Continental says its performance technologies in a 32-inch format will help riders tackle rough terrain with this larger wheel size. The new, larger wheel design helps build momentum and roll over obstacles more easily, while the wider contact patch improves traction and stability- who doesn’t want that? But, of course, the larger wheel size isn’t for everyone, and although it’s all over the news these days, it’s not ideal for smaller riders, and I would assume we won’t see this new wheel size forced on everyone.

To achieve its performance goals, the new Dubnital tire will feature Continental’s lightweight Race Casing paired with its fast-rolling Rapid Compound. This combination is engineered to boost rolling efficiency while reducing rider fatigue on longer, more demanding off-road rides. The Dubnital already excels at this, and a larger size will only amplify it. 

The launch of the Dubnital in a 32” variant reflects the cycling industry’s growing interest in larger wheels. Alexander Haenke, Continental Tires’ Product Manager for MTB and Gravel, said the company is staying ahead of the changing market. “Interest in 32-inch wheels is clearly growing, and we want riders to have access to Continental’s top tire technologies as soon as new wheel sizes arrive,” Haenke said. He added that launching the Dubnital lets Continental support new frame designs from the start and shows the brand’s commitment to developing tires specifically for this emerging format.

Cyclists ready to switch to the larger wheel standard can expect the 32” Dubnital Race Rapid to launch worldwide in April 2027.

Omata Details

• Imperial or Metric options
• GPS tracking records data without cluttering your ride
• ANT+ and iOS connectivity
• Compatible with all Garmin and Wahoo mounts
• Up to 17-hour battery life
• USB-c charging
• 83g
• MSRP: $800 USD
• Available at Silca.cc

Why I think It Matters

I’m doing a little detox from social media and excessive screen time, which is honestly pretty hard when my job is to stare at a screen, write articles, and edit videos. A bike ride is about the only time I really disconnect from the computer screen. There are so many beeps, dings, pings, and screens on everything these days, and the Omata has always been an alternative to that norm.

I’ve drooled over the Omata since it launched, but they were pretty rare in the wild, and the asking price was steep for someone deeply entrenched in food service and part-time at a bike shop. Then COVID hit, and supply chains suffered, and the Omata seemed to die off, but Silca has brought it back. After watching the new launch video, it’s clear the company’s ethos hasn’t changed, and it might actually be more appropriate given how inundated people are with screens these days.

Omata Features

The Omata isn’t cheap or designed for everyone, but it offers a unique interface that I think aligns more with the roots of adventure cycling. There’s no navigation, no screen, no notifications, no workout planner, and no touchscreen. It’s an analog device for those who like riding analog machines, and I think it still has a place and appeal for many riders.

I’ve been testing bike computers lately, and I keep struggling with pairing them all to my phone and the resulting screen time. I don’t want to look at a screen while I ride my bike – there’s a reason I don’t use Zwift. Omata lets you track the ride and all the data without it being in your face on a screen the entire time. 

The device is minimal, true, but it can still connect to ANT+ devices and your phone, and the UI is a little different from what most of us are used to. It’s all buttons and dials, and Seiko makes it beautiful. But we are still in 2026, and the IOS app is still required to download and upload ride data to your preferred app.

It might look less impressive than a touchscreen GPS bike computer, but if you know watches, you’ll know that the movement behind an analog device like this is more complex than the surface suggests. But a lot is going on behind the face. Underneath OMATA’s rotary dial is a 72-channel GPS tracking engine and hardware that communicates with accessories like heart rate, power, and cadence sensors. Instead of displaying data on a digital screen, a custom Seiko movement with four stepper motors drives physical hands to show the data. The Omata displays speed, distance, ascent, and time, offering precise tracking and easy readability at a glance.

The Omata is clearly more targeted at drop-bar riders, as it’s more common to use a bike computer for that application, but due to its small form factor and durability, it’s a viable option for anyone who’s sick of the screen time and clutter, or just wants a bike computer with more timeless aesthetics. 

The event was moved up to avoid approaching inclement weather and now takes place on Friday, October 16th; the riders are already looking ready for the madness the newly built track has in store, and the latest video from Red Bull is sure to get you fired up for the main event.

It’s not without hiccups, however, and the course has already claimed a couple of victims during practice, with Lina Frener of Norco Racing Division taking a slam on one of the gnarliest drops on track. Lina got right back up and seems to be in good spirits. Steve Vanderhoek, a local legend, beacon of positivity, and alternate rider for the event, took a spill, sustaining a concussion and a broken nose.

Spills are inevitable at events like this, and although it’s morbidly exciting to many onlookers, and great for headlines, we wish all the rides safe travels from the start hut to the finish line. We also want to give a huge shoutout to the dig crew who made the entire thing possible.

Aside from the couple of incidents that seem to come with events like this, the riders are on track and putting together full top-to-bottom runs in less-than-ideal conditions. The visuals are pretty damn impressive, too, and Red Bull put together a damn-fine video that shows just how absurd the Hardline events are. The scale of some of these features is hard to visualize, not to mention the speed at which these athletes ride them.

When Aventon released its first eMTB, no one really expected it to be this good, but the Aventon Current is pretty damn impressive. The brand started in track and fixed gear, then moved into affordable, commuter-focused e-bikes. The news that they were developing a competitive eMTB was intriguing, and so far, the Aventon Current has been a great example of a brand pivoting just enough from the norm to do something really cool.

At launch, the Aventon Current had two options in the US market, and the UK had a third. The Current came in the ADV and EXP build levels. The former is all aluminum, and the latter has a carbon front triangle, an alloy rear end, and a more premium build kit. There’s another build tier: the Current LTD.

The Current has been on the market for a while, and I see it pretty frequently, so it’s obviously appealing, but it lacked a truly top-end build package. Until now. Aventon has announced a super-limited run of the Current LTD. It has the same great motor and frame as the Current EXP, with more bling and a very limited run.

Details

The Current LTD retails for $7,999 USD / 7,999 € with just 99 units worldwide, each with individually numbered frames and a limited-edition colorway. Preorders open Oct 18 via the Aventon DTC website, but several dealers will also have units available.

Aventon Current Review

What Aventon released was impressive. It rides exceptionally well, doesn’t cost an arm and a leg, and it also doesn’t rely on a motor from one of the major brands. They developed their own powertrain and stuck it in a bike that they designed from the ground up, and it’s pretty great. They also have a super extensive, responsive dealer network to help if anything major comes up. And after who-knows-how many miles on my Current, I still haven’t had an issue.

When the industry is flooded with a certain category, it’s hard to stand out and differentiate, especially in one that is so damn opinionated, but Aventon has done a great job. I’ll say the Current isn’t perfect and has some quirks, but overall, what it accomplished in such a saturated market is admirable.

This new Current LTD has RockShox Ultimate suspension, SRAM Maven Ultimate brakes, SRAM XO Transmission drivetrain, Crankbrothers Synthesis alloy wheels, and a Truvative cockpit with carbon bars. This obviously means the Current LTD will demand a higher retail price, but with only 99 units available, it’s enough to pique the interest of those who might want the Current EXP in a slightly more boutique package.

I’m always a bit skeptical of folding e-bikes. How do you expect to get good ride quality from a bike that you can scrunch up to fit in a car trunk? You typically end up with one of two problems. Either the bike is flimsy, wobbly, and terrible to ride, or it becomes so bulky and heavy that it defeats the folding bike goal of easy portability.

The Tern Vektron gets much closer to what all folding e-bikes should be. When folded, it’s actually compact and lightweight enough to easily lift into a car or carry onto public transit. When unfolded, the stiff frame, comfortable geometry, and smooth Bosch power make for a bike that’s surprisingly enjoyable to ride.

No, it will never be as fast or confident as a “normal” e-bike, but for a ride you can stow away in a cupboard, it does pretty damn well.

Vektron P5i

Check Price

Vektron P10

Check Price

Tern Vektron Build Details

The Tern Vektron (Gen 4) comes in two different build kits: the P5i and the P10. The only differences between the two are the drivetrain and the display.

• e-Bike Class: Class 1 pedal-assist (up to 20 mph)
• Motor: Bosch BES2 Performance Line mid-drive motor, 36V, 250W sustained (600W peak), 65Nm torque
• Battery: Bosch PowerPack 400Wh frame-mounted removable lithium-ion battery
• Controls: Controls: Bosch Intuvia display (P5i) or Bosch Purion (P10) | Integrated torque sensor
• Frame and Fork: Hydroformed 6061 Aluminum folding frame with patented OCL+ joint technology | Tern Tarsus 6061 hydroformed rigid aluminum fork
• Drivetrain
  • P5i: 5-speed Shimano Nexus INTER 5E internally geared hub paired with a Gates Carbon Drive CDC belt drive
  • P10: 10-speed Shimano Deore traditional derailleur drivetrain (11-36T cassette) 
• Wheels and Tires: 20″ x 2.15″ Schwalbe Big Apple puncture-resistant tires | Kinetix Comp aluminum double-wall rims
• Brakes: Magura MT4 hydraulic disc brakes
• Weight: 47.2 lbs (for the P5i) or 48.9 lbs (for the P10)  | 275 lbs max total payload capacity; 59.5 lbs rear rack capacity)
• MSRP: $4,099.00 for P5i | $3,799.00 for P10

The build kit on the Vektron is polished and well-rounded. The components aren’t all top-of-the-line, but there’s nothing that feels like it’s holding the bike back. The part selection leans heavily toward long-term reliability and ease of maintenance, especially on the P5i model we tested.

Tern uses Bosch drive systems across their entire lineup. Bosch makes some of the most reliable and refined e-bike systems on the market. The Vektron uses Bosch’s mid-range Performance Line motor and 400Wh PowerPack battery. This combination delivers ample power and range for this lightweight bike. More importantly, this system is going to work and keep working for a very long time. It is durable, highly water- and dust-resistant, and backed by a great warranty.

That motor comes hooked up either to a 10-speed Shimano Deore drivetrain or a Gates Belt Drive with a Shimano Nexus hub shifter. I’ll talk more about this tradeoff later in the review, but here’s the gist: The Deore setup will be more efficient while the Belt Drive is much more reliable, durable, and low-maintenance.

The only thing I don’t necessarily love about the build is the basic non-color LCD display. In practice, it is totally fine while riding. I’ve just gotten used to larger color e-bike screens that can display more information, like you’ll find on the Aventon Level 4.

One place city bikes tend to skimp is on brakes. Tern took the opposite approach by fitting this bike with heavy-duty 4-piston Magura brakes designed for hard mountain bike riding. You could argue that these brakes are overkill for this bike, but I will never complain about better stopping power and control.

Real-World Motor and Battery Performance

The Bosch Performance Line motor on the Vektron is rated at 65Nm of torque and 250W sustained power jumping up to 600W max power. That’s pretty standard for modern mid-drive commuters, so I wasn’t expecting anything out of the ordinary.

