, and dual-density EPS foam has also been strategically placed inside the shell.

Comfort levels are high with well-placed padding and an adjustment system that pulls tension very even around the whole head and a low profile dial that’s integrated into the shell. The padding also manages to effectively wick moisture and help keep sweat out of the eyes and it doesn’t block airflow whatsoever. On that note, the Ambush 2 has some of the best ventilation of any helmet we’ve ever used. The vents at the front of the helmet bring air in and the large internal channels draw it over the head and out to the back. This ventilation is noticeable at any speed and was nearly too effective when riding on cool days. 

The Tri-Fix strap splitters keep the straps comfortably away from the ears. Goggles play well with the Ambush 2 and there is ample room to stash them below the visor when not in use. The two outer/lower vents at the front of the helmet also feature sunglass storage with rubber flaps that hold sunglass arms very securely when stored. Additionally, a Specialized ANGi crash detection sensor (sold separately) can be added to the helmet if you choose. 

Our biggest complaint about the Ambush 2 is the high position of the non-adjustable visor which we found to do little to block the sun at low angles. We found you’ve really got to tip your head to keep the sun out of your eyes at certain times of day, which is not ideal. It also has somewhat bold, storm trooper-esque styling (especially in the white color we tested) which may suit everyone’s tastes. Otherwise, the Specialized Ambush 2 is a protective and very well-ventilated helmet that we’d highly recommend. 

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Best XC Mountain Bike Helmet

Giro Aries Spherical

Specs

• MSRP $300
• Weight 270g (Medium)
• Rotational Impact Protection System MIPS Spherical
• Adjustable Visor N/A
• Number of Vents 24
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Super lightweight
• Excellent ventilation
• Highest ranked model in Virginia Tech’s impact testing
• Comfortable

Cons

• Expensive
• Less coverage than dedicated trail riding helmets

Jeremy Benson

While it is technically a road cycling model, the Giro Aries Spherical is a great cross-country mountain bike helmet. Chosen by some of the top pros in gravel and XC mountain bike racing, the Aries is a super lightweight and well-ventilated helmet that doesn’t skimp on protection. In fact, it has a 5-star Virginia Tech rating with the lowest score (lower score = better protection) of the 190 models they have tested.

The Aries is very lightweight at just 270g in the size Medium we tested. It’s so light that it barely feels like you’re wearing a helmet at all, with an excellent fit with minimal but well-placed padding, and an adjustable harness that wraps tension evenly around the whole head. The Drycore padding above the brow wicks seat effectively and features Ionic+ antimicrobial treatment. It is also one of the best-ventilated helmets we’ve ever used with 24 total vents and massive channels that keep air flowing and your head cool. 

The Aries uses the same MIPS Spherical design as the trail-oriented Manifest Spherical. This design is comprised of outer and inner shells connected with rubber elastomers that allow them to move independently to help dissipate rotational forces in the event of a crash. Given the Aries’ Virginia Tech rating and score, it seems like it must be pretty effective. 

Compared to trail or enduro-oriented half-shells, it doesn’t have as much head coverage, but it is comparable to other XC and road helmets. Like other XC helmets, it gives up a visor in favor of aerodynamics and weight savings. It’s also one of the most expensive helmets we’ve tested. That said, if you’re looking for a featherlight and extremely well-ventilated lid for XC racing or cross-country riding, the Aries Spherical is an excellent choice that works just as well on the road or gravel bike.

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Runner-Up XC Mountain Bike Helmet

POC Octal MIPS

Specs

• MSRP $200
• Weight 278g (Medium)
• Rotational Impact Protection System MIPS
• Adjustable Visor N/A
• Number of Vents 21
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating Not tested (previous version with SPIN: 5-star)

Pros

• Very lightweight
• Excellent Ventilation
• Secure eyewear storage
• Moderate price point

Cons

• Less coverage than trail-oriented helmets
• Sizing runs a little small

Jeremy Benson

The Octal MIPS has been a mainstay in POC’s helmet lineup for years. This versatile model is used by XC mountain bikers, road, and gravel riders, and it delivers with a super light, 278-gram weight (size medium) and excellent ventilation. Previous versions used SPIN for rotational impact protection, but POC has recently switched to a more standard MIPS liner. 

Coming in at a feathery 278 grams, the Octal MIPS is so light that it barely feels like it’s on your head. The fit harness is highly adjustable to properly cradle the occipital lobe, plus it wraps the whole head for a snug, secure, and comfortable fit. Factor in the impressive cooling properties of the recognizable ventilation design with 21 vents and deep airflow channels, and it’s easy to stay cool on hot days and during hard efforts. The strap splitter also does a great job of keeping the straps flat and away from the ears and the chinstrap is secured with a standard buckle.

POC designed the Octal to be lightweight and airy, but they still prioritize protection. A fully wrapped unibody shell protects the EPS foam lining and gives it structural support, and the EPS has been optimized to handle impacts with added thickness in important zones. The MIPS liner is relatively standard and intends to help dissipate rotational forces in the event of a crash. 

Much like other XC-style helmets, the Octal leaves more of the head exposed compared to modern trail-riding helmets. It comes in three shell sizes to fit heads between 50 and 61cm. Our size medium claims to fit heads between 54-60cm. Our tester with a size 59cm head is near the upper end of that range and found the fit to be manageable, but tighter than expected. This is in contrast to the Kortal Race MIPS, which we found tends to run a little larger than advertised.

The POC Octal MIPS sells for $200 and costs a fair bit less than the Giro Aries, yet it only weighs a paltry 8 grams more. We think this helmet is an excellent choice for XC-style riders looking for a lightweight and breathable lid for riding or racing.

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Best of the Rest

ABUS Cliffhanger MIPS

Specs

• MSRP $200
• Weight 423g (L)
• Rotational Impact Protection System MIPS
• Adjustable Visor Yes
• Number of Vents 14
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating Not Tested

Pros

• Lots of Coverage
• Good Ventilation
• Highly adjustable harness system
• Quality Construction
• ActiCage reinforced EPS

Cons

• Light pressure points at top/back of head
• Hard to stash sunglasses in front vents

Jeremy Benson

The ABUS CliffHanger MIPS is one of the German brand’s latest models and sits at the top of their line of trail and all-mountain half-shells. Designed with the modern trail and enduro rider in mind, this helmet has a deep fit with loads of head coverage and a robust, quality feel. It also happens to look pretty darn good, and it retails for less than many other brands’ flagship models. It comes in three shell sizes to fit heads between 51 and 61cm, and multiple colorways to suit your tastes.

ABUS didn’t skimp when it came to coverage, and the CliffHanger certainly covers a lot of your head. The shell sits fairly low over the brow, temples, and ears, and the rear extends way down over the occipital lobe and behind the ears. They incorporated ActiCage into the EPS foam, a system that is intended to provide structural reinforcement and strength while allowing them to limit the amount of material and weight. On the topic of weight, our large test helmet tipped our scales at 423g, fairly standard for its size and level of coverage. Inside there is a relatively standard MIPS liner for rotational impact protection. It’s also compatible with QUIN, a crash-detection sensor, that can be purchased separately and added to the helmet.

ABUS’s Zoom Ace adjustment system is incorporated into the MIPS liner and pulls even tension around the whole head, plus it can be moved up or down to find the perfect placement at the back of the skull. The fixed strap splitter yoke holds them flat and away from the ears and the magnetic chinstrap buckle makes for one-handed buckling convenience. The large, 3-position adjustable visor works very effectively for keeping the sun out of your eyes, and it flips up plenty high to stash goggles when not in use. Ventilation is pretty good, but not amazing, with a total of 14 vents and deep channels that allow air to pass from front to back.

We found the overall comfort of the CliffHanger to be quite good, although our lead tester found that he could feel the shell pressing slightly against the top/back of the crown of his head. Fit and comfort will be different for everyone, however, so we don’t expect this to be an issue for all users Unlike many helmets that have dedicated sunglass storage, we found it somewhat difficult to stash sunglasses securely in the front vents. You can make it work, but it isn’t ideal. Otherwise, we think the ABUS CliffHanger MIPS is a great new option for aggressive trail and enduro riders seeking a well-made half-shell with loads of head coverage.

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Bell Super Air Spherical

Specs

• MSRP $235
• Weight 478g (L)
• Rotational Impact Protection System MIPS Spherical
• Adjustable Visor Yes
• Number of Vents 21
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating Not Tested

Pros

• Robust, protective feel
• Good coverage
• Comfortable fit
• Sweat Guide Pad actually works to manage sweat
• Comes with camera/light mount
• Can add chin bar to make it a convertible

Cons

• Comparatively heavier weight
• Not the best ventilation

Jeremy Benson

Bell has been in the mountain bike helmet game since the beginning and the Super Air Spherical is their current top-of-the-line half-shell model. This beefy helmet is also the basis of the convertible Super Air R Spherical, just without the removable chin bar. It has great coverage, a robust, protective feel, and features like MIPS Spherical, a camera mount, and an effective sweat management system that makes it stand out from the crowd. It comes in three sizes for heads between 52 and 62cm and is offered in a whopping 11 different color options.

Bell and Giro are two brands that incorporate MIPS Spherical into their designs for rotational impact protection. For the Super Air, this involves two distinct shells, inner and outer, that are connected with small elastomers that allow them to shift independently of each other. This adds a little bulk and weight, but it does seem to work quite effectively (at least in hand and when moving it atop the head). The deep fit surrounds the head with great coverage, particularly at the back of the head. It also just feels beefy and well-made, adding to the sense of protection it provides.

We found it to be quite comfortable with generous padding throughout that has a soft, pillowy feel. Bell’s Float fit system does a fine job of fine-tuning the tension around the head to achieve a snug fit. Bell has also managed to create a sweat management system that actually works with their Sweat Guide Pad. The padding extends slightly forward on the inner shell where it draws moisture out and away from the face, making it less likely to drip directly onto your sunglass lenses. The Super Air has a large 3-position visor, and it works well with goggles and even has a small rubber patch at the rear of the helmet to keep your goggle strap in place. The front vents easily accommodate sunglass arms, but they don’t feature grippers or anything to add extra security.

The Super Air Spherical has decent ventilation, but the dual-shell design hinders airflow a little compared to other models. At 478g, it’s also the heaviest half-shell model we tested by a significant margin, and the weight is somewhat noticeable on the head. That said, it is designed to pair with a removable chin bar to work as a convertible full face, so the added heft makes sense. Regardless, if you’re an aggressive rider seeking a fully featured half-shell and don’t mind a little extra weight, the Bell Super Air Spherical is a solid option to consider.

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Bontrager Rally WaveCel

Specs

• MSRP $160
• Weight 420g (L)
• Rotational Impact Protection System WaveCel
• Adjustable Visor Yes
• Number of Vents 13
• Available Sizes S, M, L, XL
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Moderate price point
• Comfortable fit
• Boa adjustment system
• Scores better in Virginia Tech testing than the more expensive Bontrager Blaze

Cons

• Straps could be improved
• WaveCel adds bulk
• Doesn’t have the best ventilation

Jeremy Benson

Bontrager made waves (pun intended) a few years ago when they introduced a new rotational impact protection system called WaveCel. They incorporated it into a number of their cycling helmets including the half-shell mountain bike helmet, the Rally WaveCel. The brand makes some pretty big claims about the effectiveness of this system, and given its 5-star rating in Virginia Tech’s impact testing, it seems like it must be relatively effective. Otherwise, this mid-priced model has a relatively traditional style and it comes in 4 shell sizes. The XL size is claimed to fit heads all the way up to 66cm, which is significantly larger than 62 or 63cm where most other models max out.

WaveCel is the primary thing that sets the Rally apart from the other helmets we’ve tested. This cellular structure resembles a bunch of tightly packed waves and it comprises the majority of the inside of the helmet, surrounded by a thinner outer shell of EPS foam. According to Bontrager, WaveCel is designed to function in three steps, flex, crumple, and glide. So, it is intended to absorb impact force like a more traditional foam lining while also functioning as a slip-plane for the reduction of rotational forces. At the same time, it allows air to pass through, so it remains breathable despite the full head coverage.

We found the Rally to have a very comfortable fit that seems like it should work well for most head shapes. The Boa adjustment system works well to snug it up around the head, and the thin Boa wires don’t conflict with sunglass arms as much as some other systems. The adjustable visor has three positions, one of which is very low, and we kept ours in the middle or all the way up while testing. The highest visor position doesn’t allow enough space for stashing goggles, but we were able to wedge our sunglass arms into the front vents under the visor.

While WaveCel is certainly an interesting feature, it does add a little weight and bulk to the Rally and it is generally just a bit larger overall than most of the other models we tested. The cellular structure does allow air to pass through, but it does inhibit the flow of air somewhat. It is similar to the Smith Forefront 2 in this regard, where the airflow is okay, but far from the best. We also found the strap design to be a little quirky, as the single attachment point at the back of the head required a little extra care to be taken when donning the helmet so they didn’t hang up on the adjustment harness.

Beyond that, we feel the Bontrager Rally WaveCel is a quality helmet for everyday trail riding that brings a unique approach to head protection with the WaveCel system.

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Smith Forefront 2 MIPS

Specs

• MSRP $250
• Weight 414g (L)
• Rotational Impact Protection System MIPS
• Adjustable Visor Yes
• Number of Vents 20
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating Not tested

Pros

• Unique styling
• Better ventilation than original Forefront
• MIPS and Koroyd
• Adjustable visor
• Sunglass storage

Cons

• Still not the best ventilation
• MIPS liner can be a little noisy
• Fairly expensive

Jeremy Benson

Smith has been making the Forefront helmet for many years, and the Forefront 2 is the latest version of this popular trail riding model. It has some of the most recognizable styling of any helmet on the market with unique looks and visible Koroyd in its construction. Beyond its futuristic appearance, Smith set out to make a highly protective helmet, and their use of Koroyd sets them apart from most other brands on the market. The Forefront 2 is offered in 14 different colors and three shell sizes for heads ranging from 51cm to 62 cm.

Smith’s use of Koroyd is the main thing that differentiates the Forefront 2 from other helmets on the market. This honeycomb-like material is designed to crumple on impact while remaining air-permeable, therefore providing protection and allowing heat and moisture to escape from the head. The majority of the helmet has a layer of Koroyd that is bordered by and then covered with a thin layer of EPS foam and the helmet’s outer shell. Inside, there is a relatively standard MIPS liner for rotational impact protection. The level of coverage is quite good, although slightly less than some other models in this review.

Unlike the original Forefront, the Forefront 2 has a couple of wide-open vents on top of the head that improve its ventilation slightly. The minimal but well-placed padding combines with the adjustable Vaporfit harness system for a snug and comfortable fit. The three-position adjustable visor works well for blocking the sun, and it shifts high enough to fit goggles when not in use. Smith also designed the helmet to hold sunglasses securely on top with the Koroyd providing the grip on the sunglass arms.

While the ventilation of the Forefront 2 is better than its predecessor, it still can’t compete with the airiest helmets on the market. The Koroyd simply doesn’t allow for air to move that freely from front to back. The MIPS liner can also be a little squeaky at times, which can be a little annoying. Regardless, the Smith Forefront 2 is a great trail-riding helmet that will suit many riders’ needs perfectly. While it may not be for everybody, we love the unique style. Our lead tester has been riding in the same one for the past two years, and it’s still going strong.

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Fox Speedframe Pro

Specs

• MSRP $190
• Weight 408g (L)
• Rotational Impact Protection System MIPS
• Adjustable Visor Yes
• Number of Vents 21
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Feature packed design
• Comfortable
• Good looking
• 5-star Virginia Tech rating
• Good coverage

Cons

• Some noise from MIPS liner

Jeremy Benson

Fox Racing is one of only a few brands that can outfit riders from head to toe with everything they could possibly need for mountain biking. They’ve been making helmets for years, but it wasn’t until they launched the Speedframe Pro a few years ago that they had a contender for the best half-shell model on the market. This uniquely styled helmet is not only good looking, but it checks all the boxes and comes with all the features you’d expect in a modern trail riding helmet. It comes in numerous colorways so you can be sure to find one that suits your taste, and they also sell the Speedframe without a MIPS liner for $140.

The Speedframe Pro comes packed with protective features in an effort to keep your head safe, and it earned a 5-star rating in Virgina Tech’s impact testing. It has extended coverage over the temples and down around the back of the head, with a MIPS liner for rotational impact protection. The outer shell completely wraps around the edges of the Varizorb dual-density EPS foam, which is intended to better manage the forces from high and low-speed impacts than single-density foam.

We found it to fit comfortably, and the 360-degree adjustment system snugged it up securely all the way around the head and we didn’t encounter any pressure points of any kind. The straps are well executed with a Y-shaped yoke around the ears that hold them nice and flat and away from the lobes. The Fidlock SNAP buckle makes the chinstrap a “snap” to open and close, even one-handed. The 3-position adjustable visor is great, and it flips up high enough to store goggles on the climbs. The 21 vents and internal air channels work well to keep air moving and the head cool, with 3 well-positioned brow vents that go straight to the forehead.

Overall, the Fox Speedframe Pro is a well-executed trail riding helmet that is lightweight and well-designed without any serious drawbacks. And, at $190, it also sells for a bit less than some other brands’ top-tier models. For more information, read our full review of the Fox Speedframe Pro.

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100% Altis

Specs

• MSRP $125
• Weight 383g (L-XL)
• Rotational Impact Protection System SmartShock
• Adjustable Visor Yes
• Number of Vents 14
• Available Sizes XS/S, S/M, L/XL
• Virginia Tech Helmet Safety Rating 3-star

Pros

• Reasonable Price
• Looks good
• Decent Ventilation
• Adjustable Visor
• Comes with extra set of pads

Cons

• SmartShock Elastomer caused minor pressure point in forehead
• 3-star Virginia Tech rating
• Slightly less coverage than similar helmets

Jeremy Benson

100% may be better known for their full-face helmets, but they make a couple of half-shell models with the Altis and Altis Gravel. This affordable helmet comes in at the lower end of the price range of the models we tested, with a retail price of just $125. We think the Altis looks great, and it has some interesting features like 100%’s proprietary impact protection system called SmartShock. It comes in three sizes for heads ranging between 50 to 63cm, and several color options. The Altis Gravel is essentially the same helmet, just without the visor.

