The Falcn RS is the newest road offering from Ridley, and it’s ready for much more than smooth tarmac. The Falcn RS was developed for the World Tour as a bike that can take on the Ronde van Vlaanderen to Paris-Roubaix, a Grand Tour stage, and Strade Bianche. How? The bike is aerodynamic, lightweight, and focuses on little details to improve rider experience.

Ridley Falcn RS — What is it?

The all-new Ridley Falcn combines the best of both worlds: an aerodynamic bike that is as light as possible. If you’re a Ridley fan, think of the Falcn RS as a combination of the Noah Fasts’ aerodynamics with the weight of the Helium SLX.

Ridley Falcn RS Frame Details

It’s light — how light? The new Ridley Falcn RS frameset is only 110 grams heavier than its flagship climbing bike, the Helium SLX. Ridley says the frameset of our review medium review bike is only 825 grams. But Ridley put most of the effort into making an aerodynamic and efficient fast bike.

Our Ridley Falcn RS Force review bike weighs in at 16lbs on the dot without pedals or water bottle cages. Our build features DT-Swiss 1400 wheels and Vittoria Corsa Pro tires — 28mm front and 30mm rear.

The new Falcn RS underwent extensive aerodynamic research with the Ridley team using CFD analysis and wind tunnel testing. The result is a front end that is super aero-focused and a main frame that is focused on weight.

The Falcn RS has an aero tube profile, keeping the tube joints as sleek and straightforward as possible. The head tube is deeper to make the Falcn RS more aero. Every cross-section of the frame is aero-optimized with carefully chosen airfoils. The shape of the top tube is even adjusted to enhance the bike’s stability under crosswinds.

The fork is new and includes the Ridley diffuser. Ridley says this diffuser design induces turbulence in the airflow before the down tube. Making it easier for the airflow to go over the down tube and increasing the pressure behind the head tube. Resulting in a bike that has 10% less drag at 50KPH compared to the original Ridley road fork design.

Removable Front and UDH Rear Derailleur Hanger

The Flacn RS can quickly transform into a single front chainring. It’s as easy as removing the chain and then the front derailleur. The removable front derailleur hanger keeps the frame looking clean and the swap simple.

The rear derailleur hanger is UDH and is the same mount as others in the Ridley line, making a bent hanger a simple fix and fewer hangers in the toolbox.

To make the Falcn RS even more efficient, the Ridley uses the F-steerer technology and a fully integrated cockpit. The Falcn RS features a Forza Cirrus Pro Integrated Road cockpit with a short-ish 75mm reach, 130mm drop, and a 5° flare. This bar stem combo is just the right amount of aerodynamics and control.

The Forza Cirrus Pro Integrated Road cockpit has four different stem/width sizes: 90/380, 100/400, 110/400, and 120/420.

Road Racing — Now with Larger Tires

The Falcn RS is a multidiscipline road bike, which means pavement, cobbles, and what have you. The new frame design, clear-up to 34mm tires, and geometry allow category jumping without drawback. In fact, the Falcn RS is designed around 28mm tire use, so there is no need to guess second bringing out the big tires for the big day.

Ridley Falcn RS Geometry

The Ridley Falcn RS is an entirely new design for the company, so it gets a fresh geo. The design combines the two popular Ridley road designs but adds a fresh perspective to make the Falcn its machine. Ridley’s R&D department carefully designed a geometry that provides riders with the perfect balance between speed, stability, and reactivity.

The head tube length of the Falcn RS is slightly shorter than that of the Noah Fast and Helium for a more aggressive riding position. The bottom bracket is also slightly lower than the Noah Fast and Helium because it is adjusted to accommodate bigger-volume tires without raising the center of gravity. This lower bottom bracket gives the rider excellent control, especially on uneven terrain.

Ridley Falcn RS Sizing

The new Falcn comes in a size that should suit everyone; we are talking XXS to XL, but remember that the Ridley sizing can be slightly different than some US companies, so choose mindfully. The Ridley design team took time to ensure that each size offered would maintain the same performance characteristics across the range.

Ridley Falcn Build Options:

Ridley offers electronic shifting drivetrain options only for the Falcn RS, with Shimano Ultegra Di2, Shimano 105 Di2, and Sram Force AXS available as standard options. Additional options, such as Sram Rival AXS, SRAM Red AXS, and Shimano Dura-Ace Di2, are available in the Ridley online configurator.

Look back for a full review of the Ridley Falcn RS this fall, and for more information, check out Ridley-Bikes.com

The post All New Ridley Falcn RS Mixes Noah Speed and Helium Weight appeared first on Bikerumor.

SRAM has published a patent detailing elastomer-damped shock end mounts, said to reduce high frequency, low amplitude vibrations transferred from the trail to the rider. The end mounts can be utilized on either end of a shock, or both ends simultaneously, to damp the low-level trail chatter that a conventional shock is unable to.

Sound familiar? Indeed, this invention seems to perform the very same function performed by the ButterCups you’ll find inside RockShox Ultimate level Zeb, Lyrik and Pike suspension forks. Actually, the inventor named on this particular patent (US 20230271672 A1) is Timothy Lynch. He is the RockShox engineer whose idea it was to implement these elastomeric pucks on the brand’s suspension forks after he discovered first hand the negative effects of high-frequency, low amplitude vibrations whilst using a chainsaw.

The technology is in fact not new. Corratec implemented something similar with a RockShox shock back in 2014 and 2015. Indeed, they took the 10Hz damper to production on a 100mm travel XC bike and a 175mm travel enduro bike, in a bid to provide frictionless small bump absorption.

Regardless, this very recently published patent from SRAM (filed Feb 25th, 2022) indicates that SRAM may be looking to develop the technology further. Here’s more.

Vibration-Damping Shock End Mounts from SRAM

Before we dive into the details, it’s pertinent to discuss why such technology is required, and what benefit it might have for us mountain bikers. After all, aren’t modern shocks good enough already? Sure, the vast majority of them do a fantastic job of compressing and rebounding to absorb medium to large bumps, allowing our tires to maintain safe, consistent contact with the ground. Modern dampers are configured to control those compression and rebound events to deliver a smooth, controlled ride feel for the vast majority of riders.

A Flaw of the Modern Shock

What they are not so good at doing is absorbing the high-frequency, low amplitude vibrations that arise from trucking over the much smaller, consecutive bumps that litter any trail or gravel road. That’s because, in order for any shock, air or coil, to compress or rebound, there is a threshold force that must be overcome. Seals around the air spring or piston have a certain amount of stiction associated with them. To get them sliding freely, the breakaway force must be overcome.