In practice, the motor feels very quick and responsive, but it lacks the punchy acceleration of some more powerful hub motor or Class 3 e-bikes. Riding around town, I averaged 125W coming out of the motor. The bike is limited strictly to Class 1, so it maxes out at 20 mph. I could sustain this speed easily on flats, but on gradual climbs I had to downshift and slow down.

The 400Wh battery is also on the smaller end for modern e-bikes, with 500–600Wh being common. Tern advertises that you can get 28-70 miles out of the battery.

In my testing, I rode 42 miles of relatively moderate riding (in a pretty hilly area). That’s better than I was expecting with the 400Wh battery. The bike is lightweight with smooth-rolling tires, which means the motor doesn’t have to work as hard as it would for a beefier bike.

Tern Vektron Ride Impressions

When I got the Tern Vektron out on the road, at first I thought that the pedal assist wasn’t working. Then I turned it off… suddenly I wasn’t as fit as I thought I was. The Bosch mid-drive system is one of the most natural feeling pedal assists I’ve ever tested. A lot of e-bikes tend to feel like mopeds that happen to have pedals, so for anyone who actually likes riding a bicycle, but you are in much better shape.

Once the pedal assist was off, the second thing I noticed was a slight but perceptible drag while pedaling. I was testing the P5i model with the Gates Belt Drive and hub shifter, and I quickly realized that the belt and gear hub drivetrain were the source of the drag. This is a known tradeoff of this style of drivetrain: it has more friction and is less efficient than a traditional derailleur setup.

To be clear, the drag is relatively minor and isn’t noticeable at all once you turn the pedal assist on. The main takeaway is that if you want the fastest, most efficient experience, the Vektron P10 with the Deore 10-speed derailleur is a better choice.

Of course, a belt drive and hub shifter have their own advantages. There are no finicky derailleur adjustments and no need for greasing a chain. The belt drive handles water, road grit, and winter road salt without rusting or gumming up, and it can last much longer than a typical chain.

If you want a bike that you can ride every day for years with very minimal maintenance, the belt drive setup is the way to go.

The Shimano Nexus hub is a lower-end hub shifter, so it only has five gears and a limited gearing range. I found that to be more than enough for city riding, especially with assistance from the motor. The hub shifter also has the advantage of being able to shift easily while stopped, so I could drop gears while waiting at a stop light.

While riding the Tern, I had to change my expectation from “an e-bike makes me faster” to “an e-bike makes riding easier.” At first, I felt myself trying to push the bike harder and faster. It didn’t have the punchiness of more powerful e-bikes, and the riding position wasn’t ideal for really cranking on the pedals to get up to speed.

Riding around town, I averaged around 16 mph, which isn’t much faster than how I ride on my light non-electric bike.

It took me a while to realize that this isn’t a sporty speed machine. When I took a more relaxed attitude, the Vektron instantly became more enjoyable. I could get up to speed quickly from stops, cruise at 15-20 mph. Sure, I wasn’t going much faster than my non-e-bike, but I was exerting much less effort.

Plus, I think the Class 1, 20mph limitation is a good thing on this bike. When I got the speed up to 25-30mph on some descents, the steering started feeling a bit squirrelly. The Vektron has little wheels, a long stem, and conservative geometry that make it less than ideal for high speeds.

While the Vektron doesn’t deliver much in terms of thrills, it can still be a fun bike to ride. I enjoyed taking it on low-key rides on the bike path near my house. Folding bikes can sometimes feel like riding a flimsy kids’ bike, but Tern built the Vektron with a very rigid frame and high-end components that make it ride like a real bike. Just know you won’t be pushing it for speed records.

I’ve been frustrated with some folding e-bikes in the past because the whole folding system seems a bit like an afterthought, as in: “let’s throw some hinges on this and call it a day.” Tern clearly spent a lot of time designing the folding mechanism to be actually useful for real life.

Vektron P5i

Check Price

Vektron P10

Check Price

When folded, a strong magnet secures the bike in the folded position, so it doesn’t swing open and bash you in the shins when you pick it up. The folded bike also stands up on its own either vertically or horizontally. Plus, it rolls easily on both wheels when it’s folded up, so you can wheel it around the office, onto public transit, or into your closet.

The last thing that makes the Vektron real-world practical is its weight. At around 48 pounds, it is over 20 lbs lighter than the most popular folding e-bike on the market—the 70-pound Lectric XP4. The Vektron was far more manageable to pick up, carry around, lift into cars, and bring on public transit.

Who It’s For

Like all folding bikes, the Tern Vektron is meant for people who are tight on space. If you’ve got a garage and a truck or hitch-mount bike rack, I would never recommend a folding bike. If you live in a city apartment and drive a smaller car, it starts to make a lot more sense.

Tern builds utilitarian bikes who ride to get places. They don’t sell any flashy race machines, they sell real-life A-to-B bicycles. The Vektron is a great example. It’s ideal for commuting, running errands, hopping over to the coffee shop—basically anything you might use a car for.

The ride isn’t particularly exciting, so if you’re looking for a bike mainly for fun, I’d look elsewhere. If you want a bike that will get up every day and get you where you need to go, the mellow and supremely reliable Vektron is a great choice.

Final Thoughts

The Tern Vektron isn’t the most powerful or speedy e-bike on the market, but it certainly is one of the best-designed for city living. It’s lightweight and compact for storage and transportation, but it still rides like a real bike.

The Vektron is expensive, and it’s important to realize what your cash buys you: not race-ready speed, but smart design and end-of-the-world reliability. If you value space-saving utility and want an everyday commuter that will quietly outlast every budget folder on the market, the Vektron is worth every penny.

At what point does your pump track obsessed kid need a dirt jumper over a trail bike? With 24” wheels, the P.2 bike is perfectly sized for my nearly 8-year-old daughter who loves pump tracks. The bike is so well built it could equally handle older, taller and heavier kids that are looking for something capable of intense tricks. Outside of the 24” wheel base window, the P series also has a P.1 in 20” tire size, a P.3 with 26” wheels, and a P.4 to round out the series with 27.5” tires. For this review, we only tested the P.2. 

Before we get into the details about geometry, specifications, ride impressions and how this bike compares to other child sized bikes, let’s get back to that first question. How do you know if your kid needs a niche bike like a dirt jumper?

If they are spending the majority of their time doing laps at pump tracks and jump lines, with a keen interest to whip or flip – the P.2 is a bike worthy of consideration. 

What the P.2 dirt jumper excels in is bike handling, quick and smooth acceleration, and a build that can take a beating. It’s a premium bike for a very niche market, but keep reading for our impressions and how it compares to other kids bikes that are pump track capable.

Specialized P.2 (24")

Check Price

P.2  OVERVIEW

• Wheels: 24”
• Fork: Manitou J-Unit Comp 24″, 100mm Travel
• Brakes: Tektro, mechanical disc, resin pads, 160mm  (front)
• SRAM Level T hydraulic disc, 2-Piston Caliper  (back)
• Frame:  alloy
• Weight: ~ 24lbs-26lbs Actual weights will vary based on colourway, frame size, and component variation. 

THE DETAILS

To the uninitiated, a dirt jumper looks like a hardtail. But these are vastly different bikes.

The dirt jumpers single speed provides simplicity for a bike that is designed to get air yet will often crash. The cloth saddle that’s slammed low is designed not for comfort but to stay out of the way while maneuvering mid air.  If you’re noticing a trend here, it’s this. The dirt jumper is made for tricks.

The 100mm travel on the Manitou fork absorbs hard landings but doesn’t steal energy from small riders on their approach to tackle big jumps. The geometry of a dirt jumper is just a touch more compact in the rear wheel base with steeper head angles making it nimble in tight corners of pump tracks, or easy to lift off of lips.

Given the 24” wheel size, the P.2 has a few design details that tries to bridge the gap between dirt jumper and a kids bike that can handle everyday riding.  

Most notable is a brake spec choice that has a mechanical front disc brake and hydraulics in the rear. Specialized states that the front brake is included for safety purposes, but it’s known the front brake is also commonly taken off by dirt jumpers which is why the front brake is a mechanical disc rather than hydraulic.

There are also several areas to customize the P.2. It’s dropper post ready and compatible for an upgrade to gears. Both are unnecessary if the P.2 is solely a dirt jumper, but definitely welcome additions if this were to become an everyday ride.

Overall, the P.2 feels solid and durable, two qualities that are extremely important for dirt jumpers. I’d say the only places where the P.2 felt lacking was in the grip and pedal choice. The soft rubber was comfortable, but did feel a bit slick in the rain while the platform pedals lacked metal pins and my daughters feet slipped on a few occasions. 

SIZE AND MODEL SPECS

• Wheels:  24” 
• Frame material:  Specialized A1 Premium Aluminum 
• Drivetrain:  Single Speed 13T Cassette, 30T chainrings
• Fork: Manitou J-Unit Comp 24″, 100mm Travel, DJ Tune 
• Tires: Specialized Kicker Sport, 24×2.1″ 
• Rims: P.Series, 32 Hole, 26mm ID, disc brake only 
• Rear Hub:  Bear Pawl, 6-bolt, 12x148TA, 32h, single speed 
• Stem: 35mm Specialized Alloy Trail Stem 
• Handlebars:  Specialized P.Series MTB Dirt, 6061 alloy, 9-degree backsweep, 6-degree upsweep, 38mm rise, 750mm width, 31.8mm clamp 
• Seatpost:  6061 alloy, 2-bolt clamp, 0mm setback, 30.9mm 
• Brakes:   Tektro, mechanical disc, resin pads, 160mm  (front)

SRAM Level T hydraulic disc, 2-Piston Caliper  (back)

RIDE IMPRESSIONS

Despite having kids that are bike testers, our family had taken a few weeks off biking before receiving the P.2. Life can get in the way sometimes. 

We were all stoked to find a smooth paved pump track after a few weeks out of the saddle. I had brought out both the P.2, which had significantly different geometry, components and purpose from the ride she is most accustomed to, the woom OFF Air 5. I convinced her to try the P.2 on the pump track first and the grin on her face was proof enough that the P.2 is a fun ride. 

The geometry had her in the perfect position with arms and knees bent but loose enough to handle tight corners.  She commented how easy it was to push down on the bike and gain momentum and kept repeating how smooth the ride felt and with wider handlebars she said she felt way more in control.

It was clear, in this setting which the P.2 was designed for, it excelled. Every pump track we visited after that day we only brought the P.2 out as it was her clear favorite.

As a kid that prefers more technical terrain on trails than big jumps, it’s a bit unfair to judge the P2’s capabilities based on our trials at the jump park.  But it’s worth mentioning. 

Having ridden geared bikes nearly exclusively for the past few years, our daughter wasn’t as keen on the P.2’s single speed set up. Even though it removes weight and makes the bike more durable, it proved an issue in getting her to climb back up to the start of the jump line. So we trialled the P.2 on an Intro MTB Hopper ramp on a nearly flat field to get a feel for how hops and jumps with a purpose built dirt jumper could be. It’s a 290mm ramp, perfect for a beginner, but not something she was breaking out backflips on.  