The Altis has pretty good head coverage, though just slightly less than some of the other models in this regard. The EPS foam is in-molded to the polycarbonate outer shell with the lower edges fully wrapped for durability. Inside, 100% has developed the SmartShock system to help mitigate rotational impact forces. This consists of 11 blue rubber elastomers that protrude out from small depressions in the EPS foam and through holes in the liner pads. They essentially suspend the helmet around your head and serve the purpose of absorbing some direct impact while having the ability to shift slightly in any direction. How well this works compared to MIPS isn’t exactly clear, but when you shift them around with your fingers or wiggle the helmet around on your head, they seem like they work as intended.

The adjustment harness works well enough to snug the helmet around your head, though it lacks any vertical adjustability. The fixed, Y-shaped strap splitters work well to keep them away from your ears, and the chinstrap has adequate adjustability and a standard buckle. While we found the Altis to be generally comfortable, we did note one distinct pressure point where one of the SmartShock elastomers pressed into our tester’s forehead. He does have a particularly prominent forehead, however, so this may not be an issue for all users. With 14 vents, the ventilation is relatively good, but the general lack of internal channels doesn’t allow air to move quite as well as the breeziest models out there.

100% wanted to make sure the Altis worked with goggles, and the visor flips way up and out of the way in its highest position to accommodate them. We did not, however, find a good way to store glasses on the head, other than keeping them on your face. At 383g, our size large test helmet is relatively lightweight in its class. We also happen to like the way this helmet looks, especially when paired with some big ol’ 100% riding glasses. If you dig the style and don’t want to spend a lot on a quality trail riding helmet, we think the 100% Altis is worthy of consideration.

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Scott Stego Plus MIPS

Specs

• MSRP $200
• Weight 420g (L)
• Rotational Impact Protection System MIPS
• Adjustable Visor Yes
• Number of Vents 17
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Comfortable fit
• Comes with 2 visors (one with integrated GoPro mount)
• Good ventilation
• Comfortable
• Offered in numerous colors

Cons

• High visor placement doesn’t block sun as well as it could
• Slightly less coverage than some other models

Jeremy Benson

Much like Specialized, Scott is one of the few brands that can outfit you head to toe and sell you a mountain, gravel, or road bike too. The Scott Stego Plus MIPS is their top-of-the-line half-shell helmet that is “designed for enduro riders”. It has good coverage and comes packed with all the features you’d expect for the price. Like many of the other helmets in this review, it also earned a 5-star Virgina Tech impact rating.

Scott designed the Stego Plus to provide a good level of head coverage with a shell that extends down slightly over the temples and down over the occipital lobe. The in-mold EPS foam and polycarbonate shell protect from direct impacts and inside they’ve equipped it with a relatively standard MIPS liner to help with rotational forces. Scott also added some small PU pads that are hidden slightly under the visor that they claim are intended to help protect in low to mid-energy impacts.

Our tester found the fit of the Stego Plus MIPS to be excellent. Perfect, actually. Fit and comfort are subjective, of course, but she really enjoyed the way this helmet fit. The Halo 360 fit system offers a huge adjustment range to secure it on the head and it pulls tension all the way around. 16 vents also do well to keep you comfy providing good ventilation. That includes a couple of brow vents that blow air straight on the forehead and help minimize fogging of eyewear. The straps are easily adjustable, and the magnetic buckle makes securing the chinstrap quick and easy.

The adjustable visor has been designed with eyewear and mind and it flips up nice and high to accommodate goggle stowage. The rear of the helmet also has a rubber strip to help keep the strap from slipping off. The Stego Plus MIPS comes with 2 visors, one standard affair and one with an integrated camera mount. This is great for those who love to capture all their exploits on camera, and it can be mounted on the underside of the visor for the optimal POV filming angle. You do need to unscrew the visor screws to swap them out, but we feel this is a nice included feature.

You can learn more about the Scott Stego Plus MIPS in our full review.

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Lazer Jackal KinetiCore

Specs

• MSRP $220
• Weight 345g (L)
• Rotational Impact Protection System KinetiCore
• Adjustable Visor Yes
• Number of Vents 19
• Available Sizes S, M, L
• Virginia Tech Helmet Safety Rating 5-star

Pros

• Lightweight
• Well-ventilated
• Good coverage
• Comes with camera mount
• Works with removable rear light (sold separately)

Cons

• Experienced some pressure points on the head

Jeremy Benson

Lazer is one of several brands that’s making an effort to reinvent rotational impact protection through new designs with KinetiCore. They’ve implemented this design across many of their mountain and road helmets, including their flagship mountain bike half-shell, the Lazer Jackal KinetiCore. Though it looks identical to the previous version with MIPS, it’s a bit lighter weight, and what’s going on inside the helmet is actually quite a bit different.

The easiest thing for most brands to do is just stick a MIPS liner in their helmets, so we applaud Lazer for stepping outside the box and developing their own new safety technology. KinetiCore is intended to work in a similar way to other rotational impact protection systems, though the design is completely different. Instead of a liner or elastomers, they have essentially incorporated it into the shell itself with controlled crumple zones built into the EPS foam. These small, isolated blocks of foam are intended to crush and crumple both vertically and laterally in the event of an impact. Our tester even crushed some of them with her hand to see how it in action. New technology is great if it works, and it seems like it does based on the Jackal KinetiCore’s 5-star Virginia Tech rating.

Beyond KinetiCore, the Jackal has a modern shape with ample coverage. It has great ventilation with 19 well-placed vents, and the air is able to pass through the empty space between the KinetiCore blocks. The one-piece interior padding is comfortable and treated with Polygiene Biostatic, and the Advanced TurnSys adjustment system provides a secure fit. The straps are highly adjustable and the magnetic buckle makes for easy one-handed operation. It also comes with a camera mount that attaches to the top of the helmet with a velcro strap, and Lazer’s Universal LED light can be mounted to the back of the helmet for enhanced visibility.

The Lazer Jackal KinetiCore has an adjustable visor that is designed to stow goggles when not in use and it has no problem accommodating them when flipped up in its highest position. At the back of the helmet, a rubber goggle grip pad keeps your strap securely in place. By the temples, they’ve specifically shaped the shell with recesses to prevent sunglass arms from making contact. Our only real gripe with the Jackal KinetiCore is that our tester had some pressure points from the adjustment system. The preproduction sample she tested also had an issue that has since been resolved. You can find out more in our full review of the Lazer Jackal KinetiCore.

Check Price at REICheck Price at Backcountry

Smith Engage 2

Specs

• MSRP $120
• Weight 405g (L)
• Rotational Impact Protection System MIPS Evolve Core
• Adjustable Visor Yes
• Number of Vents 21
• Available Sizes S, M, L, XL
• Virginia Tech Helmet Safety Rating Not tested

Pros

• Reasonable price
• Reasonable weight
• Good ventilation
• Sunglass storage

Cons

• Strap splitter could be better
• Sunglass storage doesn’t work with all sunglasses

Jeremy Benson

Smith makes a full range of cycling helmets with the Engage 2 falling at the lower end of the price spectrum in their line of mountain bike half-shells. Unlike the futuristic Forefront 2, the Engage 2 has a more traditional look with significantly less Koroyd in its design, and it costs less than half the price. Still, it has everything we look for in a modern half-shell helmet with a look and feel that exceeds the asking price. It comes in 4 shell sizes to fit heads between 51 and 65cm, and six color options including the Matte Slate/Fools Gold we tested.

The shell has a fairly deep fit with good coverage at the sides and back of the head. The polycarbonate shell wraps all the way around the EPS foam, and there are two strips of Koroyd strategically placed on the sides of the helmet. Smith incorporated a MIPS Evolve Core liner for rotational impact protection, and the Vaporfit harness connects to it for a nice 360-degree adjustment system. It has a well-made feel and the judicious use of Koroyd isn’t a negative, in our opinion.

Less Koroyd in the construction means that more of the vents are wide-open, and the Engage 2’s ventilation is quite good. The 21 vents allow plenty of air to pass through with the 4 at the front providing a nice breeze at the top of the forehead. It has an agreeable shape that should work for most heads and we never experienced any pressure points or quirks in the fit. The padding is minimal but well-placed, adding to the comfort.

The visor is adjustable with three positions to suit your needs. The highest position makes it possible to fit goggles when not in use or stash some sunglasses. You can squeeze some sunglass arms into the outermost front vents as well, although we found this didn’t work with all the sunglasses we tried. The straps offer plenty of adjustability at the ears and the chin, but we found it difficult to get the splitter to make the straps sit completely flat by the ears.

Regardless, we feel the Smith Engage 2 is a great helmet that will suit most riders’ needs that sells for a budget-friendly price of just $120.

Check Price at REICheck Price at Backcountry

Comparison Chart

Why Should You Trust Bikerumor?

At Bikerumor, we take cycling very seriously, and no matter what type of riding we’re doing, our safety is of the utmost importance. For that reason, a quality helmet is the most important piece of gear we put on before every mountain bike ride. We’re always seeking the most protective, comfortable, and best-looking mountain bike helmets we can find so we can have fun on the trails with the peace of mind a good helmet provides.

Our editorial staff has been testing the latest and greatest mountain bike helmets for over a decade. Sure, we’ve all got our favorites, but the market is ever-changing with new and updated models coming out all the time. Fortunately, we get to try them all out, often before they are even available to the public. This experience has given us unique insight as to what makes a great helmet, along with the ability to discern the differences in performance and functionality between the different models we test.

Review author, Jeremy Benson, has been professionally testing and reviewing mountain bikes and accessories for 6+ years. In that time, he has tried over 30 different helmets. Whether for XC rides, shuttle laps, or adventurous backcountry loops, he has honed in on the specific performance attributes that make a great helmet. For the purposes of this review, he tested 10 models side by side to directly compare things like fit, comfort, ventilation, coverage, and visors. Those findings, combined with models our editors have recently tested, are presented here to help inform your important mountain bike helmet purchase decision. Need a quality rack to keep your bikes safe during transport? Check out our review of the best hitch bike racks.

Mountain Bike Helmet Buyer’s Guide

There’s a lot to consider when choosing a new mountain bike helmet. Here we break down some important factors that may help with finding the right model to suit your needs.

Different Types of Mountain Bike Helmets

As there are several styles of mountain biking, there are just as many helmets to meet the needs of different riders. As the sport has evolved, so too has the protective equipment we use, and these days, helmets are safer than ever. In general, mountain bike helmets fall into three different categories and we explain the differences below.

Trail, All-Mountain, and Enduro Half-Shells

Half-shells for trail, all-mountain, and enduro riding are the most common type of helmet we see out on the trails. These “open-face” models cover the top of the head with modern shell designs offering extended coverage on the back and side of the head to better protect the occipital and temporal lobes. These helmets almost always have a visor (peak), and many are designed to work with both sunglasses and goggles. The added materials involved with extended coverage, visors, and other features typically result in helmets that are slightly heavier than their XC-oriented counterparts.

XC Helmets

Cross-country riders and racers often prioritize lightweight and aerodynamics, so XC helmets are somewhat different than their trail-oriented counterparts. In fact, most professional XC racers are using what are technically considered road bike helmets. This style of helmet is typically sleek, low-profile, and well-ventilated, and they provide a bit less coverage of the head than the extended coverage models. They also generally do not come with a visor, although some riders will wear a cycling cap underneath to act as a visor in certain conditions.

Full Face and Convertible Helmets

Full face helmets provide the most head protection with shells that extend over the ears and large chin bars that provide protection for the front of the face. Convertible helmets are those that have a removable chin bar, allowing the user to choose when they want half-shell or full-face coverage. This style of helmet has traditionally been worn by those in gravity-oriented disciplines like downhill and enduro racing, although a new breed of lightweight and well-ventilated models has expanded their appeal to a broader range of users. Full face models now come in a range of designs, styles, materials, and weights, with models geared toward virtually every type of rider or protective needs.

Getting the Right Fit

A properly fitting helmet is critical for it to not only be comfortable but to work properly in the event of a crash. If it is too loose or too tight, its protective qualities may be compromised or its protective features may not function properly. Additionally, a properly fitting helmet is more comfortable, allowing you to focus your attention on the trail ahead. It is important to note that fit and comfort are subjective, and not every individual’s head shape will work with every helmet. If your head is very round, very narrow, or your forehead very pronounced, you will probably want to try a helmet on before buying it to ensure that it fits your specific head shape.

Sizing

Just like people’s heads, most helmets come in multiple sizes. Helmet manufacturers almost always have a size guide on their website for reference. Each helmet size typically fits a small range of head sizes, and these are usually shown as head circumference in centimeter measurements. As a general rule, the best way to determine if a helmet fits is to try it on before you buy. This will ensure you get the proper fit the first time.

If you are unsure of your head’s size, all you need to do is measure it. A flexible measuring tape is the best tool to do this, otherwise, a length of string and a ruler will also do the trick. Measure the circumference of your head in a circle above the eyebrows, ears, and across the occipital lobe (back of the skull). Record this measurement in centimeters, and you should be able to identify the appropriate size helmet. Most adult helmets come in several sizes to cover heads ranging from 51-63cm in circumference (give or take), with each shell size covering a smaller range. For example, the Giro Manifest Spherical comes in three shell sizes: S: 51-55cm, M: 55-59cm, and L: 59-63cm. Most people will fall within one of these sizes. If you are on the cusp between sizes, it is typically better to size up than squeeze into the smaller shell size, in our experience.

If you get a helmet that is too tight or too loose, try and exchange it for the correct size before you wear it and get it sweaty or dirty.

Fit Adjustments

Most quality helmets have fit adjustment systems to help you dial them in to your exact head shape to keep them stable, secure, and comfortable when in use. An adjustable harness is one such feature that is used to snug the helmet up against the occipital lobe/back of the skull. These harnesses usually have a small dial that you can turn to tighten or loosen it, and most have a vertical adjustment inside the helmet so you can be sure to position the harness properly under the occipital lobe as well. When tightened properly, the harness should feel snug but not uncomfortable and it should keep your helmet from bouncing around as you ride over rough terrain.

Likewise, the chin strap is another important adjustment that helps to keep your helmet on your head in the event of a crash. Too tight and it can be uncomfortable. Too loose and your helmet can come off your head. Most chin straps can be tightened or loosened to fit your specific needs, and this adjustment is quick and easy to make. A general rule of thumb is to be able to fit a finger or two between the strap and your neck for it to be tight enough while still avoiding irritation. The straps should also split around the ears, and we prefer them not to touch our ears at all, if possible. Many strap splitters allow for some adjustment, so you can fit them to your ears for comfort.

Wear it Correctly

Even if you get a helmet that is the right size, it is important to wear it properly for it to work as intended. Modern helmets are designed to be worn level on the head and snug enough so that they don’t move around. Most of your forehead and the crown of your head should be inside the helmet, as opposed to the helmet sitting up too high or off the back.

How Mountain Bike Helmets Work

Mountain bike helmets protect the head by providing a barrier from direct impact and dissipating the forces from impact. At the most basic level, mountain bike helmets are comprised of two parts, an inner foam layer (usually EPS foam) and an outer polycarbonate shell. Combined, these layers provide a protective layer that takes the brunt of an impact. The firmer outer shell performs the important task of protecting the softer foam underneath, and when impacted, helps to spread the force of the impact over a greater area. The softer EPS foam compresses and absorbs those forces and it often crushes, cracks, or deforms in the process.

Always Replace Your Helmet After a Crash

Due to the fact that helmets are designed to partially destruct when absorbing the forces of an impact, they are meant to be replaced after a crash. Often, cracks or other signs of damage will be obvious, but not always. Even low-speed impacts can result in damage that can compromise the integrity and protective qualities of a mountain bike helmet. For your safety, it is recommended that you always replace your helmet after a crash. Thankfully, many brands offer discounts for crash-replacement helmets.

Rotational Impact Protection

Since the introduction of MIPS (Multi-Directional Impact Protection System) several years ago, rotational impact protection has become commonplace in mountain bike helmets. MIPS was the originator and is still the most common, although it has developed over the years into numerous iterations, such as MIPS SL, MIPS Evolve, MIPS Spherical, and MIPS Integra, to name a few. The basic idea, however, remains the same. MIPS and similar technologies strive to enhance head protection by reducing the rotational forces that reach the brain during certain impacts. They do this by creating a slip-plane that allows the helmet to shift around the head and absorb some of those forces before they reach the brain.

Many other brands have also developed their own rotational impact protection systems that are intended to work much the same as MIPS. 100%’s SmartShock system relies on small rubber elastomers built into the shell that are intended to absorb both rotational and direct impact, and Leatt’s Turbine 360 works similarly. Bontrager’s WaveCel design features a zig-zag honeycomb-like structure that is intended to crumple and shear on impact and KinetiCore was developed by Lazer to work in much the same way, with isolated columns of EPS foam.

Which one of these technologies works the best is hard to say, but we’re glad that helmet manufacturers are trying to improve helmet safety. At Bikerumor, we don’t have our own impact testing equipment, so we refer to Virginia Tech’s Bicycle Helmet Ratings for more insight. For years, Virginia Tech has been a leader in helmet impact testing, and they do it independently and provide their findings free to the public. They test each helmet for its ability to reduce linear acceleration and rotational velocity with 24 different tests. Of course, they haven’t tested every model on the market, but they do have 190 models of cycling helmets currently tested and rated on their site.

Coverage

As mountain bike helmets have evolved over time, the amount of head coverage has increased. For half-shell models like those reviewed here, this is most noticeable on the sides and back of the head where the shells drop down further to better protect the sensitive temporal and occipital lobes. This is particularly apparent in trail, all-mountain, and enduro-oriented models that are often referred to as “extended coverage” half-shell helmets. Unlike old-school helmets that sat high atop the head, modern helmets now surround much more of the skull. In general, we typically equate more head coverage with better head protection, and we feel this is a welcome advancement.