These high-frequency, low amplitude vibrations don’t offer up enough force to overcome this threshold, and so they aren’t absorbed by the shock. Instead, they are transferred through the frame and into the rider’s hands (or feet). That causes fatigue. We’re all quite familiar with arm pump, right?

What’s more, these vibrations have been shown to illicit a significant response from a rider’s immune system. This was shown by Dr Lewis Kirkwood, an Edinburgh Napier University student who dedicated his PhD to the topic. Clearly, any technology that can prevent these vibrations from reaching the rider should be considered. So long as it doesn’t impinge upon the overall riding experience, that is.

A Possible Solution

Evidentially, SRAM has a good appreciation of this, having implemented the vibration-damping ButterCups on high-end RockShox suspension forks. The above shows how two elastomeric pucks are compressed and expanded, either side of a metal plate, to absorb vibrations that are sent up through the front wheel into the fork’s lower legs. RockShox say their ButterCups add about 4mm of vertical compliance to your suspension and an average of 20% reduction in trail chatter from reaching your hands.

Now, it seems they are considering something similar for rear shocks, in a bid to reduce trail chatter reaching your feet (and subsequently, quads).

How do the SRAM Shock End-Mounts Damp Vibrations?

Essentially, the shock end mounts described by SRAM are an intermediary between the frame (or rocker) and the shock. The shock end mount bolts directly to the shock via its eyelet or trunnion mount, and it bolts directly to the frame or rocker. But, these are two distinct mounts.

The shock end mounts make use of this decoupling of the shock from its frame or rocker mounting location, allowing relative movement between the two. Stuffed into the space where this relative movement occurs are two elastomers that, through their compression and expansion, are able to absorb vibrations – just as shown for the ButterCups, above. The shock end mount thereby becomes a spring itself, working in series with the main spring of the rear shock.

What’s key here is that the force required to compress the elastomers is well below the breakaway force – the force required to push the shock into compression (or rebound). This is how SRAM propose to reduce the volume of undesirable high frequency, low amplitude vibrations that reach the rider.

The patent reads, “…long and slow inputs are partially absorbed by the shock end mount and transmitted to the shock absorber, whereas fast and short inputs are absorbed just in the shock end mount. As a result, the shock end mount reduces vibrations felt by the rider (e.g., at the handlebars and/or the seat”.

The document shows a shock running a single shock end mount (Fig. 12 & 13), and another shock running two of them – one on each end (Fig. 17). For the latter example, one can imagine how the shock will essentially oscillate over a very short distance – just a couple of millimeters, perhaps – as a rider rolls along a gravel road, for example.

This oscillation is described as a “fluttering” by the named inventor, Timothy Lynch.

How will the SRAM Shock End Mounts affect frame design?

Sure, the shock end mounts described in the SRAM patent do take up considerable space. How much space is yet to be seen, but the patent says they can be smaller than 20mm, 30mm, or 40mm in length. It’s likely the size will be heavily dependent on the application, be it on a downhill, enduro, trail, XC or even gravel bike.

Importantly, the arrangement of the shock end mounts is such that the overall length of the shock should remain unaffected. The elastomeric damping stack sits outwith the shock body itself, so the eye-to-eye length doesn’t necessarily need to be shorter. Sure, some linkage designs will be much more amenable to use of the shock end mounts than others. It is however, likely that frame manufacturers will have to rework the dimensions of their frame shock mount tabs and rockers to accomodate the additional hardware.

If the shock dimensions are unaffected by the addition of the shock end mounts, then the bike’s leverage curve and suspension kinematic should be largely unaffected, too. If implemented as SRAM foresee, these special mounts stand to improve the small bump sensitivity of any suspension platform.

Throughout the patent, only air shocks are shown with the shock end mounts installed. However, SRAM do suggest they could be used on coil shocks, too. However, air shocks exhibit far more stiction than coil shocks due to the presence of more seals. For that reason, it seems it is the air shock that stands to benefit most from this invention.

Will the SRAM Shock End Mounts go to Production?

It’s impossible to know, of course. Brands don’t always execute on the inventions they patent. However, we’d bet that some form of this technology will end up on future iterations of the RockShox Deluxe, Super Deluxe, or Vivid shocks. Perhaps even the SIDLuxe shocks, weight permitting. Given the existence of ButterCup technology inside high-end RockShox forks, it seems this avenue of marginal gains is an avenue that SRAM/RockShox are happy to mince down.

We reached out to SRAM for comment, but it’s a “no comment” for now.

sram.com/rockshox

The post Utterly Butterly! SRAM Patents Shock-Fluttering End Mounts appeared first on Bikerumor.

If you’re a fan of long-travel MTBs, you’ve probably had your eyes on Trek’s Slash at some point. If you also like high-pivot bikes, you’ll be stoked to see the new 2024 Slash. Aside from the new linkage, Trek has made a few other notable updates to the 6th generation Slash.

For 2024, Trek boosted rear travel to 170mm. Another significant update is the move to mixed-wheel setups. All new Slashes come stock with MX wheels, except on small frames which stick with 27.5” front and rear. Medium frames or larger do offer the option of running a 29” rear wheel.

Trek doesn’t simply describe the new Slash as an enduro bike, they’ve billed it more broadly as a long-travel bike intended for all-mountain riding, enduro racing, or bike park shredding. With gobs of travel and refined pedaling characteristics, the new Slash could be a tempting option for anyone who enjoys riding rough terrain. 

2024 Trek Slash – Frame Details

The new Slash offers 170mm rear travel, adding 10mm from the previous Slash. 170mm forks come stock on all models. Trek says you can run up to 190mm single crown forks, but they haven’t tested the Slash with dual crown forks so they won’t give the green light for that conversion. 

Trek decided the MX wheel setup was ideal for the Slash, offering optimal rollover up front and agile handling plus extra tire clearance out back. While all models of the new Slash will be sold with MX wheel setups, medium-XL frames can run 29” wheels if you swap the stock lower shock mount for the geo-correcting 29” version (sold separately).

Wheel Size

As noted above, small frames run a set of 27.5” wheels to offer a proportional fit and easier handling for smaller riders. Trek notes there is not enough clearance to put a 29” rear wheel on the small frame, nor can you run a 29” fork and front wheel. They also don’t recommend running a 27.5” front wheel in the larger frame sizes.

The new Slash does not have Trek’s Mino Link flip-chip. Trek says with the angle adjust headset cups and swappable lower shock mounts the Mino Link is no longer necessary.  They’ve also decided to axe their Knock Block headset steering stops.

