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

The Quick Hits

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

View the 3 images of this gallery on the original article

High-Pivot Heritage, Made Better

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

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

Geometry

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

An eMTB with Directive

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

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

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

For more info and build kits, visit Forbiddenbike.com

Watch "Whatever Dude" Below

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

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

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

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

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

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

The Ouroboros That Is the Bike Industry

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

Why 32” Is Not as Scary as You Think

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

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

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

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

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

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

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

End of transmission. Thanks for listening to my opinion.

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

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

A Major Reversal for E-Bikes

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

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

The Power of Industry Advocacy

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

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

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

Tariff Refund Requests

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

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

Why This Matters for You

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

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

Learn more at PeopleForBikes.com

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

Operation Hours and Open Trails

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

Check the Snow Valley Bike Park Schedule Here

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

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

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

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

View the 2 images of this gallery on the original article

Details

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

Why Inverted?

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

View the 2 images of this gallery on the original article

Addressing the Flex with SquareLoc

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

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

View the 2 images of this gallery on the original article

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

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

SideSwipe Guards

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

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

Simplified Setup

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

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

View the 2 images of this gallery on the original article

The Bottom Line

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

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

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

Head to Canecreek.com to get in line

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

Dunlop MTB Tire Range

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

MB34 & MB53 Tires

View the 2 images of this gallery on the original article

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

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

Dunlop MTB Tire Details

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

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

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

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

Learn More at Bikedunlop.com

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

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

Overview

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

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

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

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

Adjustments

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

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

View the 2 images of this gallery on the original article

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

The Competition

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

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

Initial Take

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

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

Learn more at Brembo.com

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

Overview

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

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

The Motor: Bosch Performance Line PX

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

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

Geometry and Suspension

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

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

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

Build Kits and Pricing

Sight VLT A1
$6,599

Sight VLT A2
$5,699

Sight VLT A3
$4,799

Final Take

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

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

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

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

The Levo Family Grows

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

View the 3 images of this gallery on the original article

Available at Specialized.com

No Genie in a Bottle

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

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

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

The Motor

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

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

Levo EVO Geometry

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

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

Turn the Levo 4 into the Levo EVO

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

Pricing and Builds

Levo 4 EVO Pro 

Levo 4 EVO Comp

Final Thoughts

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

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

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

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

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

Stinner Romero Details

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

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3VO Suspension: Efficiency by Design

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

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

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

Two Flavors: Romero MT and Romero LT

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

Romero MT (Medium Travel)

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

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

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

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

Romero MT Geometry

Romero LT (Long Travel)

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

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

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

Romero LT Geometry

Tech Specs & Shared Features

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

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

Pricing, Availability, and Build Kits

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

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

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

Eagle 90 Build

XO Transmission Build

Wheelset Options

Suspension – Mid Travel

Suspension – Long Travel

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

Aventon Bikes is known for budget-friendly e-bikes, but when it started back in 2016, it had roots in performance, most notably track and fixed-gear cycling. Today, Aventon has announced what might be one of the best budget eMTBs of 2026. I use the term "budget" only when referring to the MSRP ($5,999 USD) of this bike, because the Aventon Current EXP punches closer to the performance of bikes that command a five-figure price tag.

Recently, Aventon has moved to the electric side of cycling, and while their performance looks a little different since they switched to e-bikes, this latest venture with the Aventon Current is something to celebrate. Not only is this an incredibly affordable full-power eMTB, but it’s also absurdly refined and rides as well as, if not better than, bikes three to four times the price.

This new offering from Aventon is important. The Current positions the brand in the rapidly expanding eMTB market as a valid choice for a vast majority of riders - both advanced and beginners. It presents a motor with not just good, but great numbers, a competitive weight, and geometry that facilitates confidence and predictability, all at a price that is almost too good to be true. But it’s true. This bike is making a statement. 

Aventon Current EXP Overview

• Motor and Battery: Aventon Ultro X (110Nm, 120NM BOOST) | 800Wh Battery
• Top-tube touch screen display and App connectivity
• Wheels: 29”
• Suspension: 140mm rear / 150mm front
  Rockshox Super Deluxe Select+ (210x55) | RockShox Lyrik Select (150mm)
• Brakes: SRAM Maven Base
• Drivetrain: SRAM S1000 Transmission
• Frame: Carbon Front Triangle, 6061 Alloy Rear Triangle
• Weight: 52 lbs.
• MSRP: $5,999

The Details

Aventon did their homework. This bike has been in development for a little while now, and it shows. Aventon designed this bike in collaboration with Kairn, a product design lab based in France that has a legacy in outdoor gear and bike design. What the team has created is pretty incredible, and with the top-spec model, the Current EXP, coming in at just under $6,000 USD, it’s hard to wrap your head around. This is a polished swing at the brand's first serious eMTB, and the swing hit the nail dead-on.

The Current is a modern trail bike with a modern eMTB motor and a top-end build with a parts package that leaves you wanting for very little. At its core, the Current is powered by the new Ultro X mid-drive motor, capable of 750w peak power and 110NM of torque (120NM, and 850w in Boost), a 150mm fork, 140mm of rear-wheel travel, and an impressive top-tube display.

The entire package is dialed from top to bottom and packed with features you wouldn't expect at this price point. An integrated touchscreen display sits tucked neatly into the top tube, the wireless remote has been obsessed over (along with everything else on the bike), and the geometry is well-considered to slide right in with the best trail bikes on the market.

Build Kits

Available in two builds
Current EXP for $5,999 USDCurrent ADV for $4,599.

The Current EXP with a carbon front triangle and alloy rear end, SRAM Maven Base brakes, RockShox 150mm Lyrik fork, Super Deluxe shock, and SRAM S1000 Eagle Transmission, all for under $6,000 USD. While not the top-tier gear, the kit on the Current EXP doesn’t really leave you wanting for much, and the things you might want to swap are things you’d likely swap on any bike anyways.

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The Maxxis tires are trail casing; the cockpit is nothing magical; the wheels are low-engagement, unbranded (but tubeless-ready); and the dropper is 150mm on medium and small, with 170mm on large and XL. I was initially nervous about the wheels and tires, but to my surprise, I managed to get away with some really questionable line choices without a flat or a major ding to the rim. And if I got away with that while riding South Mountain Preserve, then they’ll probably hold up pretty well in most other places. 

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The Current ADV has a full-aluminum front and rear triangle and a less-exciting build kit with a mechanical SRAM Eagle 70 drivetrain, SRAM DB8 brakes, and a RockShox Psylo fork and RockShox Deluxe Select+ shock, but it still uses the same motor and battery, just at a more attainable price point of $4,599, which is still pretty incredible.

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First Ride Impressions

I won’t lie and say I expected this to be an amazing example of an eMTB; after all, it is the brand's first swing at a competitive, full-power eMTB. But after seeing all the details and learning more about the R&D behind the Current, I quickly grew more excited to get the bike on the trail. At 52 lbs (+/- a couple), the Current EXP does not ride like a 50+ pound bike, and although I didn’t have my ideal dropper or cockpit setup, it didn’t take long to get familiar with the chassis and powertrain.

After the first few minutes pedalling around the parking lot at South Mountain Preserve in Phoenix, Arizona, I was impressed with what the team at Aventon had created. The motor feels incredibly responsive, and the bike overall felt really dialed. The geometry is what you’d expect and want from a bike like this. With a 64.6-degree head tube angle, a 445mm chainstay length, and a 76.6-degree seat tube angle, you sit in a comfortable position for pedaling, with great control on descents. None of the geometry numbers felt out of place or too revolutionary, which is a really good thing. It’s just a well-considered bike with a truly impressive powertrain for the price.

During the testing period at South Mountain Preserve outside Phoenix, Arizona, I got a good feel for the bike on some classic SW tech. Both climbing and descending, the Current feels mostly composed, with the only deviation from that trend coming when the overrun setting on the motor is left to do its thing. Overrun is something I typically turn off on all eMTBs, and after popping into the Aventon App, I was able to dial things back for a more intuitive ride. However, I didn’t keep it off all day, and ended up seeing the benefits of some of the gnarly tech found in this area.

Since the Current is rolling on full-29” wheels, it might ride slightly bigger than smaller riders would prefer, and since the chainstays are all the same length, some riders might find things to be a little bit short or long depending on the size extremes. That being said, I was able to ride the XL and never felt as though things were unwieldy or too far in one direction.

The build kit on the Current EXP is spot on and clearly a balance of value and performance where it matters, without feeling cheap. Aventon clearly did their research to spec this bike, and it shows on the trail and sitting still. What I mean by this is that the bike feels dialed and without compromise on the trail, but also looks super refined and premium, which does matter. 

Aventon Ultro X Motor 

For those of you who might be familiar with Aventon’s past life making track and fixed-gear bikes, you might recognize the Ultro name, but the new Ultro X motor isn’t a carbon-fiber track bike. This new motor has been in development for quite a while and finds itself right at home in the Current. This motor is capable of 850 watts of peak power in boost mode and 120nm of torque, but a steady 750 watts and 110nm when not in boost mode.

It offers 5 pedal-assist modes: Auto, Eco, Trail, Turbo, and Boost, and has an unlockable Class 3 mode that provides more assist at higher speeds, a divisive feature that is becoming more and more common. The motor can be tuned via the touchscreen display on the top tube or via the Aventon App, which lets riders dive a bit deeper into all the features packed into the Current. This includes GPS tracking, jump tracking, and ride recording. The unit is also capable of 4G communication to locate the bike, with the first year of service free and each subsequent year requiring a small subscription.

The Current and its Ultro X motor are up there in terms of torque and readily available power, and I seriously cannot overstate how great the system feels on a bike with such an attainable MSRP. 

For most of the ride, I left the bike in Eco or Trail assist mode, with a few dips into Auto mode for some longer, more technical ascents. No matter what setting I was in, the motor was right there with enough support to chug up climbs, and in the Trail mode, I was able to get up and over some pretty absurd ledges, and I think this is partially thanks to the geometry of the Current and its somewhat tall BB height. I figured this taller BB would be more noticeable on the trail, and it might be on different trails, but it really proved successful while riding in Arizona.

Geometry

In terms of adjustable geo, there’s nothing available. There are no flip-chips and no swappable yokes or shock mounts, but I see that as a good thing. When a bike is littered with adjustable chips and geo tweaks, it can get overwhelming to most riders. With the Current, you get what you get, and what you get is great, right out of the box.

This is not a bad thing, though. The team behind the design understood what they wanted to accomplish, and has done just that. There’s no aspect of the Current that lacks, and the omission of adjustable geometry is kind of a testament to that.

Final Thoughts

I’m impressed by what this bike represents, and it proves that eMTBs don’t need a five-figure price tag to be great. While my time on the Current was fairly short for the launch event, I’m looking forward to spending much more time on it and seeing how it holds up in the long term. I can imagine this as a turning point for the industry as eMTBs continue to grow in popularity, and not just in terms of cost.