Ventilation

Depending on the climate where you live and ride and how much you sweat, ventilation may or may not be a high priority. For those that live in warm climates, ride at the heat of the day, or simply perspire a lot, how well a helmet allows air to pass through to cool the head may be of the utmost importance. Not only does good ventilation reduce the amount of sweat running down your face or dripping onto your lenses, but it helps to keep you from overheating. Fortunately, most helmet manufacturers do their best to make their helmets well-ventilated, though they are not created equal.

While important, the number of vents is not the only factor when it comes to ventilation. Instead, a well-executed design that involves adequate air intake vents at the front of the head, internal channels that move air over the head, and exhaust vents at the back of the head for air to escape is generally the most effective.

Visors

Visors, sometimes referred to as “peaks”, are a common feature on most mountain bike helmets and they serve several purposes. Many visors are adjustable, allowing the rider to position them at various angles. This makes it possible to drop them down low to help keep the sun out of the eyes at low sun angles or move them up and out of the field of view at high sun angles. They also serve to deflect trailside branches and can help keep light rain from reaching the eyes while riding. Adjustable visors and those positioned higher on the helmet typically also accommodate a pair of goggles or sunglasses stashed beneath them when not in use. Some visors are also designed to break away in the event of a crash to reduce the chance of injury.

Eyewear Compatibility

Many helmet manufacturers are designing and marketing their helmets with integrated sunglass storage and goggle compatibility. It has long been the case that you could wear goggles with many helmets and stash sunglasses in the front vents, but now, these features are often a part of the design. The spacing of the front vents is pretty critical for stowing sunglasses, and some manufacturers have taken to adding rubber grips or other materials to better hold sunglass arms. At the rear of the helmet, many now feature a rubber strip or pad of some kind to add grip for a goggle strap. As mentioned above, visor adjustability or placement is also a factor when stowing either sunglasses or goggles when not in use.

Additional Safety Features

The whole point of making helmets for cyclists is to help prevent injury, and manufacturers are seeking additional ways to protect the people who buy their products. They do this in a variety of ways, including the implementation of new technologies. Brands like Specialized and ABUS make small crash detection sensors, called ANGi and QUIN, respectively, that can be attached to the helmet. These small units can sense the forces associated with a crash and send a notification to your contacts in an emergency situation. POC includes a twICEme NFC medical id chip in certain helmets, which can be read by first responders to find out important personal, medical, and contact information if the individual is unresponsive or unable to communicate effectively.

As mentioned in the visors section above, some models have visors that are designed to break away in the event of a crash which may help reduce the chance of injury. Other brands use structural reinforcement in their designs with things like aramid bridges or ActiCage integrated into the EPS foam to add strength. The foam itself can be varied with some companies using dual-density foams like EPS and EPP which absorb the energy from high and low-speed impacts differently. Koroyd is another interesting material used by brands like Smith and Endura. This honeycomb-like structure is intended to crush and crumple on impact while remaining porous and allowing air to pass through and heat and moisture to escape.

Durability

Unless you crash often or are careless with your gear, helmets tend to have a pretty good lifespan. Quality helmets have in-mold constructions with the inner foam well bonded to the outer shell, and most now have full shell coverage over the lower edge of the foam. Exposed foam is more susceptible to damage, so the more it is covered, the better. The durability of the outer shells of helmets can vary, however, with some being quite resilient and others being more prone to denting if struck by a branch or dropped in a truck bed with too much force, for example. Remember, your helmet may prevent serious injury or even save your life, so treat it with care.

If you don’t ride that often, most helmets will last for several years without issue. If you ride every day, you’ll probably want to replace your helmet more frequently, every couple of seasons or so. Always remember, if you crash and impact the helmet, it should be replaced.

Value

Mountain bike helmets vary wildly in terms of price with the models we tested ranging between $75 and $300. Sure, many of the more expensive models feature the latest and greatest technology, lighter weights, and flashier designs. The reality is, any of these helmets will protect you better than none at all, and even the least expensive model we tested, the Specialized Camber, beats many of the costlier models in Virginia Tech’s impact testing and looks pretty darn good doing it. So, you don’t have to spend a lot for quality head protection, but it’s your head and brain we’re talking about here, so you make the call.

Frequently Asked Questions About Mountain Bike Helmets

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With a slack (for gravel) 69.4 degree head angle, RockShox Rudy XPLR fork, integrated mudguards, and high strength frame (ASTM 3 certified), the Szepter is more capable on singletrack than most gravel bikes. 1990’s me would have killed it at the NORBA XC races on a Szepter. Flying across those ski hill water bars thanks to the RockShox Reverb AXS XPLR dropper post, 180mm SRAM HS2 front rotors, and 1×12 SRAM Force XPLR Etap AXS wireless drivetrain. Look out Tinker!

In addition to its singletrack capabilities, the 1,400g Ultra-Modulus carbon frame is also comfortable and efficient on pavement. The lightweight frame helps offset the extra heft of the fork and dropper. Yes, 21.8lbs is on the heavy side for a gravel bike in this price range, but not overly so. For me, the offroad functionality is well worth the extra pound or two. It’s perfect for my hometown riding, where dirt and gravel roads are plentiful, but are mostly nasty, brutish, and short.

A “gravel ride” in the more populated areas where most of us live, often needs a lot of paved sections to connect the unpaved woods, parks and rail-trails. The Szepter is perfect for this. On group rides it had me pleasantly moving right along with the pack, keeping pace with unsuspended bikes. And when things inevitably turned sketchy, I didn’t walk or dab. I could hop over logs at speed, scootch rock step-ups, and even a-line rollers, small drops, and jumps.

Frame

As mentioned, the Ultra-Modulus carbon frame is light but it’s also built to the ASTM 3 offroad standard. The frame design is unique, with a curved seat tube (30.9mm) matching the arc of the rear wheel, and with an integrated rear fender. Both help minimize spray in wet conditions and let the pack know you’re not going to ride around the puddles.

The top tube is thin and wide for tor torsional strength, while the chainstays, downtube, and headtube are also beefed up for strength and efficiency. With top tube mounts for a frame pack and two large bottles, overnight bikepacking is on the table. But overall there is limited pack capacity due to the suspension fork and dropper. So it’s a very dirt-friendly design but is not a platform easily set up for long-haul bikepacking.

Geometry

The unique-looking frame has a geometry tuned for offroad riding but isn’t so radically slack that it hampers road performance. The 69.4 degree head angle is relatively slack for a gravel bike, but with traditionally shaped 440mm (M_L) drop bars it feels like a gravel bike. However, the 74.4 degree seat angle is notably steep, and I didn’t have to slide the saddle forward due to my long legs. It’s a comfortable and forward-riding position. Combined with short 425mm chainstays lifts easily for a gravel bike but climbs steeps fine.

And the more forward over the BB position added to the bike’s general efficient power transfer vibe. Pedal strikes were less common thanks to the tall 290mm BB height, which didn’t seem to hamper stability, likely thanks to the dropper and lower body position. Finally, the 45mm limit on rear tire clearance keeps the Szepter in the gravel bike spectrum, though it fails to match the Rudy fork’s 50mm tire clearance up front. On a bike like this, you’re more likely to want to run 50mm tires front and rear, so it seems like a bit of a miss.

Price and Build Options

The Core 4 is the top-end build we tested. At $4,499 it’s a very strong spec. As mentioned, the RockShox Rudy Ultimate suspension fork, SRAM Force XPLR AXS drivetrain and brakes, and RockShox Reverb AXS XPLR dropper post are great for singletrack, but are very pricey. The SDG Bel-Air V3 Overland saddle and Zipp Service Course stem and bars are also good performers. Along with the WTB Proterra Light i23 alloy wheels, skinned with WTB Resolute 42c TCS light tires.

YT’s consumer-direct business model allows for a high-value build, and the Core 3 build at $3,299 (sale price $2,999) has the same frame and has a great build spec for the price, but lacks the dropper and uses less costly SRAM Rival drivetrain and WTB SpeedTerra wheels.

SRAM wireless shifting had already won me over on other bikes, and I’ve become surprisingly fond of the Reverb SRAM AXS 50mm dropper too. Initial rides had me skeptical of only 50mm of travel in the dropper and I was doubting the ActiveRide suspension feature, which only provides a bit of cush and only when partially dropped.

It requires mad gamer skills to depress both shifters quickly enough not to drop down too far. At first I struggled to micro-drop into the less rigid Goldilocks zone, but eventually, I figured it out. Although the suspension is very subtle, I found it worth the effort to get into the sweet spot to reduce long chattery sections.

A 75mm dropper is also available, and I would recommend the longer post, but I found the 50mm drop to be sufficient to easily slide back behind the seat. The dropper was great for technical riding, duh, but I also found it useful on steep descents (both road and gravel), where I could get more aero and more easily lean into the curves. The 30.9mm seat tube diameter can fit a bigger MTB dropper too. If you ride mostly dirt and gravel, then I could see buying a Core 3 and adding a 150mm dropper (size L, XL, XXL), a bigger front tire, and maybe flatter mustache bars, and have a super-efficient go-anywhere bike.

Paint and color schemes typically aren’t worth mentioning in reviews, because they are largely personal preferences and I prefer function over fashion (e.g. socks and sandals). So while the Core 4 “machine light grey” matte paint looks kinda badass, I have to mention that I really dislike matte paint. The rough coating reaches out and grabs dirt and stains. Everything that touches the bike leaves a mark: riding gloves, rubber bike rack straps, mud, air, everything. I’m not a neat freak, but the bike gets embarrassingly marred and is impossible to keep clean. End of knit pick.

Ride Impressions

The Szepter is great for exploring new places. Before this winter on the Szepter, I thought I had hiked or biked every path within a 25mi radius of my house, especially after the last few years. But I found several “new” routes while riding out from the house. Does that path get around the lake? Yes, but there’s a stream crossing with a tippy board. Is that just a driveway, or does it cut-through to the park? Both, if you’re faster than the dog. I would leave the house with intentions of a gravel ride, but could end up on mountain bike trails, or sometimes a short neighborhood spin ended up crossing 3 town lines. The Szepter was a joy no matter the route.

On climbs and the actual gravelly sections I mostly rode the hoods, and the bike was efficient and comfortable, and I never felt the need to lock out the fork. When things got hairy, I moved down into the drops for a better grip and one finger braking. The front wheel was easily lifted to manual and bunny hop, and the 180mm front rotor and XPLR brakes provided MTB-level stopping power. Riding the drops on flowy singletrack improved the handling too. Especially with post down, the lower center of gravity allowed the bike to carve better than most gravel bikes.

If the tires slid a bit, I didn’t panic, because I was tucked in low between the wheels where I could control a slide without fully washing out. The 42c WTB Resolute tires were a good compromise in width and tread. Hitting the sweet spot for offroad traction, without being too buzzy on the road. While the Rudy can hold up to 50c (and up to 45c in the back), I don’t see the need to go more aggressive, unless you’re lucky enough to never have to ride pavement.

Not to oversell the bike’s technical trail riding potential, however. The Szepter is still a gravel bike and rocky and rooty old-school singletrack was challenging. There’s no floating over rock gardens or rooty sections, and line choice was critical. But it’s fun to slice and dice to find the smoothest line, and there is a huge payoff on the climbs from the super-efficient pedaling. I turned a decent time on my local classic 10-mile MTB loop, but that easy XC loop left me drained. Only an hour or so of riding, but it involved a lot of panicked late reactions and high concentration to stay within the slim margin for error. Rooty sections were rumbly and needed careful line choice, and it was bit stressful knowing any of the big rocks might biopace the rear wheel if I mistimed a hop. Underbiking at its best.

So while the Szepter pushes the limits of a gravel bike, it’s not meant to replace your XC or Trail bike. But for mixed surface rides and flowy trails, (with the occasional techy bit), the Szepter is perfect. It’s ideal for long gravel rides with friends and exploring any side trails that might tempt you. It’s an excellent gravel bike with the bonus of siren insurance, letting you ride almost any nasty piece of trail one of those watery tarts might convince you to take.

YT-industries.com

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Thomus Lightrider World Cup carbon XC mountain bike

I mostly knew the frame as “the bike Matthias Flükinger and Alessandra Keller ride” with their Swiss Powerhouse Thömus-Maxon professional MTB team.

More recently, the first Thömus concept store opened in Santa Monica, California. So, we’re guessing you’ll see them around your local trails and race start lines soon. In any case, we thought that was a solid enough impetus to get one in for a comprehensive review.

Who is Thömus, anyway?

That’s the first question I was asked at the trails, “who are they?”

I tell you one thing; they are not newcomers to the cycling world. Thömus SA was founded in 1991 and has always had a keen eye for cycling talent, and producing exceptional bikes for a small manufacturer. They are a well-known brand in their region in Switzerland, and are rapidly gaining more global popularity with the help & success of the Thömus Maxon team, plus newfound USA distribution.

You might remember them for developing the first road bike with integrated cabling or launching the Lightrider e-Ultimate, the world’s lightest dual-suspension electric mountain bike at the time. They also have deep trail cred, and a history of race performance and innovation.

Thömus Lightrider World Cup XC MTB

The Thömus Lightrider World Cup is the brand’s flagship carbon XC race mountain bike. The design is race-focused with some clever bits of tech and suspension readability. Its World Cup hardtail counterpart, the TomCat, sees less camera time but is still on standby in the Thömus Maxon team trailer for less technical courses. The Thömus Lightrider World Cup is among five available in the Thömus acoustic MTB line.

Frame Tech Details

The carbon Lightrider World Cup frame is robust. Most of that is the oversized down tube and seat tube junctions. This sturdy design allows for excellent power transfer yet leans heavily on the suspension to provide a balanced, supple ride.

Standing over the Thömus Lightrider World Cup, I noticed how dramatically sloping the top tube is. The design reminded me slightly of the previous Trek Top Fuel, yet with a much stiffer front end.

For better or worse, the cabling runs internally through the headset. The routing is neat and, paired with the Acros-Components stem/guide, is barely noticeable. The only drawback of course, is complicated bearing replacement and difficulty in getting a super-slammed stem without further modification.

The frame’s rear is equally overbuilt, with most beef in the ‘chain staying’. When the chainstays connect to the seat tube junction, they have an sculpted look that flares upwards. During my many muddy test rides on the Lightrider, we found that this slight flare helps keep mud from accumulating, actsing like a mud scraper.

The beefiest part of the frame has to be that bottom bracket junction. Thömus uses a press-fit BB, and the bike is usually built with a Shimano spec (especially for the team). So you’d rarely see a BB30 crankset on it. Our test ride came with a SRAM groupset, though; and the DUB press fit BB was an excellent match with bearing size and longevity.

Test Bike Build: Thömus Lightrider World Cup

You can find 3 specs for the Thömus Lightrider World Cup on the international site for Thömus. Since our test bike came from the new Thömus Concept store in CA, they treat component specs & complete builds on a per-rider custom setup. The Thömus Concept store effectively operates like a bike studio, offering the base frame, and then putting together each build to suit the rider and their individual needs.

Our review ride is the “race and ride anything” build with a 120mm fork and a bit more playful tech than full-on race-focused trimmings. Think of it as an XC+, a Marathon, or a Superlight Trail setup.

Our review ride arrived with a SRAM GX Eagle setup, something not offered on the international Thömus site.

The build for our review ride is certainly more marathon-focused, with a kit that can take the abuse of a long day out on the trail without needing constant attention.

I liked this idea, but I also wanted to see what a full-on World Cup race build would unleash — more on that later.

Full Specs: Lightrider World Cup

• Frame: Thömus Lightrider World Cup Size: MED (18″)
• Bare frame weight: 3.6lbs
• Fork: RockShox SID 120mm
• Shock: SID Deluxe Ultimate
• Shifting: SRAM GX Eagle 12 Speed
• Cassette: SRAM XO (XX pictured)
• Brakes: SRAM Level TL 180F/160R
• Wheels: DT-Swiss XRC 1501 (240 hubs)
• Tires: Maxxis Ardent 2.40X29′
• Bars: Thömus Full Carbon 680mm
• Stem: Acros-components 80mm
• Saddle: Selle Italia SRL Carbon
• Dropper: KS-LEV-Si
• Weight: 26. lbs as built
• Price: $7,800 (as pictured)

The Ride

I started riding the Thömus Lightrider World Cup when the weather was dreary, and the trails were still covered in snow. I assumed it wasn’t ideal conditions for a race bike, but I was wrong. The Thömus Lightrider World Cup is more than a full-throttle race machine; it’s also a playful bike with laser-focused responsiveness.

In the “race mode” with a 100mm fork, the Lightrider WC has a steering angle of 69.1º. Our review ride is a 120mm fork and kicks the headtube back slightly, giving the bike a longer leash to get a bit more rowdy. I’m a bit reluctant to say that the 120mm fork on the Lightrider World Cup brings it into down country territory?

But it is more like a super capable, extremely race-focused cross-country bike.

The stock and supple suspension help round off some uber-stiff tube designs. The beefed-up headtube and bottom bracket are perfect for hammering out the watts. When the suspension is locked out, the bike moves — fast.

The feeling on the open road is legitimately similar to the stiffness of a road bike.

What I liked most about the Lightrider has been the versatile nature of the bike. I never felt over or under-biked when heading out on a ride. Yes — this is slightly specific to the build, but the frame is a master of many. I felt confident on the drops (something I admittedly terrible at) and still super quick on the climbs.

The only thing that held this build down slightly was the wheels. Yes — they are super lovely wheels, but they are slightly heavy for the rocket climbing abilities of this bike – especially paired with the 2.4″ Ardent tires.

I put on my own Roval Control CL wheels, pulled off my personal XC race bike, to mix it up and went for my usual test spin. The wheel swap made the bike climb way better. The speed going uphill and the frame’s responsiveness made me want to push more on those assents.