On these near level testing fields, the single gear ratio was perfect for the quick sprint and ensured there was no chain slap on the small hops.

With wide handlebars and a low centre of gravity, the P.2 proved fun to jump. It didn’t take long for her to master proper technique with a bike designed with proper reach, stack, head and seat tube angles for jumping. 

Similar to how smooth the bike felt at rollers on the pumptrack, the bike was responsive as she maneuvered from the attack position before the jump to popping off the ramp. It’s clear with more speed and experience, this would be an easy ride to flip or whip.

At the skill level we were testing, the Manitou J-Unit Comp 24″ fork with 100mm of travel was more than she needed but provided an incredibly plush suspension as it’s geared towards light youth riders. In the long term, I’d suspect this comfort would translate directly into the ability and desire to keep riding, pushing, pumping and jumping to the limits. This higher end fork translates into a higher price point, which then results in wondering if this very niche bike design makes sense for the rider and is worthy of the investment.

Specialized P.2 (24")

Check Price

GEOMETRY

Designed with a reach of 360mm, the shorter reach keeps the P.2 nimble while cornering or flying and with a slacker head tube angle at 68 degrees, the bike should feel stable at high speeds. The shorter chainstays make it easy to do tricks like manuals or spinning the bikes. 

As this bike caters to younger and lighter riders, the short chainstays also help to pop off lips, and jump more effectively.

FINAL THOUGHTS

There’s no question that a purpose built bike like a dirt jumper will allow a rider to develop aerial skills and progress better than a trail bike that tries to do it all. But I’d only recommend a niche bike like the P.2 for someone hyper focused in dirt jumping.

The alloy frame can take a beating while perfecting tricks, and with a few added frills like the Manitou J-unit suspension, it’ll make it easier to pop off the jump yet cushion the landings for lighter riders on harder impacts.

A single speed set up means this isn’t the ideal bike to take out on an everyday ride, unless your everyday ride is a short haul to the pump track. The shorter chainstay (360mm) will make it a fun ride to whip, the higher bottom bracket (290mm) will give the rider cleaner transitions and fewer pedal strikes, and the overall geometry will just make it fun to play on.

It wasn’t the bike for us, mostly because we tend to ride in a larger variety of settings than what a dirt jumper is meant for.  Built to take a beating and have fun while jumping, if you have the funds for a brand new bike for someone who rarely ventures further than a jump line or pump track – the P.2 won’t disappoint.

Fat bikes are a niche in the industry, but demand exists, and at just $1,199 USD, this is a tough deal to pass up if you’re already in the market for fatty tires.

Head to Statebicycle.com to see the new offerings

Built around an all-new hydroformed 6061 aluminum frame, the Trail+ v2 ditches its predecessor’s dated geometry for modern trail angles. The bike now features a slacker 66-degree head tube angle for better stability and a steep 74-degree seat tube angle to keep riders centered on steep climbs.

State designed the Trail+ v2 with both winter snowpack and desert sand in mind. It comes equipped with 26 x 4.5” Kenda Juggernaut tires and a set of Tektro HD-M275 hydraulic brakes. For those seeking the unknown or tackling multi-day trips, the frame and fork include cargo and bottle mounts, making it ready for loaded bikepacking right out of the box. If you’re a counter of grams, which does matter on a bike like this, you can also upgrade to a carbon fat fork for an additional $299.99.

For the Trail+ Fat Bike, there has been a shift in the drivetrain philosophy. Rather than a 12-speed drivetrain, State chose a durable 8-speed Shimano ESSA drivetrain. It may only have 8 speeds, but it delivers a 409% gear range thanks to the 11-45T cassette and a 28T chainring. The bike is geared for situations where you’ll likely be riding a fat bike, like soft sand, deep snow, or steep climbs while heavily loaded.

True to State Bicycle Co.’s goal of making cycling accessible to all riders, the Trail+ Fat Bike v2 enters the market at a highly competitive price point. Complete builds start at just over $1,000, offering a budget-friendly entry point for riders looking to extend their season into the harsh winter months.

Build Details

View the 2 images of this gallery on the original article

Drivetrain

• Shifter: Shimano SL-M315-8R Rapidfire Plus, 8-speed, optical gear display
• Rear derailleur: Shimano ESSA RD-U2000 GS, 8-speed, Shadow design
• Cassette: Shimano CS-HG400-8, 11–45T, 8-speed (11-13-15-18-22-27-35-45)
• Crankset: 28T steel chainring, alloy 170mm arms
• Bottom bracket: Sealed cartridge
• Chain: KMC Z8.3
• Pedals: 9/16″ platform with reflectors, included

Brakes

• Front and rear: Tektro HD-M275 hydraulic disc
• Rotors: 180mm front and rear, 6-bolt

Wheels & Tires

• Rims: 26″ double-wall alloy, 32h
• Spokes: 14g steel
• Front hub: 15mm thru-axle, 150mm spacing, sealed bearings
• Rear hub: 12mm thru-axle, cassette, sealed bearings
• Tires: Kenda Juggernaut 26 x 4.5″, 30 TPI
• Tubes: 26 x 4.5″ Schrader, installed
• Tubeless: Not rated
• Max tire size: 26 x 4.5″

Cockpit

• Handlebar: 740mm alloy, 15mm rise, 7° backsweep, 5° upsweep, 31.8mm clamp, State Bicycle Co. laser-etched
• Stem: 50mm, 7°, 31.8mm clamp
• Grips: 135mm with alloy lock rings
• Seatpost: 31.6 x 350mm alloy, State Bicycle Co. laser-etched
• Saddle: Black cover, steel rails

Wolf Tooth has already sold 130 pairs to dealers, so interested parties should move fast, but you can find all the dealers with pairs on the WTC to see where you could find these hyper-rare pedals. Online sales aren’t available, so you’ll need to shop local.

Check the dealer list at Wolftoothcomponents.com

So you might be asking, “What happened to the other 20 pairs that weren’t pre-sold to bike shops?” Well, Wolf Tooth set aside those 20 pairs for you, LBS. If you don’t see your shop on the dealer list, contact them and see if they can snag a set for you. Any shop can order them, but they are first come, first served, and they probably won’t last long.

Created in collaboration with anodizing wizard Ashley Anodized It, each pedal body features a unique anodized camouflage pattern in olive, tan, black, and brown tones, finished with a blaze-orange end cap. 

They also aren’t what I would call affordable, but what limited-edition component is? The Shift Camo pedals will retail for $289.95 USD, but to be fair, they are designed and engineered at the WTC HQ in Minnesota, and each one is totally unique. 

View the 3 images of this gallery on the original article

Developed with heaps of lab testing and athlete feedback, the GRiTT lineup includes bike wash, bike shine, chain lubricants, degreasers, kit wash, goggle de-fogger, tubeless sealant, and more. The entire line is confirmed safe for use across carbon, chrome, anodized metals, and plastics.

Key Technologies

• Drivetrain Efficiency: The products incorporate Advanced Ceramic Technology and Hexagonal Boron Nitride (h-BN) to reduce metal-to-metal friction, ensuring quieter drivetrains and more efficient power transfer.
• Anti-Corrosion Additives: Formulated to protect metal components from rust and wear, extending their overall lifespan.
• ViscoClean & Shake To Activate: Cleaning products feature increased viscosity, while other liquids transform into gels when shaken, allowing formulas to cling to surfaces effectively with minimal run-off.
• Next-Gen Polymers: These leave a smart protective layer that helps dirt and water easily slide off the bike.

Sustainability and Packaging

Bike cleaning and gear protection often use pretty nasty chemicals, especially for drivetrain cleaning and apparel waterproofing, but GRiTT seems to have taken that into account.

The GRiTT range features a TrueBIO formulation, meaning all ingredients are carefully selected to break down naturally in the environment without leaving harmful residues behind. The products finish with a cherry scent to lift the senses while you clean up, because who doesn’t love a little pop of flavor when you’re washing up? The packaging uses fully recyclable rPET bottles designed for better grip and usability, while chrome-effect labels maintain a premium shelf presence – nice.

The full GRITT by Leatt range is available to order now at grittbyleatt.com

Sure, it’s not everyone’s cup of tea, but it’s definitely an intriguing offering, especially given Revel’s history and expertise with titanium and making bikes that are terrific to ride all around.

Revel probably wouldn’t exist without titanium, although most of its bikes are carbon; Why Cycles paved the way for Revel. Its founding team launched Why Cycles in 2016 to build modern titanium bikes and merged with Revel in 2023, continuing its titanium program with hardtails, gravel bikes, and the El Jefe Grande.

If a material can be messed around with, Revel will mess around with it, and lately, Revel has been on a roll with titanium projects. Last summer, Revel unveiled Project RaTical, an exciting titanium bike and its first foray into 3D-printed titanium full suspension. Although it was just a test of what could be done with titanium and never really intended for production, it opened the door to the next project, one that’s even more exciting because it will actually go into production.

While titanium mountain bikes are relatively common, few blend titanium and carbon in a full-suspension chassis, and the Ranger Ti does it with impressive execution. This is obviously a pretty niche market that Revel is aiming for, but Ti does sell, and Revel understands the small slice of the pie. The first batch of Ranger Ti frames is limited to just 10, each individually numbered, and available for reservation with an expected ship date before the end of the year. The Ranger Ti will retail for $5,969 in the USA and £4,999 in the UK.

“Our mantra has always been that we only build the bikes we want to ride, and this is no exception. Lately, the Ranger has become the bike I reach for the most, but I also love titanium. We’ve been experimenting with full suspension titanium quite a bit too, and decided that the combination of a stiff carbon rear triangle with the insanely supple ride feel of titanium in the front was the right direction.”
Adam Miller, Revel Bikes CEO

Geometry and kinematics carry over from the carbon Ranger V3. More anti-squat and progression preserve the lively character that has me riding it every chance I get. It’s oozing efficient pedaling, active suspension, and supportive, bottomless travel. A steep seat tube, slightly longer reach, slack head angle, and low bottom bracket suit long rides but don’t lack when things go down. These characteristics come together with an exotic blend of construction materials to make a bike that looks good, and I can only imagine it rides just as well as it looks.

Revel uses advanced 3D printing for key frame junctions (head tube, shock mount, bottom bracket, and pivots) to create complex shapes and precise pivot placement beyond what traditional machining or forging can do, without sacrificing weight, strength, or suspension performance. This lets Revel apply its “carbon engineering oversight” to titanium frames with modern carbon-bike features. Revel sleeves and welds stiff printed junctions to titanium tubing, blending titanium’s supple ride with the strength of printed parts.