Aventon has proved that really great eMTBs are possible, and premium for a price that doesn’t rival a decent moto. I also understand that $6,000 USD isn’t cheap by any means, but when you compare this ride feel, build quality, and aesthetics to bikes twice the price, it’s hard to ignore how sick it is.

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

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

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

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

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

The Deal: Free Swag, Pure Profit

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

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

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

A Proven Track Record

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

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

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

Who Can Apply?

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

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

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

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

Official SYLBR Application Form

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

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

The Modularity of it All

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

The Three Personalities

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

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

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

Bosch Gen 5 Power

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

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

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

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Geometry and Adjustability

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

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

Pricing and Availability

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

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

Learn more and explore the Oso at Ibiscycles.com

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

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

Details

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

AirCage: Structural Magic

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

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

Fit and Focus

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

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

The "Quality of Life" Upgrades

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

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

First Ride Impressions

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

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

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

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

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

Why Radial?

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

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

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

Details

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

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It’s All About the Angles

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

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

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The numbers are actually pretty wild:

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

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The "Willy Wonka" Tire Factory

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

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

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

Trail Feel: Who is this for?

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

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

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

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

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

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

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

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

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

SAINT PD-G8040

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

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

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

DEORE XT PD-M8240

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

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

Technical Specs

Initial Take

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

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

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

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

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

Peek Behind the Curtain

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

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

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

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

Enter the "El Jefe Grande"

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

The project consists of two distinct builds:

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

32" Wheels and Titanium

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

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

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

What This Means for Us

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

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

See more at Revelbikes.com

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

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

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

The "Avinox Era" Launch Bikes

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

Highlights

Amflow PX Carbon Pro

Pivot Shuttle AMP’d

YT Decoy X

Atherton S.170E

Mondraker Zendit

Crestline RS 181.2

Forbidden Druid-E

Orange Phase Avinox

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

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

Overview

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

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Trickle-Down Tech

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

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

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

Race on Sunday, Ride All Week?

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

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

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

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

We can't wait for more of this.

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

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

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

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

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

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

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

Words: Lazy Sundays Studio
Photos: Harrison Case

Wider and Tougher

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

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

Carbon Spokes and Weight Weenie Dreams

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

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

Modern Hub Tech

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

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

Specs and Pricing

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

Learn more at Reservewheels.com

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

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

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

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

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

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

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

The Details

Location scouting and interviews with Dan Atherton, Jackson Goldstone, and Gracey Hemstreet on the new Red Bull Hardline location.
Footage: Red Bull Content Pool

If you can't make it to the North Shore to witness history being made in person on October 17th, you’ll be able to catch the madness on Red Bull TV or the Red Bull Bike YouTube channel. While the Wales event will take a breather in 2026 to return with a fresh track in 2027, all eyes are currently on the Great White North. Get ready, Canada. It’s about to get very, very steep.

For more info, keep your eyes onredbull.com/hardline.

A Long Time Coming

It feels only right that a race this progressive would find a home in Vancouver's North Shore - the literal birthplace of freeride mountain biking. Known for its unforgiving, steep, and technical terrain, Cypress Mountain is set to host the world's elite male and female riders for this invitation-only event.

While the event originated in the Welsh Dyfi Valley back in 2014, it has spent the last decade evolving into a monster that pushes the absolute limits of what is possible on a mountain bike. After expanding to Tasmania, the move to British Columbia marks the event's third global location.

Local Legends Leading the Charge

This isn't just a visiting circus; the locals are already deeply involved. Canadian superstars Jackson Goldstone and Gracey Hemstreet have been working alongside founders Dan and Gee Atherton to design the course.

Gracey isn't mincing words about the upcoming Cypress track: "After walking the future Red Bull Hardline track, I'm pretty intimidated but excited... bringing Red Bull Hardline to Canada is something everyone has wanted".

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• Jackson Goldstone: A former Red Bull Hardline winner (2022) and the 2025 UCI Downhill World Cup Overall champion.
• Gracey Hemstreet: A history-maker who became the first woman to win two Hardline events after back-to-back victories in Tasmania.

What to Expect

The Cypress course promises to be unlike any traditional downhill track, but that's nothing new for Hardline, and there's a reason these events are invite-only. By borrowing elements from BMX and dirt jumping, typically forbidden in UCI-sanctioned races, the build will be top-to-bottom, with the usual mix of boundary-pushing features standard at Hardline events.

Dan Atherton, who scouted the location in late 2025, believes Cypress is the "perfect place" to take the race to the next level.

Pricing for complete bikes is also pretty competitive, considering that all you really need to add is some bags, and you're ready to go seek freedom under the stars. The Unity is just $2,699 USD ($3,199 CAD, €2,699).

Kona's design team clearly wanted a bike that could go further and deeper into the rugged unknown than most bikes would dare. Here is the breakdown of why this machine might be the ultimate utilitarian mule.

Learn More at Konaworld.com

Why Mullet? Kona Says Why Not?

The Unity is on a mixed-wheel setup, which is somewhat out of the norm for a bike in this category, but what category is this bike? While mixed-wheel setups are often associated with enduro and DH, Kona chose it here for pure utility, and when you look at the point they're making, it all makes sense. Why not mullet?

• Lower Center of Gravity: Keeps the weight where you want it when the bike is fully loaded.
• Strength: A smaller rear wheel is inherently stronger for carrying heavy cargo.
• Clearance: The smaller rear wheel allows for more space for rear racks and seat bags.
• Big Rubber: The bike is built for massive volume, accommodating up to 3.0" tires on both the front and rear.

Built to Carry the Load

If you like bolting things to your bike, the Unity is your dream. The frame and fork are absolutely littered with mounting points, and I think if Frodo and Sam had the option to ride bikes to Mount Doom, they'd probably be on the Unity.

• Frame: 20 mounting points.
• Fork: 11 mounting points.
• Front Rack: 12 mounting points.

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Adorned with a custom integrated front rack and an absurd amount of mountain points, the Unity is ready for a weekend overnighter, a multi-day mission, or a vision quest into the unknown. Unlike traditional racks that attach to the fork and flop around as you navigate, this one bolts directly to the frame. This means your gear stays still while your handlebars move, providing predictable handling even with a week’s worth of supplies strapped to the front.

Technical Specifications

The componentry choices favor longevity and "real-world abuse" over shaving grams. And that's what you want to see on a bike like this. There's low gearing for crawling up fireroads while encumbered, and a steel frame for longevity (and repairability), and everything else is designed to last, with minimal need to upgrade out of the box.

Practical Utility Meets Modern Tech

Kona didn’t just make a retro-inspired steel bike; they packed it with modern standards. The Unity features sliding dropouts that allow you to fine-tune your wheel position or even run the bike as a single-speed if your derailleur decides to quit in the middle of nowhere. It is also SRAM T-Type and UDH compatible, so you can slap the latest and greatest wireless or mechanical drivetrains on it.

And for those who think bikepacking means boring descents, think again. The frame is designed to be dropper-friendly, accommodating long-travel posts (up to 200mm on the XL frame) so you can still get rowdy on the downhills with your "kitchen sink" attached.

The Reality Check

Before you swap your suspension fork, note that the Unity won't accommodate it. A suspension fork would interfere with the frame-mounted rack and cable routing, and honestly, this bike doesn't really need that.

However, with a 0.56 gear ratio for those vertical climbs and enough mounting bosses to carry all the essentials and even the creature comforts, the Unity seems less like a traditional bicycle and more like a dedicated tool for seeking peace outside. There's no need to retrofit or bodge together a solution, because it's all been considered.

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Coming out of Shenzhen, Amflow is dropping two new carbon eMTBs powered by the latest Avinox drive systems (M2 and M2S) that boast numbers previously thought impossible for bikes in these weight classes.

Is the age of the "compromise" eMTB over, or are we entering uncharted and dangerous waters? Maybe a little bit of both, depending on who you ask. This new breed of eMTB has me asking myself “why?”, but I’m also quite curious. I feel as if we’ve hit an intelligent point to push pause on the arms race. We’ve got enough power and torque at this point, and although eMTBs are an absolute blast to ride, there comes a point where we’ll start seeing some industry fatigue when constantly pursuing “More is better.”

All my thoughts and feelings aside, I already really love the Amflow PL Carbon Pro, and the new Amflow offerings look to further improve the chassis with more options and better features, so let's get into the weeds.

Amflow PX Details

The headliner here is the raw output. The Amflow PX series features the new Avinox M2S motor, which delivers a staggering 150 Nm of torque and a peak power of 1,500W. For context, the PX Carbon Pro weighs in at approximately 20kg. That’s almost 2 horsepower in a sub-45 lb bike.

• Motor: Avinox M2S motor (150 Nm of torque, peak power of 1,500W)
• Battery: 700Wh battery
• ChainstayLength: 438/451mm
• HeadTubeAngle: 64.2
• Wheels: Mullet (stock) or full 29
• SeatTubeAngle: 78 degrees (72 degrees actual)
• BB Drop: 10.5 /23.7

Amflow PR Details

The Amflow PR series isn't a slouch either, using the Avinox M2 motor to deliver 125 Nm of torque and 1,100W of peak power. Both motors are designed to keep things quiet, operating at levels as low as 45 dBA to keep you deeply connected to nature.

The PR comes in two flavors: PR Pro and PR. Both are carbon, but the Pro gets the M2S motor, and the PR gets the M2. Both come with the Avinox RS 800 battery, but they differ slightly in terms of geometry.

• Motor: Avinox M2 motor (125 Nm of torque, peak power of 1,100W)
• Battery: 800Wh Battery
• Chainstay Length: 440/452mm
• Head Tube Angle
  PR Pro: 64.1
  PR: 64.5
• Wheels: Mullet (stock) or full 29
• Seat Tube Angle
  PR Pro: 77 degrees (70 degrees actual)
  PR: 76.5 degrees (70 degrees actual)
• BB Drop
  PR Pro: 10.4 /24.5
  PR: 9.6 / 20.9

Battery Tech and "Range Anxiety" Killers

Amflow is also introducing Avinox’s first removable battery system with the PR series. The full breakdown of the new Avinox motors and batteries can be perused here.

• Amflow PX: Features an integrated 700Wh battery with an energy density of 220Wh/kg, offering a range of up to 144km.
• Amflow PR: Uses an 800Wh removable battery, weighing just 4kg, which pushes the range to an estimated 158km.
• Charging: Both systems utilize GaN fast charging. The PX hits 80% in about 76 minutes, while the PR’s larger 800Wh pack takes about 96 minutes to reach the same mark.
• Expansion: The PR also supports an external 600Wh battery for those looking to do massive, multi-peak days.

Geometry: The Tinkerer's Dream

If you like to fine-tune your ride, Amflow offers 40 potential geometry combinations to play with. Through various adjustments, riders can tweak the head tube angle across five positions, the bottom bracket height between two positions, and the chainstay length across four positions. Head tube angles are as follows: 64.2° for PX and 64.5° for PR, but you can, of course, adjust them.