It made me wonder how this bike would perform with an all-out race build…

Final Thoughts

The Thömus Lightrider World Cup is a premium race machine at heart and on paper. But what surprised me about this frame and setup is the versatility and master of many vibes experienced on the trails. Not only in trail terrain but travel setup and beyond, the Thömus Lightrider World Cup is a bike that can be many (XC race, marathon, and shred) with the right quiver of gear.

Project XC

Riding the Thömus Lightrider World Cup in the marathon build we received has only made us want to experience the bike in its natural form — a full-on race machine. So we’re taking the frame and doing a bottom-up rebuild with race bits from Fox, Shimano, FSA, and DT-Swiss. Stay tuned!

Look for a long-term review in midsummer and build shots on our Instagram.

Thoemus.com

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Construction and Features – Ultralight Rain Jacket:

Velocio’s Ultralight Rain Jacket is a thin but fully waterproof shell made from eVent DV Storm fabric. This fabric is lightweight, yet completely blocks wind and rain while offering breathability as well. The jacket features taped seams, and a dropped rear hem with a silicone gripper. This shell has no hood, but does have a high soft-lined collar to keep the elements at bay.

Simple and lean stretch panels at the cuffs keep the sleeves in place as you ride, and a zippered inside chest pocket with a media port offers storage for credit cards, MP3 players or even smartphones. The main zipper has pull tabs for easy use with gloved hands, and a zipper hood up top to keep your chin and neck comfortable. The jacket is finished with reflective logos and details.

Two large vents on the back encourage heat to escape, and allow you to access your jersey’s back pockets without taking off the jacket (the vents line up very nicely with the pockets on the Alpha Long Sleeve).

The Ultralight Rain Jacket retails for $349 USD. Color options are Navy or Citron (yellow), and men’s sizes range from XS-4XL. Women’s models are also available, in the same color options with sizes from XXS-3XL.

Alpha Long Sleeve Jersey:

Made with 63% recycled material, the Alpha Long Sleeve is an ideal layer under a shell for colder, wetter rides, but can also be worn on its own or over a jersey in nicer weather. The front faces of the jersey are made from a grid-style Polartec Alpha Direct insulation while the sides, back, and lower sleeves are Velocio’s Merino 210 fabric. This fabric combination traps warm air in the front faces while allowing excellent breathability and moisture management; the polyester-faced Merino 210 back panel offers a soft touch and resists abrasions.

A half-length front zipper keeps thing light and trim, and the long, thin hems on the sleeves do a great job of keeping wind out of your jacket while fitting easily under or over other layers. The Alpha Long Sleeve’s collar sits fairly high, and a fabric hood keeps the zipper covered. The slightly dropped rear hem includes a silicone gripper, and the jersey has three large pockets across the lower back.

The Alpha Long Sleeve jersey sells for $199. Men’s models are available in Fire Red or Navy, in sizes XS-4XL. Women’s models are sold in the same colors, with sizes ranging from XXS-3XL.

Ride Impressions:

Before we talk about performance, let’s address how the Velocio garments fit. I’m 5’10” tall with a slim build, and I’m wearing the Alpha Long Sleeve and Ultralight Rain Jacket in size medium. Both pieces provide a slim fit but covered my body and arms well. The belly is cut fairly high on the rain shell, but on the bike, it’s just long enough for me. The Alpha LS is a bit longer in the body than the jacket (particularly in the front), so its grippy hem holds onto your pants or shorts quite well.

I’ve found no comfort issues with the collars on the jacket and Alpha LS: The jersey’s collar sits just against my neck at a perfect height, and the jacket matches it to a tee.  Arm length was perfect for both garments, and the jacket’s cuffs were snug enough to stay put over my gloves.

Despite the Ultralight Rain Jacket having a very lean cut around the body, I had no issues with mobility on my gravel bike rides. The jacket’s shoulders offer a little extra room, so I never found any limits to my range of motion while riding drop bars. That said, this jacket was clearly cut for riding position… off the bike, if I spread my arms wide, the jacket’s chest tightens up.

While the Alpha LS and Ultralight Rain Jacket are clearly best suited for road or gravel riding, I did ride them on my enduro MTB to see how they felt. Due to an injury I didn’t get the chance to go for any real trail rides, but I pedaled around town and had no issues spreading my arms wide enough for my 800mm handlebar. I expect the jacket’s mobility would be fine for MTB rides, I could only see the tight chest area becoming an issue if you took a tumble and your arm(s) got pulled back harshly. With no limits to mobility the Alpha LS could easily work well for MTB rides, as long as you don’t mind the road-biased styling.  

My first test ride with the jacket and jersey was a cool winter day of 2-3° Celsius (35-37ºF). With bibs and a long sleeve jersey underneath, the Alpha LS and Ultralight Rain Shell kept me happy and warm throughout the ride! Both are thin and lightweight garments, but the Alpha LS held in my body heat very well and the jacket did a great job of blocking the wind. 

Even on rides where my ears started off a bit chilly my body was warm enough with the jacket, Alpha LS and a long-sleeved jersey right out the door. I didn’t have to pedal hard to get warmed up, and I stayed warm throughout the rides without overheating. If you do get hot in this combo, simply opening the jacket will cool you down quickly as the Alpha LS allows wind to cut through fairly easily. 

Finally, when spring came temperatures were high enough to drop the jacket. My first ride with the Alpha LS as an outer layer was about 9-10° (48-50ºF), in sunny conditions with light wind. With a long sleeve jersey underneath I was easily warm enough on this casual Sunday ride. The Alpha LS is definitely not windproof, so you’ll feel air flowing through it as you ride. Despite that it still traps a bubble of body heat around you so it’ll take a chilly wind before you need to toss a jacket over top.

I got a chance to ride the jacket in light rain for over an hour, and everything beneath it came home bone dry – My arms stayed dry right to the hems, the high collar kept my neck fully protected, and only two or three inches of my pants between my saddle and the lower hem got wet. I noticed water beaded up nicely on the shell and shook off easily after the ride, so I’m confident this jacket could handle a lot more rain than I subjected it to. An over-helmet hood would be nice for really rainy rides, but I accept its absence in the name of keeping the jacket lean and light.

I love the long, soft hems on the Alpha LS’s sleeves. They’re comfortable, thin and easy to slip into jacket sleeves (or over/under gloves), and they keep the wind out. The waist hem is snug but comfortable so it does a great job of keeping wind away from your torso.  

The Ultralight Rain Jacket offers a zippered inner chest pocket, which has a port for headphone wires, so I threw my older iPod Nano in there. The slim pocket doesn’t leave much room for movement, and I couldn’t even feel the iPod as I rode. This pocket is large enough to carry a smartphone; it might feel a bit heavy in there but it’s nice to have the option.

The Ultralight Rain Jacket does pack up pretty small. You probably couldn’t squeeze it into your down tube, but most jersey pockets should work, and any backpack or decent-sized cargo bag could carry it easily.  

One final note – I like it when your comfy riding clothes can be worn casually as well, but the Velocio gear is clearly made for riding. Both garments have a slim, lean cut and look like performance cycling clothes, so they’d seem a bit extreme off the bike… they are great for their intended purpose though!

velocio.cc

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Canyon Strive:ON CFR carbon enduro race ebike

More than just an electrified version of Canyon’s already-successful Strive enduro race bike, the Strive:ON combines the best characteristics of the conventional enduro bike with more eMTB-specific lessons refined by the Canyon team aboard their all-mountain Spectral:ON and freeride Torque:ON ebikes.

The result is 160mm of progressive rear wheel travel paired to 170mm forks (just like the regular Strive) but with geometry more suited to the always-on-pedaling nature of racing eMTBs through extremely technical terrain and a ride feel that maintains handling stiffness while not beating the rider up. After all, even though the timed enduro stages are each relatively short, enduro racing means long, big days in the saddle – think 4hrs+ and 3000m of climbing, plus some back-to-back racing days.

MTB legend Fabien Barel – who rode the regular Strive to its first EWS win back in 2013 – explained to us how developing the new enduro ebike was about careful balance. A gravity bike’s capabilities on the downhills, a more nimble enduro bike feel and higher ride for smashing technical rock gardens, and a forward position over the front of the bike to maintain control on the technical timed uphill race sections.

Bosch Enduro-powered

The carbon Strive:ON is literally molded around the Bosch Performance Line CX motor platform, and specifically the ability to run the extended power CX Race motors that delivers a peak output of 600W, quick pedal response, and the sustained torque output that gives e-enduro racers support for longer than most other motors after they stop pedaling.

In either the CX or CX Race motor versions, riders can pick from either the lighter 625Wh or longer-running 750Wh Bosch Powertube internal battery that can be quickly swapped out in a race for extended range.

All controlled with the simple LED remote in the toptube and no external display.

Strive:ON Enduro Race Geometry

Beyond that Bosch CX Race motor, enduro race-ready geometry was probably the biggest driving factor in creating the Strive:ON.

At first glance, it seemed that the most-apt geometry comparison might have been the Spectral:ON CFR (which has 155mm rear/150mm fork travel) because of the evolved similarities between the regular Strive & Spectral. But this new Strive:ON is much more a speed & gravity-oriented ebike than an all-mountain one. And befitting of such, it takes a longer and slacker approach, while sticking with a 29″ front / 27.5″ rear mullet wheel setup. In fact, we can’t really compare it to the old aluminum Torque:ON bikepark ebike either, as that gets a major upgrade to match this enduro ebike today, too.

What that means is a gravity slack 63.5° headtube angle, a full 1.5cm longer in Reach than the Spectral:ON or the alloy Torque:ON (now up to 500mm for a Large), longer 445mm chainstays for a bit more stability, and just 25mm of bottom bracket drop to help clear obstacles and technical trails. Plus, it gets an incredibly steep 78° seat tube angle, as getting rider weight forward for timed stage technical climbs is critical to being able to maintain front wheel grip and to limit spinning out the rear wheel. And that more forward position is key while climbing to balance the overall slower handling of the ebike’s additional weight.

eEnduro Tech Details

From a technical side, I was a bit surprised that the e-Strive does NOT include the ShapeShifter geometry-altering tech that makes the regular Strive unique. In fact, with e-enduro racing including uphill timed sections, a Strive:ON with a ShapeShifter could be especially beneficial. But within the more constrained space inside the main triangle between the motor, battery, and toptube low enough for adequate standover – there simply wasn’t enough space to fit the existing system in.

So Canyon stuck with a four-bar suspension layout more like their latest Spectrals, tweaked with higher anti-squat, more mid-stroke support to help pedal above the 25kph pedal-assist limiter, and driving a horizontal shock into the oversized downtube, with space for piggyback air or coil shocks.

The new Strive:ON come in 3 enduro-ready builds in 4 stock sizes, all sharing the same top-spec CFR full carbon frameset – Category 5 tested and certified to the same standards as a downhill racing bike. Switching to the same shock layout as the rest of Canyon’s ebikes, also means there’s room in the main triangle in all sizes from S-XL both for a water bottle cage and a 2-bolt direct mount tool bag that can fit under the toptube.

More than just putting a bash guard under the motor, the Strive:ON frame features an off-road motorcycle-inspired skid plate. Mounted to the motor itself, it’s designed to slide up and over obstacles instead of getting hung up, while of course also protecting the motor and the easy access to the bottom of the battery for quick battery swaps.

First Impressions

I’ll go into more detail about riding the new Strive:ON later, but our first impressions are that this is definitely an ebike that can push you to be a faster racer. Matching ebike race-tuned geometry, plenty of travel, a strong Bosch powertrain, and solid suspension – the Strive:ON is capable and predictable.

Whether you are looking for the all-out uphill speed that you can get from the CX Race motor for the Power Stages, or simply confident control for bombing the most technical descents – the Strive:ON will not disappoint.

Does every mountain biker need an enduro bike, no. Does every ebiker need a UCI EDR-E-ready enduro ebike, a solid also no. But strong technical riders and racers looking to push it to the next level will find a capable e-enduro platform in the new Strive:ON.

2023 Canyon Strive:ON CFR – Pricing, options & availability

The all-new Strive:ON enduro ebike comes in two models with the standard Bosch Performance Line CX motor. The Canyon Strive:ON CFR Underdog is the most affordable from 5800€ with the smaller 625Wh battery, Fox Rhythm suspension, and Deore drivetrain.

The Strive:ON CFR starts at 7000€ with the smaller battery, and an upgrade to Fox Performance Elite suspension and an XT groupset. Both add on 200€ more to upgrade to the bigger 750Wh Powertube battery.

As of now, only this Strive:ON CFR model will be available in the USA< starting in September 2023.

The flagship of the range though is the limited edition Strive:ON CFR LTD with special Fabien Barel team graphics, a SRAM X0 Eagle AXS transmission, RockShox Zeb/Super Deluxe Ultimate suspension, and the Bosch Performance Line CX Race motor that is 150g lighter, while ramping up pedal assist from 340% to 400% and adding that extended power delivery overrun Race Mode. Get the LTD for 9500€ with the 625Wh battery, or 9700€ with the big 750Wh battery.

Canyon.com

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But it wasn’t “the ultimate trail bike” yet, so they went back to the drawing board. Literally.

The key to the success of the Turbo Levo SL Gen 2 lies in the motor, which is completely new from the ground up. Specialized claims that not a single bolt or part was reused from the 1.1 SL motor to create the 1.2 SL motor. Yet the all-new 1.2 is still the exact size and weight of the previous motor – just with a lot more power and torque.

Combined with the already excellent frame, would this new motor be just what the next-generation Levo SL needed? We headed to California to find out.

Setting Up the Turbo Levo SL Gen 2

Taking place the week before the Sea Otter Classic, a lot of California was still drying out (or melting out) from epic storms. Fortunately, the trails were in good shape in Temecula, so the Specialized crew packed up and headed to SoCal.

By the time we arrived, the bikes were set up and waiting for us near Greer Ranch trails in Murrieta, CA. After a quick suspension setting, there wasn’t much to do other than dial in the cockpit and check tire pressures. At 5’8″, I’m probably between an S2 and S3, but opted for the S3 and felt instantly at home.

After riding the first day, I did end up changing the shift button orientation on the AXS Transmission shifter though. I found that I’d prefer the shift order reversed, which was very easy to change with the AXS app. Once the bike is connected to the app, then select the shifter and assign the button the preferred shifting action. Once you figure out how it’s done, this can be done very quickly.

While the Specialized Mission Control app and MasterMind Total Control Unit offer immense customization options, you can basically just jump on the bike and go. A simple press of the power button wakes the system, and from there, everything can be easily controlled through the remote on the left side of the bar. The +/- buttons toggle through assist modes going from off, to Eco, Trail, and Turbo. A long press of the button also allows you to enter the MicroTune setting where assist can be adjusted in 10% increments.

Turbo All the Time?

In spite of the display screen being located on the top tube instead of on the bars, it’s still very easy to see the numbers and settings as you’re riding. It’s also not distracting when you don’t need to see if you’re still in Turbo mode. All of this is to say that the system is very intuitive and easy to operate. You can really dial in your settings with the Mission Control app, but you can also just jump on the bike and ride without opening your smartphone as we did for three days.

As we were rolling out to the first trails, I got acquainted with the level of power and assist from the new motor. You can tell it’s not a full-power ebike, but that could be a good thing. Specialized’s motto is “you, only faster,” and the new Levo SL offers exactly that. Sure, you can tell you’re riding an ebike, but it feels like you’re just having your best day on the bike.

Maybe the best thing about the new bike is how quiet the motor is. Under most circumstances, you’ll struggle to hear anything out of the ordinary. Only on steep climbs with full Turbo power will you hear anything from the motor and even then, it’s a quiet whir – not the obnoxious whine many full-power ebikes emit. For the people who ask, “why not just get a motorcycle?” for me, the quietness is one of the main reasons. With the Levo SL, most of what you’ll hear is your tires rolling down the trail.

While we were riding at Greer, selecting Turbo mode was enough to make the steep climbs with tight switchbacks a riot. It was still a workout, but it was way more fun than it would have been climbing those same trails without assist. It was also instantly clear we were not on full-power e-bikes when a group of riders on full-power ebikes was able to catch up to us fairly quickly as we were motoring uphill.

At the top, it was time to bomb back down which is where the frame design really came into its element. Any ebike can climb fairly well with enough power, but how a bike handles while descending is the true test. Often while descending, you’re not utilizing the motor’s power so you are effectively piloting a 40+lb bike downhill. If the suspension or geometry isn’t dialed, you’ll quickly find out.

Impressive Battery Life

The Levo SL Gen 2 on the other hand was begging to be pushed faster. It is a bike that is just as happy rocketing downhill as it is casually climbing back up. Throughout our time at Greer Ranch and the next day at Vailocity Bike Park, we sampled everything from XC, to flow trail, to gnarly rock gardens and fast, chunky downhills. Don’t be fooled by the ‘SL’ in the name, this bike is every bit as capable as you’d need it to be.

We were riding the bikes as they come out of the box – 29″ front, 27.5″ rear wheel, middle headset position, and the low BB position. I’d like to play around with the different settings just to see how it affects the ride, but in Temecula, it wasn’t needed. The geometry felt spot on, and despite many technical rocky sections, pedal strikes were kept to a minimum.

Given that I was riding with people better and faster than me (including Curtis Keene), I found myself mostly riding uphill in Turbo mode. Even on some descents I would keep it in Turbo, but would often drop down to Trail mode. I rarely used Eco mode, and yet the battery life was still very impressive. I never got close to draining the battery in spite of my heavy use of Turbo and a lot of steep climbs. On the second day, Specialized recharged the batteries while we had lunch to be on the safe side, but I don’t it would have been necessary for me. I covered 21 miles that day with just over 3k feet of climbing, and at lunch was still above 50% of battery life. For really big days, the range extender would take you pretty far especially if you are efficient with your assist.

SRAM Transmission Approved

This was not my first time riding SRAM Eagle Transmission, but it was my first time riding it on an ebike. I have to say that it makes even more sense on an ebike than it does on a regular bike. You can be under full Turbo power and still know that if you hit the AXS shift button, the derailleur will just slam it into gear without fuss. There was one bike in the group that was having issues with the derailleur staying put, but that seemed to be a torque issue with the mounting bolt and was eventually fixed.