Third-party ISO testing in California validates the frames, which combine materials engineering, 3D printing, titanium fabrication, and Revel’s carbon expertise and pivot hardware for a complete package.

View the 2 images of this gallery on the original article

View the 2 images of this gallery on the original article

It sure isn’t the most practical, affordable, or appealing to everyone, but damn it if it isn’t pretty sick and exciting to see more brands experimenting with stuff like this. It just proves that bikes don’t always have to make sense; they just have to be fun.

If you’ve been waiting for a super-unique bike like this, head over to Revelbikes.com and put down a $500 USD deposit to reserve one. As a friendly reminder, these reservations are non-refundable unless extenuating circumstances delay your order. Revel expects to ship the first batch of frames before Dec 31, 2026.

Revel Ranger V3 Review

Sign the petition here, and help save the Exit 27 Trails

The push signals a broad policy shift from trail construction to strict enforcement following the completion of the Raging River State Forest recreation plan. Local advocates warn this aggressive approach threatens historic, rider-maintained networks across the entire I-90 corridor and would greatly reduce the availability of more advanced riding in the area.

“These trails are part of our mountain biking history and community. I learned to ride here before sanctioned trails in the area existed,” says one North Bend Local. “I’ve seen firsthand how these trails grow the sport and bring people together. Decommissioning them would cut off access and erase countless volunteer hours. Let’s work collaboratively with the Tribes, DNR, Evergreen, and builders to find solutions. Physical Therapy trail proves that sanctioning previously unsanctioned trails is possible.

For over 15 years, a passionate community has stewarded the Exit 27 network, logging over 1,000 volunteer hours in 2026 alone to clear storm damage and maintain trailheads. Like most of the really great places to ride in the PNW, these trails predate modern sanctioned building and provide crucial technical terrain for advanced riders, as well as local youth mountain bike clubs developing international competitors.

Crucially, targeted routes like Upper 27 and RRAZ are the only connection between DNR’s advanced trails and the town of North Bend. While a sanctioned replacement is planned, its construction remains years away. Decommissioning the current routes prematurely severs access that the DNR’s own recreation plan relies upon, heavily impacting mountain bikers, hikers, and trail runners.

Advocates also emphasize that these trails sit on the ancestral lands of the Snoqualmie People, urging the DNR to include tribal consultation in a transparent public evaluation process rather than acting unilaterally to bulldoze the network.

Because of the number of trails in the area, decommissioning them all would likely take a decent amount of time, and given the community’s pushback, it wouldn’t be a great surprise to see many more spring up to take their place. After all, mountain bikers are pretty resourceful. 

The Stewards of Exit 27 Trails are offering free volunteer labor for any corrective work required to bring these routes into the sanctioned system. For now, they are simply asking the DNR to pause the removals, open a public comment period, and evaluate the routes for official adoption.

Take Action: Don’t let decades of community stewardship disappear. Sign the Change.org petition to demand that the DNR evaluate these trails before destroying them, and actively advocate for preserving your local community trail networks.

The new Spectral:ON CF will be available in a handful of build kits coming later this year. Canyon says three more models will drop between November 2026 and January 2027. Global pre-orders open up on December 4th, with deliveries starting January 19th. If you live in the US and Australia, expect selected models to arrive in early 2027.

Want one? Get in line at Canyon.com

Quick Hits

• 160 mm front and 155 mm rear travel
• 64° head angle and 78.5° seat angle
• Category 4e-rated carbon chassis
• Size-specific chainstays (SM/MD: 442mm LG/XL: 447mm) 
• Mixed wheels as standard, with full-29er compatibility
• Weighing as little as 20.8 kg
• MSRP: $9,499

Canyon designed this all-carbon chassis from the ground up to accommodate the new motor and 700Wh battery, so they made sure everything was dialed. The frame weighs just 6.3 lbs (2.9 kg) and passed Category 4e Enduro-level strength and impact testing. Canyon also tuned the carbon layup to balance stiffness and compliance, and all the other buzzwords we’re so used to seeing with all the new bikes these days.

I am really glad to see full tube-in-tube cable routing on the Spectral:ON, along with slightly longer chainstays on the Lg and XL frames. Also, before looking into a Canyon, check the geometry charts because the bigger sizes run pretty big in terms of reach, and the same can be said for this bike.

Geometry and Suspension

Beyond the visual styling cues, Canyon reworked the newest electric Spectral to more closely match the Spectral CF and Strive. Head tubes are slacker, seat tubes are steeper, and you can choose to run mullet or full 29” wheels in the Spectral:ON’s variable-length chainstays.

View the 2 images of this gallery on the original article

The bike comes stock with mixed 29/27.5-inch wheels, but a flip-chip lets you switch to a full 29er setup. Canyon revised the suspension leverage curve and increased anti-squat and anti-rise, improving pedaling efficiency and mid-stroke support while keeping the rear end planted under hard braking. I find this interesting because most people assume eMTBs don’t need much help climbing, but if you’re an idiot like me and ride them powered off from time to time, this assist is very welcome.

The 2.3km track drops more than 500m from start to finish, built mostly by hand over 5 months and around 7,000 hours of total dig time, and distills pure North Shore riding. With Hardline in its 12th year on this planet, the courses continue to evolve and combine elements of Freeride and Downhill racing, but this latest track seems to push things way further than we could have ever imagined. But at least there’s no creek gap…

Red Bull Hardline creators Gee and Dan Atherton have had a part in the course, but they have somewhat given the head builder Justin Wyper and his team carte blanche to create a track that had previously only existed in their minds.

View the 2 images of this gallery on the original article

The Hardline British Columbia event spans two days this month. Friday, October 16, is dedicated to seeding, during which each rider completes a timed run that determines the starting order. The finals will take place on Saturday, October 17.

Finals will broadcast live on RedBullTV

I’ve been riding a lot of gravel and XC lately, and I’ve spent a lot of time in the S-Works Recon Evo shoes. They’re stiff, light, and made for racing; they even have “made in racing” printed right on them. But I’m not a racer, and I’m not looking to be the fastest on the Strava leaderboards. I am, however, a fan of comfortable shoes and trail efficiency. 

Given the S-Works Recon Evo’s position in the mountain bike footwear space, and my take on what mountain biking is, I feel a little conflicted about these shoes. They’re undeniably sick and fit really well, but at $550 USD, they are not shoes everyone would consider for daily rides, and since I’m not racing, I can’t help but feel like an imposter when tightening down the BOA dials.

Specialized S-Works Recon Evo

Check Price

Fit

This is where the S-Works Recon Evo shines, at least on paper, for those with foot-shaped feet. Which I assume is most of you reading this. Specialized has usually made shoes that fit well, at least with its more current offerings. I’ve had plenty of Specialized shoes over the years for both road, gravel, and mountain, and compared to the last S-Works Recon Lace shoes I had, these fit like Cinderella’s lost slipper.

The last is very much made to fit the human foot. It has a wider toe box and a secure heel cup with an upper that wraps around the top of the foot thanks to a well-thought-out BOA lacing pattern. Beyond the comfort, the S-Works Recon Evo is also stupid stiff.

The sole is carbon, of course, but Specialized and the Body Geometry team have really emphasized making these shoes as ergonomic as they are efficient, and that’s where many high-performance shoes fall short. All that carbon in the sole lets designers tailor the shoes to support the body’s natural biomechanics while pedaling.

View the 2 images of this gallery on the original article

Impressions

All the marketing language can paint a picture of grandeur and marginal gains, but it means little if the shoes don’t ride well or feel great on long days in the saddle, and that was the first thing I ran into with the Recon Evo. To preface, I have a normal-shaped foot, so I don’t need a super-wide toe box, but I do have pretty strong arches, which often lead to pressure points on the tops of my feet.

I did run into this issue a bit with the Recon Evo at first, but it turned out to be user error, me cranking down on the dials like I would with other shoes that don’t have such a natural foot wrap. After I realized I didn’t need to strangle my feet, the Recon Evo felt great.

These shoes are made for racing, so they’re lightweight and have fairly sparse lugs, leaving a lot of carbon exposed. Naturally, that raises concerns when walking around, but after enough time in carbon-soled shoes, it’s not much of an issue. The soles are pretty scuffed from all the miles and occasional walking, but I’m not really worried about them long term.

One of the Recon Evo’s most impactful adaptations is the shape of the sole and upper. As someone who has experimented with Bont, Lake, and other heat-mouldable shoes to accommodate my higher arches, I have to say the Recon Evo does the best job of working with natural foot shapes of any shoe I’ve tested (at least in this high-performance category). 

Bottom Line

They’re crazy expensive; there’s no denying that, but for the price, they’re also crazy comfortable and offer more stability than other shoes in this genre, which could be reason enough to justify the purchase. And just because they’re a “race” shoe doesn’t mean they’re fragile. I’ve been pretty tough on them, and although they are showing signs of wear, there are no worrying signs.

Do all the positives truly justify the price? That’s entirely opinion-based, but footwear can be one of the trickiest things to get right, and much like ski boots, performance cycling shoes are almost always worth getting right. If you have a normal foot shape, need room for your toes to move, want an almost unnoticeable feel, and value stiffness and efficiency, the S-Works Recon Evo are certainly worth considering.

Trail bikes are now on a spectrum. That spectrum bleeds into XC and reaches a tiny bit into enduro-style riding, and these two bikes are perfect examples of how broad it is. In my eyes, both fall into the same category, just at opposite ends.

The Ranger is Revel’s take on an XC bike, but I see it more as a short-travel trail bike these days. Sure, the first two versions were XC, but the Ranger V3 is more than that. It has 130mm of travel up front and 120mm out back, but the suspension has also been tweaked to give it a more supple, active rear end. This adds to the bike’s mind-boggling versatility, and it’s part of what makes the decision between this and the Rascal so difficult for some people.

View the 2 images of this gallery on the original article

The Rascal is kind of the bike that started it all for Revel, and it has stood the test of time as one of the best all-around trail bikes on the market. Although it has undergone slight changes since its 2019 release, the bike remains absurdly versatile at its core. It now sports a 150mm fork, with the same 130mm CBF rear end, well-considered geometry, and ride quality you have to ride to believe.

I have my Rascal set up with a 140mm fork to make it a little closer to the Ranger V3. They might be pretty similar, but they ride differently and check different boxes, and the overlap is hard to ignore. To put it plainly, the Ranger is a trail bike that leans more toward XC, and the Rascal is a trail bike that leans more toward aggressive trail riding and kinda of flirts with the enduro category, especially with the 150mm fork.

Rascal SL

The Rascal isn’t as supple off the top in terms of suspension; it’s marginal, but noticeable if you ride these two bikes back to back. The riding position is also less upright, as the Rascal has a slightly slacker seat tube angle and a slightly shorter rear center than the Ranger. That makes sense. But in my review of the Rascal, the slack STA is one of my biggest complaints.