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The bikes come standard with a mullet configuration for snappy handling, but as seen with the PL Carbon Pro, the frames are built to accommodate dual 29-inch wheels via a flip chip that maintains the center of gravity.

Tech-Forward Cockpit

Integration is so hot right now. Everyone (not me) wants an app and Bluetooth connection to ride their bike, so the new 2-inch OLED touchscreen is baked right into the frame, providing real-time data and navigation, and motor tuning. The Avinox Ride App now even allows for heart rate-controlled assistance, where the motor automatically adjusts its output to keep you in a specific training zone, which I think is actually kind of cool. There’s always the argument that eMTBs are “Too easy”, which can be true. But for someone who rides a ton, a recovery spin on the e-bike can be a lifesaver.

Build Kits and Pricing

Amflow didn't skimp on components and went with solid yet utilitarian picks for suspension, brakes, tires, etc. Full component and build specs can be found here. Partnering with FOX for co-tuned suspension and using Magura Gustav Pro or Tektro hydraulic disc brakes with 203mm rotors to keep all that power in check.

Sure, this is all very exciting, and the Avinox M1 was a milestone in the history of e-bikes, but it was more than enough power, torque, and range for the majority of riders. At a certain point, I feel that things need to find a plateau, no matter how fun it might be to unleash 1,500W of peak power and 150Nm of peak torque. I’m starting to sound like an old man here. I digress - people take bikes way too seriously, and I'm VERY excited to check out this new era of eMTBs.

The New Motors

Avinox was a newcomer to the eMTB industry and set the bar for power-to-weight ratios, and the new M2 and M2S are more of the same, but just a few short years later, proving that things are moving mighty fast. Avinox isn't just tweaking the software here; they’ve managed to pack even more punch into the same compact form factor we saw on the M1.

What does that mean for the rider? In simple terms, more power, less weight, and what is likely to be an absurd amount of fun. This is decidedly exciting, but I can't help but look back at my younger self, who was shaking his fist at the hordes of eMTBs at the trailhead, and relate a little to my old feelings about the prevalence of motorized assistance on the trail.

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• The M2S: This is the high-performance thoroughbred of the lineup. Weighing in at just 2.59 kg, it pumps out a staggering 1,500W peak power and 150Nm of peak torque. That’s a 45% increase in power density over the previous generation.
• The M2: The "standard" M2 isn’t exactly a slouch either, offering 1,100W of peak power and 125Nm of torque at a weight of 2.65 kg.

Refinements

Big power usually comes with big heat and noise, but the Avinox M1 never really presented those issues, and the new motors claim to have improved on that even further. The M2S uses flat-wire windings and integrated cooling fins to dissipate heat during sustained high-output efforts.

They’ve also addressed the "clack" that some riders noticed with the M1. The M2S uses a dual-gear meshing design to kill gear play and pedal kickback noise, while the M2 sticks with helical gears to keep things silent on the chatter. Both systems are rated at 45 dBA, so you’ll still be just as silent and under the radar while delivering enough power to run an energy-efficient refrigerator for a short period.

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Batteries

A motor is only as good as the tank feeding it. Alongside the new motors, we’re seeing three distinct battery options join the fold, one of which is a first for Avinox, and something people have been asking for.

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• FP700: An integrated 700Wh unit that supports GaN 3x fast charging—meaning you can go from empty to 80% in about 76 minutes.
• RS800 & RS600: For the first time, Avinox is offering removable batteries. The RS800 gives you 800Wh of range in a 4kg package, while the RS600 is a lighter 2.96kg option that can even be mounted externally as a dual-battery setup.

Backward Compatible, Smart Tech, and Big Partners

Avinox says its systems are fully backward-compatible, so if you’re already in the ecosystem, your gear isn't obsolete. It’s a bold move in an industry that loves a proprietary standard, and we can’t wait to get a leg over one of these new builds to see if the trail feels matches the spreadsheets, no matter how guilty I might feel riding one. It's unclear if there is also a range extender, so that is maybe the one thing this new ecosystem lacks. But the copy from Avinox reads as follows: "A 600Wh battery option is also supported, which as well supports battery removal and can also be mounted externally on a bike frame to serve as a dual battery, significantly extending how far and long cyclists can ride and eliminating the fear of running out of battery on a ride." So maybe the 600Wh can be used as a range extender?

The "smart" side of these bikes is getting a heavy refresh, too. The new 2-inch OLED displays (DP100-F and DPC100) now offer turn-by-turn navigation and, when connected to a heart rate monitor, can provide heart rate-based assist adjustments. If your heart rate spikes too high, the motor chips in more to save your legs; if you’re coasting, it backs off to make you work. And for the tech-obsessed (or the security-conscious), the DPC100 display now integrates with Apple Find My, letting you track your rig right from your iPhone.

Widespread Adoption

The most telling part of this launch? The industry buy-in. Avinox is launching with over 60 OEM partners, including heavy hitters like Canyon, Pivot, Mondraker, Propain, and Whyte. When brands of that caliber ditch the established players to build around a new system, it’s time to pay attention.

“Avinox continues to expand its market presence with innovations like today’s new drive systems,” said Ferdinand Wolf, Product Experience Director at Avinox. “Our established independence as a company has only elevated and accelerated Avinox’s commitment to excellence and industry leadership, and we look forward to bringing positive changes to the status quo with new products that propel the industry forward. Since the launch of the Avinox M1 in 2024, we have garnered substantial support and popularity among manufacturers and users. As of today’s announcement, Avinox has the privilege of working with more than 60 top OEM bike brand partners, and we’re thrilled to have them along with us on the journey to change the world of e-bikes.”

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I love flat pedals, and the Crankbrothers Stamp pedals have always been one of my favorites, so when the brand dropped the info on the latest (and largest) Stamp pedal, I was keen to give them a shot. Here are my honest opinions on making the move from clips to flat pedals with the Crankbrothers Stamp Evo.

Details

• Body Material: Forged 6061-T6 Aluminum & Reinforced Nylon composite bashguard
• Footprint
  LG - 114mm x 133mm | SM - 103mm x 117mm
• Shoe Size
  LG - 10-15 (US M) // 43.5-49 (EU) | SM - 3-10 (US M) // 35–43.5 (EU)
• Traction Pins: 13 adjustable per side
• Pin Length: 5.6mm outer, 4mm inner, 3mm middle
• Bearings: Igus LL-glide bearing
• Seal System: Premium V-Ring
• Spindle Material: Forged SCM 435 Chromoly Steel
• Max Rider Weight: No restriction
• Weight
  LG: 464g
  SM: 418g
• Warranty: 5 years
• MSRP: $199 USD
• Available at Crankbrothers.com

Size Matters?

For the longest time, Pedaling Innovations has been, and still is, the manufacturer of the largest flat MTB pedal on the market. The XL Catalyst Pedal has a whopping 160mm x 105mm platform. This is a strikingly large pedal, and they’re hard not to gawk at when you see them on a bike, but those who are looking for the largest possible platform in a flat pedal absolutely love them. But in my humble opinion, they are just too big - and the Stamp Evo is even wider (114mm), just not as long. It's more of a girth issue than a length problem, and meant more pedal strikes, and some second-guessing if my feet were in the right spot.

I think there is certainly a point at which the pedal is too big. There's a fine line between having enough room and having too much pedal, and this might just dance around that point. Crankbrothers Stamp Evo might not be as long as the Catalyst XL, but it's noticeably wider. Luckily, they come in two sizes: small (103mm x 117mm) and large (114mm x 133mm). 

There’s no ignoring that pedals can take a beating, especially ones that are the size of a small serving dish. Thankfully, both sizes of the Stamp Evo have replaceable bashguards, Forged SCM 435 Chromoly spindles, and Igus LL-glide bearings as both the inner and outer bearings. The Stamp Evo, like most other premium pedals on the market at also rebuildable and has an easily accessible grease port screw for quick maintenance.

In the largest size, the Stamp Evo is 114mm x 133mm, but it is also pretty thin (11mm - 15.5mm) and has a concave shape. Pairing the concavity with the massive platform and 13 adjustable pins per side means stupid levels of grip. But that real estate doesn’t come without some drawbacks.

Ride Impressions

Going back and forth between clips and flats can be jarring, but the one thing I didn’t feel was lacking was foot retention or control when swapping from my trusty Crankbrothers Mallet E to the new Stamp Evo. The Stamp Evos are noticeably massive, and that means the pins are well and truly biting into a huge surface area on the bottom of the shoe. Compared to a clip pedal, there was noticeable lateral grip, with none of the float one comes to enjoy on a clip pedal. The feet are locked in, almost more so than with a clip pedal.

With such a huge platform, it also means that if you’re riding with a dropped heel or with your feet in a “wedge” (dropped heel on the front foot and pointed toes on the back foot) theres a lot of control offered to pull and push the center and rear of the bike around.

While I do appreciate the massive platform and wicked grip of the Large Stamp Evo, I wish I had gone with the smaller size, even though I wear a size 12 US (46 EU). They’re borderline too big. I became well acquainted with the sensation of a pedal strike on something that I wouldn’t expect to strike, and I often felt that there was too much area to place my foot. This resulted in a wider stance on the bike or a need to shift my foot around to find the sweet spot.

Due to the large platform, pedaling up climbs felt great, almost on par with the efficiency you get from clip pedals, but because of the large platform, there's a bit more torsion put on the spindle and bushings, and my pedals quickly developed some play and a knocking sound that started to drive me nuts. Thankfully, a rebuild can be done in about 5 minutes.

A quick rebuild was easy-breezy and fixed the small amount of play after packing it with thicker grease and burping some of the low-viscosity factory grease via the bleed port on the pedal body.

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One thing that became very apparent is the sheer width of these pedals, and part of that is due to the plastic bash guard, which, I don't think, would be needed if they were narrower. While they are there to help with hangups and strikes, the pins still screw into the pedal body, and there's still much more exposed metal than plastic. I found that the plastic does wiggle a little bit and creates a small amount of noise if your feet aren't pressing on them - a minor gripe, but something I have noticed.

Final Verdict

Personally, they might be too big, at least the large size is. I found them just a little too wide, but the overall height, pin placement, and ease of service are definitely highlights. If you're looking for an absolutely massive flat pedal, these are a great example, but I would suggest taking some measurements of your shoes before pulling the trigger to decide what size will work for you, because they do feel pretty huge at first. I have gotten somewhat used to them over the last few weeks, though, and it will probably be very noticeable when I move back to clips or another flat pedal.

FOX has clearly been listening to the conflicted rider's internal monologue. Instead of trying to force a one-size-fits-all solution, they’ve just dropped an updated iteration of the GRIP X damper, tucked inside a refreshed lineup of 34 SL, 36 SL, and 36 forks. The goal? To bridge the gap between going fast uphill without a compromise, going down, or vice versa.