I’m also still not completely satisfied with the positioning of the shifter pod after trying both the bar clamp and the SRAM Matchmaker clamps. It’s not a huge deal, but to me, it feels like the pod could use another axis of adjustment to really dial it in – like if it had a ball joint where the pod meets the bracket.

Turbo Levo SL S-Works

We were riding the S-Works build level, which includes SRAM XX Eagle Transmission, SRAM Code Stealth Ultimate brakes, Fox Factory suspension, Royal Traverse carbon wheels, and Specialized Butcher/Eliminator 29 x 2.3/27.5 x 2.3″ tires. The only change made was to add a Grid Gravity casing tire at the rear for the chunky terrain. There were no flats.

An S4 S-Works build is claimed to run about 39.6 lbs which is heavy for a trail bike, but pretty light for an ebike. It was mentioned during the trip that this is essentially an entire Aethos lighter than a full power Turbo Levo. It’s possible to make it lighter, but there’s little need to. Even at 40 lbs, the bike is impressively nimble. At times, it feels like the added weight even helps you to maintain traction on loose corners, and never feels like a handful.

I love that you can still fit a full-size water bottle in the S3 frame, though if you choose to run the battery extender you’ll have to carry water on your back (which you’d probably need to do anyway since you’re in for a big ride). Note that the battery extender cable is different than on previous models. And for quick trailside adjustments, the SWAT CC steerer tube integrated tool with a chain tool and link is a great touch.

It’s a bit hard to believe that the first Specialized Levo product wasn’t introduced until 2016. Starting with the Turbo Levo FSR in Moab, I’ve ridden most of the Levo generations since. Every year the bikes have gotten better, but the Levo SL Gen 2 takes things to another level entirely. This single bike seems to combine the best attributes of the various Levo platforms into one impressively capable ebike – that doesn’t really ride like an ebike.

In terms of having my own ebike to regularly ride on my home trails, I’ve been on the fence for years. But this bike changes that. I want one. Not to replace my non-ebikes, but to supplement them. The Levo SL Gen 2 feels like a bike you could ride just about anywhere, and have an absolute blast doing it. Maybe that does make it “the ultimate trail bike?”

For more details on the Specialized Levo Gen 2, check out our tech piece here.

specialized.com

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Quoc x Restrap bikepacker’s Sandals

On top of Quoc’s recent Lalashan Collection of new cycling shoes and their first ever non-cycling shoes – the Lala Slides – comes another pair of sandals that you aren’t supposed to wear while riding – the Quoc x Restrap Sandal.

These new sandals share much of the same simple construction, but get upgraded with adjustable velcro straps to dial in your ideal fit, a heel strap for proper retention, and one clip-on strap to make them easy to lash onto the outside of your bikepacking bags.

Tech Details

From a technical standpoint, these sandals are the epitome of a Quoc & Restrap collaboration – taking advantage of what each company does best.

The new sandals share the exact same grippy molded foam sole as the Lala Slides, and the same Gran Tourer durable microfiber for the side of the straps (both produced in Vietnam). Then, those get sent over to Quoc in the UK where they add Restrap signature Hypalon tabs on pivoting hardware, adjustable velcro straps, and Restrap’s own unique locking clip repurposed from their bag straps to make these easy to attach to your adventure setup.

The result is a comfortable & adjustable sandal that’s still lightweight – my size 43 Quoc x Restrap sandals weigh just 402g for the pair – 1/3 less than a pair of Keen slides or 1/2 the weight of a pair of Chaco sandals that I would sometimes carry for summer bikepacking trips.

Post-Rides Review

Like the Lala Slides, these Quoc x Restrap bikepacker’s Sandals aren’t actually for riding, so my review is more just how nice they are to lounge in. Simply, they are a nice pair of light and adjustable sandals. Loosen the straps a bit and I was wearing them around the house with socks, first after riding, then pretty much everyday.

When the weather warmed up a bit and the sun came out, the socks went away immediately after the ride and I could tighten the straps down for a more secure fit making the sandals suitable for something that leaned more towards light hiking.

And now with the rear strap pivoted up (like in the Tech video above), I can wear them as slides, too.

The sole felt thin at first when I put them on, mostly because they really just feel a lot lighter than other sandals that I regularly wear. But I quickly settled into them and now appreciate the textured (but generally flat) footbed, a little bit of shock absorption walking over rough surfaces, and the simple but grippy outer tread.

The only real bikepacking-specific feature is the clip-on mid-foot strap, which is certainly nice, but a bit tricky to use. With two hands you can pop open the buckle, then clip the two sandals together, and if you adjust the velcro you can wrap the linked shoes around your saddle pack.

As for myself, the sandals are light enough that I will probably just put them on top of the pack most of the time, with the pack bungee cord looped through the sandal straps for security, then I can keep the velcro set where I like it.

All-in-all, I’m happy with the comfort, lightweight & versatility of the Quoc x Restrap bikepacking sandals, and I’m regularly wearing them not just around bikes. Now, I just have to wait for Quoc & Restrap to collab on a clipless version to ride in…

Quoc x Restrap Sandals – Pricing, Options & Availability

The new Quoc x Restrap bikepacker’s Sandals sell fog $130 / 100€ in whole EU sizes from 38-47. The come in all black, or the sand color that I’ve been testing with a black footbed & straps.

You can buy them now direct from either Quoc or Restrap’s webshops, or through either of their select retailers around the globe.

Quoc.cc & Restrap.com

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Pas Normal Studios Mechanism Pro road race cycling kit

In their new PNS headquarters in a renovated weapons factory in Copenhagen, we got a sneak peek at an all-new Pas Normal Studios Mechanism Pro line of pro race-ready cycling kit that the Danish clothing brand sees as their stepping stone to move up into the professional road peloton.

Founded with an international cycling club ethos as an alternative to what they saw as uninspiring cycling clothing on the market just over 8 years ago, the brand is growing by leaps and bounds. And it looks like the kit is evolving just as fast.

What started out as a single private event jersey outsourced to Giordana, now culminates with custom-developed materials from an all-new aero stretch-woven fabric, race-tuned compression, and structured mesh to optimize fit and performance at the absolute peak level of cycling, and all made in-house by Pas Normal.

So what’s actually new?

All-New Fabrics

The core of Pas Normal’s new Mechanism Pro line is all-new proprietary fabrics. And that’s what actually makes it both unique and interesting. Instead of just taking existing performance fabrics and adapting them to tailored cuts, Pas Normal worked with their fabric mills in northern Italy to create all-new lightweight 4-way stretch woven synthetic materials. In fact, it’s quite similar to what Rapha did with their Shadow fabric a few years back, but the Pas Normal Mechanism Pro solution takes it a step further – creating something a lot lighter, more breathable, and with a woven texture for improved aerodynamics.

The result is a comfortable compressive fit that hugs your body on the bike, wicks well & dries incredibly fast, and is said to be abrasion resistant. The fabric also integrates grippers for a feel that simply stays in place and raw laser-cut edges that transition smoothly to your skin.

Mechanism Pro Jersey

The regular Mechanism Pro jersey is the highlight of the new second-skin line-up, and one of the lightest aero jerseys available. The race fit is based on Pas Normal’s standard Mechanism kit, but with a more aggressive cut for a forward position on the bike. It gets wind-tripping textured aero ridges around your arms, the sides of your hips, across the shoulders & lower back to reduce drag, while optimizing seam placement for compressive support and a fit that follows the body as you move. Made in Portugal from 3 different polyamide/elastane stretch-woven fabrics, the ultralight jersey features a classic 3-pocket layout, a YKK zipper, laser-cut sleeves without gripper & laser cut hem with integrated woven-in silicone-free rear gripper.

All-in all, the minimalist $245 / 220€ Mechanism Pro jersey looks very simple in classic black or almost translucent white (for either men or women), but the unique fabric details pop out in the men’s Mahogany red with orange) or the men’s & women’s Earth two-tone green.

Mechanism Pro Bib Shorts

The $325 / 300€ Mechanism Pro Bib Shorts are equally techy sharing similar ultralight 4-way stretch woven fabrics and more supportive ‘zoned’ compression. Pas Normal calls the compression an evolution of that found in their standard Mechanism bibs to enhance blood flow & muscle support, but these shorts are in fact compressive while feeling less tight & less restrictive than their predecessors, a testament to the upgraded “structurally-mapped” stretch-woven fabric and more advanced 7-panel main body cut.

The bibs get new white mesh & elastic bib straps with an offset rea radio pocket, silicone-free woven-in grippers at the raw cut leg openings, carry over the stretchy 4-layer light chamois pad of the standard Mechanism & Escapism bibs, and are also made in Portugal in black or Earth khaki in men or women-specific cuts.

Mechanism Pro Baselayer & Zipless Jersey

The Pas Normal Mechanism Pro Baselayer & Zipless Jersey are effectively the same thing – a structured knit polyamide/lycra mesh baselayer developed to regulate your temperature by pulling sweat away from your skin and allowing passing air to evaporate it for a cooling effect. The Pas Normal solution uses alternating bands of smaller & larger openings in the mesh to give it structure and make it conform to your body.

The $80 / 75€ Mechanism Pro Baselayer is a simple sleeveless affair with a men’s cut only, made in Lithuania in black or white.

The $220 / 200€ Pas Normal Mechanism Pro Zipless Jersey is effectively the same mesh fabric transformed into a ridable jersey on its own. It adds sleeves, a hem gripper, and a traditional 3 rear pocket layout in an ultralight jersey that you can pull over your head, made in Portugal. The men’s-only jersey is incredibly light for riding on the hottest summer days, comes in Celeste or Earth greens for a bit of modesty since they are still just mesh, and does NOT offer UV protection so requires wearing sunscreen if you don’t want to get a weird sunburn.

First Rides Review

So far, I’ve had a chance to ride the new Pas Normal Mechanism Pro kit racing around the warm dry air of the indoor velodrome of Denmark’s oldest cycling club, causally riding sunny spring roads in the Czech mountains, and an all-day cool-weather gravel ride in southern Poland. All three have highlighted some of the new kit’s best features, and together hint at its race-ready versatility.

The kit is also incredibly lightweight. My size Large (I’m 185cm & 82kg) Mechanism Pro Jersey truly weighs just 68g, L bib shorts at only 152g, L baselayer at 58g, and L zipless jersey at only 87g.

In the warm and dry air of the velodrome, I was amazed at how quickly the lightweight jersey wicked sweat away from my body and instantly dried. I sweat a lot and continuously. And after about an hour of chasing each other in steep-banked wooden circles around the 250m Ballerup Super Arena track, the pads of my helmet were soaked, my jersey & shorts were bone dry with just a hint of sweat on the chamois.

Outside on home roads & gravel trails, I quickly was reminded of how thin the jersey fabric was on a cool morning descent (paired with the classic Mechanism bibs shorts and insulated leg warmers in these few photos.) A lot of air flowing over those textured side panels does a good job of cooling. But once muscles warmed up, I was comfortable all day even in low double-digit °C weather.

Of note: The Mechanism Pro kit does not say PNS on it anywhere, thankfully!

Wearing the mesh Pro baselayer under the Mechanism Pro jersey in more humid riding conditions at 16-20°C, as I would sweat I could feel some moisture held against my lower back doing a good job of evaporative cooling. I never felt sweaty, and finished a 5-hour ride with dry shorts and a mostly dry jersey & baselayer, just slightly damp in the lower back under my full pockets.

Overall, I’d rate the Mechanism Pro wicking & drying in the top-5 of any kit I’ve ridden in the last decade. And I look forward to proper hot weather to see how the jersey, and just the mesh zipless jersey fares in intense heat. Plus, while a lot of “pro-level” kit feels overly compressive, this Mechanism Pro kit is more gently compressive. It’s simply comfortable to wear and ride in.

PasNormalStudios.com

The post Pas Normal Studios Dials Up Mechanism Pro Race-Ready Cycling Kit – Review appeared first on Bikerumor.

Developing their own proprietary 720 Wh and 900 Wh batteries, Canyon has been able to address the issue of range anxiety while minimizing the weight penalty associated with that boosted capacity. Weight of the XTR-equipped Spectral:ON CFR in size small, with its 720Wh battery is 21.8 kg.

Paying great attention to the distribution of that weight, the Shimano EP8 motor seen across the five-model range is tilted up through 30° to allow the battery to tuck in front of the motor, positioning the weight as low as possible. For a deep dive on the bike’s development and the frame details that make up the new Spectral:ON, see our tech post here which also covers pricing and availability information in detail.

To follow up on my First Ride review of the Canyon Spectral:ON CFR (pertaining to my experience in Massa Marittima), I now have a more in-depth review with feedback gleaned from over 500 km worth of riding over the last year on my local trails of the Tweed Valley. To get a full picture, the bike has seen everything from blue, red and black-graded trail center to steep, natural enduro trails and even a few DH tracks.

Full disclosure: I am not a regular eMTB rider, but I am a regular mountain bike rider, more stoked on riding down hills than up them. So please, don’t expect this to be an in-depth account of how the Spectral:ON compares to other eMTBs in its class.

Review: Canyon Spectral:ON CFR

Standing at just 5ft 4″ tall (163cm) I was supplied with a Small Spectral:ON CFR, limited to a 720 Wh battery due to its shorter downtube length. On paper, the bike is slightly too big for me; the sizing chart recommends a rider height range of 166-175cm, though I have to say its 435mm reach felt appropriate for both seated pedaling and descending. This one ships with a 760mm bar (M-XL get 780mm), so I did cut it down to my preferred 740mm.

The seat tube length, though shorter than that of its predecessor, is still quite tall at 420mm. With the 125mm travel Fox Transfer Dropper Seat Post, I felt I had sufficient clearance to move around the bike most of the time. When encountering very steep chutes, I felt the need to move back to allow the saddle to come through my legs in a manoeuvre more commonly necessitated on short-travel XC bikes. Clearance was almost never an issue on graded trail center terrain.

Venturing onto the steeper, rougher sections of hand built trail, I did find the saddle interfering with my thighs and knees too much. Note: there is a $229.50 USD fix for that. Given that the Small Spectral:ON does actually have 199mm of seat tube insertion available, it does have capacity for a 150mm OneUp V2 Dropper.

The CFR model gets a Fox 36 Factory fork with GRIP2 damper; one I am familiar with and very comfortable on. A Fox Float X Factory shock takes care of the rear wheel’s 155mm travel. The carbon chassis rolls on a Reynolds TRE309/367 carbon wheelset with a 27.5″ x 2.6″ Maxxis Minion DHR II (EXO) on the rear and a 29″ x 2.5″ Assegai (EXO+) on the front. While that high volume rear tire should allow for relatively low pressures, the light casing discouraged me from going too low. This is a 21.8 kg eMTB; in my opinion, Canyon really ought to have spec’d a DoubleDown casing. For much of the test period, I did actually swap out the EXO for a DoubleDown to reduce puncture risk.

I ran the rear at the recommended 30% sag (130 PSI), with 70 PSI in the fork (recommended for my 60 kg). The Float X Shock is fitted with a 0,4 in³ volume spacer as stock. While I reported frequent bottom-out events on the trails of Massa Marittima with those settings, that wasn’t the case on my local trails around the Tweed Valley. This particular shock is impressively tuneable in terms of its air volume, and thus end-stroke ramp, thanks to the existence of 6 different size volume spacers ranging from 0.1 inches to 1.01 inches.

Though I occasionally found the o-ring pushed to its limit, there was clearly sufficient ramp to prevent any harsh bottom-out. The shock offers both low speed compression and rebound damping adjustments; I settled on 10 clicks (from closed) on the rebound, and 7 clicks (from closed) on the compression side.

Indeed, the Spectral:ON is quite a lively bike, given its heft. I felt it was relatively easy to un-weight the front-end over wet root-riddled sections. A 440mm chainstay length isn’t super short by any means, but the 19mm BB drop (from the rear axle) matched with the bike’s low center of gravity gives it a playful feel in that regard.

The suspension is supple off the top (and remained so throughout the test period), with plenty of mid-stroke support to push against through the apex of turns. Through rough, straight-line chunder sections, it felt forgiving in some ways, but also a little too lively with perhaps too much feedback on occasion. I found a few clicks of rebound damping to be beneficial in calming it down.

The bike is, in some respects, quite nimble when it comes to hopping around the trail, switching from line to line, for example. But, it does have a certain sluggishness in corner initiation. This was most evident when setting up for left-handers, with my preferred cornering direction being opposite to that.

The Spectral:ON CFR does have a certain edgy-ness to its ride feel. Rolling along on worn-out, hardpack trails, I find myself noticing how the bike doesn’t do so well at muting the low-level trail chatter. It’s not super smooth, and unfortunately can feel a little nervous even on this relatively mellow terrain. It is difficult to say exactly what is responsible for that feeling, but given that the fork and shock appeared to be sliding smoothly, I’m tempted to apportion blame to the stiffness of the chassis and its carbon wheelset.

The bike rewards a patient riding style, where letting the trail come to you results in a more flowing ride. My experience was that there was little to be gained from a more aggressive approach. Perhaps my upper body strength has dwindled such that i’m not quite able to muscle the extra weight of an eBike so well, and in that regard I didn’t feel like much of a pilot. The bike finds its way down trail center singletrack well enough, the suspension working well to hug the ground and maintain consistent traction through the less well-supported corners, but the bike never quite left me feeling exhilarated.

Leaving the trail center behind to ride some more challenging terrain with steeper, more committing corners and off-camber lines, I was left feeling a little vulnerable. I felt the front-end could do with being a little higher, though the steerer had been cut such that the stem was already at its highest possible position. I played around with the bar-roll, but couldn’t shake the lack of confidence in its front-end handling on these steeper tracks.

Adding more compression damping to the fork (5 HSC clicks from closed, and 3 LSC clicks from closed) improved things considerably, helping to prevent the fork from diving into its travel on low-speed steep sections littered with drops in short-succession. Still, I did have the misfortune of clipping the cover on the underside of the downtube a few times, and on one occasion the cover actually dislodged. Thankfully, there was no concern about the battery dropping out of the frame; it is held securely in place by two bolts.