Other than that, the Rascal climbs amazingly well, and it’s one of my favorite bikes for the balance of efficient yet comfortable climbing and confident descending. It’s a really impressive chassis, and for someone who wants a little bit of everything, I can’t imagine a better bike for the job if you can look past a couple of quirks. The cable routing isn’t as wonderful as the Ranger V3, and the chainstays aren’t proportional, so all sizes have the same 436mm chainstays.

With the ability to run both a 140 and a 150mm fork, the Rascal is absurdly versatile, with no flip-chips or geometry adjustments, and depending on what tires you’ve got mounted, it can do just about anything without letting you down. 

Ranger V3

The Ranger V3 is an enigmatic bike on paper, but in the real world, it’s a short-travel trail bike. It doesn’t feel like an XC bike going downhill and doesn’t feel like a trail bike going uphill. It pedals exceptionally well and descends way better than any other 120mm bike has any right to. I’ve built it up with burly wheels, tires, and oversized brakes, but I’ve also swapped in lightweight wheels and XC tires to shave a few pounds and let it lean into the Ranger’s XC lineage, and in both configurations, it feels top-notch.

On most 120mm bikes, I find myself being somewhat tender with line choice and descending scenarios. Not on the Ranger. It doesn’t feel like a 120mm bike when pointed downhill, and in the best way possible. The suspension feels plush at the initial stroke and provides more support as you get closer to full travel. It feels like a trail bike.

But that all changes when you head back uphill for another lap. The pedaling position is centered, the BB is lower, and the head tube angle is slacker, which lets you sink into the bike, but the CBF suspension keeps everything stupidly tidy and responsive. You lose no traction or slop when powering uphill, and those same qualities keep it composed and accurate on the way back down.

It might all sound perfect. A bike that climbs well and descends well is what we’re all after, and both of these bikes check that box, but one is definitely more descending-oriented than the other.

Verdict

The bottom line is that the Rascal is the right choice for anyone who wants more trail variety without worrying about the occasional shit line choice. It has more travel, so you have a little more room for error. The Ranger is a lightweight, short-travel trail bike, and although it can handle more than other bikes in this category, I still find myself questioning some choices, and the angel and devil on my shoulder are always quarreling over where my tires are pointed.

Get the Ranger if: You want an XC-ish bike that can confidently handle 80% of trail rides without issue.

Get the Rascal if: You want a trail bike that can do pretty much everything, but you aren’t as worried about weight and like a little more diversity in line choice.

Based on the brand’s popular titanium 29er El Jefe, the El Jefe Grande is a titanium hardtail built around the hottest trend in MTB going: 32” wheels. But rather than push the trend on everyone who doesn’t need it, Revel has made the El Jefe Grande in full 32” and 32”/29” options for shorter riders.

The biggest hurdle with 32-inch wheels is making the bike feel like the bikes we’re used to. A 32-inch wheel paired with a matching 100mm fork creates a massive lever arm, and that leverage puts immense stress right at the head tube junction. According to Revel, standard titanium welding techniques weren’t strong enough to handle those forces over the long haul.

View the 2 images of this gallery on the original article

Their solution is arguably the coolest piece of tech on the bike: a super clean 3D-printed titanium head tube. Smooth-welded to the top and down tubes, this 3D-printed junction is significantly stronger and stiffer than a traditional setup. It’s the first time Revel has used this tech on a production bike, and it easily passed ISO testing beyond standard mountain bike requirements. As a bonus, the 3D printing process let them integrate incredibly clean internal cable routing.

Geometry-wise, Revel’s Founder and CEO Adam Miller admitted many early 32-inch bikes felt awkward and stretched out. The brand went through multiple prototypes specifically to dial in the handling so the Grande feels like a proper trail hardtail instead of a novelty cruiser.

“A lot of 32″ bikes have pretty strange geometry. To me, most of them feel awkward like they’ve just been stretched out to fit the wheels. Figuring out how to get the handling right with these big wheels took a lot of trial and error,” Says Miller. “When we showed the Concept Labs bikes at Sea Otter, we knew it wasn’t quite ready to bring to market, but it was a good way to share some of our development process. We wanted to make a proper hardtail mountain bike and we only want to sell bikes we’re truly excited about. So, after more prototypes and a lot of tweaking to the geometry, we’ve made something that we are really proud of, and we’re psyched to get it out there.”

The frame reflects Why Cycles’ practical roots (the company merged with Revel in 2023). UDH-compatible sliding dropouts offer 17mm of adjustment for singlespeed riders. Tire clearance accommodates a 32 x 2.4″ tire—or 29 x 2.6″ on size small—with room for mud. All sizes have five sets of bottle and accessory mounts, ideal for frame bags.

View the 2 images of this gallery on the original article

Pricing, Availability, Details

A size Large frame weighs 4.76 lbs (2.16 kg)—not featherweight, but just right for a bombproof titanium hardtail built to roll over anything. The El Jefe Grande is available frame-only for $3,499 USD (£2,999 UK). Reserve your place in line with a $500 deposit on Revel’s site. Frames are slated to ship this December.

Key Features​

View the 2 images of this gallery on the original article

• Frame: Titanium with 3D-printed head tube, smooth-welded
• Fork travel: 100mm (550mm axle-to-crown)
• Wheel size: SM 32″/29″, MD–XL 32″/32″
• Sizes: SM, MD, LG, XL
• Rear spacing: Boost 12×148, UDH-compatible sliding dropouts (17mm adjustment)
• Rear tire clearance: MD–XL 32″ x 2.4″, SM 29″ x 2.6″, with plenty of mud room
• Head tube: Tapered, IS42 upper / IS52 lower
• Bottom bracket: 73mm BSA threaded
• Max chainring: 34T
• Rear brake: 160mm post mount, 180mm max rotor
• Seatpost: 31.6mm, 34.9mm seat clamp
• Max seatpost insertion: SM 275mm, MD 280mm, LG 285mm, XL 295mm
• Bottle/accessory mounts: 5 sets on all sizes
• Finish: Two-tone bead-blasted and polished graphics
• Frame weight: 4.76 lb / 2.16 kg (size Large)
• Complete bike as shown: 24.9 lb

Adjusting the cockpit can be expensive, especially if you aren’t sure which setup will feel best on the bike, and no one wants to spend a lot of money buying a bunch of different stems in the process. That’s where Evidince Engineering comes in with a 12-in-1 stem. It’s more than just the length and stack; it also has an adjustable width clamp that lets riders swap between a 58 and 70mm clamp area for more tunable compliance at the bars.

While it might look like a direct mount stem that you’d see on a dual-crown fork, it isn’t, although it does borrow some of the tech in a really neat way, and it certainly has my attention. The initial launch will include a very limited number of stems, which are expected later this month (10/23) at 199 € (incl. 23% VAT).

Get on the list for the pre-order here

View this post on Instagram

Michał Piórkowski, the founder of Evidence Engineering, has 20 years of mountain biking experience and has spent 10 years designing motorsport suspension and chassis. Now, after two years of development, he’s bringing his adjustable mountain bike stem to market. You can follow along with the process on Evidence’s Instagram.

Since high school, Michał has dreamed of launching a bicycle components company. He didn’t want to just make another brand whose products differ only in appearance – he wanted there to be a reason. With his background in MTB and engineering, combining them felt inevitable (it’s also a formula that typically results in a great product). He took his time with this stem, developing, testing, and bringing it to market, and I think he nailed it.

Evidence Stem Details

• Length Configurations: 20 / 30 / 35 / 45 mm
• Stack Configurations: 33 / 45 mm
• Tunable Clamp Width: 58 / 70 mm
• Low Steerer Clamp: 24 mm
• Tested for Category 5 gravity use
• Price: 199 € (incl. 23% VAT)

I’m a fan of the traditional tire, and I’m lucky to test a shit-load of tires, but the one I keep coming back to is the Continental Kryptotal – and it’s for a reason. I’m not trying to sell anything here; I have no affiliate links or personal incentives. I like the tires, and I think they are an option worth considering for anyone who wants a tire that lasts a long time and stays consistent across a wide range of riding conditions.

Context

I’ve been on and off the Kryptotal for a year now, and I have ridden every compound and casing the tire is offered in, on almost every type of trail and condition you’d encounter. What I’ve found is that it is one of the most consistent tires on the market. Although it’s not the softest (even in the Super Soft compound), it is one of the longest-lasting and most reliable across a range of conditions, while still balancing grip, longevity, and durability.

I just got back from a trip to Whistler for the UCI DH World Cup with Continental, but this review isn’t influenced by the brand. I just really like this tire and figured now would be a great time to wax poetic.

The Consistency Perspective

Radial tires are great in certain scenarios, but not every scenario; it also depends a lot on the manufacturer and tire construction. I’ve found that I get along well with the Vee Tire Co. RadCore tires and the Specialized Radials, but that is because they behave more like a traditional tire on the trail, with some fringe benefits from the radial carcass. They also use a stiffer casing, which adds to the support. 

Support is the main factor here. I’ve found that trail and enduro radial tires lack cornering stability, which can feel unreliable when you’re really pushing the tires. Because the tires deform more on the ground, they can feel a bit squirmish, and that isn’t something you want all the time. Sure, it can feel great when you’re trying to squeeze every bit of traction out of a contact patch in a straight line or over tech, but when you’re leaning into a corner or riding hardpacked trails, a radial tire can become a little scary and unpredictable.

We all want a consistent tire. A tire that can handle a huge variety of conditions without feeling like a compromise, and from my experience, a radial tire isn’t always the best choice. A lot of marketing has pushed radial tires on consumers, but just because it’s the latest trend doesn’t mean it’s better.

Existing Preferences

Maxxis, WTB, Specialized, Schwalbe, Continental, Etc. The list of mountain bike tire brands is long, and almost every rider on the trail has a tire they swear by. We’re all a little biased, just like the ply of our favorite tires. Over the last year, I have been riding tires from all the aforementioned brands, and I certainly have my preferences when it comes to tread patterns and casing construction.

For most of the season, I have been on Continental tires, and I have gotten along with them really well. I have been a big fan of the Xynotal and Kryptotal tires for most of my riding, and I find they last a long time and have a very consistent feel on the types of trails I ride most often. I use the Xynotal for most of my riding around here in Boise, and when I head back home or up north, I mount up the Kryptotal.

What I haven’t experienced yet is the Kryptotal DH casing with the Super Soft Compound, and after a week of testing them in every possible condition, I have to say they have left a really positive impression.

Variables Matter

Whistler Mountain Bike Park in September can be a mixed bag, that’s for sure, and the week spent in Whistler Village leading up to the UCI DH World Cup there was a perfect example. We rode everything from dry, bombed-out bike park to super-saturated roots and rocks off-piste, and the Kryptotals stayed mounted through it all.

Even as the tire pressure changed, I never added any pressure. I didn’t get a single flat or noticeable burp of air, but I kept dropping pressure until it got questionably low; they just kept feeling better. I never had them pack with mud or dirt too badly, and they shed what did pack into the tread really easily.