Size-Specific Chain Stays

Trek took an interesting approach to providing size-specific chainstays on the new Slash. The chainstays for all frame sizes are actually the same; the location of the BB on the front triangles varies to create different rear end lengths for almost every size. 

If you’re wondering about chain length with the new high-pivot linkage, most sizes of the new Slash run a standard uncut 126-link chain, but the XL frames do require 128 links.

More Dropper Post

The new Slash frames boast significantly increased dropper post insertion. A medium frame can accommodate a 200mm post, and a small can run up to 170mm.  

As for fitments, the Slash uses Boost 148 rear axle spacing and has a 55mm chainline. Max chainring size is 34t (round) or 32t (oval). The bottom bracket is a BSA threaded 73mm, with a 3-bolt ISCG05 mount. Max tire clearance is 2.5” for 27.5” or 29” wheels. The frame has a 200mm post-mount for the rear caliper, but you can size up to a 220mm rotor. The new Slash frames use SRAM’s UDH derailleur hangers.

Updated Storage

Trek has revised their in-frame storage for the new Slash: The compartment opening is now bigger, and the latch is now easier to reach. Trek has added ‘chunnels’ inside the frame to eliminate the chance of cables catching on your cargo or the included BITS tool roll. All bikes and framesets come with a right side-loading Bontrager bottle cage. In an eco-friendly move, Trek is now making all the plastic parts of the storage compartment from recycled materials. One note for smaller riders; the size small Slash can still fit a water bottle, and still offers in-frame storage.

Included Rear Fender

Trek includes a rear fender with the new Slash, which was designed to match the look of fork-mounted front fenders. It can be used with a 27.5” rear wheel, but if you go for a full 29” setup the fender must be removed, as it does not leave ample clearance for the bigger wheel.

Under-Paint Frame Protection?

To protect your steed, Trek did something unique with the new Slash – The carbon frames come prewrapped with an impact-resistant film that sits under the paint. The Slash also features two replaceable dual-density upper and lower down tube guards. The chainstay also gets a noise-reducing guard, shaped to prevent the chain from whipping and to reduce both vertical and lateral chain movement.

Suspension

The new Slash still uses Trek’s long-standing ABP linkage, but it’s been revised to work with the high-pivot design. Trek’s ABP linkage keeps the suspension active under braking and allows them to tune anti-squat and anti-rise independently.

With its rearward axle path, the Slash’s rear wheel resists hanging up on square-edged hits and helps maintain momentum.

The Slash’s oversized 19t upper idler and its precise position were engineered to optimize pedaling efficiency and achieve Trek’s desired anti-squat value (which is now much closer to the 2022 Top Fuel than the previous Slash, as the chart above shows). The upper idler also eliminates pedal kickback caused by chain growth.

The lower idler pulley fights the effects of chain growth, preventing the chain from pulling the derailleur cage. This means smoother drivetrain performance and free suspension movement that doesn’t battle against the derailleur clutch.

Just like the latest Fuel EX, the new Slash includes a leverage rate adjustment chip, so you can choose between ‘Less’ and ‘More’ settings. This chip provides another bit of adjustability so riders can fine-tune the Slash’s suspension curve to suit their weight or riding style. The Slash’s suspension is suitable for air or coil shocks, but flipping the leverage chip to the ‘More’ setting will likely yield the best results with coil shocks.

Geometry

Trek’s geometry is certainly up-to-date, if not pushing the envelope in some areas… like the very slack head tube at 63.5°! That head tube angle is adjustable by +/- 1° with Trek’s angle adjust headset cups (sold separately).

With the different headset cups and wheel size options, there are actually six different geo configurations for the new Slash. Included above are the numbers for MX bikes and full 27.5” or 29” bikes, with the stock headset cups. Check out Trek’s website if you want to crunch the numbers on the Slack or Steep configurations.

Almost every frame size gets its own chainstay length, except the M/L and large frames which share the same rear-end measurement. Smaller riders will be happy to see the size small Slash has a dropped top tube to keep the standover height low.

Model Lineup

The new Slash is available in seven different builds. That’s a lot of parts and color options to list here, so check out Trek’s website for complete build specs on each. A few quick notes on builds; The Slash 8 and 9 models come with aluminum frames, and all others are full carbon. One cool thing about Trek’s builds is that they offer buyers the choice of Shimano or SRAM drivetrains.

If you are in the market for the highest-end 9.9 XX AXS T-Type build, you get one big upgrade for your money… SRAM’s Flight Attendant electronic suspension adjuster is included on the RockShox Zeb Ultimate fork.  Also, all 9.9 models come with a BITS steerer tube multi-tool.  

• Slash 8 – $4399
• Slash 9 GX AXS T-Type – $5799
• Slash 9.8 GX AXS T-Type – $7999
• Slash 9.8 XT – $7399
• Slash 9.9 XTR – $9599
• Slash 9.9 X0 AXS T-Type – $9399
• Slash 9.9 XX AXS T-Type – $11,499

I was hoping to have my hands on a new Slash well before launch, but due to a shipping delay the bike just arrived yesterday… keep an eye on Bikerumor for a complete review later this fall.

trekbikes.com

The post Trek’s New Slash Goes High-Pivot and Mixed-Wheel for 2024 appeared first on Bikerumor.

The newest Bontrager wheel line has an updated rim shape, new rim depths, and introduces an entirely new OCLV NEXT thermoplastics material. There is much to unpack here, so let’s start with the new material.

What is OCLV NEXT?

Thermoplastics are polymers that can be melted and recast almost indefinitely. This type of carbon construction is becoming increasingly popular in the component world. Bontrager is the latest and largest manufacturer to employ the construction process. It allows for less wasted material, with scraps that are reusable. The material and construction also have a unique quality to absorb vibrations and offer a resonance-free ride, making them an excellent material for rims.

Bontrager didn’t reveal many secrets in creating the OCLV NEXT rims. We know the rim is manufactured with a laser-machined mold. The precise mold produces a final product exactly as it’s made — no need for sanding or finishing. Like most thermoplastic rims, the Bontrager OCLV NEXT rims have a matte finish and a subdued branding.

This finish is part of the laser machine molding process, eliminates the need for decals, and saves weight. This thermoplastic manufacturing process also helps reduce up to 95% of the volatile organic compounds (VOC) and carbon dust emissions associated with traditional carbon rim finishing, e.g., sanding.