Goodbye "Firm" Mode, Hello Traction

The most eyebrow-raising update here is what’s missing. FOX has officially ditched the "Firm" mode on the GRIP X. But yeah, it’s still on the dial. So you know how to turn it.

Before the XC purists start clutching their gels, let’s be real: how many of us are actually reaching down to lock out our 140mm fork mid-ride? I know I don't. Hell, I barely touch the lockout switch on my shock. By removing the Firm mode, FOX’s engineers redesigned the entire damping architecture to prioritize the part of the ride that the fork actually cares about: the descent.

By repurposing that internal "real estate," the new GRIP X borrows heavily from its big brother, the GRIP X2. We’re looking at a completely redesigned mid-valve piston and valve stack. On the inside, that translates to better oil flow, more sensitivity off the top, and crucially, that supportive mid-stroke that keeps you from diving through your travel.

The Marginal Weight Saving

The beauty of the GRIP X has always been its weight—or lack thereof. FOX claims this updated version is roughly 120 grams lighter than the GRIP X2. That is the weight of an average-sized banana, if you care.

In reality, 120 grams is kind of insignificant. And it probably won't be the difference between a bike that feels poppy and flickable and one that feels like a plow. You’re getting "near-GRIP X2" performance levels, with slightly lighter internals, but as they say, grams make pounds or whatever.

The “New” Fork Lineup

FOX isn't just dropping a damper and walking away; they’ve reorganized their Trail ecosystem to make sure there’s a chassis for every opinion.

The highlight here might be the 36 SL. It’s the lightest 36 FOX has ever produced, designed for the rider who wants the steering precision and stiffness of a 36mm chassis but doesn't necessarily need the 160mm of travel (or the weight) of a full-blown 150/160mm fork.

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Pricing

The Breakdown: Who Is This For?

With the 2027 updates, FOX’s damper lineup is now a "Choose Your Own Adventure" book:

• GRIP SL: For the weight-weenies and lockout-lovers.
• GRIP X: For the 90% of us who want a "set it and forget it" balance of climbing efficiency and descending prowess.
• GRIP X2: For the privateer racers and park rats who need maximum tunability and don’t mind a few extra grams.

Our Take

FOX’s move to simplify the GRIP X by removing the lockout feels like one of the decisions of all time. It’s an admission that trail riding has evolved past the need for a rigid fork on the climbs. If the redesigned internals deliver on that promised mid-stroke support and sensitivity, the GRIP X might just become the benchmark for what a modern trail fork should feel like, and I honestly love the current (or past) generation 36 and 36SL, and it sounds like this will make them even better, even if it’s marginal.

These grips are designed to offer that elusive "best of both worlds" feel, and this is the second grip (that I know of) to cut out some of the plastic on the lock-on sleeve to improve comfort, the first being the new Goldstone Grip from OneUp Components.

Oh, and they come in a ton of colors, if you're someone who wants to color match all the parts on your bike.

The Thrice Open Core can be found over at SDGcomponents.com and probably your local bike shop.

Details

Obviously, the talking point is the Open Core Zone. Most lock-on grips use a solid plastic sleeve that runs the full length of the grip, which inherently limits how much the rubber can compress. By removing some of that section of plastic, the outer layer of ultra-soft 20A-durometer rubber is free to flex and conform directly to your palm. And the results aren’t totally noticeable at first, but there is a little more “give” to the grip when you’re really grabbing.

SDG didn't just stop at the cutout. They’ve covered the 20A durometer rubber body of Thrice with a list of topographical features that feel really great in the hand, both with and without gloves. The Thrice Open Core has an ovalized profile, designed to fit the natural closure of your hand for better control. The underside of the grips features a slab of finger-shaped grabbers and undercut textures to give your fingertips something to bite into, and they feel really great without gloves.

Ride Feelings

While they feel soft, they are built to stay put. A single lockring on the inside maximizes the usable grip surface, while a tapered inner core works to ensure the grip doesn't rotate. So far, there’s been no slippage, and since it’s summer, I’ve mostly been riding without gloves, and the Thrice Open Core grips feel quite comfortable.

Grips are super personal, as are most contact points on the bike, and most of us will find a grip that works and run those over and over again. So take what I share here as opinion and not as fact. I’m somewhat picky when it comes to grips, and I usually reach for a smaller-diameter grip if given the choice; 32mm is usually on the bigger side for me, but these don’t feel too huge in the hand like I expected. So if you're like me, and like a smaller grip even though you have big hands, these feel smaller than the specs suggest, and you'll probably get along with them pretty well.

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Compared to the Goldstone Grip from OneUp, which has a cutout under the thumb, these Thrice Open Core grips have a much larger cutout under the palm, and smaller notches near where the fingers wrap around the grip. While not as noticeable as the cutout on the Goldstone Grips at first, after a few minutes gripping them, you'll come to realize the added squish under the palm, especially when you start heading back downhill. It feels like there's just a little more give to the material, and the vibration has somewhere else to go other than right into your palm.

Overall, the Thrice Open Core has been surprisingly comfortable, even though I usually prefer a smaller-diameter grip. I’m currently deep in testing out a bunch of grips for a longer article, and already the Thrice Open Core has become a standout in the sea of lock-ons sitting in the shed.

The all-new Vivid and Super Deluxe families have been redesigned from the ground up, sharing a new architecture aimed at what RockShox calls "Predictability, Perfected". Here is the breakdown of what is actually new.

The Common Ground: LinearXL and Suppleness

The headline for both shocks is the LinearXL air spring system. RockShox designed this to mimic the consistent, linear feel of a coil spring across the entire stroke. By increasing air volume and reducing speed sensitivity, the goal is a shock that doesn't feel "hooky" or unpredictable when the terrain gets chaotic.

Additionally, both shocks feature a redesigned base valve that reportedly cuts IFP (Internal Floating Piston) forces by 40%. This is a massive reduction intended to make the shocks significantly more supple off the top, improving traction and reducing the "stiction" often associated with air shocks.

No More Counting Clicks

In a move that every rider will appreciate, RockShox is moving away from the "count from closed" guessing game. The new numbered compression adjusters provide clear visual indicators for settings. You can start at "0" and move into your "window of happiness" with intuitive, repeatable adjustments.

Vivid: The Gravity Specialist

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Designed for everything from bike park laps to World Cup DH tracks, the new Vivid focuses on composure in big terrain.

See more at Rockshox.com

• Adjustable Bottom Out (ABO): The Vivid features a dedicated dial to adjust compression damping in the last 20% of travel. It offers five settings to customize how much "cushion" you have on those massive hits.
• RCT2 Damper: This new damper is specifically tuned to match the performance of the Charger 3.2 fork damper, ensuring the front and rear of the bike react in unison.
• Expansion: The Vivid line now includes several tiers, including the Vivid Ultimate DH, which ditches the threshold lever for pure gravity focus.

Super Deluxe: The Versatile Workhorse

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The Super Deluxe remains the go-to for everything from "downcountry" to enduro, but it gains some significant durability and weight-range updates.

See more at Rockshox.com

• Increased Max PSI: To accommodate heavier riders and the high leverage ratios often found on E-MTBs, RockShox has increased the maximum PSI for the Super Deluxe.
• Doubled Service Intervals: One of the most practical updates is the air can service interval, which has jumped from 50 to 100 hours. That means more time on the trail and less time on the workbench.
• Hydraulic Bottom Out (HBO): Like the Vivid, the Super Deluxe utilizes a hydraulic cushion in the last 20% of travel to eliminate harsh metal-on-metal clanking.
• Flight Attendant RC3: The electronic version has been updated with a new main piston compression tune to match the Charger 3.2 forks.

Retail Availability

Both the new Vivid and Super Deluxe shocks are available starting this month, April 2026. If you’re looking to refresh your current ride, the Ultimate-level shocks will be the primary options available for aftermarket purchase.

Much like with the Boxxer, RockShox is leaning into a "whole fork" approach. Here is the breakdown of the tech making these forks move.

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The Big Story: LinearXL Air Spring

The most significant change is the move to the LinearXL air spring. RockShox is chasing a "coil-like" feel—meaning a consistent, predictable increase in force as you move through the travel.

To get there, they had to tackle "speed sensitivity," which is a fancy way of saying they wanted to stop the air trapped in the lower legs from acting like an accidental, uncontrolled second spring. They’ve introduced two clever features to solve this:

• AirAnnex™: An expanded volume in the lower legs that reduces pressure build-up.
• Stanchions that Breathe: Small, strategically placed breather holes in the stanchions that allow air volume to increase as the fork compresses.

Friction Fighting: ButterWagonTech

Friction is the enemy of any fork, and the new ButterWagonTech™ (found on Ultimate models) is a bit of a wild engineering flex.

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• The Divots: The stanchions feature a proprietary matrix of "divots".
• The Goal: These divots act like little buckets, carrying fresh Maxima oil up to the bushings with every single millimeter of movement.
• Consistency: The idea is to keep the fork feeling fresh throughout a long ride, rather than getting "sticky" halfway through.

Refined Damping: Charger 3.2

The Charger 3 damper was already a high-water mark, but the Charger 3.2 has been re-tuned specifically to play nice with the new LinearXL spring.

• Silent Performance: RockShox is doubling down on silence, claiming the new damper is virtually noise-free.
• Intuitive Tuning: The new control bezels feature numbered adjusters for High and Low Speed Compression. No more counting clicks from closed—just look at the dial and set your "window of happiness".

Key Shared Features

Lyrik vs. ZEB: Which is Which?

Lyrik

The Lyrik remains the surgeon's tool of the lineup. It’s designed for "any trail, any time," balancing a lightweight 35mm chassis with 140mm to 170mm of travel. It’s built for the rider who wants one fork for everything from local loops to all-day alpine epics.

Zeb

The ZEB is the heavy hitter. Built around 38mm stanchions, it’s meant for the most extreme terrain—think double-black diamonds, bike parks, and enduro racing. It offers 150mm to 180mm of travel and DH-level stiffness in a single-crown package.

Pricing & Availability

Both forks are available as of April 2026.

• Lyrik Ultimate Flight Attendant: $1,699
• Lyrik Ultimate: $1,259
• Lyrik Select: $929
• ZEB Ultimate Flight Attendant: $1,799
• ZEB Ultimate: $1,299
• ZEB Select: $989

We’ve seen the Lefties, the FlexPivots, and the proprietary offsets. But looking at the newly unveiled 2026 Cannondale Bad Habit, it seems the brand is trading in the weird for something much more usable: a refined, world-class machine that just works. It also seems to suggest that the 170-180mm enduro rigs are out, and nimble, short-travel enduro bikes are in.

Born from the feedback of the pro pits and solidified by Ella Conolly’s 2025 Enduro World Cup title, the Bad Habit isn't just a beefed-up trail bike. It’s a ground-up retooling of the already-beloved Habit platform to bring it up to date. But the last time we saw the Bad Habit name, it was a very different number.