View the 2 images of this gallery on the original article

I figured it was better to be safe than sorry and landed on 19psi in the front and 22psi in the rear tire. That seemed like the perfect window for the riding I was doing, and I didn’t dare go any lower. Typically, I run the Enduro casing and Soft compound for these tires, and I wouldn’t dare ride those at these pressures, but the DH casing and Super Soft compound selection was happy to indulge my curiosity.

After so much time on radials over the last couple of months, being back on a familiar, traditional casing tire felt like a warm hug. Everything felt consistent and familiar, and that is one of the best ways I can describe the Kryptotal tire.

Takeaway

Tires are one of the easiest things to change and can have the biggest influence on how a bike feels. Picking the right one is key to getting a bike to feel consistent. Finding the one that works for you and the conditions that you ride most will be a game changer. 

There will never be total agreement on which tire is the best, but I’ve found a sweet spot with the Continental Kryptotal tires. I can’t remember ever having a flat or any major issues with seating them, a wonky casing, or anything that would cast them in a negative light.

They aren’t the cheapest, nor are they the softest on the market, even in the Super Soft compound, and yes, deciphering the hieroglyphics on the sidewalls can be confusing at first, but they hold up for a long time and are absurdly consistent in all manner of riding conditions.

The Kryptotal is Continental’s all-around tire, and it comes in a mind-numbing array of compounds, sizes, casings, and front- and rear-specific tread patterns. It’s the only Conti MTB tire that spans the entire periodic table. It comes in 20″ through 29″ in endurance, trail, enduro, and downhill casings, with varying levels of softness, so whatever you ride, you can find a Kryptotal that fits your needs.

With so many variations comes a wide range of prices. The Kryptotal ranges anywhere from $88 USD to $122 USD, depending on casing and compound. Considering how long these tires tend to last, I would say it is well worth it. I have spent my own coin on a few sets, and I’m lucky enough to have been given plenty of tires to review, but I wouldn’t suggest a tire that I don’t stand behind.

Loam Pass Destinations

The formula remains the same: you get two days of riding at each partner destination. Right now, with the early-bird launch window (October 1–14) for the 2027 pass, you get the rest of the 2026 season for free. That means you get a 2026 pass to use through December 31 at currently operating destinations, so you can squeeze in some late-fall laps before winter shuts things down.

Get the Loam Pass Here

New Destinations for 2027

Loam Pass already had a solid roster, but the 2027 expansion adds even more value, especially for those heading to the Pacific Northwest and BC, but it doesn’t forget about the Mountain West or East Coast riders.

• Revelstoke Mountain Resort, BC: Revy is finally on the pass. Known for massive vertical and long descents, including the legendary Fifty Six Twenty trail, this alone justifies the pass cost for anyone planning a British Columbia pilgrimage.
• Grouse Bike Park, BC: Vancouver’s North Shore just got chairlift access via the new Grouse Mountain bike park. Expect everything from approachable flow to the steep, technical lines the Shore is famous for.
• Blue Mountain Resort, PA: Holding the title for Pennsylvania’s biggest vertical drop, Blue Mountain brings proper East Coast rock tech, jumps, and flow in the Poconos to the network.
• Brian Head Shuttle, UT: Southern Utah backcountry just got easier to access. The pass now covers shuttle runs to high-altitude favorites like Blow Hard, Dark Hollow, and Bunker Creek.
• Flow State Biking, WA: PNW riders get shuttle access to the trail networks of North Central Washington, opening up another crucial stop for road-trippers.

Passholder Perks

Beyond the lift tickets and shuttle bumps, the Loam Perks program is expanding to help offset the inevitable cost of keeping your bike running. Passholders now get 20% off VEE Tires, Tannus, and Cache Pads.

If you’re in the market for a whole new rig, this month offers a serious incentive to pull the trigger. During the October 1–14 launch sale, passholders who buy an ARI bike get an extra $200 off, which stacks with the standard 10% passholder discount. That discount effectively covers the $229 pass cost before you’ve even finished planning your next trip.

The $229 early bird pricing is live now at LoamPass.com and runs through October 14, 2026. If you want to ride out the rest of this fall on the house, lock it in before the window closes.

My dream just came true!! No more words needed.

View this post on Instagram

The iconic Troy Lee Designs and Red Bull combo helmet represents more than just a sick look; it signals access to elite athlete support, recovery centers, and performance resources. As Ostgaard prepares to make her eventual jump to the Elite Women’s field, where she will face off against established heavyweights like Vali Höll, she now rides with the backing of one of downhill racing’s most influential brands.

View this post on Instagram

The 18-year-old Ostgaard secured the Junior Women’s season championship with a dominant win at last week’s penultimate event in Whistler, Canada. Less than a week later, Gwin surprised the young phenom with her Red Bull gear before the final race of the year.

As of October 3, 2026, Ostgaard has secured P1 in Lake Placid’s qualifying round, with finals set for later this weekend, and with Ostgaard not missing a podium (1st in all but two races) at any race this season, she’ll likely be ending the season with another medal. 

Her victory at Whistler on the notoriously challenging 1199 course stands out as her defining run of the year. Ending her finals run over nine seconds clear of the competition, she sealed her Junior World Cup overall title in dominant fashion before heading into the Elite ranks in 2027 sporting a new lid.

The Pace 5 Rec is Aventon’s cruising e-bike built for casual riding and simple commuting.  It has a classic, European-inspired step-through frame.  Plus, it’s equipped with swept-back handlebars, an adjustable stem, and a wide saddle to position you in an upright riding posture. 

Aventon combined that bike’s classic construction with modern e-bike features. They upgraded the motor, which now pumps out 1440 watts in Boost mode, added electronic brakes with regenerative braking, and loaded the bike’s computer with smart features designed to attract tech-minded riders. Honestly, between the bike’s geometry, components, and feature set,  it’s like a souped-up Citi Bike from New York City’s bike-sharing program. 

Where to get the Aventon Pace 5 REC

Check Price

Build Details for the Pace 5 Rec

Aventon has two Pace models. Compared to the Pace 4, the Pace 5 Rec is their bigger and more powerful option with longer range. It also has some features designed for more comfort.

For the Pace 5 Rec, you can choose between two frame sizes.

1. Regular, for riders 5’0”-5’9”.
2. Large, for taller riders in the 5’9”-6’3” range. 

Color-wise, the Pace 5 Rec comes in a fun variety of colors like Glacier Mint, Sakura, Koi, Anvil, and Lagoon. I’ve been rocking the Pace 5 Rec in the Koi colorway, and I must say, I’m really loving the burnt orange and rust-colored aesthetic. 

• Motor: 750-watt motor with a 1440-watt peak in Boost mode
• Battery: removable internal lithium-ion, 36V, 20Ah, 733Wh battery with up to 75 miles of range.
• Controls: Aventon A280 display and Aventon LH handlebar-mounted throttle
• Frame and Fork: 6061 Aluminum, Gravity Cast Front Triangle and 
• Aventon Rigid Alloy front fork.
• Drivetrain: Shimano 8 Speed trigger shifter,  Shimano Altus rear derailleur, and Shimano 8 Speed cassette.
• Wheels and Tires: 27.5 x 2.1 tires laced to double-wall aluminum rims.
• Brakes: Tektro HD-E3120 hydraulic disc with regenerative braking
• Weight: 60.48lbs with an 8.7 lbs lithium-ion battery. 
• MSRP: $1,799.00

From the moment I started unboxing the bike and pulling off the frame-protecting packaging, I could tell the quality of the machine I was about to assemble. I already spoke about the color,  but what also stuck out right away was the Pace’s geometry. It boasted the classic clean lines, shape, and aesthetic that have become a motif across Aventon e-bikes. 

Components-wise, Aventon opted for more name-brand parts compared to some other e-bike manufacturers. For example, the Pace 5 Rec came stock with a full, front-to-back Shimano drivetrain. And up in the cockpit, I found Tektro electronic and hydraulic disc brakes. 

The Tektro brakes were a highlight. They functioned great – very snappy and powerful. Because they are electronic, you can enable regenerative braking mode. Regenerative brakes recover small amounts of energy every time the brake levers are squeezed. Aventon claims you can earn up to 5% more range when you use the brakes with the regenerative mode enabled.  

There were still some no-name parts. The aluminum handlebars and stem were mystery parts. Plus, the rims and tires were no-name. As a tire snob, I’m skeptical of the long-term viability of the stock rubber on the Pace 5 Rec.  And I was annoyed by the cheap plastic pedals.  

Ironically, I found Aventon’s 250mm-wide saddle, designed specifically for “more comfort,” uncomfy. I’m of the opinion that bigger is not always better when it comes to saddles. I don’t need wide coverage. Instead, I want precise support for my sit bones. Plus, I feel like the giant saddle negatively affects the otherwise sleek aesthetic of the Pace 5 Rec. 

Beyond the componentry, Aventon loaded the Pace 5 Rec with a ton of “smart features.” With all these features, it seems they’re really trying to reach tech-minded people who want to ride bikes, not cyclists looking to add an e-bike to their stable. 

I’m not a particularly techy guy, so certain features, like the Apple Watch connectivity, made my eyes roll. And cruise control? I mean, we’re here to pedal bikes, right? Anyway, here’s how it works:

You can activate Aventon’s cruise control feature by pressing and holding the “>” button when cruising at your preferred speed. When activated, the speedometer icon appears above the Assist Level on your display. To disengage cruise control, pull your brake levers or press and hold the same button a second time. 

I don’t have an Apple Watch, but with the Aventon Apple Watch app, you can power your bike on or off, lock and unlock your e-bike, and track your ride in real time. While you ride, your watch can display ride duration, distance, current speed, and your heart rate.

Of all the smart features, the e-lock is my favorite. It was particularly helpful for quick stops or when I forgot my lock. And I could see how the activity detection and built-in alarm could deter thieves. 

Real-World Motor and Battery Performance

Aventon claims the Pace 5 Rec has a 75-mile range. This is based on their testing with a 165-lb rider on a paved, flat road, in Eco mode. Sounds pretty impractical to me. 

I feel this way because I felt the need to ride the bike exclusively in Turbo or Boost pedal-assist modes. The less powerful modes, Eco and Sport, didn’t offer me the ride experience I was after. This may be because of my need-for-speed riding style, but I suspect other riders like me will feel similarly. To be fair, however, the Pace 5 Rec isn’t really marketed toward aggressive riders in the first place. 

As I mentioned above, a unique feature of the Pace 5 Rec is the bike’s regenerative braking. Aventon says you can gain back 5% of range when you use the regenerative brakes. The precise amount of energy gained would depend on terrain, riding style, and rider weight. I suspect the regenerative gains are minimal, but even marginal gains will compound over time, especially in hilly cities with lots of stop-and-go commuting. 