New Aeolus Rim Shape

This new version of the Bontrager Aeolus wheel boasts a new beefed-up rim profile. The rim itself is wider, at a 32mm outer width and a 25mm internal width.

The bead is 3.5mm and hooked but with a flat top, presumably for impact protection. The wheels come taped with Bontrager TRL tape but also ship with Bontrager tubeless rim strips.

Regarding aerodynamics, the new Aeolus shape seems to be trending in the right direction, besting its predecessor.

Thermoplastic composite rims are touted for their unique ability to dissipate some road vibrations. The team at Bontrager tested this against its Aeolus 37V in a traditional thermoset construction. The thermoplastic construction boasted a 5% decrease in vibration over cobbles, with nearly no change on gravel or tarmac.

Bontrager Aeolus Pro 37V Wheels

The Bontrager Aeolus Pro 37V wheels are a practical size that will fit most all riding and gravel. The rim is a 37mm deep OCLV NEXT hoop paired with Bontrager Rapid Drive 108 road hubs. The combo should be a great option for those looking for a wheelset to climb and roll the flats without drawbacks.

The Aeolus Pro 37V/49V internal rim width is 25mm and pairs well with higher-volume road and gravel tires. The matte rim finish should match any bike, and the subtle branding is classy.

We didn’t have a wheelset in the house, but Bontrager posts a weight of 1450g for the Aeolus Pro 37V wheels, about 105g lighter than the previous version.

Bontrager Aeolus Pro 37V Wheels Details:

• Rims: OCLV NEXT Rim 37mm depth and 25mm inner width, Tubeless Ready (TLR)
• Hubset: Rapid Drive 108 road hubs provide quick engagement for faster acceleration and increased control 12mm thru-axle Centerlock disc
• Spokes: DT Swiss Aerolite14, 17 spokes, and Prolock alloy nipples
• Freehub body: Compatible with Shimano 10/11/12 speed, SRAM 10/11 freehubs, 12sp XDR
• No rider weight limit
• Weight: 1450* w/o Bontrager rim strips
• Price: $1800.00/set

Bontrager Aeolus Pro 49V Wheels

The Bontrager Aeolus Pro 49V wheels are nearly the same as the 37V but with a deeper rim that boasts some aero gains. Bontrager says the new Aeolus Pro 49V is faster than the deeper Aeolus RSL 51 wheel with the same 28mm tires.

As for construction, the Bontrager Aeolus Pro 49V Wheels get the same Bontrager Rapid Drive 108 road hubs and DT-Swiss Aerolite spoke treatment.

Our demo Bontrager Aeolus Pro 49V Wheels set came in at 1579g for the pair, including valves, but not including the Bontrager rim strips, which will add an extra 60g to each wheel.

Bontrager Aeolus Pro 49V Wheels Details:

• Rims: OCLV NEXT Rim 49mm depth and 25mm inner width, Tubeless Ready (TLR)
• Hubset: Rapid Drive 108 road hubs provide quick engagement for faster acceleration and increased control 12mm thru-axle Centerlock disc
• Spokes: DT Swiss Aerolite14, 17 spokes, and Prolock alloy nipples
• Freehub body: Compatible with Shimano 10/11/12 speed, SRAM 10/11 freehubs, 12sp XDR
• No rider weight limit
• Weight: 1555g* claimed
• Price: $1800.00/set

Is the Bontrager Carbon Care the Same for OCLV NEXT?

Like all Bontrager carbon wheels, the new Bontrager Aeolus Pro 37V and 49V are warrantied for life for the original purchaser and come with the added protection of Carbon Care. If you structurally damage your wheels while riding in the first two years of ownership, Trek will replace them.

Bontrager Aeolus Pro 37V and 49V Availability

The new Aeolus Pro 37V and 49V crafted with OCLV NEXT thermoplastics should be available at your local Trek Dealer or at TrekBikes.com.

Look for a full review coming shortly.

The post New OCLV NEXT Thermoplastics Material Debuts on Bontrager Aeolus Pro 37V & 49V Wheels appeared first on Bikerumor.

Now on its fourth iteration, the Trek Domane AL is packed with updates, a lighter frame, and room for larger tires. The new Gen 4 Domane comes in economical offerings for the most bang for the buck and looks like a gateway bike for other disciplines.

The Domane AL is Trek’s entry-level do-it-all road bike boasts the most versatility in its lineup. The frame is aluminum, the fork is carbon, and the accessory mounts are plentiful, meaning this bike can do much more than a local fondo.

Whats New — Trek Domane AL Gen 4

The Trek Domane AL is entering a new life in Gen 4, and it’s getting bigger all-road tire clearance (up to 38mm), a sleeker frame design with internal cable routing.

New Frame and Fork Material

Trek says the new Domane AL (complete bike) is around half a pound lighter than the previous Domane AL Disc model.

How? Mainly from the redesigned frame made with Trek’s 100 Series Alpha Aluminum and a new full-carbon fork.

Can it double as a gravel bike? Yes — Word from Trek is that the max tire size is 38mm, which seems true for most tires, though it depends on your rim width. We had zero problems getting a 40mm Maxxis Reaver tire rolling in the frame, but the chainstay clearance is slightly tight. It’s good that Bontrager makes the GR1 in a 35mm width; that tire on this bike would be fast and fun.

Don’t let the carbon fork fool you; it doesn’t make this bike less of an all-arounder. The fork and newly designed frame come with plenty of mounts for fenders, bag (top tube), and anything you can think of to improve your commuter or race.

Universal Derailleur Hanger

For the first time, Domane AL comes with a new thru-axle for Universal Derailleur Hanger compatibility. This design is the same UDH on Trek mountain bikes. This means fewer hangers around the basement and more cross-category compatibility with other bikes.

What’s That Handlebar?

The front end is more modern on the new Domane, thanks partly to the headset’s internal cable routing and an updated bar. The Trek Domane AL Gen 4 gets a modern road bar with a shorter reach and a 4mm flare between the hoods and drops.

Trek Domane AL Gen 4 Geometry

The geometry remains unchanged for the Domane AL from previous versions. The setup is the Trek endurance geometry, which isn’t too aggressive and laid back enough for newer riders to feel comfortable.

Available Sizes: 44, 49, 52, 54, 56, 58 and 60cm

Trek Domane AL Gen 4 Models and Pricing

The new Trek Domane AL Gen 4 comes in three different build options, starting at $1,200 and tops out at $2,000. All have the same updated 100 Series Alpha Aluminum frame and a new full-carbon fork.

The difference is in the components and hubs. All three bikes feature the same handlebar/stem, saddle, rims, and seatpost.