The Bad Habit has been in the Cannondale family for a while now, and the last update we saw to the Bad Habit name was in 2018. Back then, the Bad Habit was a short travel trail bike with 27.5 wheels and room for the bizarre trend of plus-sized tires. Now, 8 years later, this new Bad Habit is free of all gimmicks, sits on 155mm of rear wheel travel, 160mm of fork travel, mixed wheels, and a much more capable set of geometry numbers for the modern mountain bike landscape.

Key Details

• Intended Use: Enduro / All-Mountain.
• Travel: 160mm (Front) / 155mm (Rear).
• Wheel Configuration:  Mullet setup (29” front / 27.5” rear) for a balance of stability and agility.
• Frame Material: Full high-strength carbon construction with a lifetime warranty.
• Max Tire Clearance: 2.6” (front and rear).

Geo Hits

• Head Tube Angle: 64° (Adjustable +/- 0.5° via aftermarket Acros cups).
• Effective Seat Angle: ~77.7° (Optimized for climbing).
• Seat Tube: Large 34.9mm diameter to accommodate the latest long-travel dropper posts (up to 240mm on larger sizes).

The Chassis: Mullets and Muscle

Let’s get the big numbers out of the way. The Bad Habit sits comfortably in the enduro sweet spot with 160mm of travel up front and 155mm in the rear. But the real story is the wheel configuration. Cannondale has gone full Business in the front, party in the back, spec’ing the bike as a dedicated mullet (29/27.5).

Why no flip-chip for full 29er fans? Cannondale’s answer is refreshingly blunt: they designed this bike to be a mullet. It’s built to track straight through the chunder and flick through the corners, and they didn't want to compromise that vibe with a bunch of geometry-altering hardware (but you can still adjust the head tube angle).

The frame itself is a full-carbon one, and in a move that will make home mechanics weep with joy, it’s remarkably normal. We’re talking a threaded BSA bottom bracket, a Universal Derailleur Hanger (UDH), and a standard 55mm chainline, and no proprietary AI wheel offset here.

Proportional Response: Geometry for the People

Cannondale is leaning hard into its Proportional Response philosophy. While some brands just stretch the front triangle and call it a day, the Bad Habit features size-specific kinematics and geometry. Whether you’re on a Small or an XL, the center of gravity is accounted for, ensuring the suspension feel remains consistent across the board.

The geo is modern without being "stretched-into-a-limo" radical

• Head Tube Angle: A slack 64° (with the option to tweak +/- 0.5° via Acros cups).
• Seat Tube Angle: A steep 77.7° to keep your weight centered when you’re grinding back up for the next lap.
• Seat Tube Diameter: A chunky 34.9mm, allowing for the massive dropper posts we’ve all come to love. We’re talking up to 240mm of drop on the larger sizes.

Feature Creep (The Good Kind)

One new (to Cannondale MTBs, at least) is the StashPort storage. Following the industry trend of shifting weight from the rider’s back to the frame, the Bad Habit features internal downtube storage. It ships with two  StashBags to keep your tools from rattling like a bag of marbles.

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Interestingly, Cannondale opted out of its signature FlexPivot for this model. Their reasoning? Enduro riders are a skeptical bunch, and traditional bearing pivots offer a tried-and-true sense of peace of mind; it’s much more costly to go the FlexStay route. It’s a rare moment when a brand prioritizes rider perception over its own patented tech.

The Build Kits

The Bad Habit comes in two main flavors, plus a frameset for a custom build option.

Bad Habit 1 $7,999.00 USD / $9,999.00 CAD

The no-expense-spared level. The all-new RockShox Lyrik Ultimate, the new Vivid Ultimate, and the SRAM XO Eagle AXS T-Type drivetrain. It rolls on Reserve 30|HD AL rims laced to DT Swiss 350 hubs. Total weight: 34.4lb.

Bad Habit 2 $5,999.00 USD / $7,599.00 CAD

The workhorse. RockShox Select+ suspension, SRAM Maven Stealth brakes (for that heavy-duty stopping power), and a mix of SRAM T-Type components. Total weight: 35.3lb.

Bad Habit Frameset$3,499.00 USD / $4,799.00 CAD

Model Comparison & Geometry

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• Colors: Available now in Black and Ultraviolet Purple
• Price: $239.95 USD
• Shop at WolfToothComponents.com

If you’re looking for a rebuildable, American-made gravity pedal that actually lets you tune your stance, these are definitely worth a look.

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The sheer size of the contact patch on the SHIFT is what most will notice at first glance, but there's more going on than just a massive cage. Wolf Tooth is really covering all the bases with the pedal line, and the SHIFT pedals offer a massive 1,201 mm² platform with lots of grip and an adjustable Q-factor, something that is the standout on the CTRL, ALT, and DEL pedals.

Details

• Materials: The bodies are CNC-machined from 6061-T6 aluminum right in their Minnesota HQ.
• Grip: To ensure you aren't sliding around while trying to clip back in mid-rock garden, each pedal features 8 stainless-steel grip pins.
• Stability: The design focuses on maximum shoe-to-pedal contact to increase power transfer and control in extreme terrain.
• Mud Shedding: The open center between the binding cages is designed to clear mud quickly so you aren't fumbling to clip in during a messy race run.
• Low Profile: A thin stack height helps lower your center of gravity and reduces the frequency of heart-stopping pedal strikes in chunky sections.
• Internals: They are using the same guts as their Waveform flats - a heat-treated 17-4 PH stainless steel axle, three cartridge bearings, and a custom igus bushing.

Fight For Your Right (to Repair)

In a world of disposable tech and planned obsolescence, Wolf Tooth remains committed to its Right to Repair philosophy. Every single piece of this pedal - from the springs and bearings to the pedal body itself - is available as a replacement part. If you smash a part, you replace the part, not the set of pedals.

The SHIFT Gravity pedals are SPD-compatible, meaning they'll work with other cleats on the market, though they do come with Wolf Tooth’s own optimized cleats and a set of shims for a custom fit. And I've learned over the years that it's usually best to go with the cleats that match the pedals, but other variations will work in a pinch.

Can't Have the High Without the Low

These highs and lows aren’t singular to a professional athlete; they're something we all experience in life, and, as shown in his recent video, A Different Line, sometimes a pause and reset can feel counterintuitive, but can be exactly what you need to move forward.

This isn't a retirement swan song. Far from it. It’s a "dreaming again" moment. Laurie is stepping back to move forward, looking to rediscover the raw art form of riding that hooked him when he was nine years old. He’s talking about missions, projects, and aligning with brands that see the bike as more than just a win-at-all-costs machine.

Fun > Racing

When announcing his departure from Santa Cruz Syndicate, Laurie shared the following thoughts: “Racing has had its little snippets of brilliance, but for the large majority, I didn’t feel myself - but, I’ve never been one to put all my eggs in one basket, and I’m proud of the diverse life I’ve sculpted for myself, not just as an athlete but as a human.” This feeling is exemplified in this short, raw, beautifully shot piece by Ollie Hamilton-Fox. Laurie opens up about a battle many of us can relate to: the "invisible injury." We all understand a broken humerus or a shattered collarbone; you can see the cast, you can track the PT. But when the engine is running hot, and the mind is starting to fray, people tend to judge.

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Laurie talks candidly about the "serious lows" and the pressure to be his "best self" when he simply wasn't. It’s a heavy reminder that even the fastest pilots on the planet aren't immune to the pressure.

Seeing Greenland lean into this new chapter and refocus the lens of inspiration to what really feels "right" is special. It paints a picture of an artist inside the athlete, and the balance that comes from doing what you love as a job. You can't keep burning the same candle forever, and there comes a time to light a new one.

Big ups to Laurie and Ollie for putting this one together and spreading inspiration.

The 2025 edition of Red Bull Rampage was, for the most part, not what anyone wanted to see. The spectacle of the sport was on full display, and from 1st-hand accounts from friends who were on the hillside, the energy was chaotic and heavy, but from the dusty chaos, Zablotny built something honest and memorable.

Big screen. Volume up.
No distractions.
This story is too big for your phone!

Directed/filmed/edited by: Matty Miles
Edited by: Aaron Larocque

Hayden, a rookie with a BMX pedigree that runs through his veins (thanks to his legend of a father, Pete), didn't just show up to fill a slot on the roster. He moved to Kamloops this past summer to soak in the energy of freeride’s birthplace.

Before the tires ever touched the Utah scree, the path was paved with labor. Hayden’s philosophy is simple: digging is more than 50% of the riding. For Hayden, the confidence and familiarity you get from building your own features are what allow you to truly switch off your brain and let the flow state take over.

Having the freeride legend, Wade Simmons, in his corner added to the weight of the moment. Wade’s advice to "do it for you" clearly resonated. This wasn’t just a win for Hayden; it was a win for the soul of freeride. It’s a reminder of why we’re so obsessed with this sport: the grit, the community, and the absolute dedication to pushing the sport.

So far, this procedure has turned my experience with Mavens from terribly inconsistent to one of the better brakes I’ve ever used. In this article, I’ll tell you what you need and show you exactly how to fix the wandering bite point of SRAM Mavens in 6 steps. This process works for all SRAM Maven brakes with a wandering bite point problem.

What is the Wandering Bite Point?

Simply put, it’s when the lever pulls to the bar, and the brakes do nothing. It sucks, and it’s pretty common with SRAM Maven brakes, whether they're ULT or Base models. The wandering bite point is persistent. But not all riders have experienced this, but those who have will know what I’m talking about.

The feeling of pulling a handful of brake as you charge into a corner at too much speed, and the lever pulling right to the bar with no effect on the speed you’re carrying, is a sobering experience to say the least. This is a feeling that many riders have encountered with SRAM Mavens, and I think I’ve found the solution.

*Disclaimer*

The solution is to abandon the SRAM bleed procedure and do things a little differently. As this is NOT what SRAM recommends, it might void a warranty. So try this at your own risk.

What You’ll Need

• SRAM Maven Bleeding Edge Syringe
• SRAM Compatible Bleed Cup
• Maxima Mineral Oil
• T10 Torx (Lever bleed port)
• T25 Torx (Lever clamp bolt)
• SRAM Maven Pad Spacer
• SRAM Maven Bleed Block
• Patience
• Shop towels and Isopropyl Alcohol (for clean up)

How To Fix Wandering Bite Point in 6 Steps

To be clear, when SRAM Mavens work, they work phenomenally, but when they don’t work, they go from being one of the most powerful brakes on the market to being a barely functioning brake. I want to love them, and in order to do that, I need them to be consistent.

After struggling with all the solutions I could find, I ended up going rogue and putting together my own bleed procedure, borrowing techniques from other mineral-oil brakes on the market, and finding a way to “over-pressurize” the SRAM Mavens to get a consistent bite point and a wonderful lever feel. So far, this trick has solved the issue of wandering bite point and made the Mavens the brakes that I always wanted them to be. 