One could argue that some of the enduro tracks I tested the eBike on are above and beyond what it is designed for, after all it really is well-mannered on the mellower, manicured trail center singletrack. However, the bike’s travel and geometry numbers did encourage me to look for these more challenging sections of trail.

All that said, the Spectral:ON is approved for use with a 160mm travel fork, which may well have been a great fix for some of the abovementioned issues. Slackening the 65.5° HA off a little with a longer travel fork would likely have improved my confidence on steeper trails, and raised the bottom bracket a few millimeters leaving more clearance between the downtube cover and some of the step-like features on certain enduro tracks.

On the ups, I had no qualms with the ability of the Spectral:ON to carry me up and over technical features. Rear wheel traction was consistent and, given appropriate levels of self-belief, would help power me through features that I may not even bother attempting on a regular bike. The Shimano EP8 motor provides an intuitive ride feel, and it didn’t take me too long to familiarize myself with its power output, harnessing it for some rapid, fun and engaging climbs on technical singletrack.

The motor does rattle, though. On that, Shimano said, “DU-EP800 may generate a light rattling noise from inside when the bike is exposed to vibration“. You can read their full response in the Editor’s Note at the foot of this article.

With the motor switched off, drag is minimal. I actually thought the bike pedaled really efficiently on long, smooth fire road climbs, and on more than one occasion I was very happy to pedal the bike’s 21.8 kg under my own steam. It wasn’t the arduous experience I had imagined it might be.

A Conclusion of Ride Impressions

I rode the Spectral:ON CFR over a wide variety of terrain during the test period, and have concluded that it is most at home on mellower, flowing trail center terrain where gradient is consistent. It is a trail bike after all, and if trail center trails make up the vast majority of your mileage, then the Spectral:ON is worthy of consideration.

I’ll say it again; this eBike rewards a patient riding style, and I personally didn’t get much out of my efforts to push it harder. It doesn’t offer the most comfortable ride, but traction is reliable and consistent, up and down the trails.

Technical Report

On top of the motor rattle is a creaking noise produced under flex that has been present throughout the duration of the test, sounding almost like the headset has been over-tightened (it hasn’t). If I flex the frame laterally from the BB area by pushing down on one of the pedals, a creaking noise can be heard. It’s very difficult to determine where that creak originates, but it is present nevertheless. That said, it’s not so loud that I hear it while riding.

More concerning perhaps, was the lateral play that developed in the spindle. This became apparent toward the end of the test period. The entire crankset could be shifted from side-to-side; it was less than 1mm of movement, but it was enough to be perceived while riding, giving the impression that something, somewhere, had come loose. Looking back, this may well have contributed to the nervous-feeling I mentioned earlier.

The Fox suspension components of the Spectral:ON CFR have been supple throughout, and after 726 km of riding there is no play detectable in any of the frame bearings.

The headset still rotates smoothly, and so I have not needed to deal with any cables routed through the Acros headset. The Shimano XTR rear brake did suffer from a wandering bite point during the test, but a lever bleed was sufficient to remedy the situation.

Editor’s Note: We got in touch with Shimano to feed back on the rattle of the EP8 motor. Here is what they had to say about it: DU-EP800 may generate a light rattling noise from inside when the bike is exposed to vibration while the gears in the drive unit are not loaded during coasting. DU-EP800 is a product that achieves high torque, light weight, compactness, quietness, efficiency, heat resistance and low drag. All components of the drive unit are optimally designed to balance these performance requirements of the drive unit at a very high level. This can result in rattling noise in certain situations, but this phenomenon does not affect the function and durability of drive unit. Based on the feedback from our customers, we are making daily improvements to make our products better. The feedback we received from customers regarding rattling noise will also be reflected as information to improve the product.

We were also in touch with Shimano regarding the lateral play on the crankset. A local Shimano Service Center kindly shipped the motor off to Shimano for us, to investigate the issue further. We were assured by Shimano that the lateral play that was felt was within tolerance, thus the motor was not eligible for replacement under warranty. They had the following comment to share:

“The drive unit’s design compensates for variations to maintain a minimal amount of drag in the system, and this built-in technology, while not noticeable for the rider, can sometimes be felt during maintenance when the spindle is pushed by hand. Our engineers considered the effects of these variations in temperature, during the development of the SHIMANO STEPS drive unit, including the consequent thermal expansion and increased drag: the result is a small amount of tolerance on the spindle which is capable of handling the resulting variations in dimension. For example, when riding under a high load, like climbing a long, steep hill, the temperature in the drive unit can rise. An immediate effect of this rise in temperature is thermal expansion within the drive unit. This expansion of the parts in the drive unit can create unwanted forces on the spindle and bearings, which can cause for increased drag in the drive unit”.

What about the actual weight?

Well, we were a bit surprised by this one, as were the folks at Canyon. Their claimed weight for a medium Spectral:ON CFR with a 720 Wh battery is 21.84 kg. Meanwhile, we weighed our small Spectral:ON CFR with its water bottle cage at 21.8 kg on a Park Tool scale, without pedals.

Pricing & Availability

The 2022 Canyon Spectral:ON CFR eMTB reviewed here retails at $10,500 USD (£8,099). However, more recent releases of the Spectral:ON CF7, CF8 and CF9 have made this eBike more accessible to those with a smaller budget. Pricing starts at $5,999 USD. For more details on those more affordable models, see our previous coverage here.

Specifications of the Spectral:ON CFR Tested Here

• CFR Carbon Frame (lighter than CF series frames)
• Fox Float X Factory EVOL Shock – 230mm x 60mm
• Fox 36 Factory Fork with GRIP 2 Damper – 150mm with 44mm offset
• Shimano STEPS EP8 Motor
• Battery: 720 Wh (900 Wh on Medium, Large and XL)
• Shimano XTR 12-Speed Derailleur
• Shimano XTR 1–51T Cassette
• Shimano STEPS HOLLOWTECH e-MTB Cranks – 165mm Crank Arms
• Canyon 34T Chainring
• Shimano M9100 XTR Chain
• Shimano XTR 4-Piston Brakes with 203mm ICE TECH FREEZA Rotors
• Reynolds TR 309 E and TR 367 E Wheels
• Maxxis Assegai 29″ x 2.5″ Front Tire
• Maxxis Minion DHRII 27.5″ x 2.6″ Rear Tire
• Canyon:ON eMTB Stem – 45mm length
• Canyon:ON 30mm Riser Bar
• Canyon Lock-On Grips
• Fizik Terra Aidon X5 Saddle
• Fox Transfer Factory Dropper Seat Post

Canyon.com

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Details — Teravail Telegraph Tire

The Teravail Telegraph tire is a 30mm performance-designed road tire, combining Teravail’s high-speed grip compound and a voluminous casing. The casing of the new Telegraph is a 120 TPI tubeless-ready casing with single compound rubber, chosen by Teravail for its compliance and grip. For added setup ease, the Terevail casing has a hidden internal liner for a clean and efficient tubeless setup.

The tread (or lack of it) is a slightly textured mix, similar to the Michelin line of tires. The sides have a staggered siping pattern that should clear water and aid in grip.

Currently, the Teravail Telegraph is only available in size 700X30mm but comes in two casing offerings; Light and Supple (tan sidewall) or Durable (black sidewall).

Pricing and Availability — Teravail Telegraph

• Light and Supple Casing: 700c x 30 mm,
• Sidewall Color: Tan or Black Sidewall
• Weight:
• Price: $70

• Durable Casing: 700c x 30 mm,
• Sidewall Color: Black
• Weight:
• Price: $75

Ride Impressions — Teravail Telegraph

When the Teravail Telegraph came across my desk, I was finishing a performance tire review. Seeing a road tire from a company I mainly think of as gravel and hefty mountain focus was interesting. I like the Teravail tires I’ve ridden in the past, but I wouldn’t label them as uber performance, especially compared to the exceptional gravel options. I decided to do all my training and racing on the Telegraph for the next couple of weeks and was delighted with the results.

Mounting and inflation are simple; the light/supple and durable tires are inflated with a floor pump without removing the valve cores. I mounted each tire on hookless and hooked rims with similarly easy installation.

Weight-wise, there is a slight uptick for the durable casing compared to the light/supple, but the tan side walls look faster, so I went with those for my first rides. The Telegraph tires measured 30.74mm on the new Specialized Terra CXL wheels with 25mm inter-rim width and a hooked rim.

Coming from a performance tire nearly the same size as the Telegraphs, I expected a drop in efficiency and some harshness out of the gate. On the contrary, the Telegraphs felt on par with the much more expensive tires.

Dependable and Trustworthy

The design is dependable, classic, and trustworthy. The casing on the light and supple exhibits those ride qualities and gets better with lower pressures. Depending on the ride and conditions, I found my sweet spot was around 50 to 57 psi. Grip-wise and performance-wise, the Telegraphs are very predictable. I didn’t have a slip in the corners or feel “over-tired” in the weeknight training crit. Plus — I’ve yet to have a flat over many miles (and questionable gravel roads).

Riding the Teravail Telegraph in the Durable casing, I had a similar ride impression. Yes, the durable casing is slightly heavier, and with that, the ride is not as crisp as the Light/Supple casing, but the overall performance is excellent.

Comparing the two casing options, the durable casing feels muted when ridden directly compared to the light and supple. The corning feels the same, and so does the overall ride quality. The thicker casing affects the tire’s pressure sensitivity while running 55psi in the light and supple; I chose to run lower pressure to get a similar feel from the Durable casing option.

Teravail Telegraph Tires — Final thoughts

Terevail has a winner in the new Telegraph tire. It’s dependable, solid price-wise, and rolls well on various terrain. Did they make the fastest tire out there? No, but they did create a quick, predictable tire that can put up with many bad roads and debris.

Rumor is that Terevail plans to offer the Telegraph in more sizes, and I would love to see that, especially in a 32mm for all road riding and a 28mm for road racing.

For more information and purchase, check out: Teravail.com

The post Teravail Telegraph 30mm Road Tires are Fast Rolling and Dependable appeared first on Bikerumor.

PRO MSN enduro & MSU all-mountain ebike saddles

These two new relatively lightweight & affordable saddles expand on Pro’s modern MTB line-up, adding a couple more short-fit options to the Stealth Offroad adapted from the road. Ideal for riders looking for wide comfort & supportive performance in a saddle that won’t hook a pair of baggy shorts, and with taller, padded sides to the nose that allow you to comfortably control the bike when you get out of the saddle.

Pick the MSN for all-around all-mountain riding, or the MSU with a bit more rear support for eMTB rides.

Tech details

First off, Pro’s new MSN & MSU saddles are meant to usher in a new 3-letter naming convention that adds more descriptive clarity vs. their old school names like Stealth Offroad, Volture, Griffon & Turnix for example. (Do you remember what’s unique about each of those?)

The first letter M means mountain bike specific. The second letter S means short length. And the third letter is the rider position. N is neutral for all-around riding where you aren’t leaned over too forward and can still comfortably pedal uphill while seated, albeit maybe slid forward a bit more – intended for enduro, all-mountain, and technical trail riding. U is for upright riding with a higher bar:saddle position, more appropriate for ebikes where the rider will spend more time seated in the same position while pedaling uphill, on the flats, and over rolling terrain. Pro suggests there may also be a future A for aggressive positions on the bike or F for more forward-leaning bike fits.

On top of that is a 2-number classification that will describe the saddle’s base, rail & padding construction. That first 1 seems to signal a lightweight carbon-reinforced nylon shell. And the second 3 seems to be for the mid-spec tubular stainless steel rails and conventional polyurethane padding. We’ll have to wait for more saddles to adopt the new naming convention for more clarification.

“All PRO Saddles feature a 30-Day Money-Back Guarantee and like all PRO products the new PRO saddles carry a limited lifetime warranty; based on a 10-year expected lifetime.“

PRO MSN 1.3 enduro mountain bike saddle

The technical mountain biking MSN is available now in this one 1.3 level spec for $150 / 120€, with tubular steel rails, a carbon-reinforced base, and a durable black-on-black polyurethane cover. It comes in two widths – 142mm at a claimed 255g or 152mm at 275g. It features a full-length pressure relief channel, plus a central cutout with a plastic insert designed to allow mud & water to drain through.

PRO MSU 1.3 eMTB saddle

The eMTB-specific MSU also comes in the same 1.3 level spec, for the same $150 / 120€ pricetag. It shares identical tubular steel rails, carbon-reinforced shell construction, and tough polyurethane cover. It also comes in two widths – 142mm at a claimed 272g or 152mm at 285g.

It features a pressure-relief channel that is carried from the tip of its nose to the mid-section cutout, again with a plastic insert designed to allow water to drain. It has thicker padding at the rear and a slightly higher tail to push against as ebikers tend to spend more time seated and spinning to get the most out of their pedal assist.

First Rides Review

Previewed at the end of last month on parent Shimano’s latest and truly innovative AutoShift & FreeShift equipped e-mountainbikes, I spent a couple of long days comfortably perched on top of the new PRO MSU eMTB saddle, not needing to shift myself – either shifting the bike or shifting around on the saddle.

At first look, the PRO graphics across the top of its cover are more low-key than the studio photos suggested, and once I got muddy at all they almost completely blended in. Cleaning & drying the saddle and the graphics did subtly peek back out again, though.

And while the drainage port seemed to do well keeping water from pooling in the cutout (an actual issue with my closed Stealth Offroad), it was no match for my riding in the mud and needed a proper clean out.

Riding over a lot of really rough, rocky terrain, the MSU 1.3 did a good job of being just soft enough to be comfortable, while never feeling squishy. At a claimed 272g for my 142mm wide saddle, it’s almost 1/3 heavier than my Stealth Offroad – which I ride on gravel, light trail bikes, and a cargo ebike. But the thicker rear padding of the MSU offers a much more comfortable tail to push against for seated ebike climbing, and just longer periods of time staying seated.

The Pro MSU 1.3 is a pretty unassuming saddle with generous-looking, but firm padding. And its best trait as an ebike saddle is that it disappeared under me as I rode. I’ve only spent a few days riding it on eMTBs, but I plan now to swap one in for a more comfortable ride on my e-cargo setup back at home.

PRO-BikeGear.com

The post PRO MSN Enduro & MSU eMTB Off-Road Saddles Reclassify Performance – First Rides appeared first on Bikerumor.

The name gives it away, but the latest Coyote from Lazer is one of their Kineticore models. Instead of using a rotational impact mitigation system like MIPS, the Kineticore helmets feature “Controlled Crumple Zones” to help absorb the impact forces of both direct and rotational hits. The fact that the helmet crumples on impact by design means you certainly need to replace your helmet after a crash – but you should be doing that anyway. And if you are unlucky enough to crash and damage your helmet, Lazer offers a Crash Replacement Program that is good for 50% off a replacement helmet within 3 years.

Not only is the Lazer Coyote Kineticore 3% lighter than the Lazer Coyote MIPS, but it also gained a 5-star score from Virginia Tech whereas the MIPS version was rated 4-star.

For a $110 helmet, the Lazer Kineticore also offers a lot of premium features. The adjustable visor has three preset retention spots, and offers enough room for goggles underneath – there’s also a goggle strap recess out back. If you prefer sunglasses to goggles, there are recesses on the inside of the shell to make sure you have room for the earpieces underneath. A magnetic buckle makes operation easy with gloves or one hand, and the Lazer TurnSys dial system is easy to cinch down and offers multiple vertical adjustment positions. Even the padding feels more premium than the price tag would suggest.

Not included with the helmet are additional compatible accessories including a universal LED light for the back of the helmet, and even a Winter Kit that adds a soft fleece liner to keep your head and ears warm.

First Impressions

Since it was early in the season, most of my first rides with the Coyote were in cold weather at the pump track, or on the road. I wanted to wait until I got some warm weather testing before writing any kind of review, and fortunately, I got that while down in Texas. It was in the mid-80s, which isn’t Texas-hot, but it was hot for the conditions I am used to in early March.

I was quite pleased with the ventilation, with the 21 vents and internal channeling doing its job without complaints – and doing a better job than some more expensive helmets. Overall, the helmet is quite comfortable and seems to offer above-average sweat management to keep it from running into your eyes.

The frontal profile of the helmet around the visor looks a little bulky, but that’s about the only criticism I can come up with. The Coyote Kineticore is definitely one of the best $100-110 helmets I’ve tried.

Pricing & Availability

Offered in S, M, and L sizes, the Coyote Kineticore comes in six different colors. The helmet is available now from Lazer or Lazer dealers for $109.99.

lazersport.us

The post Lazer Coyote Kineticore Helmet Review: Impressive Performance for the Price appeared first on Bikerumor.

But wait, do any of us actually want an automatically-shifting e-mountainbike in the first place?

Shimano eMTB AutoShift & FreeShift – What & Why?

Starting with a simple conclusion from my second day riding this tech: “I completed a very technical – rocky, wet & greasy – 42km / 1000m of climbing / 4-hour elapsed / 2.5-hour moving mountain bike ride on a Santa Cruz Bullit CC eMTB equipped with Shimano AutoShift and did not shift manually one single time. And I never felt like I was missing out by not shifting manually. Just pedal, and enjoy the ride.” – me

With that out of the way, I can dial back to my starting point…

No, I didn’t think I wanted an auto-shifting ebike. Just like how in theory I want a manual transmission in my car, why would I ever think of giving up manual control of my bike/ebike’s shifting? But I wasn’t so against the idea, to not give it a try. And after spending two technical days riding it, I’m a lot more intrigued by the concept. And on a side note, my old van is still a manual, but my newer family car is an automatic, and I enjoy driving both.

FreeShift is a no-brainer. Every time you slow down approaching a turn or navigating a technical section, the bike automatically downshifts to an ideal gear that you can pre-set, so when you exit the techy spot you are already in the perfect gear to pedal out again.