Where they differ is the top-end 105 version gets Bontrager Alloy sealed bearing hubs, and the Claris and Tiagra versions get Formula RX-512 alloy hubs.

Top Level Domane AL 4 Gen 4

• Groupset: Shimano 105
• Weight: N/A
• Price: $2,000

Mid Level Domane AL 3 Gen 4

• Groupset: Shimano Tiagra
• Weight: 22.82lbs/10.35kg
• Price: $1,700

Entry Level Domane AL 2 Gen 4

• Groupset: Shimano Claris
• Weight: 23.26lbs/10.50kg
• Price:$1,200

Trek Domane AL Availability

Those looking to test ride or purchase a Domane AL are currently available globally on Trekbikes.com and through Trek’s global network of retail partners.

Look for a review of the Trek Domane AL 3 shortly as we put it through the paces this fall alongside the new Bontrager Aeolus Pro 49V wheels.

The post The All-New Trek Domane AL Gen 4 Gets a Half-Pound Lighter with More Room for Tires appeared first on Bikerumor.

YT is a German direct-to-consumer mountain bike brand known for its offering of very reasonably-priced bikes with quality components. Reviewed here is one such example; the YT Capra MX Core 3. Priced at $4,599 USD (£4,599), this 170mm travel enduro bike fetches you a lot of bang for your buck.

A full carbon frame is fronted by a RockShox Zeb Ultimate fork paired with a Super Deluxe Ultimate shock. It rolls on a Crankbrothers Synthesis Enduro Wheelset, and is driven by a SRAM GX Eagle AXS drivetrain. These are just some of the highlight components on this build. In the context of a sale price of $3,499 USD, one might even call the YT Capra MX Core 3 an affordable MTB. Sure, it’s not CostCo affordable, or Decathlon affordable, but sat beside a similarly-priced Trek Slash, the value-for-money is undeniable.

But, value-for-money is in the context of overall performance, right? It may look good on paper, but if it leaves you wanting on the trail…

To better-equip prospective customers with an idea of that overall performance, we tested the Capra MX Core 3 over a two month period. Terrain varied from Bike Park laps in Leogang, Lenzerheide and Wales, to more pedal-focused loops of some EDR Tweed Valley tracks. Detailed insight below.

YT Capra MX Core 3 | An Overview

At risk of stating the obvious, the YT Capra MX has a 29″ front wheel and a 27.5″ rear wheel. This frameset is dedicated to that configuration. There is a full 29″ Capra. YT say that one is aimed at out-and-trail riding speed. Meanwhile, the MX tested here is the better option for Bike Park laps, or shorter riders like myself.

Kinematic

The Capra Core 3 runs a full carbon frame, with a four-bar linkage that positions the rear shock horizontally within the front triangle; YT call the platform the V4L, or the Virtual Four Link. The brand doesn’t don’t publish leverage curve information, but a trip to their website does yield anti-squat and anti-rise graphs. While we recognise these numbers are highly contextual, and don’t really paint a complete picture of how the suspension performs, we understand some readers will appreciate seeing them.

As for the leverage ratio, we do know the Capra MX is amenable to the progressivity of an air shock, as well as the linearity of a coil shock. While most models come with an air shock, the Uncaged 11 model released recently comes with an Ohlins TTX22 M coil shock.

Geometry

The Capra MX is available in Sizes S-XXL. The S-L frames all run a 433mm chainstay length, while the XL and XXL frames get a longer rear end of 438mm. Reach spans a 424mm to 504mm range, with the large coming in at 464mm. Seat tubes aren’t the shortest we’ve seen (445mm on the large), but should nevertheless be very workable for the vast majority of riders. The small gets a 125mm dropper, the medium a 150mm dropper, while the L-XXL run 200mm.

Geometry is adjustable by virtue of a flip-chip at the lower shock mount, though we rode the Capra MX only in the low position. That gives it a 64° head angle, 77.5° effective seat tube angle (71° actual) with the BB at 346mm. The high geo position doesn’t alter things too dramatically; the BB is raised by 5mm, the head angle steepened to 64.3°, and the effective seat tube angle moves to 77.8°. Click to enlarge the geometry chart below for more details.

Key Frame Details

• Press-fit Bottom Bracket
• ISCG 05 Tabs for Bash Guard and Chain Guide
• SRAM UDH (Transmission-compatible)
• Boost 148mm Spacing
• 31.6mm diameter seat tube
• Fully guided internal cable routing

Ride Impressions | YT Capra MX

At 163cm tall (5ft 4″), I tested the Capra MX in size small with a reach of 424mm and a seat tube length of 395mm. In the context of other bikes I have tested recently, that’s quite short. Honestly, the bike’s ease of handling has made me question my recent purchase of a frame with a 447mm reach, but that’s a story for another time.

I switched out a few fit-related parts. The 125mm YT Postman dropper was replaced by a 150mm OneUp V2, delivering 25mm more clearance in the context of my 621mm saddle height. I also cut the 800mm Renthal bar down to 740mm, and swapped the SDG Bel-Air saddle for an SQlab 60X Infinergy Ergowave Active 2.1 saddle.

While I ran the stock SRAM GX Eagle AXS drivetrain for the first few rides, I spent the majority of my time running the latest Transmission version thereof.

I opted to position the saddle forward on its rails. That’s not because I deem the effective seat tube angle of 77.5° terribly slack, but because I have sit bone discomfort associated with an old injury, and this position alleviates it somewhat. It does force more weight onto my hands, though. On flat fire roads, that can be a little annoying, but I spend most of the time winching up inclines, so it’s a bit of a non-issue.

Climbing

While this set up may be considered extreme by some, it comes in very handy on steeper climbs, helping to keep weight centered. It certainly goes some way to offsetting the wandering tendencies of a slack 64° head angle. I’ve had no trouble cleaning some steep, tight and technical singletrack climbs on the Capra MX. It is a good climber, but the Merida ONE-SIXTY pips it in this department, likely thanks to the reduced rearward bias afforded by a steeper seat tube angle.

The bike has a very neutral pedalling character. In the climbing gears, there’s no noticeable sucking down or extension of the shock away from sag. Indeed, my experience of the Capra’s climbing efficiency is consistent with the anti-squat values published on the YT website. On the flip side, laying down the power in the smaller sprockets of the cassette comes with pronounced pedal bob which can make it feel a bit sluggish in a sprint.