It’s worth noting you can switch the regenerative feature between only-braking and coasting. In the coasting mode, the bike can regain energy during deceleration while coasting down big hills. 

Ride Impressions: comfortable, stable, easy to ride

Aventon nailed the Pace’s size and shape. With the adjustable seatpost and stem, and the swept-back handlebars, I was able to position myself super comfortably while riding. The Aventon lock-on grips fit nicely in my hands also and had a spacious flange to support my palms. This comfortable riding position made wanting to ride the Pace 5 Rec a no-brainer. 

The Pace 5 Rec felt stable and easy to navigate. It reminded me of riding my mountain bike. Sure enough, when I looked into the geometry data, I found out it has a very long wheelbase and slack head tube angle, similar to my Salsa Timberjack. 

Unfortunately, when I got the Pace 5 Rec up to speed, I found the aluminum frame to be rattly. Vibrations from the uneven pavement and the normal bumps on my routine commuting routes seemed to diffuse straight through the bike and into my body. Perhaps a fork with front-end suspension or at least a suspension seatpost could smooth out the ride experience. 

The worst part was the clunky shifting. The Pace 5 Rec comes with a Shimano Altus rear derailleur and an 8-speed Trigger shifter. While not top of the line, one would think this Shimano drivetrain could do the trick. And most of the time it did, but unfortunately, it seems the bike arrived out of spec or poorly tuned. 

When I ride the bike in its biggest gear, the drivetrain skips, clicks, and performs poorly. I’ve had to avoid that gear altogether. On hill climbs where I need that gear, I now just change the pedal-assist mode and throttle through it. 

I assume a rear derailleur adjustment will fix the problem, but for an e-bike just shy of $2,000 dollars, I expect it to be fully functioning out of the box. 

Who is the Pace 5 Rec For?

Aventon’s Pace 5 Rec is for urban commuters who want to casually get around town. The Pace 5 Rec is also perfect for recreational cyclists going for long, easy rides on bike paths. It’s even a viable option for riders who cannot ride out from their homes and need to transport their e-bike to access the local beach path or rail trail. Despite the long wheelbase, it fit just fine on my Kuat hitch rack.  

Where to get the Aventon Pace 5 REC

Check Price

In addition, with all the smart features, Aventon really seems to be aiming the Pace at a tech-friendly market. Interestingly, I noticed the media on Aventon’s webpage for the Pace 5 Rec is almost entirely composed of cyclists from an older age group. If not advertising the tech built into the Pace 5, all their photos and videos feature folks who seem to be in their 50s or older. Therefore, Aventon seems to have positioned the Pace 5 Rec perfectly in the intersection of older, tech-savvy individuals, like, in all honesty, my mom.  The Pace 5 Rec would be perfect for her. 

Final Thoughts: tech-forward e-bike for very casual riders

Aventon’s Pace 5 Rec exudes the classic design style and aesthetic that has helped make Aventon a higher-end e-bike manufacturer. It comes stock with solid components and is packed with smart features built to enhance your ride experience. 

But to get this thing really road-ready for running errands or commuting, you’ll need to add some accessories like a rear rack or front basket. In comparison, competing (and cheaper) e-bike manufacturers already equip their commuter-style bikes with a front fender and rear rack. For example, the Lectric XPress.

You can expect to be comfy when you ride the Pace 5 Rec, but don’t expect it to be fast or sporty. If you’ve got a need for speed, or are looking for a more shreddable e-bike, look elsewhere.

A recent video by Kona Bikes, titled Sophie Allen’s Field Notes, offers an honest look at Allen’s dual life. While Allen is a huge fan of riding bikes of all kinds, from cross-country and gravel to enduro, riding is only part of her story. She is a full-time lover of the outdoors and a full-time environmental consultant. In the video, Allen explains how her day job conducting surveys perfectly intertwines with her time outside.

View the 2 images of this gallery on the original article

Whether exploring the hidden oases scattered around Los Angeles or the ribbons of singletrack, Allen is always down to stop mid-ride to examine or ID flora and fauna. “When you notice the small things, you tend to slow down in life, and you just get to appreciate things one by one,” Allen notes in the film.

This profound curiosity about the ecosystems she rides through sparked her recent partnership with POW. As an Athlete Ambassador, Allen is using her platform to advocate for protecting the natural playgrounds she treasures.

Her message to the outdoor community is clear and actionable: “One of the best things people can do to protect these open spaces would be just to get out there and vote and advocate for the places that they love most”. Allen continues to lead by example, both on and off the bike.

“As a freerider, I’m no stranger to huge jumps, but this was one of my biggest challenges yet. Ahead of this year’s Red Bull Rampage, I put together a team to build the world’s longest manmade dirt-to-dirt feature and attempt to land the more than 100-foot jump.

This one has been years in the making, and it wasn’t easy. Excited to share this journey to progress the sport I love and push what’s possible on natural terrain.

Don’t forget to tune in Sunday, October 10th on the Red Bull Bike YouTube and Red Bull TV to watch me compete in the 25th anniversary of Red Bull Rampage.”

The concept might seem “normal” in the modern age of freeride, but jumps of this size are always machine-built, as are the massive run-ins they require. The magic is the work and time that go into manipulating and using the natural terrain to build a jump this size. Not to mention the mental clarity required to be the first person to hit it. 

“I always have the most respect for the person who hits the jump for the first time and unlocks it for everybody,” says freeride legend and friend, Tyler McCaul. Every tiny detail matters when hitting a jump this size for the first time. Jaxon is sending himself into the unknown, and oftentimes that results in trial and error. From speed checks in excess of 45 mph to the first attempt that put Riddle out for a few weeks with a broken ankle, the project progressed and eventually earned a full top-to-bottom rework that extended the run by 400 feet and reshaped the takeoff.

In the end, the mission is inspiring, and seeing it all come together reinforced the roots of freeride: Build something no one has ever ridden before, then ride it. As crazy as that sounds, that’s what has, and always will, push the sport of freeride mountain biking, not packing the most amount of rotations into a gap, or seeing how many tricks can be done before touching the landing. It’s about going huge into the unknown and coming out the other side. 

The 140mm of travel out back, 160mm up front, 29” wheels, and single flip chip for shock progression make for a bike that knows what it is, but isn’t terribly uncomfortable getting a little outside of its comfort zone.

The first rides on the Yeti MT were also my first “real” rides back after a shoulder injury, and my hesitations to take a bike with 140mm of rear travel straight into a bike park were valid. But in the end, it really wasn’t too bad.

TLDR Good & Bad

Good: Light and responsive, versatile amount of travel, balanced geometry, excellent climber, competent descender.

Bad: Costs a pretty penny, not the most forgiving in terms of compliance, lots of tight spaces and bearings in the linkage, seatpost insertion can be limiting on smaller sizes.

The Details You Should Know

Frame Storage: Yes, and it’s well done, but I didn’t use it.
Flip-Chips: One, and it changes shock progression between 10, 15, and 20%.
Travel: 140mm rear, 160mm front.
Wheel size: 29” front and rear
Size Tested: Large
(Stack: 635mm, Reach: 480mm, STA: 71.5, CS: 446mm, BB height: 342mm)
Build Kit Tested: X0/90 ($8,000 USD)
Complete build MSRP: $8,000 – $11,500 USD | Frame: $4,600 USD
Yeticycles.com

Ride Impressions

The Yeti MT wants to be pushed. It wants to be ridden hard, and if you can manage that, the bike gives back with a supportive ride. It’s not a bike you can just sit on and meander down the hill, and compared to the trend of super-supple suspension, the Yeti MT is a little different. The more you push into the bike, the more it gives you what you want.

The Yeti MT has a responsive chassis, to say the least, and for the most part it lands above its category on paper for both descending and ascending. It is really well-rounded, and could easily be a bike that the right person could ride almost everything on. It pedals great without the climb switch, and it goes downhill with enthusiasm that the rider needs to match.

It’s a prime example of a modern trail bike and a bit like a multi-tool: great for most everything, but not amazing for every job you might face day to day. But that also is entirely dependent on what you ride every day.

Maybe it was taking it right into laps of Whistler tech and bombed-out corners, but I definitely found the limits of the travel and comfort. On smoother flow trails, it was happy to provide a responsive platform, but a responsive platform isn’t always comfortable, especially in the bike park; that isn’t really what this bike has been built for. 

The bike really fell behind in fast tech, where I felt the suspension was easily overwhelmed and packed down quickly, creating a few huck-and-pray situations and forcing me to stop to make sure I didn’t blow anything up (nothing blew up).

At first, cornering felt a little strange, but the more I rode it, the more it made sense. You need to ride the bike all the time. Some bikes you can point, shoot, and wait for the bang. With the MT, you need to point, shoot, and guide it all the way through. This was most noticeable in corners and tech that other bikes might plow through; the MT wanted to ping and glide, and it could be easily influenced by the trail, regardless of what I wanted.

Over time, it started to feel a little better after adjusting the cockpit and pressures. I settled into the right PSI in the tires, which I kept dropping on the DH Casing Super Soft Continental Kryptotals before settling at 19 psi in the front and 22 psi in the rear. As for suspension, I went back and forth between 180-185 in the shock (Fox Float X) and 78-83 psi in the fork (Fox 36 SL). For reference, I am 175 lbs, and probably close to 182lbs with all my gear on.

The lower suspension pressures felt ideal, as the frame is pretty far from compliant. I felt this bike should be “over-tired”. I feel this way about most bikes, and I was happy not to be on radial-casing trail tires for the riding we were doing, given how reliant I was on my tires to pick up the slack of the 140mm rear end.

The chassis is certainly on the stiffer side, and the rear end doesn’t lack lateral rigidity, which seems to invite pushing it even harder than you might think is doable. For the first day, I was riding the Yeit MT with its single flip chip in the middle progression setting, and I’ll be the first to admit that I should probably have put a few more PSI in the shock, but it wasn’t terrible, and I really only found the absolute bottom of the travel once or twice throughout the day of riding in the park. But the 180 psi mark on the shock was a savior outside the park, and a softer fork saved my poor AC joint from extra pain on some of the steeper trails we rode outside the lift-accessible zone.

Day two included some out-of-the-park excursions to ride the world-class singletrack Whistler offers those who don’t mind a bit of a pedal up. But the juice is always worth the squeeze, and the squeeze yielded a lot of juice on the Yeti MT. Overall, it pedals great, maybe not as precise as other bikes in the travel category, but I wasn’t complaining at all. The pedaling platform feels responsive, and the power drives you forward. There is still some suspension movement, but just enough to keep the wheel tracking the ground and grip in the right spot. For whatever reason, the stack on the size large MT felt a tad short for my liking, but it also had the stock bars, which aren’t the tallest; the trade-off is slightly less confidence descending on steep trails, but a nice, aggressive position while going up and a playful way about it while on flow trails and jumps.