Step 1

Fill the bleeding-edge syringe about halfway full of mineral oil and click it into the bleeding-edge port on the caliper. When opening the bleeding edge port with the syringe, pull the plunger to suck any air that might be trapped in the caliper as you depressurize the system. 

After the bleeding-edge port is open and the air has been purged into the syringe, the system is depressurized. At this point, move up to the lever and make sure it is level with the ground, and not tilted, as SRAM recommends in their bleed procedure. 

Step 2

This is where things get a little wacky. Instead of a syringe at the lever, use a bleed cup as you would with a Shimano brake bleed. Open the T10 bolt at the lever bleed port and fill the bleed cup about halfway with mineral oil with the plunger installed. After the oil is in the cup, remove the plunger.

With the bleed cup in the lever, you can now remove the brake pads to expose the pistons. With the pads out, push the pistons back while the system is depressurized. You should see fluid and small air bubbles entering the syringe as you massage the pistons into the caliper.

Step 3

Once the pistons are massaged, install the bleed block into the caliper and ensure the lever reach position is all the way out, and the bite point is also all the way out. If your levers don’t have a contact adjust dial, don’t worry about it. Just make sure everything is all the way out. 

Yes, I know this goes against the very specific instructions that SRAM outlines, but trust me. It’ll work out.

Step 4

Once everything is where it needs to be, start cycling fluid through with the bleeding-edge syringe by pushing and pulling fluid into the system. And this next part is important. Cycle the fluid until there are no more air bubbles coming out of the bleed cup or syringe - this can take quite a few cycles. To help knock these bubbles loose, tap the calipers and hoses and give them a jiggle from time to time.

Step 5

When there are no more bubbles in the system, remove the bleed block from the caliper and reinstall the pads. Be very careful not to get any mineral oil on the pads. Once the pads are back in the caliper, you can plug the bleed cup with the plunger, remove it from the lever, and reseal with the bleed port screw.

Step 6

Now that the pads are back in, get a pad spacer for SRAM Maven brakes, and insert it between the pads (where the rotor goes). Once the spacer is in place, start moving the lever to advance the pads towards the spacer, while also slightly pressurizing the bleeding-edge syringe.

This will repressurize the system. Here’s the secret sauce - while closing the bleeding edge, apply a fair amount of pressure to the syringe to over-pressurize the system.

Once done, the lever will have a supple off-the-top stroke with a definitive bite point, and the wandering lever pull will be eradicated, and you’ll probably start loving how these absurdly powerful brakes feel.

The world of mountain biking is full of opinions, which lead to great debates and calm, unbiased discussions. From wheel size to wheel material, everyone has something to say, but I've ridden (and broken) a lot of wheels over the last decade. From high-end carbon to affordable alloy, I've seen it all. Because of this, one of the most common questions I get asked is, "Are carbon MTB wheels worth it?" The answer these days is almost always "Yes, but..."

While carbon wheels have come a long way in the last few years, alloy mountain bike wheels are still a valid option. They're more affordable, not much heavier, and some are even backed by a pretty nice warranty to help with crash replacement. But let's look at what to consider when you get the itch to spend thousands of dollars on shiny new carbon-fiber wheels.

Comparison at a Glance

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The Case for Alloy

For most riders, high-end alloy wheels (like those from DT Swiss, Stan’s, HUNT, or Hope) hit the sweet spot of price and weight. Some alloy wheels might even be backed by a crash replacement program or some kind of warranty, making them even easier to justify.

• Failure Mode: An alloy rim will dent. You can often pull that dent out with a wrench and keep riding. In a worst-case scenario, you’re out $100-ish for a new rim.
• Compliance: Alloy has a natural "flex" to it. On chatter, this acts as a tiny bit of extra give, reducing fatigue and helping the tire track the ground.
• Budget: You can buy a top-tier alloy wheelset and a season's worth of tires and lift tickets for the price of one mid-range carbon wheelset, and it likely won't be that much heavier.

The Case for Carbon

Carbon isn't just about weight; it’s about stiffness and damping. And modern carbon wheels have become really reliable, making them a marginally better investment in the long run.

• Precision: Carbon wheels deflect less when you're cornering hard or going through rough stuff. They also hold shape better and rarely need truing.
• The "Pop": Because they are lighter and stiffer, the bike feels more alive. It’s easier to spin up out of corners and keep things pointed straight.
• Warranty: This is the hidden "worth it" factor. Many premium carbon brands (such as Santa Cruz/Reserve, We Are One, NOBL, and HUNT) offer lifetime warranties. If you plan to keep the bike for 5+ years, that warranty can actually make carbon cheaper in the long run if you cook through wheels.

What To Think About

DT Swiss just dropped the new 1700 series of wheels, with options for a wide range of riders. From lightweight carbon XC options (XRC 1700 Spline), to aluminum wheels for trail bikes (XM 1700 Spline), to a burlier enduro/all mountain spec (EX 1700 Classic), and even a dedicated eMTB set (HX 1700 Spline), there's something for everyone. All of these new wheels come equipped with the new DT Swiss DEG DF hub in the rear, save for the XRC 1700 XC wheels. This means riders can adjust the rear hub's deadband to fine-tune its interaction with suspension movement (0°, 10°, or 20° of float).

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While the full line of the new DT Swiss 1700 wheels isn’t alloy, most of them are, and as I’ve been back on the Chris King MTN20 AL wheels for the last few weeks, it got me thinking about all the great alloy MTB wheels I’ve ridden over the last decade. Alloy wheels are reliable and offer a unique ride quality that carbon wheels don’t always provide. Plus, you can bend them back into shape if you happen to fold a lip on a rock and need to limp home.

Alloy wheels are often seen as the inferior option to carbon, but there’s a reason many pros are riding alloy in the UCI DH World Cup and Enduro World Cup. They might be heavier, but they are also a little more flexible, which can make chatter feel smoother. The same can be said for carbon these days, so the actual debate of ride quality gets a little foggy. Carbon stays true longer, doesn't bend, and is getting harder and harder to break, making it increasingly easier to go with the lighter, stronger, but somewhat more expensive option...

Ride Quality

In terms of which ones ride better, it's a hard thing to put into terms that most people will understand, and some will claim alloy wheels have a better ride feel, while others will swear that carbon is king. And I'm here to say both those opinions are valid - but they are draped in nuance. Tire inserts, tire casing, and tire pressure will all have a greater impact on ride quality, so the rim material is less of a factor there; it's the weight that really matters. But then again, tire casings and insets will also have a profound effect on weight.

Neither rides inherently "better" than the other, they're just different.

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Sure, carbon wheels are lighter, and in recent years, they’ve become impressively durable, with most backed by a lifetime warranty and a crash-replacement program, making them much easier to justify purchasing. There are also some great benefits to reducing rotational weight with lighter wheels, especially if you’re not on a motor-assisted bike, winching you up the hills.

Alloy wheels cost less, and that makes them easier to replace if something does go terribly wrong, but they also don’t weigh that much more than carbon in most MTB applications. Carbon, on the other hand, has become very reliable; it's lighter and easier to live with if you don't want to mess with truing and maintenance, and if you value riding more and worrying less, the extra coin might be worth it.

Carbon is the clear winner for most riders. The carbon hoops stay true longer; they don’t develop flat spots and don't dent. Modern carbon wheels are VERY strong and quite reliable. Fwiw, it’s been a long time since I’ve broken a carbon wheel, but I’ve dented plenty of alloy wheels in that same time period.

So the consideration is mostly down to cost and how judicious you are with spending.

Carbon or Alloy: Which Should You Choose?

I don't have a super clear answer. But I usually suggest going with carbon if you can afford it. It's almost always worth the investment. Buy once, cry once, right? Unless you're someone who goes through multiple wheels in a season, carbon is the right pick. However, it all depends on how and where you ride, but for the most part, new carbon MTB wheels can take a hammering and are typically backed by a pretty decent warranty that protects your investment. These warranties generally signify that a brand stands behind its product and doesn't plan to replace every wheel it sends to customers.

In summary, if you can afford carbon wheels, buy carbon wheels. If you can't, most alloy wheels will be perfectly adequate for your needs, just find the right ones.

Our Suggestions for Alloy Wheels

Hunt Trail Wide V2 (~$550)
Stan’s NoTubes Arch MK4 (~$675)
Reserve 30|HD AL (~$799)
Industry Nine Enduro S V2 / Hydra (~$945)
Chris King MTN30 AL (~$1,250)

Our Suggestions for Carbon Wheels

Roval Control Carbon (~$1,450)
ENVE AM30 (~$1,475)
Reynolds Blacklabel 309/289 (~$1,595)
We Are One Sector (~$1,694.98)
Reserve 30|HD / DT 350 (~$1,850)

It’s a move that makes perfect sense. For years, Porter has used his PorterMTB YouTube channel to show the world that mountain biking isn't just about the gnarliest lines - it’s a lifestyle centered around friends, family, and the simple joy of being outdoors.

Porter has never been a rider you could put in a single box. Whether he’s hitting backyard dirt jumps, embarking on global expeditions, or grinding out gravel miles, he’s an all-terrain athlete through and through. That versatility is exactly what Canyon was looking for.

"Eric represents everything we love about riding bikes—creativity, adventure, and community," says Devin Riley of Canyon Bicycles. "We’re excited to welcome him to Canyon and see where his next adventures take him."

For Porter, the move feels like a natural progression. "I’ve been a fan of what Canyon is doing for years now," Porter noted. "I’m already friends with many of the team riders and the in-house Canyon crew, so it feels like I’m home."

One RAD Dad

One of the coolest aspects of this partnership is that it isn’t just about Eric. Porter is frequently joined by his sons, Milo and Owen, showcasing the sport's cross-generational appeal. As part of the CLLCTV, the Porters will be putting Canyon's full lineup of bikes to the test - from trail and downhill rigs to gravel and e-bikes. We can't wait to see what comes of this new partnership!

Most folks who play in the snow or backpack in the summer months will already know Ortovox, but the brand is branching out to MTB in 2026, and the kit looks seriously competitive. Since 1980, the German brand has been a staple among mountaineers and skiers, known primarily for its obsession with wool and high-level mountain safety. Well, now, they will officially trade skins for tires with the launch of their first-ever mountain bike collection: the Sequence series.

It’s a move that CEO Stefan Kohlbauer calls a "milestone," aimed at bringing the brand’s alpine values into the bike world. But they aren't just dipping a toe in; they’re launching two distinct lines (Trail and Free) alongside a heavy-hitting partnership roster including SQlab and Gore-Tex.

Explore the entire Sequence Collection at Ortovox.com

The Secret Sauce: SQlab and Sustainability

Ortovox is leaning on some serious industry expertise for its first outing. Their liners, like the Sequence Bib Liner M and Shorts Liner, feature the SQ-Pad 11. If you’ve ever used SQlab gear, you know they don't mess around with ergonomics; the pad is designed to reduce shear forces and distribute pressure evenly over long hours in the saddle.