Descending

I ran the YT Capra MX in the low geometry position throughout the test period. The RockShox Super Deluxe Ultimate shock comes with 2 volume spacers as stock, which I found to be appropriate. A pressure of 106 PSI put sag just shy of 30% for my 60 kg. I left the rebound and low speed compression damping fully open, with high speed compression at either one or two clicks from fully open, depending on the nature of the tracks.

Finding a sweet spot with the RockShox Zeb Ultimate fork proved troublesome. I removed the single token that is stock on this build, and went with 38.5 PSI for the vast majority of the test period. That is a little under the minimum recommended pressure from RockShox but I found it helped me use more of the fork’s 170mm travel. I ran rebound and HSC damping fully open, with LSC at 4 clicks from fully open.

For bike park laps, I bumped the pressure up to 42 PSI. On these faster tracks, I was happy to trade out travel usage for faster rebound speed over braking bumps. While this delivered a marked improvement in traction on rougher off-camber sections, it remained insufficient to deliver safe, consistent traction on the fastest sections.

The Capra MX is very intuitive to handle. The bike’s steering geometry rewards an aggressive stance, delivering a very natural feel that gives me a high level of control. In comparison to the slightly longer Merida ONE-SIXTY, another MX enduro bike of similar travel numbers, handling of the YT comes more naturally to me.

I felt no real need to deviate from the 50mm stem and 20mm rise Renthal bar. However, I did find myself benefiting from a more comfortable descending position that came with the 35mm rise bar from OneUp; it certainly enhanced my confidence in steeper terrain. It could be a good idea for YT and other manufacturers to leave the fork’s steerer tube a little longer; that will allow riders to experiment with ride height without having to shell out for a new bar.

Nevertheless, I got pretty comfortable on this bike early on in the review period, especially thanks to the ease of handling that comes with what feels to be a very good fit. I can really jam myself in between the pedals and the bar to make the bike respond to everything I give it.

While it’s not the most sensitive suspension platform, the rear wheel does track the ground pretty well over rough terrain, at least when I’m not braking. But, it does seem to get hung up on square-edged hits, stealing momentum. Indeed, the Capra is always going to struggle to compete with enduro bikes that have a higher main pivot – bikes like the Hope HB 916 or the GT Force that have a more rearward axle path, the former delivering something of a magic carpet feel.

The Capra makes up for that with its nimbleness, though. It’s more poppy and playful than either of the abovementioned. And the more comparable Merida ONE-SIXTY and Vitus Sommet 297, actually. For context, those two are MX enduro bikes of a similar geometry and price point.

A Downfall

The Capra’s anti-rise value of around 70% at sag suggests the suspension will have a tendency to extend under braking. I can’t say I felt the bike to be particularly tall under heavy braking. But, traction was certainly diminished while on the brakes, especially over braking bumps in the bike park. And, latterly, the rougher trails of the Tweed Valley, especially now that things have begun to dry out and speeds are increasing as a result.

The shock could be packing down due to insufficient rebound speed. However, I think it more likely that braking is reducing the suspension’s sensitivity. Of course, it could be a mix of the two, but i’m inclined to apportion blame to the braking, given that rear wheel tracking seems to be much better when i’m not pulling on the brakes. Either way, Bike Park Leogang saw my feet bouncing off my flat pedals a little too often for my liking. This issue was much less prevalent when riding the relatively slower enduro tracks of the Tweed Valley, but still an occasional feature.

Back to the Good Bits

In regard to travel usage, I felt the use of two tokens in the rear shock was spot on. On some of the faster trails of the Tweed Valley, those with big compressions, I was able to use all of the travel. The o-ring made it to the end of the shock’s 65mm stroke on almost every ride. There were only two occasions that I actually felt the bottom-out. On neither of those occasions was it particularly jarring, credit to the Super Deluxe Ultimate’s hydraulic bottom-out.

On smooth, carved out berms of the bike park, the YT Capra MX was truly excellent. It effortlessly held a line through berms at speed, with the shock offering heaps of mid-stroke support. The bike’s geometry remains consistent throughout the compression, making it feel very safe and predictable. As a result, there is little risk of under-steer or over-steer on the exit. In these scenarios, the bike excels.

Summary | YT Capra MX Core 3

Overall, I feel the YT Capra MX Core 3 is a good enduro bike at a very reasonable price point, particularly with its sale price of $3,499 USD (at the time of writing) – RRP is $4,599. And, I had a lot of fun riding it. This bike is most at home on slower, steep, technical singletrack, and smooth flow trails of the bike park, making it pretty versatile.

Sure, I believe there is room for improvement. For me, there’s some performance benefit to be had in a lighter rebound tune on the fork and shock. But, you’ll find that is a common complaint of mine, not really specific to this bike. Of course, the big brands aren’t optimizing performance for 60 kg riders as we are a small portion of the intended market. Sadly, the external adjustment dials only get you so far. Brands like Rocky Mountain are to be applauded for going the extra mile with a frame size-specific shock tune.

A couple hundred pounds spent on aftermarket tuning could turn this good enduro bike into a great enduro bike. Even then, you would still not have spent as much as if you’d bought a Rocky Mountain at an equivalent spec level.

Pros

• Great aggressive geometry
• Highly maneuverable and playful
• Very reasonably priced
• Cables not routed through headset
• Reasonable weight

Cons

• Suspension (especially the fork) feels over-damped for lighter riders
• Can feel unsettled under braking on rougher terrain

Component Performance

• Frame: No issues to report here.
• RockShox Zeb Ultimate Fork: The fork performance left me wanting. At the minimum recommended pressure of 42 PSI, rebound speed is insufficient to maintain consistent traction in rough terrain at speed. The fork’s CSU developed an appalling creak early on in the test period. We would have preferred the steerer tube to be left longer to allow for ride height adjustment.
• RockShox Super Deluxe Ultimate Shock: At 60 kg, it’s possible I’d benefit from a lighter rebound tune on this shock.
• SRAM Code R Brakes: One bleed required over the 2 month test period. These offer sufficient power for their intended purpose, but they are certainly not as powerful as some other brakes like the Hope Tech 4 E4s.
• SRAM GX Eagle AXS Drivetrain: Derailleur performs well enough in terms of its shifting, but the SRAM GX Eagle AXS Transmission I replaced it with has the more effective clutch. As a result, it is much quieter on the trail.
• Crankbrothers Synthesis Enduro Alloy Wheelset: Rear rim sustained a considerable dent, but still maintained a good seal with the tire. Great otherwise.
• Maxxis Assegai, MaxxGrip, EXO+: Excellent.
• Maxxis Minion DHRII, MaxxTerra, EXO+: A DoubleDown casing tire would’ve been the more appropriate choice, given the bike’s intentions. One pinch flat to report, sustained at a pressure of 24 PSI while riding the bike park.
• Renthal Apex 35 Stem: No qualms.
• Renthal Alloy Bar, 20mm rise: The bar felt to be very stiff and unforgiving, but it’s entirely possible the underwhelming performance of the fork was partly responsible for the harshness transferred to my hands.
• YT Postman Dropper: Not tested.
• ODI Elite Motion V2.1: Excellent, with super tacky rubber.
• SDG Bel-Air 3.0 Saddle: Not tested.
• E13 TRS PLUS Chain Guide: No qualms.