Comparison Is the Thief of Joy

I’ve been riding the Specialized Stumpjumper 15 Evo quite a bit lately, and at 145mm of rear travel and a 160mm fork, the bikes are similar in travel, but that’s about it, and I think that spotlights the spectrum of what a trail bike is. The SJ15 is almost sluggish compared to the MT’s spirit.

The MT rides with no wallow or super-squishy feel, and that could be a selling point or a negative, depending on what you’re looking for. I’ve also been riding the Revel Rascal SL a lot, and with 10mm less travel than the MT, both at the fork and rear end, the MT feels more like the super supportive Rascal than it does the Stumpjumper 15 Evo, but it finds a balance that I would say blends the spectrum of what a trail bike can be in a really great way.

The MT chassis is stiff and accurate on the way down the hill. The MT has an obvious return on inertia, and cornering feels incredibly rewarding. It locks into the arch of where you’re pointing and follows through with energy. On jumps and flow, the MT wants to play around, and although the rear center is fairly long, it likes being balanced on one wheel and guided on the trail. Because of the longer rear end, cornering can sometimes feel vague, but only if you point it and then hope the bike will do the rest. If you tell it what you want it to do, it will. There are no passengers on the MT.

Towards the end of my time with the MT, it all started to click. It’s not a bikepark bike, and riding it like it is won’t give you the ROI you’re looking for. So I dialed it back a bit and embraced the blue flow and off-piste riding with open arms. 

The bike goes where it is pointed, and as I said before, it does require some encouragement from the rider in those more technical situations. But the MT really shines on faster, flowier trails that let you set up and execute turns and undulations. The MT went from vague and easily overwhelmed in the bike park and double-black tech outside of the park to a precision instrument on the less aggressive trails. I’m sure that with a bit more time on it, the bike would become more comfortable, but my time was short, and the legends at Arbutus Routes in Whistler, BC, where I borrowed this bike, didn’t have flip-chips on hand for me to tinker with.

Overall, the combination of 140mm out back and 160mm up front makes the bike more capable than one might assume, but throughout testing, I felt like I needed to keep dropping pressure from the shock and fork to make the bike feel more composed on more technical sections of trail.

I appreciate the MT’s straightforward nature compared to the LT, which has a ton of adjustments, and I felt the MT was dialed right out of the box in terms of geometry, riding position, and behavior. Both up and down, the MT is consistent and pretty familiar, with no glaring issues. I think if I had been at 100% in terms of shoulder recovery and had more time to fully dial the bike in, the MT would have handled everything accurately and left me with no complaints.

Parting Impressions

It’s clear a lot of work went into developing this new suspension platform, and it shows on the trail. From an efficiency standpoint, the MT doesn’t demand a climb switch; in fact, I never touched it, and I think locking out the rear would detract from the feeling Yeti was going for. It feels reactive to the terrain and just keeps going if you keep going. It’s not a missile up the hill, but that’s not really the point because it’s not an XC bike – it’s a trail bike.

Given the bike’s character, I was glad I wasn’t running the stock Schwalbe Radial tires, and instead opted for some DH-casing, Super Soft compound Continental Kryptotal tires with about as little pressure as I could comfortably get away with. Other than that change, I also put on narrower bars (760mm), which made the bike feel a little more familiar.

The MT feels really well-rounded, and for a bike with 140mm out back, it handled pretty much everything in the Whistler Bike Park that I pointed it towards, with the only place it really felt unsettled being the braking bumps and consecutive impacts on more technical black trails. Neither of which are that surprising.

The takeaway is pretty simple: modern trail bikes are really damn good, and if you can afford it, the Yeti MT is one of the most capable options on the market right now, but don’t expect the plush, forgiving chassis of something like the Stumpjumper 15.

With a recent partnership formed between adidas and the Norco Race Division, it’s not totally out of the blue that the iconic footwear brand is making another push into the mountain bike space with more impactful branding, and it’s also nice to see the 5.10 image not completely fading into the backdrop.

adidas unveiled its next-generation Freerider mountain bike shoes, a reimagined lineup launching in March 2027. It includes flat and clipless options, led by the Freerider Pro BOA and Freerider Pro BOA Clipless. Althought he 5.10 branding isn’t as prominent, the ingredients that make them one of the most popular mountian bike shoes remain a core of the new footwear line.

View the 1 images of this gallery on the original article

Since debuting in 2009, the Freerider has been a flat-pedal staple, known for its grippy Stealth rubber. The new lineup combines the original’s off-bike style and traction with the Hellcat’s proven clip-in performance. It’s also the first to feature both adidas’ 3-Stripes and the Five Ten logo, reflecting deeper integration of the label into adidas’ cycling category.

The flat-pedal Freerider Pro BOA was created with Rampage favorites Brendan Fairclough and Vero Sandler, and Mountain Bike Hall of Famer Danny MacAskill. The Freerider Pro BOA Clipless, recently debuted at the Whistler World Cup, was developed with Norco adidas Race Division, drawing on input from World Champions Greg Minnaar and Vali Höll, and USA Cycling Elite Downhill National Champion Dakotah Norton.

Details

“For more than 15 years, Freerider and Stealth rubber have set the standard for flat pedal performance,” said Luke Hontz, Senior Product Manager for Bike at adidas. “But rather than making incremental updates, we took a step back and reimagined what Freerider could be. The result is a new range of products, including the first-ever clipless Freerider, giving riders at every skill level a shoe tailored to how and where they ride.”

A five-layer toe box featuring Poron impact resistance and an asymmetric construction provides a little bit of armour for side impacts, and a secure, micro-adjustable fit comes from an asymmetric PERFORMFIT™ WRAP and Li2 BOA® dials, a single dial on the flat model and a double dial on the clipless version. An integrated debris shield provides additional trail protection.

The flat pedal shoes still utilize the beloved Stealth rubber compound while the clipless model employs the harder-wearing Stealth Marathon compound and features a redesigned cleat slot with 5mm of extra adjustability, allowing riders to position cleats further back.

The full Freerider range will start at $120, with the PRO BOA® and PRO BOA® Clipless priced at $180 and $250, respectively. The collection will be available in March 2027 through the adidas website and app, offering sizes ranging from US 5.5 to 10.5 for women and US 5.5 to 14.5 for men.

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

Construction

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

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

Availability and Support

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

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

Geometry & Fit

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

Build Kits and Pricing

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

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

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

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

View the 2 images of this gallery on the original article

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

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

Where to get the Aventon Abound LR

Check Price

Build Details For the Abound LR

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

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

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

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

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

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

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

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

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

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

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

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

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

Real-World Motor and Battery Performance

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

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

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

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

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

Where to get the Aventon Abound LR

Check Price

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

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

Ride Impressions: somewhat capable but disappointing 

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

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

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

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

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

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

Who Is the Aboud LR For?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

View the 2 images of this gallery on the original article

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

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

Onward to the ‘Great White North’

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

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

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

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

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

From Young Gun to Fastest in the World

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

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

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

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

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

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

Follow Brian on Instagram @brian_pinelli

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

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

View the 2 images of this gallery on the original article

The Updates

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

View the 2 images of this gallery on the original article

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

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

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

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

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

ARIA V2
Trail, Enduro, and eMTB

PRICE: €1100,00 | $1200,00

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

AVAILABLE LENGTH / STROKE

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

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

ARIA V2 DH
Downhill and Freeride

PRICE: €1100,00 | $1200,0

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

AVAILABLE LENGTH / STROKE

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

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

View the 2 images of this gallery on the original article

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

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

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

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

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

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

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

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

Decoy Core 4: $7,999

Decoy Core 3: $6,999

Decoy Core 2: $5,999

Decoy Core 1: $4,999

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

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

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

Cascadia Details & Features

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

Construction & Fit

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

View the 2 images of this gallery on the original article

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

View the 2 images of this gallery on the original article

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

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

Size & Function

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

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

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

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

“Complaint”

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

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

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

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

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

Race Pro Details

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

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

View the 3 images of this gallery on the original article

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

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

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

The Selling Points

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

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

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

Explore more at Magura.com

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

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

View the 3 images of this gallery on the original article

Core Drive & Engineering Features

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

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

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

View the 2 images of this gallery on the original article

Hub Specifications

A little history of SPD-SL

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

View the 2 images of this gallery on the original article

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

The evolution of SPD-SL

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

Shoes, Pedals, and Cleats: A Complete System Overhaul

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

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

View the 2 images of this gallery on the original article

SPD-SLR Pedals & Cleats

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

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

View the 2 images of this gallery on the original article

View the 2 images of this gallery on the original article

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

S-Phyre RC-910 & RC-810 Shoes

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

View the 2 images of this gallery on the original article

View the 2 images of this gallery on the original article

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

Pricing

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

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

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

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

View this post on Instagram

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

View this post on Instagram

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

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

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

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

View the 2 images of this gallery on the original article

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

Inside the Kit

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

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

How to Snag One

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

Scott Sports X NoNormal Gravel Kit

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

NoNormal Coffee

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

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

Overview

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

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

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

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

Details and Features

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

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

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

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

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

Lenses & Image Quality

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

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

The Settings I Use For Great MTB Footage

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

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

Longevity and User Interface

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

View the 2 images of this gallery on the original article

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

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

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

Race Results and Timing

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

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

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

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

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

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

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

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

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

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

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

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

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

Overview

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

View the 2 images of this gallery on the original article

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

View the 2 images of this gallery on the original article

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

View the 2 images of this gallery on the original article

Geometry & Frame Details

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

Geometry Charts

View the 3 images of this gallery on the original article

Models and Pricing

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

Scott Spark DC Factory

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

Scott Spark DC 10

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

Scott Spark DC 20

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

Scott Spark DC 30

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

Scott Spark DC 40

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

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

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

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

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

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

What This Means for GoPro Users

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

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

View the 2 images of this gallery on the original article

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

Who is Starman, and What is the AI Pivot?

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

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

Times, they are a changing…

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

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

View the 3 images of this gallery on the original article

Limited Numbers and Huge Price Tags

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

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

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

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

Confirmed Athletes

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

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

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

View the 2 images of this gallery on the original article

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

View this post on Instagram

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

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

Follow along with the Project: @ride.project17

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

Check out the Madrone Trail at Marinbikes.com

The Retro Appeal

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

Details

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

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

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

View the 2 images of this gallery on the original article

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

If possible, watch this one on the big screen.

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

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

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

Words from Ride to Resilience

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

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

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

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

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

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

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

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

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

Overview

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

View the 2 images of this gallery on the original article

Build Kits / Pricing

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

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

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

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

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

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

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

Shop the Ari Wire Peak at Aribikes.com

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

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

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

The Evo-lution of the Stumpjumper 15

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

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

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

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

The Build Kit: NICE

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

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

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

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

The Genie in the Bottle Grants Another Wish

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

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

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

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

Riding Impressions

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

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

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

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

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

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

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

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

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

Parting Thoughts / Pros and Cons

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

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

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

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