On the weather protection front, they’ve tapped Gore-Tex for a wind- and waterproof jacket and pants. Both utilize the newer, PFAS-free ePE membrane, keeping things high-performance without the nasty chemicals.

This aligns with Ortovox’s ProtACT sustainability strategy. They are hitting high environmental marks with bluesign®-approved textiles, complete avoidance of PFAs, and heavy reliance on recycled polyester.

The Sequence Trail Line

The Trail line is built for those long, soul-expanding climbs and technical descents where you need your kit to be the furthest thing from a distraction. The Sequence Trail line is made from recycled materials and features cuts that align with some of the best MTB apparel out there.

• Jersey Long Sleeve - $115
• Jersey T-Shirt - $90
• Pants - $200
• Shorts - $170

Sequence Trail Jersey LS & TS

This isn't just another polyester top. It’s made from 100% "textile-to-textile" (T2T) recycled polyester, meaning old clothes were literally turned into this jersey. It uses Microban® technology to keep the "stank" at bay between washes—a godsend for multi-day trips.

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Sequence Trail Pants & Shorts

These are the workhorses. You get a robust 4-way stretch material that won't restrict your movement when you're wrestling the bike through a rock garden. The pants feature targeted ventilation holes and a mountain-bike-specific fit.

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The Sequence Free Line

If your riding style is more about getting after it than suffering, the Free line is the right fit. With Merino wool jerseys and T2T recycled polyester shorts, they feel good, look good, and do good.

• Jersey Long Sleeve - $135
• Jersey T-Shirt - $115
• Shorts - $160

Sequence Free Jersey LS & TS

Ortovox is lean-and-mean on their wool expertise here, blending Merino wool with TENCEL™ Lyocell fibers. It’s designed for temperature regulation and moisture management, with an open-knit back to keep air moving.

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Sequence Free Shorts

These use a 2-way stretch material with wool and T2T recycled polyester. They’ve got a clean-cut look but don't skimp on utility, featuring an adjustable waistband and three pockets for your snacks and phone.

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The Gore-Tex Power Duo

Ortovox isn’t messing around with "water-resistant" coatings that fail after three rides. They’ve partnered with Gore-Tex for a serious shell kit without the PFAS, thanks to a new PFAS-free ePE membrane that is also bluesign® approved.

• Jacket - $575
• Pants - $460

These are the high-performance pieces. Both pieces use the new PFAS-free ePE membrane, which is great for the environment and even better at keeping you dry on wet, cold trail days. They’re bluesign® approved and feature ventilation zippers for when you're working hard on the climbs.

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SQlab Liners

An interesting standout in this collection is the partnership with SQlab. Most well known for contact points on the bike, SQLabs bars and saddles have a serious cult-like following, and their liners might just bring that appeal to liners.

Bibs - $180
Shorts - $160
Tank Top(unisex) - $90

Sequence Bib & Shorts Liners

They’ve integrated the SQ-Pad 11, which is specifically designed to reduce shear forces and distribute pressure evenly. Whether you're in the Bib Liner or the Shorts Liner, the goal is a "no pinching, no slipping" experience under your outer layers.

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Packs, Vest, and Accessories

Finally, they’ve rounded out the series with some great carrying options, socks, non-Gore-Tex vests and jackets, and even a headband, if you like that.

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• SEQUENCEWindJacket - $180
• SEQUENCEWindVest - $150
• SEQUENCE DAYPACK 15 - $170
• SEQUENCE HIP PACK 3 - $115
• SEQUENCE HIP POUCH 1 - $80
• SEQUENCE GLOVES - $45 (light) & $50 (pro)
• SEQUENCE SOCKS - $25 - $35
• SEQUENCE MERINO - $35 (headband) & $40 (beanie, neckwarmer)

Sequence Daypack 15

A lightweight, minimalist 15-liter pack designed to stay firmly in place without a hip belt—which is a refreshing change if you hate that "clamped-in" feeling. It includes a removable tool pouch and plenty of room for a safety kit.

More Than Just Threads

What’s arguably more interesting than the gear is Ortovox’s commitment to the community. They are expanding their Safety Academy—one of the largest training initiatives in mountain sports—to include mountain biking. In partnership with the German Mountainbike Initiative (DIMB), they’ll be offering first-aid programs and a mountain bike-specific first-aid guidebook.

They’re also putting their money where the dirt is by sponsoring national guides and supporting sustainable trail-building projects.

If there's a Mount Rushmore of mountain biking, Hans “No Way” Rey is on it. Today, the trials pioneer and adventure mountain bike OG shared some exciting news: he’s now officially teaming up with Santa Cruz Bicycles and Bosch eBike Systems.

For a guy who has spent decades as the face of global mountain bike expansion, seeing Hans transition to the California-born prestige of Santa Cruz feels like a pretty solid pairing. Considering that PON Holdings owns both GT Bicycles and Santa Cruz, the move to Santa Cruz seems like the right choice for the MTB legend.

"After what happened last year, I took my time to figure out my future. I am super stoked to announce that I will be an ambassador for Bosch Ebike Systems and Santa Cruz Bicycles. I am totally aligned with these brands and what they stand for. I always thought that Santa Cruz had many similarities to GT, and Bosch is innovative and invested in protecting Class 1 e-bikes. I have exciting projects and events planned for this year, including another urban adventure film."
- Hans Rey

Aligned Values

While Hans had been on the GT team longer than I’ve been riding bikes (or alive), the move to Santa Cruz puts him on the same roster as fellow trials wizard, Danny MacAskill. But with Rey’s recent open letter to the bike industry about the polarizing nature of eMTBs, this partnership highlights the shared values of Santa Cruz frames and Bosch’s eBike Systems in keeping a clear distinction between eMTBs and the curse of e-motos on our trail systems.

"Today, the term “e-bike” is used to describe everything from a lightweight pedal-assist mountain bike to electric mopeds and full-blown electric motorcycles," says Rey in the open letter. "That lack of precision creates confusion—and conflict—with land managers, other trail users, parents, and lawmakers."

With Santa Cruz recently leaning into the Bosch ecosystem, Hans is the perfect "Key Opinion Leader" to showcase what these efficient, high-reliability mid-drive motors can do in technical terrain. Considering Hans was an early eMTB adopter before it was "cool," his endorsement carries significant weight for the pedal-assist skeptics still lingering in the comments.

Hans Rey is also backed by SR Suntour suspension, SQ Lab saddles, cockpit and gloves, Crankbrothers pedals, dropper posts, pumps, Deuter backpacks and bags, Shimano drivetrain and brakes, Fix Mfg multi-tools, Troy Lee Designs clothing, helmets and protection, Reserve wheels for 2026 and beyond.

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More Than Just The Bike

What’s refreshing about this announcement is that it isn't just about the bike. Hans is doubling down on his contributions to the culture. He confirmed that he will continue his incredible work with the Wheels 4 Life charity, which provides bikes to people in developing countries, and that he remains a fixture on the Mountain Bike Hall of Fame committee.

We can also expect more of his signature Urban Adventure films. If you’ve never seen Hans navigate the concrete jungles of the world's biggest cities with the same grace he uses on Alpine singletrack, you’re missing out on a masterclass of bike handling.

Perhaps the most interesting tidbit in the release is the continued development of his SKILLS Parcours & Events. This is a discipline specifically designed to test bike handling for both eMTB and traditional MTB riders. With several "parcours" areas planned for Europe and the USA this year, Hans is clearly focused on making us all better riders, not just faster ones.

We're stoked to see Hans backed by such a strong list of brands, and we can't wait to see what 2026 has in store for the absolute legend of the sport. Personally, I don't think I'd be where I am today if it weren't for the 2004 "No Way" Documentary being on repeat during middle school.

The Atherton Bikes S170E launched under pre-order in January of 2026, and the coming launch of whatever is hiding under the shroud is sure to be exciting.

The headline here is undoubtedly the Avinox motor. If you’ve been following my recent deep dives, you know this system is a game-changer. It’s got a level of raw, mental power, but also a surprising amount of tuning capability, all packaged in a very light package. But it’s not just about the power; it’s the way that power interacts with your pedaling. It’s smooth, intuitive, and refined. And that seems to be what Atherton Bikes was waiting for.

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Atherton didn’t just slap a motor in a frame and call it a day, though. They benchmarked this thing against the gold-standard Bosch Turbo, finding they could squeeze 1,400 meters of elevation in Turbo mode (or a massive 3,000+ in Eco) out of their battery. Power, torque, and range are one aspect, but the real magic comes from the chassis. By obsessing over tube sizing - where doubling a square tube's size increases stiffness eightfold - they managed to keep the front-end compliance nearly identical to the analog S170.

Throw in Dave Weagle’s kinematic wizardry and Atherton’s signature 12-size range, and you get a bike that feels planted, low-slung, and as they put it, "analog" in its handling. While the bike and powertrain are still under wraps (pun intended), we can expect some pretty great things from this new breed of eMTB.

Learn More at Athertonbikes.com

The title, Don't Tap The Glass, feels like a cheeky nod to the spectators and the "rules" of how people think bikes should be ridden. Siggers and Mousseau aren't here to stay inside the box. They’re here to break tires loose and find transitions where none exist. Don't Tap The Glass is a refreshing palate cleanser, and it's rare for a Dylan Siggers edit not to deliver, and gosh-dang is this one on trend.

Filmed in the loamy, rugged playground of Fernie, British Columbia, the edit pairs Siggers with the equally stylish Zak Mousseau. The core philosophy of this edit is something we can all get behind. It’s about the "let's have fun" side of riding that often gets lost in the era of chasing K/QOMs, and lap times.

“I love doing tricks and riding jibs. Even on a pedal lap, we’re always stopping to session a bank on the way up the climb, or pulling off the trail to ride an old jump.”
— Dylan Siggers

That’s the secret to having fun, right? It’s that infectious energy of a ride with the homies when you don't actually care when you get to the top. It's about stopping to play around and not taking things too seriously.

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While we’ve seen Five Ten (under the adidas umbrella) as a staple in mountain bike footwear, this marks the first time adidas is stepping up as a title-level partner for a UCI World Series downhill program. It’s a statement pairing one of the world's largest sports brands with a Canadian mountain bike staple with 60 years of trail behind it.

We won't have to wait long to see this new kit in action. The Norco adidas Race Division is set to make its World Series debut in the Republic of Korea from May 1–3, 2026.

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A Heavy-Hitting Roster

The team isn't changing. No one is leaving, and no riders are being added. The Norco adidas roster remains a blend of veteran speed and explosive young talent, including: Danny Hart, Gracey Hemstreet, Erice Van Leuven, Bodhi Kuhn, and Lina Frener. Leading the charge from the pits is none other than the winningest downhill racers of all time, Greg Minnaar, who keeps the ship upright as Team Director. Minnaar has already been sharing his extensive catalog of knowledge, gained over decades of racing, to support the team and foster the next generation of talent.