Warranty

The YT Capra MX Core 3 is sold with a two year warranty which is transferable to a second owner. The original owner also benefits from an additional three-year guarantee.

yt-industries.com

The post YT Capra MX Core 3 Enduro Bike has Unfulfilled Potential | Review appeared first on Bikerumor.

Spanish brand, Berria Bikes, has overhauled its range of short-travel mountain bikes with a new In-Link suspension design that hides the rear shock inside the frame. The new stealth approach to a flex-pivot suspension platform endows the 2024 Berria Mako with 113mm of rear wheel travel, paired with a 110mm fork.

There’s a Mako DC, too; this Downcountry format runs the exact same full carbon frame, but is fronted by a longer travel fork. The RockShox models get a 120mm fork while the Fox models get the longer 130mm. Either way, the DC versions deliver a slacker head angle for more confidence in steeper terrain. Here’s everything we know so far.

2024 Berria Mako & Mako DC

The Mako is the brand’s out-and-out cross-country race bike wherein integration is the order of the day; from the suspension design, to the cockpit and, for better or worse, the cable routing, too.

The bike is something of a departure from the previous Mako that took on a standard frame layout with the shock positioned vertically within the front triangle. The shock is still positioned vertically, but the 2024 Mako hides the rear shock inside the seat tube, inverted with a Trunnion mount for space considerations.

Any coverage of such a frame layout is incomplete without mention of the integrated solutions pushed by Bold and Scott. After all, such neat packaging makes them aesthetically similar; all have an unrivaled ultra-clean look about them. But, that’s where the similarities end. The Berria Mako is most similar to the integrated design we see on the Scott Spark XC bike, with a flex-stay suspension platform driving its 113mm of rear wheel travel.

The 2024 Mako comes in two distinct flavors; a pure-bred XCO race version with a 110mm fork, and a Downcountry version with a 120mm or 130mm fork. The former prioritizes efficiency and weight, with all five models sporting 2-piston brakes, with 25mm or 28mm rims and 2.25″ tires, a narrower bar (760mm) and a fixed seat post.

The DC is built to be a little more robust; all four models get 30mm internal width rims supporting 2.35″ tires, more powerful 4-piston brakes, a 125mm dropper seat post for extra clearance, and a 780mm handlebar with a 20mm rise. Either way, maximum tire clearance is 29″ x 2.4″.

Mako Geometry

The 2024 Berria Mako is available in three frame sizes; S, M and L, accomodating a range of rider heights from 153cm to 200cm. All roll on a 29″ wheelset.

In conjunction with its all-new frame layout, the Mako gets a longer, more aggressive geometry befitting of the latest technical cross-country race courses. Across the size range, chainstays are shortened by 5mm to 430mm. Despite this, wheelbase is up by around 18mm thanks to longer reach figures and a much slacker head tube angle of 67.5° (M). That compares to the 69.2° head tube angle of the former Mako.

Reach figures come in at 435mm, 458mm and 485mm on the S, M and L frames, respectively. The medium is relatively unchanged here, but the small goes 20mm longer, while the large goes 10mm longer. Offsetting this more rearward bias is the move to much steeper seat tube angles; the medium has a seat angle of 76°, almost 2° steeper than the SA of the previous iteration.

Somewhat unusual is the change in head tube angle across the frame sizes. It is actually slightly steeper on the larger frame sizes; 68° on the L, and 67° on the S. We asked Beria what the thinking is behind this.

“The steering angle varies slightly to give more stability in small sizes and more agility in large sizes. This type of geometry helps to get closer to the perfect behavior of the Mako regardless of its size”.

Berria Bikes Co-founder, Jose Vittoria

Mako XCO Geometry

The above geometry chart pertains to the 2024 Berria Mako in its XC format, sporting a 110mm travel fork with an A2C of 521mm.

For riders intending to dabble in a little trail riding, the Mako DC could be the better option. As you might imagine, the Mako Downcountry bike is considerably slacker (66.5° HA in M) thanks to the longer travel fork and, as a result, reach figures are a bit shorter (448mm on the M). The BB is also raised by 7mm, putting it at 327mm.

Mako DC Geometry

Frame Kinematic

Aside from the aesthetic appeal, an arguably more important benefit of the shock integration is its resultant lower position on the frame. Berria say this allowed them to improve the suspension kinematic considerably, though we haven’t been made privy to all of the specifics there. We do know that travel is boosted by 8mm to 113mm as compared to the previous Mako.

Also, this 4th generation frame has a slightly higher starting leverage ratio of 2.725, versus the 2.6 ratio of the predecessor. The mid-stroke is slightly less progressive, too. In the end-stroke region, the curve becomes regressive toward bottom-out after hitting a ratio of around 2.45.

Recommended sag is reduced to just 15% because “the shock absorber moves less due to pedalling forces”. That compares to the 18-22% recommended sag for the V3. We translate that to mean that the bike’s anti-squat values sit closer to 100% around this new sag point.

Berria also make reference to the protection conferred to the shock by virtue of its in-tube position. The recommended shock service intervals are unchanged, though, so don’t necessarily back that up as a tangible benefit. But, it is true that the shock’s shaft is less likely to collect any significant amount of muck.

A potential drawback is the lack of airflow around the shock, something that could lead to the shock overheating earlier during a race. But, this is seemingly less of a consideration in the world of XC racing where courses are more undulating.

Frame & Component Details

Berria is launching nine models of the Mako, all with a standard carbon frame made from their HM2X fiber. It weighs a claimed 2,175g. Coming later this year is a premium BR carbon frame, made up of Berria’s UHM3X carbon fiber. Aimed at the XC podium hunters, that one boasts the more competitive weight of 1,875 grams (claimed). We don’t yet have weight information on the complete bikes.