AutoShift is a harder concept to accept. The bike constantly monitors your rolling speed, your cadence, and the power you put into the pedals, and shifts itself whenever it determines that you are not in an optimal gear. You can manually shift yourself – overriding the AutoShift at any time – or simply turn off the automatic system if you don’t want it to be in control. But you really can just ride without thinking about what gear you are in, and the ebike brain keeps you going.

Ebike tech concepts

What you have is: an updated ebike powertrain system that has more power & versatility than ever, a drivetrain that prioritizes increased durability and the ability to truly shift under load instead of incremental shift speed gains, and an electronic shifting system that will automatically downshift your bike as you coast down into a difficult section or turn AND give you the option to fully automate every shift based on a few keys sensor inputs.

Only an ebike can bring these systems together. And only a new ebike can combine them all to work. No normal / analog / acoustic bikes can Auto or Free Shift. And no existing ebikes can be retrofitted if this setup was not already installed by the manufacturer. That really limits the application of this tech for the time being. But we suspect as more people (and OEM bike brands) accept that this style of riding can be beneficial, it will become much more mainstream in the eMTB and likely eGravel ebike markets.

Step 1: Shimano EP8 – EP-801 drive units

You need the latest EP-801 generation of Shimano’s top EP8 ebike motor to make any of this work. It has higher torque than the first E8000 generation – now 85Nm – and more complex & customizable rider power-matching curves. It adds more ports to connect powered accessories, smarter battery management, and a new fine-tune support control mode. And it improves communication capabilities to collect & share data and to control that new Di2 derailleur. The update essentially soft-launched last summer around Eurobike 2022.

Step 2: LinkGlide drivetrain

LinkGlide promised 3x cassette lifespan durability when it debuted 2 years ago by putting 11 thicker cogs in the space of 12 modern HyperGlide+ cogs. What they didn’t really talk much about was shifting under load.

To get the full automatic shifting feature, you need a cassette that truly can shift under full load. Lots of drivetrains claim you can shift under full load, but because of the need to mesh gears or chain+cog, most that just means shifts under greater load. This one really shifts whenever it wants, which often happens to be when you are pedaling hard AND when that EP-801 motor is also helping you pedal hard. It’s not quiet. The clunky sound of the shift seems sketchy at first – it’s not so different that the bad-new chunky sound of a thing cog shifting under load and being damaged. But Shimano engineers assure that LinkGlide is happy to clunk, and its performance does not degrade over time like a lighter setup would.

LinkGlide also now forms the basis for the recently described, lower-cost 9-, 10- & 11-speed CUES drivetrains.

Step 3: XT Di2

The last piece of the puzzle is an electronic ebike-only XT Di2 rear derailleur that can be activated by more than one type of signal input, and a Di2 shifter for when you as the rider want to exert control on your shifts.

Shimano says their evolution of MTB Di2 had essentially been chasing even faster shifts from the racing/performance mountain bike side. But the improvements weren’t really that significant over the top-tier mechanical XTR anyway since you were still relying on the same cassette shift ramps to convert derailleur movement into a real gear shift – and not really justifiable for the additional cost to create something like XTR Di2. But…

When combined with an ebike drive system though, there were two new possible shift modes that were outside of the traditional shifting paradigm. And you could more easily share similar hardware in the same overall spacing for both lightweight 12-speed systems or more robust 11-speed systems.

The Result: Automated shifting control

Together, EP-801 plus LinkGlide 11sp or HyperGlide+ 12sp plus XT Di2 allows for FreeShift, the ability of your drivetrain to automatically downshift as you are freewheeling or you to manually shift while coasting.

Or combined, EP-801 plus LinkGlide 11sp only plus XT Di2 allow for AutoShift, the ability of your drivetrain to automatically upshift AND downshift while you are pedaling to always be in a correct gear, based on its smart algorithm (more than just a preset cadence:speed ratio). Plus, you still get FreeShift when you slow down while coasting.

Important note: Both of these automated shifting modes are completely up to the end-user on ebikes equipped with them. It’s easy to turn them off if you don’t want automated control. You can also easily disable one, while keeping the other. And both allow for setting customization via Shimano’s eTube mobile phone app, so you can quickly pick (or change) the gear that FreeShift returns to when you coast, or you can pick what is your optimal cadence (Shift Timing) of optimal rider torque input (Climb Response) for AutoShifting

Review: The verdict… are Shimano AutoShift & FreeShift better?

It’s undeniably weird to let the ebike shift for you, after something like 3 decades of me always being in charge of shifting while I ride. At first I was thinking too much about it, and even my thumb accidentally manually shifting out of habit.

So I reprogrammed the right-side Di2 shift buttons via the eTube app to control the ebike power assist mode (just like the left-side EP8 remote) so I wouldn’t accidentally override the automation, and never looked back.

I rode the automatically shifting bike up winding doubletrack, steep rocky climbs & long gravel road ascents, across deep creek crossings, through slow slippery rock gardens & deep sucking gravel sections, over wet roots, and down singletrack littered with small drops and the occasional kicker jump. Never did I miss shifting, and the bike never really missed a shift. Some of the steep techy climbs came with louder chunkier shifts, but it shifted without my input.

I only ever moved from Eco to Trail to Boost modes to select how aggressively I wanted the motor to support my pedal input, depending on terrain and slope.

On one steep greasy muddy ramp and on one really rocky technical climb, I didn’t quite make it up on my first attempt. So, I went back, spun my cadence a bit differently to instigate the ebike to shift when I wanted in anticipation of a steep climb that it could not have predicted, and I cleaned both of these very touch sections on their second attempt. Both were also sections that I likely could not have cleaned on a non-ebike, at least not with the challenging conditions I faced because of the weather.

Do you need Shimano AutoShift? And how can you even get it?

First off – No, you don’t need Shimano AutoShift or FreeShift. But why wouldn’t you want to have it as an option?

AutoShift really let me ignore what gear I was in and just ride. It was oddly freeing, and my brain quickly forgot that I normally should be shifting as I ride. (I also had no problem transitioning back to regular manual-shift non-e normal bikes the very next day.) And FreeShift is just cool – slow down or stop, and the ebike is just magically in the perfect gear to start riding again. All bikes would benefit from this, were it possible.

So where do you get it, is a harder question, as it is only an OEM thing and it can’t be retrofitted. Our test fleet of Canyon, Orbea, Santa Cruz & Yeti mountain ebikes is a good hint of where you might find the correct EP-801+LinkGlide+Di2 combo soon. But that list is not exhaustive, and real global availability is still up in the air – often dependent on Shimano’s own component supply to these and more brands. Bike rumors have it that some e-gravel options may even be available with automatic shifting sooner in North America than the eMTBs.

The point of this review is less to tell you to go buy this Shimano AutoShift tech now – you probably would have trouble to do so anyway – and more to say that it’s worth thinking about. I’m a technical mountain biker, and I went into this very skeptical. But I came away a few days later open to the idea of automated shifting on ebikes.

Maybe we can just lean back and enjoy the ride.

Shimano.com

The post Shimano eMTB AutoShift & FreeShift Stuns, Powered by LinkGlide & XT Di2: Review appeared first on Bikerumor.

Quoc Lalashan Collection of riding & post-ride shoes

Calling the new collection inspired by hunting forest mushrooms in northern Taiwan’s Lalashan mountains, Quoc pretty much doubles their shoe line-up across an even wider spectrum – now from road rides to XC racing to off-the-bike recovery. At one extreme there is the most high-performance off-road race shoe yet from Quoc. At the other, it’s as chill as you can get near a bike. And in the middle are a couple of simple but modern shoes for any ride in between.

It’s a pretty broad scope to drop into a single release, but Quoc unifies it a bit with a color palette of subdued pink, an earthy amber yellow, and sandy beige.

Quoc Gran Tourer XC mountain bike or gravel race shoes

Quoc’s Gran Tourer was their introduction to modern cycling shoes, targeted at adventurous gravel riders. In its original weather-resistant lace-up guise, it became popular for all sorts of off-road riders, and with a recent upgrade to modern dial retention more performance-focused riders took notice. Now taking inspiration from their stiffer, 2-dial road shoes, Quoc has given the Gran Tourer an XC upgrade.

Calling it the “ultimate, off-road adventure shoe”, the new Gran Tourer XC adds a stiffer carbon-reinforced sole and that second dial for improved fit adjustability, all while keeping the tough upper & popular Gran Tourer looks – perfect for gravel, cyclocross, cross-country, or marathon mountain bike racing.

GT XC tech details

The new shoes are now built on a much stiffer carbon composite outsole, covered with durable TPU ‘AL_Terrain’ MTB tread for good grip, but also adding thread-in toe spike for even more traction in especially bad conditions. A bit of a change from the other Gran Tourers’ GravelGrip lugged soles. Improvement in retention comes from two of Quoc’s own dials for more fine adjustment across the forefoot, separated from the main midfoot closure.

The upper is still made from tough “abrasion-resistant microfibre” with perforations throughout for ventilation, and gets the signature rubberized wrap-around scuff and weather protection of the Gran Tourer family, plus an extra TPU toe bumper. Inside the GT XCs add three different height arch supports to the insoles to further fine-tune your fit.

The Gran Tourer XC shoes sell for $310 / £240 / 275€, and are available now in Dusty Pink (sand+pink), Charcoal (grey+black), or all Black. The shoes come in whole EU sizes 38-47, with a claimed weight of 342g per shoe (size 43).

GT XC First Impressions

Unpredictable and unseasonably cold spring weather has limited our pre-launch testing time with the new Gran Tourer XC shoes mostly to gravel riding. But outside of summer XC race season, gravel feels like a great fit for these shoes. They are noticeably stiffer than either of the previous generations of Gran Tourers, making them feel even more efficient while pedaling the paved sections of our gravel rides.

In fact, combining the still pretty stiff upper with a much stiffer sole and improved fit adjustability, they have made a pretty efficient option for winter all-road training while keeping walkability. Plus, it doesn’t hurt that our small size 38 shoes are a lot lighter than claimed at 564g for the pair (282g per shoe). With better weather on the horizon, we’ll be putting a lot more kilometers in on these shoes off-road, but I think the all-road versatility will see them rack up even bigger mixed-surface distances, too.

Quoc Escape Off-Road gravel & MTB shoes

While the GT XCs take off-road stiffness & fit to a new race-ready height and higher pricepoint, the all-new Escape pairing simplifies the Gran Tourer family to the core essentials in order to create more affordable, yet still modern performance shoes.

The Escape Off-Road is of course the walkable MTB SPD clipless version targeted at mountain bikers and gravel riders, but still with plenty of efficient pedaling stiffness.

Quoc Escape Road shoes

The Escape Road is pretty much a carbon-copy of the Off-Road version, which is a good thing for endurance roadies. The upper is the same – just with simplified scuff bumpers – and it gets a stiffer road-friendly carbon composite sole.

Escape tech details

Both Off-Road & Road variants share the same simple synthetic upper with plenty of randomly dispersed perforations for venting, zig-zagging webbing guides sewn onto the shoe, and a single Quoc dial closure that with 3-lace points makes for very fine tension adjustment, even if there is only 1 dial – just like on the recently updated Gran Tourer 2.

The Off-Road shoes get a walkable glass fiber-reinforced nylon sole, with the same ‘al_terrain’ lugged TPU sole that wraps up into a toe bumper, just like on the new Grand Tourer XC. They also get the same replaceable toe spikes, and get rubberized scuff protection just around the toe & heel.

The Road shoes step up the stiffness with a carbon-reinforced nylon composite sole, add a small toe tread pad that curves up into a tiny rubber toe bumper, and get a replaceable heel pad for some walking stability.

The Escape Off-Road shoes sell for just $200 / £150 / 185€, and are available now in Sand, Amber, or classic all Black. The shoes come in whole EU sizes 38-47, with a light claimed weight of 311g per shoe (size 43) thanks to their simplified construction.

(Our 43s were a tad heavier at 315g a shoe.)

The Escape Road version also sell for the same $200 / £150 / 185€, in White, Amber, or Black. They are available in the same EU 38-47 size range, and weigh just 262g per shoe (size 43).

Quoc Lala Slide post-ride slip-on sandals

Lastly, the Lala Slides are Quoc’s first non-cycling shoes. They call them ‘athlesiure’. Developed for either hard-charging cyclists who need to let their feet relax after a long ride, or just as a lightweight slip-on for adventure bikepacking riders to pop on for post-ride camp life, the Lalas get their name directly from the Lalashan mountains.

Lala tech details

The Lala slides are pretty simple, but still pack in some good tech – and an outdoor-ready grippy outsole. Quoc designed the anatomic cushioned foam footbed to offer support and a secure fit, with space for air to move around and under your toes, whether still in socks or barefoot. Then, they bonded on soft, thick microfiber straps – the same durable Gran Tourer fabric – for durable but comfy hold around your foot.

The Lala slides come in four colors that actually create very different looks – from the all black that kind of disappear, the Sand tan straps with a black footbed for a bit of almost monochrome contrast, or the gray footbed with either Amber or Dusty Pink straps to stand out a bit more. The slip-on sandals sell for $50 / £39 / 45€ now in the same size range, with a weight of just 150g per shoe (size 43).

Lala First Impressions

Just because the snowy, cold & wet weather kept us out of the XC shoes didn’t mean we stopped riding. So tired feet needed lots of recovery time. To be honest, we wondered if we really needed a pair of cycling-specific slippers, but oh how we’ve changed our tune. The Quoc Lala slides are simple and kinda perfect.

Again, our little size 38 ones are quite a bit lighter than the average at 246g (123g per shoe).

Around the house after a ride they were super comfortable to slip on, and quickly became a daily favorite – whether there were bikes to ride or not. Justifying the price for a pair of slip-ons will always be a tough call, and a personal one. But these slides look great, feel great, and have probably been worn for more hours in the past month than any other single pair of shoes in the house. That’s our hot take.

All four new Lalashan Collection shoes are available now direct from Quoc, and from their retailer network.
Quoc.cc

The post Quoc Gran Tourer Shoes go XC, Escape Road & Off-Road at Lower Price, plus Lala Slides appeared first on Bikerumor.

You could see this update coming, but more than simply adding the UDH, Revel made a number of changes to make this Ranger better than ever – though the basics haven’t changed. It’s still a 29″ wheeled ‘downcountry’ bike with 115mm of rear CBF suspension that pairs well with a 120mm travel suspension fork. Like the rest of the Revel lineup, the Ranger has a playful attitude that likes to ride more aggressively than those numbers would imply.

There’s an all-new rear triangle with that UDH, but there are also all-new suspension links and suspension hardware. Including titanium shock mounting hardware. More importantly, there is a new collet axle design with bigger 15mm bearings for the lower-rear pivot. All of this together equates to a claimed 20% increase in stiffness without adding any weight.

That new rear triangle also boosts tire clearance; it’s still claimed at 29 x 2.6″, but Revel tells us it’s improved from the previous design. There’s also more clearance around the chainring, with a maximum of 36t clearance.

More Frame Protection

All mountain bikes take a beating, so it’s nice to see improved frame protection in the form of a much more robust molded chainstay protector, and a rear triangle debris guard, aka, mini-fender.

Unchanged among the frame details are a threaded bottom bracket shell, an Integrated 52/42 headset, fully guided internal cable routing, optional routing for a rear shock lockout, and an extra accessory mount at the top of the downtube (except size small frames).

SRAM Eagle Transmission

Of course, adding that UDH allows Revel to sell the new Ranger with a full SRAM Eagle Transmission (I keep wanting to tack on ‘drivetrain’ to the end of that phrase). Besides the group Tyler got in for the launch, this is our first review bike with Transmission. Out of the box, there was almost no setup other than adjusting the shifter position to my liking and charging the battery. It’s so ingrained in my mechanic brain to double-check the limit screws on any new bike before it goes out the door that it’s very weird to skip that step… since there are no limit screws!

Actual Weight

Our test bike is a medium frame with a full SRAM Eagle X0 Transmission, Revel RW30 wheels with Maxxis 2.4″ WT tires, a Fox Float DPS shock and 34 Step-Cast fork, RaceFace 35mm cockpit with a carbon bar, the new SRAM Stealth brakes, and a Crankbrothers Highline dropper post. All in, it weighs 27.51 lbs with 2oz of sealant in each tire.

Revel Ranger Pricing & Availability

In terms of colors, the new Ranger gets an update there as well. The popular “Tang” color from the Rail 27.5 makes an appearance here, and the updated “De La Coal” shown here gets new copper/gold decals (both with a gloss/matte two-tone finish). If you love that sharp “Johnny Green Jeans” color of the Ranger v1, there may still be a few left in your size. The Ranger v1 is also the only way to get a mechanical drivetrain for now – the Ranger v2 is available now, but only with SRAM Transmission.

Pricing will start at $8,499 for the X0 build and pushes up to $11,499 for the XX Eagle Transmission build. The frame only will also be an option at $3,599. We’ll have a full review of the new Ranger coming up!

revelbikes.com

The post There’s a New Revel Ranger in Town w/ New Rear Triangle, Hardware, UDH & More! appeared first on Bikerumor.

New solar charging models (similar to the Edge 1040S) supply more ride time between charges with up to 32 hours of battery life (in fully engaged modes) or up to 60 hours in battery-saver mode.

What is it — Garmin Edge 540 / 840

The new Edge 540 and 840 carry over the user interface from the Edge 1040 and supply a more pleasant user experience—the updated interface ties in seamlessly with Garmin Connect to provide cyclists with dynamic insights and analytics. Plus – riders can track all metrics and create a page to view them while on a ride, like; stamina, body battery, time to exhaustion, performance indicator, power goals, pedaling coach, and much (much) more.

Updated Design

All Edge 540 and 840 Series models have a 2.6-inch color display and feature button controls that work efficiently in any riding environment. The Edge 840 Series computers also include a responsive touchscreen similar to the Edge 1040. This sizing is a slight departure from the convention of the 800 series being slightly larger than the 500, though functionality and accuracy remain equal.