One of the most refreshing aspects of the Norco adidas Race Division is the commitment to visible representation. The team actually features more female riders than male, a deliberate move to support equality and progress within the sport.

The Gear: Performance and Lifestyle

On the bike, the team will be piloting Norco’s world-leading downhill platforms, refined through the brand’s deep heritage in the rugged terrain of British Columbia. Off the bike, the partnership gets even more interesting. Adidas is, of course, outfitting the crew with a mix of high-performance footwear and lifestyle apparel to stay competitive between the tape and chillin' trackside.

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From local grassroots races to World Cup hopefuls, Transition designed the new TR11 to be an affordable, durable, and highly tunable platform for the modern DH rider or park rat looking to stack Instagram clips to Crowbar and Deftones.

Overview

Travel: 211 rear, 200 front
BottomBracket: 83mm Threaded
Shock: 225x75
Wheelsize: MX
Chainstays: SM/MD - 445(high)/447(low), LG/XL - 450 (high)/452(low)
Available as a frameset or complete
Colors: Moonstone / Nightshade
Pricing in USD/CAD/EU
GXcomplete: $6,599/$8,999/6,699
Frameset: $2,599/$3,599/2,599

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More Travel, More Speed

Transition pushed the rear travel to 211mm. The idea is straightforward: more travel equals more traction and control when you’re charging. It's simple math. I'll spare the Spinal Tap references and instead offer up some locomotive lore.

In the late 1940's, Baldwin Locomotive Works and Chesapeake and Ohio Railway (C&O) paved the way for the "This one goes to 11" joke when they unveiled the C&O No. 500 M-1 steam locomotive. The locomotive's throttle had eleven settings. You guessed it, ranging from 1 all the way up to 11, instead of the usual 10. Choo-Choo!

The suspension layout has been completely overhauled to feature Downhill-Specific Leverage Curves. The new design gives riders two distinct options (linear or progressive), allowing riders to swap between coil and air shocks without compromising feel. The goal being a predictable ride feel that provides mid-stroke support and the kind of bottom-out resistance needed for going deep. It's easy to set up and tune, and it plays well with both air and coil shocks, giving riders the best of both worlds.

Features and Geo

Transition knows DH bikes take a beating, so they’ve beefed up the construction in all the right places and made it not just an affordable chariot, but one that is easy to live with in terms of serviceability. And now every bike in the Transition roster looks pretty much the same.

Chips n' Salsa

Transition is leaning heavily into adjustability with this iteration, introducing two new systems to help riders find their "perfect" setup.

• C.H.I.P.S. (Changes Height Independently from Progression Setting)
  Flip-chips allow you to adjust the head tube angle by 0.4 degrees and the bottom bracket height by 6mm without messing with your suspension's leverage.
• S.A.L.S.A. (Chainstay Adjust) 0mm, +5mm, +10mm, and +15mm.
  Small and Medium frames ship with the 0mm setup. Large and X-Large frames ship with the +5mm setup. Additional dropout sets are available separately for those who want to really fine-tune their wheelbase.

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Gravity Cast BB Area: This creates a high-strength core for the bottom bracket, main pivot, and shock mount, ensuring perfect alignment under load.

Forged Rockers and Yokes: To ensure the bike can handle lap after lap at the park, they’ve used new forged rockers and chainstay yokes, each featuring its own bridge to balance weight and stiffness.

Reach Adjust Headset: The 56/56 headset lets riders dial in their cockpit with the included headset cups, which offer +/- 5mm of reach adjustment.

Bolt-On Protection: No more messy adhesive tape. The TR11 features replaceable rubber downtube guards held in place by fasteners to protect against rock chips and shuttle wear. Cowabunga.

Learn more at Transitionbikes.com

The Alran brothers aren’t exactly a risky bet to stack the chips on. Max is the reigning Junior World Champion, a title he won with a performance in Champéry that was as dominant as it was stylish. Till has been right there alongside him, locking out podiums and pushing his brother to the limit. They were a two-man wrecking crew in the Junior ranks in 2025, and seeing them move into the Elites is sure to put the pressure on the old guard.

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But the shift to Elite is a different beast. It’s where consistency overrides spectacular single runs, and where experience often trumps raw velocity. That’s what makes the Monster sponsorship so poignant. This isn’t a standard support package of hats and hydration. The M-Claw is typically reserved for the established guard - the riders who are mathematical podium threats at every round or event. For two riders who have yet to drop into an Elite World Cup qualifying session, this is a massive statement of intent by the energy drink giant.

The pressure the Alran brothers exerted in 2025 was already immense. Now, it has a signature green neon glow as they twist the nozzle on the Elite ranks. But if their Junior careers taught us anything, it’s that pressure seems to be their preferred fuel. The season opener is imminent, and French Downhill has a new, claw-branded double threat to root for.

Hard to believe this was 4 years ago...

That’s why today’s news hits hard. Paragon Machine Works has announced it will cease all major operations as of Friday, March 27th, 2026.

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Based out of Richmond, California, Paragon has been the gold standard for framebuilding components since 1983. Founded on the principle of American-made precision, they didn't just make parts; they made the building blocks that enabled the small-batch framebuilding industry to thrive. From bottom bracket shells to iconic dropouts that solved a thousand chain-tensioning headaches, Paragon was the hardware store for the world's most talented welders and brazers.

In a press release issued this week, the team at Paragon cited a "variety of market and industry factors beyond our control" as the reason the business is no longer viable. It’s a refrain we’ve heard far too often in the bike industry over the last couple of years, as the post-pandemic market has given way to a volatile, challenging landscape for manufacturers.

As the industry continues to navigate choppy waters, losing a cornerstone like Paragon feels like losing a piece of its soul. Forty-three years of innovation, Richmond-made grit, and some of the cleanest machining the cycling world has ever seen is a hell of a run.

To the crew at Paragon: thank you for the parts, the precision, and for keeping the dream of the custom bike alive for so long. It’s been a great ride, indeed.

Read the full announcement from Paragon Machine Works below:

It is with great sadness that we announce that Paragon Machine Works will cease all major operations as of Friday, March 27th, 2026. We have determined that our business is no longer viable, due to a variety of market and industry factors beyond our control.

With reduced staffing, we will continue to sell/ship our existing inventory on our website and make parts until our material inventory runs out. Manufacturing priority will be given to parts in greatest demand. If we can justify another run of a certain part, we will. We are working to find vendors who can potentially take on some of our product lines in the future. We are doing everything we can to take care of you, our customer.

The following will be made available for sale or in the public domain (email requests or for details); we will post periodic updates on IG as things evolve:

- Intellectual property (CAD, CAM, and CNC files)
- CNC Machinery (with programs/tooling)
- Various shop supplies and tools

Due to reduced staffing, orders must be placed through our website and will ship out on Mondays, Wednesdays, and Fridays. We are unable to process back orders and will provide refunds for items that we’re not able to supply. All sales are final.

We understand this is shocking news and appreciate your patience and support during this very difficult transition.

Thank you so much to our amazing staff and customers who’ve supported us through 43 years of innovation, challenges, and fun. It’s been a great ride, and we’re forever grateful.

To understand why we’re discussing a brand most people haven’t heard of. Observe how Teewing disrupted the market. They're not a typical "catalog frame" startup. They launched with the Turbo Force, a 150mm trail bike featuring the DJI Avinox motor system. By combining that 105Nm motor with a carbon chassis at a reasonable price, Teewing showed they aimed to make a quality e-bike, not just a cheap one.

The Turbo Force was/is a safe, versatile trail rig aimed at the masses. The Flux, with 180mm travel and a high-pivot suspension, targets a different crowd. The Flux signifies Teewing’s sophomore leap, showing they aim to build a deeper catalog catering to a wide range of riders. If the Turbo Force proved their concept, the Flux is their bid for a more serious place in the industry.

The Flux: Long Travel, Big Power

The Flux boasts 180mm of travel up front and up to 178mm in the rear, controlled by a high-pivot suspension design. High-pivots might be less prominent now than they were in the last couple of years, but they handle square-edged hits like a dream, and on an e-bike, that rearward axle path usually results in a bike that tracks the ground and handles the chunk much better than other suspension platforms. Plus, you can run it as a full 29er or a mullet.

To introduce the bike, Teewing teamed up with rider Josh Gleave and videographer Tom Caldwell for a raw edit that skips the marketing fluff in favor of high-speed cornering. According to Gleave, the bike’s personality is closer to that of a downhill rig than to your average e-bike.

“The high-pivot mullet setup worked really well for cornering, and the rear end just tracks the ground properly,” Gleave noted. “It feels planted, especially when things get rough... Honestly, it rides more like a downhill bike than you’d expect.”

Visually, the Flux keeps things stealthy with clean branding and performance that speaks for itself. Photographer Will Brignal described it as a "Swiss Army knife" capable of pointing up any gradient and charging back down. Even in the soggy, rocky conditions of Wales, the pre-production unit reportedly took the beating in stride.

The bike in the edit is a pre-production model; the final consumer versions will feature updated components and a finalized spec list. We’re still waiting on the nitty-gritty details, but Teewing says the full release is scheduled for mid-April 2026, which is likely when we'll learn more about whatever is coming from Avinox.

Starting six years ago on a Welsh hillside, the Ridgeline series has evolved into a global search to ride the most remote terrain imaginable. But as the Atherton Bikes team noted, Nepal brought a "different kind of weight." We’re talking about the Mustang region, where the scale of peaks like Annapurna resets your definition of "big" before you even touch dirt.

The real story here isn't just the verticality. It’s the air, or lack thereof. Filming at 16,000 feet turned a standard shoot into more than just a mountain bike film, and something closer to a mountaineering mission. "The goal of this trip isn't perfection, it's survival," Gee admits. At that altitude, your judgment fades as quickly as your lung capacity. The crew - including Dan Griffiths, Brodie Hood, and Nico Turner - had to trade their usual pace for a patient grind where one wrong move could tip the balance between life and death.

Despite the punishing hikes, Gee didn't compromise on the bike, opting for his full-bore Atherton A.200 carbon downhill rig. He needed every bit of that composure when his brakes literally cooked and failed on a kilometer-long rock slab in Manang. The stakes peaked in the village of Tange, where the team built a massive 75-foot canyon gap. The reality of that feature is sobering: the quickest medical evacuation was three to four hours away. Watching Gee case the landing slightly and bounce through the scree is enough to make anyone’s palms sweat.

But it wasn't all adrenaline and thin air. Between the spectacle of the riding, the film captures a rare human element. The crew spent their nights in basic guesthouses, sharing dal bhat with local families who have lived in these mountains for generations. "It felt like we just kind of wandered into someone's home," Gee reflects. In a world of hyper-polished mountain bike media, this felt raw, humble, and earned.

Nepal was a test of patience as much as it was of skill. For now, find the biggest screen you can and watch Gee remind us that the world is still full of wild, forbidden places.