Improved Mapping, Navigation, and Exploring

Updated mapping brings more of a community feel, with improved ride type-specific maps that use Trendline Popularity Routing to highlight roads and trails. The maps include searchable points of interest, like coffee shops and other fun features.

Edge 540 and 840 Series users can access worldwide Trailforks trail content, allowing riders to view routes and trail details even while traveling. If you’re feeling like a detour (or just exploring), you can pause route guidance and off-course notifications to jaunt around the area and turn navigation back on at your convenience.

Messaging and Safety

The updated Edge 540 and Edge 840 come with LiveTrack, group messaging, and incident detection for all cycling activities–including mountain biking. Like all Garmin devices, Edge 540 and Edge 840 Series are compatible with the Varia line of cycling radars, headlights, and inReach devices with SOS capabilities and communication when off-the-grid.

New features — Edge 540 and 840

• Riding ability and course demands: Identify strengths and weaknesses as a cyclist and prepare for the demands of a specific course by focusing training in the right areas
• Targeted adaptive coaching: Whether cycling indoors or outdoors, riders can view daily suggested workouts and training prompts, plus receive personalized coaching that adapts based on training load, recovery, and the demands of upcoming events.
• Real-time stamina: Monitor and track exertion levels in real-time during a ride to help influence training efforts or see how much further the current pace can be maintained
• Power guide: Manage efforts with power targets throughout a course
• ClimbPro ascent planner: View the remaining ascent and grade for each climb while riding
  freely without course navigation or search for climbs directly on the Edge and in the Garmin ConnectTM smartphone app before heading out.
• Multi-band GNSS: Cyclists can easily find their way with enhanced positioning accuracy via multi-band GNSS technology. Edge 540/840 operates well in challenging environments, such as dense tree cover or downtown urban environments.
• Solar charging: Power GlassTM solar charging lens on solar models extends battery life to up to 60 hours in battery-saver mode, giving cyclists up to an extra 25 minutes per hour during daytime riding. *Only for Solar units.

Garmin Edge 540 Solar — First Impressions

I was excited to hear that Garmin was releasing Edge 540/840 models. I’m a fan of the Edge 1040S, but it’s a giant head unit best used on the road and touring.

The unit is compact, and the solar panel surrounding the 2.5″ screen doesn’t interfere with viewing. Like its other units, Garmin updated the charging to C-type and snuck in a replaceable mount for those rough on their head units (raises hand).

When the head unit arrived, I was running behind on a ride and was looking to set it up as quickly as possible. The updated Garmin Connect interface for setting up a new device was fantastic. I could adjust and customize my screens on the phone quickly.

On the road and in the woods, I was delighted with the performance of the Edge 540S. Though, when you begin to use all the auto features without checking (or unchecking), you might be in for a noisy ride.

For those that enjoy a beepless ride, you’ll need to uncheck the features during setup. I quickly discovered that all my favorite Strava segments were ready to conquer via the Garmin Connect auto-sync— same with Climb Pro and auto-lap every five miles. After lots of beeping every few minutes, I stopped to uncheck the segments, climb, and laps. It’s easy and something I should have done preride — lesson learned.

Changing from the larger touchscreen 1040S, I thought I would encounter some issues pivoting to a non-touchscreen unit. On the contrary, I liked it more, especially for off-road use. The size is ideal for mountain bike use, and the bright color screen is very easy to see in the forest. The lap and start/stop buttons are slightly smaller than the previous version but are easy enough to tap with gloves and during an effort.

As far as the buttons go (seven in total), all are easy to access while riding. The screen toggle button (bottom left) has a minor groove making it very pleasant to operate with the index finger, and it requires very little pressure.

The solar panels gather power just as smoothly as with the Edge 1040S and with the same screens urging you to place it in the sun.

Garmin updated the interface with intuitive features like holding the menu button for 3 seconds to access the whole menu and other smart updates. I thought navigating the unit without a touch screen could be cumbersome, but I was effortlessly flying around the interface after a few rides. Plus — it seems Garmin is rapidly updating the unit, and the interface is getting easier to operate.

Final Impressions

So far, I’ve been very pleased with the Edge 540S. I’ve used it in muddy races, and it’s been power washed and dropped a few times (sorry Garmin). Seeing such a resilient powerhouse of a head unit in a small package is fantastic — Check back for a full review shortly.

Garmin Edge 540 / Edge 840 Pricing and Availablity

The Garmin Edge 540 Solar and Edge 840 Solar are available now from your local bike shop and Garmin dealer.

• Edge 840 Solar Price: $550
  Edge 540 Solar Price: $450
• Non-Solar Edge 840 Price: $450
  Non-Solar Edge 540 Price: $350

For more information, check out: Garmin.com

The post Garmin Edge 540 and 840 Series Update Features and Introduces Solar Options appeared first on Bikerumor.

Like any product though, improvements can be made. One of the biggest improvements that Thousand wanted to make to the helmet was making it fit more riders in an effort to be more inclusive to all. That meant introducing what they’re calling a “unique hybrid head form that is designed with both the Asian (round) and European (oval) head shapes.” Thousand points out that most helmet companies fit the latter headform, so the new Thousand headform should comfortably fit more riders globally.

In terms of sizing, the Heritage 2.0 is offered in three sizes, Small (54-57cm), Medium (57-59cm), and Large (59-62cm). The fit is certainly different from a lot of helmets that I’ve tried – at 56cm, I’m typically on the small side of a medium. The size guide for Thousand puts me in a small, which just fits but it’s a little tight at the temples. However, my wife whose head measures 55cm (and is more oval shaped) fits perfectly in the small.

I would say that the sizing is generally a bit bigger than other helmets out there, though I think I would still prefer the medium for my head. Adjustments are made with the dial fit system and internal cradle that offers three vertical positions. The vegan leather straps don’t have any ear cradle adjustment, but they’re well-positioned and fasten with a magnetic Fidlock buckle.

Improved Ventilation

Outside of the change in fit profile, the outer shell has been updated as well. Increased ventilation at the top of the helmet should make it a bit more comfortable in hot weather. While the front of the helmet lacks any visible venting, the inner brow of the helmet has internally molded channels that allow air to flow from the front of the helmet, and out the top and back. All together, Thousand claims this is responsible for a whopping 70% increase in ventilation from the original Heritgage helmet.

PopLock Still Popping

Unlike many of the helmets on the market, the Heritage 2.0 is not an in-molded design meaning there is a hard plastic outer shell with an inner EPS layer. That makes it more durable for daily use including locking it up to the bike – which is a perfect time to use their patented PopLock.

The magnetic PopLock cover is tethered to the helmet, so you can easily pop it out, thread your lock through it, and lock it to the bike.

Increased Visibility

The Heritage 2.0 gets another magnetic party trick as well with the addition of a new magnetic tail light. When available this summer, the light will be sold separately for $25 and will simply pop onto the back of the helmet. Then you can easily remove it when locking up the helmet or to recharge it.

Thousand Heritage 2.0 Helmet Actual Weight

A non-in-molded helmet will typically be heavier, and that’s the case with the Heritage 2.0. At 455g, the helmet is on the heavier side, but it’s both CPSC certified for bikes and ASTM F1492-15 certified for skateboarding and roller skating.

Pricing, Colors, & Availability

Offered in eight standard colors with additional seasonal colors coming soon, the Heritage 2.0 is available now for $99 with the option to add a monogram for $17-19. You also get their free accident replacement program where if you have an accident and your helmet is damaged, they’ll replace it for free. Also, each helmet ships in an environmentally friendly bamboo fiber bag, and Thousand has been a Climate Positive business since 2020 by offsetting 110% of their carbon emissions.

explorethousand.com

The post The New Thousand Heritage 2.0 Helmet is More Ventilated, Visible, & Fits More Diverse Riders appeared first on Bikerumor.

After reading her amazing story, and also finding out that she really dislikes kale, I was inspired. I also really liked the aesthetics of the Olefin fabric she was using, but more on that a little later.

The Fierce Hazel HQ Tour

Fierce Hazel is headquartered in Los Angeles, California. That’s only about a 40-minute drive for me, so I thought I’d pop over there and pay her a visit and get the scoop on how she operates. Up on the eighth floor of an old, early 1920s building on an eclectic block in the heart of downtown Los Angeles’s Garment District is where I met Frankie. She informed me that she had just moved (early in March) to this new space. It was neat and organized.

The artsy, loft-style space is surrounded by windows, looking kinda familiar, like something you’d see in a movie.

Upon walking in, the space she shares with her photographer husband feels instantly welcoming while having a very palpable feeling of creativity to it.

Frankie seemed at home in a space like this, being an artist herself. Fierce Hazel runs its day-to-day operations out of this HQ, but it’s also the space where she designs and creates all of the Fierce Hazel pieces.

Frankie started Fierce Hazel by making the “lightest, most functional cycling wallet possible”, which then evolved into different pouches, specialty wallets, and bags of all types.

The bags were clever in their design and sustainable in their construction.

The Urban Explorer Bag is my favorite of the “off-the-bike” type bags that she makes. You know I’m a big fan of versatility, and this bag is just that, as it can be worn as a backpack, sling, across-the-body, flight sack, or a “relaxed backpack”. Check it out if you get a chance.

The Urban Explorer Bag uses the same Olefin fabric as the True Grit Bike bag line. She tells me that, after taking a long time looking for an overseas manufacturer for the True Grit line, she decided on a shop in Vietnam that only deals in remnants (including the Olefin), or scraps that are left over from other manufacturers/brands.

Vietnam is easier for her to visit and do quality control check-ups, so she chose them to manufacture her True Grit line.

So, on to the True Grit bike bags.

As I mentioned earlier, I had already received the Saddlebag and Handlebar bag and had been testing the Handle Bar bag for a few weeks. So I will be giving some insight on that bag. I can’t touch on long-term durability, but will touch on all of the features in my review below.

But first, let me tell you a bit about the True Grit Saddle Bag.

Fierce Hazel True Grit Saddle Bag

The Fierce Hazel Saddle Bag is a good-sized, albeit compact saddle bag that tucks in nicely under your saddle. I didn’t get a chance to actually review this bag, although I did mount it up to see how it looked.

I mounted it on my Brooks B17 and on my wife’s ol’ WTB saddle for comparison. Fierce Hazel says it’s big enough to hold up to two tubes, as well as tools, and some snacks. In my wife’s case, it holds one 26″x 2.25″ tube, a Co2 cartridge, an inflator, tire levers, and an old (big) Topeak Alien Tool, still leaving room for a Gu packet or two…plus the space in the flap pocket.

It has a handy key clip and a pocket on the convenient, downward-opening flap that could hold an ID and/or some credit cards. On the inside of the saddle bag, on the side wall, there is a well-thought-out elastic strap to hold a tube, tire levers, or tools up out of the way, while keeping them from getting buried in the saddle bag causing a near-full unload to get to something you need.

The Saddle Bag is made from eco-friendly Olefin. Olefin is an extremely durable synthetic fiber, and it’s stain resistant. The True Grit Bike Bag collection is a very handsome and unique set of bags… classy looking.

Features

• Rugged, weatherproof construction
• Visibility features for added safety
• Upcycled Olefin shell, with a waterproof nylon interior
• Internal key fob, elastic strap, and pocket
• Sustainably produced

Size: 7″ x 4.5″ x 4″

Weight: 3.8oz

Volume: 0.9 liters

Retail: $79

Fierce Hazel True Grit Handlebar Bag Review

I’ve been using the Fierce Hazel True Grit handlebar bag for a few weeks, grabbing rides between the rain that we’ve been getting here. I’ve had it long enough to get an idea of the quality and whether it’s for me or not. Right off the bat, I will tell you that the bag is extremely well-made. It’s a high-quality bag, with a top-notch fit and finish around the edges and seams.

At first, the bag seemed a little on the small-ish size, but after mounting it up, I found it tucked into the handlebars nicely.

Out of curiosity, thinking that my Roadrunner Burrito Supreme Bag was a lot bigger, I put the two side by side and the True Grit bag was the same width but only a little bit smaller in diameter, a difference of .6 liters in volume. That was surprising because the Burrito Bag looks so much bulkier.

It has a handy, although very tight outside, mesh pocket that seems hard to put much in except for maybe a Gu pack or two. Also on the outside of the True Grit bike bags are external light mounts and a large reflective strip across the bag, which is a nice touch.

When mounting the bag to the bars, I noticed some little protective pads that are permanently sewn underneath the buckles. These served two purposes in my experience with the bag, 1) as a sort of grip to keep the bag from slipping, in case you don’t want to use the additional velcro headtube attachment, or 2) they’re simply there as a protection pad for your bars.

Speaking of the velcro attachment strap, the “fuzzy” part of the velcro stops a few inches away from where it starts. This means that if you have it tightened as much as I did (like in the above photo) it leaves an untidy amount of strap danglin’. But, I feel that this was purely user error, as I didn’t need to tighten it as much as I did. If you don’t tighten it as I did, you are left with a clean application of that strap. Plus, it’s removable, so you don’t need to use it if you don’t want to.

The handy key fob tether came in well, handy. A quick pull of the tether (that is conveniently sewn right at the opening of the bag) makes for a quick grab of your car or house key when the bag is stuffed full.

The handlebar bag was able to hold quite a bit when I started loading it up for a ride. I loaded the bag with a banana, my bandana, my keys, and Wolf Tooth multitool (it goes everywhere with me), my driver’s license, and bank card (tucked into the Fierce Hazel Super Uselful Card Holder), sunglasses, my Paul bottle opener (for beer), and my favorite fig bar.

Not shown in the picture are the Giro D&D gloves that I ended up taking off during my ride and shoving in there… leaving plenty of room to spare.

Features

• Rugged, weatherproof construction
• Visibility features for added safety
• Upcycled Olefin shell, with a waterproof nylon interior
• Internal key fob, elastic strap, and pocket
• Sustainably produced

Size: 8″ x 4.5″

Weight: 6.4oz

Volume: 2 liters

Retail: $89

In Conclusion

As I mentioned earlier, I can’t attest to the long-term durability yet, but I can’t see any glaring issues that would lead me to believe that the bag wouldn’t last a very long time.

The True Grit Handlebar bag did, however, live up to its handsome exterior and performed as well as it looks. It mounts quickly and easily, making it easy to remove from the bike. This makes it nice for someone (like me) that does a lot of shorter rides during the week where a handlebar bag isn’t really needed. That being said, it looks small and tidy and would be a bag that I could easily leave on the bike 24/7.

Fierce Hazel is a female-owned, small operation, that runs ethically, and eco-consciously. Their products are all designed in California and are well thought out, clever products that fit many needs throughout the whole line.

The True Grit on-the-bike bag line is a welcome addition to the choices we have for these types of bags. They are very reasonably priced for the quality of the bag you are receiving. I would recommend them.

Check out all of the Fierce Hazel Goodies by hitting the link below.

FierceHazel.com

The post HQ Tour: Fierce Hazel is Designing New True Grit Bike Bags in LA appeared first on Bikerumor.

We stuff it full to see how it stands up…

Restrap Tool Pouch 0.6L everyday saddlebag

What do you really need out of an everyday saddle bag? Room for everyday tools & spares. Secure, but easy attachment under your saddle rails. Durable construction that will protect the things you carry, and stand up to the abuse of riding in foul weather. The new Restrap Tool Pouch does all of that, and it’s made in the UK from tough synthetic materials, and doesn’t cost an arm & a leg.

Restrap says their Tool Pouch is designed “for storing essential tools for on-the-go access, from short weekend rides to long lightweight trips with additional kit”.

Tech details

Really it’s just a well-made saddlebag – a bit larger than usual – that can be an everyday bag for road, gravel, or mountain biking – with just enough adjustability that you can stuff something like an ultra-compact mini-pump inside too.

The Tool Pouch is made of rough & tough 1000D nylon, with a smoother slippery orange liner (in all color versions), and a single mesh internal organizer pocket. It also gets a thin layer of internal foam padding where the bag rests up against the back of your seatpost, plus around the bottom & sides to help protect whatever you pack inside.

A simple sewn-on velcro strap secures it under your saddle, with small reflective stitching for a tiny bit of extra visibility.

Review First Impressions

My first takeaway when loading this little bag up was just how much you could stuff inside. I packed mine up for gravel with the biggest Unior Euro 17 multi-tool in my toolbox, a pair of Unior tire levers, a Restrap Tire Boot Kit, a big Challenge latex tube, a CO2 & PRO inflator, and still had plenty of space for a salty Pizza bar care of Chimpanzee. It was mostly full, and still closed completely. You could pack less and cinch the main velcro flap down more, or stuff it even more.

Fully loaded it’s about 10cm wide x 7cm tall x 13cm long when fully closed (with a 5×8.5cm opening). But its 3D tapered shape can easily be extended by about 3cm, meaning you can easily fit in a tiny pump like the 14cm long Lezyne Pocket Drive road or HV mountain series. Either way, the simple velcro strap looping around the saddle rails means you can always get it secure.

The bag itself weighs just 75g, but feels pretty heavy-duty. I’ve not yet had much foul weather beyond riding through some stick mud and a few puddles so far, where it was almost entirely protected by my Ass Savers Win Wing fender (so much for abusive bag testing, sorry). It seems likely to keep its contents pretty well protected as the flap is wider than its opening, but it is obviously not an overly waterproofed design. So I wouldn’t pack anything likely to be damaged by water, and will empty the bag out to dry after especially wet rides.

All-in, the bright orange liner, small mesh pocket & big adjustable storage have made the Restrap Tool Pouch a solid saddle bag for off-road rides.

Restrap Tool Pouch – Pricing, options & availability

The new Tool Pouch is Restrap’s smallest bike bag, but it is still entirely handmade in the UK and backed by a lifetime warranty. The 0.6L saddlebag sells for $50 / £33 / 40€ and comes in three colors – black, olive green, or bright orange, all with an orange liner to help find small items inside.

Get yours today direct from Restrap or through a global network of retailer shops.

Restrap.com

The post Restrap Tool Pouch Carries All Your Spares in Heavy-Duty Mini Saddlebag – First Rides appeared first on Bikerumor.