All models feature fully integrated cable routing, entering the frame via the headset. It’s not to everyone’s taste, but it does deliver a clutter-free cockpit. From there-on, the cables and rear brake hose remain inside the frame until they exit at the chainstays.

Adding to that sleek aesthetic is a carbon handlebar stem combo from Berria’s componentry brand, Avanforce. The Mako gets the 760mm Avanforce Aguila (Eagle) bar, with a 65-95mm reach (size dependent) and a -9° offset. For the BR models, the bar weighs a claimed 175-195 grams.

Meanwhile, the Mako DC models are completed with the 780mm Avanforce Condor bar. This one has no offset in the stem portion, but has a 20mm rise at the bar.

A final point of interest on the Mako frame is the unusual split seat tube, said to offer 14mm extra compliance. Aptly named the Tibia, this is a 31.6mm diameter post with a length of 420mm. It is made from Berria’s H2MX carbon fiber and weighs a claimed 220 grams. Only the XC Mako models get the Tibia post; the DC models get a 125mm dropper seat post.

Pricing & Availability

All five models of the 2024 Berria Mako, and all four models of the Mako DC are available today. Actual availability may vary across the different European markets. At the moment, Berria has a distribution network throughout Spain, France, Italy, Switzerland and the UK. We are told there are plans to distribute in South America and the USA soon.

Berria also plan to offer the Mako as a frame kit in due course.

As of yet, no pricing information has been communicated. For now, here’s a quick look at the models – head to the Berria Bikes website for more information on pricing and availability in your region.

2024 Mako

2024 Mako DC

berriabikes.com

The post 2024 Berria Mako XCO Bikes Gets In-Link Suspension for All the Integration appeared first on Bikerumor.

BMC’s all-new Speedmachine time-trial and triathlon bike has been an open secret since the Swiss bike maker unveiled their development partnership with Red Bull’s F1 racing team last year. Five years of R&D culminate in what BMC are calling “the fastest time-trial and triathlon bike in the world”.

BMC X Red Bull Speedmachine time-trial & triathlon bike

Now that “World’s Fastest Race Bike” Red Bull prototype Speedmachine we spied last year is ready for the big time!

BMC worked with Red Bull Advanced Technologies to combine their 30 years of expertise in bike building with the aerodynamics & wind tunnel experts that create Red Bull racing’s F1 cars. Their air flow experience, specifically helped drive the reshaping of the front end with its wide-set fork legs and the unique Shark Fin under the fork crown to divert & control airflow off the spinning front wheel.

So, what’s actually new?

Lighter weight

Much lighter weight is a big one. BMC says it comes down to design simplification, integration, and classic optimized carbon construction. The result then, this new Speedmachine is a full 500g lighter than the old Timemachine 01 Disc.

More Integration

That integration is also no huge surprise. Getting cables out of the way is a minimum requirement for any modern bike. And for racing against the clock, a more integrated fork-to-frame and a fully integrated cockpit that retains fit & position adjustability is also key. The new bike gets flat or low base bars, plus a wider fit range via adjustable extensions and stack solutions.

For triathlon, add on integrated storage solutions that can also improve aerodynamics by smoothing airflow, and you get free speed. Make those storage solutions removable, and then the bike can double as a UCI-legal TT bike, too.

The core of storage integration is a big integrated hydration box that sits low, just above the bottom bracket, where a couple of standard water bottles would be. A semi-internal, semi-external hydration hose routes water up to the rider in an aero tuck, but is still easy to keep clean. The big reservoir holds 1.2L of water, plus a smaller UCI-legal 400ml bottle/water tank that can be kept in place for time trials.

Triathletes also get an extra aero storage box behind the seattube, with an integrated taillight. But it snaps off for TT racing, too.

Upgraded Packability

At first, it might seem strange that a premium race bike needs to be packable. But triathlons are one of the few styles of racing that mean most triathletes are going to have to pack up their bike and fly somewhere to compete. How many of the 2000 triathletes that race Ironman Worlds live in Kona, after all?

And all this modern integration and hydraulic disc brakes mean you can’t just pop the stem off and stuff it in a box to fly with your bike. Now you need a carefully thought-out cockpit solution like on this new BMC Speedmachine. You can remove the bar+stem combo without the fork falling out of the frame, and with enough cabling flexibility to fit it in a bike bag. Plus, no need to mess with your perfectly dialed-in aerobars positioning.

Radical New Geometry, too!

BMC stresses “supremely confident handling” for the new Red Bull developed Speedmachine. Again adding on the rider-centric fit, the improved stability of the new Speedmachine platform was refined to increase rider confidence, allowing them to hold their best aero tuck longer, race with deeper aero wheels, and earn more speed as a reward.

To get that, BMC gave the all-new Speedmachine some “radical head tube angle, rake, and trail dimensions”. So radical in fact, they don’t advertise what they are! Guessing from the studio shots, it could be a headtube as steep as 75.5° and fork rake around 50mm to get around 35mm of stable Trail.

(Note: All three of these figures are our approximations since BMC is not sharing them publicly.)

2024 BMC Speedmachine – Pricing, options & availability

The “World’s Fastest TT & Tri Bike” isn’t going to come cheap. However, BMC does have a few options available to speed up your races against the clock.

The new BMC Speedmachine 01 is available as a $7000 / 7000€ frameset module. That then includes the frame, fork, headset, cockpit, seatpost, and integrated storage. You just have to come up with a drivetrain, saddle & wheels.

Or get the complete bike for $11,000€ for the BMC Speedmachine 01 TWO with a SRAM Force eTap AXS 2x drivetrain and mid-tier DT Swiss ARC carbon wheels thrown in. (Prices are the same in US dollars, Euros, or Swiss francs.)

Is that not fancy enough? You could also pick the $17,000€ BMC Speedmachine 01 LTD with Red 2x & Zipp 858 NSW wheels.

Or somehow there’s an even more expensive option. For $23,000€, only 50 buyers can get the top all-black BMC Speedmachine 00 LTD. That includes the same 01 LTD bike & build, but adds on an ultra-premium experience.

You also get a BMC Aero Motion device built-in. Made by Vorn, that gives you real-time aerodynamics data as you ride to optimize your position. Additionally, you get “Elite Access” to BMC pro training camps, early bike launches, and a custom travel case made for your bike.

All bikes are officially available from this coming November 2023.

BMC-Switzerland.com

The post BMC & Red Bull F1 Make New Speedmachine, the World’s Fastest TT & Tri Bike appeared first on Bikerumor.

Coming in hot for the end of the gravel season is the all-new Maxxis Reaver, a fast-rolling, lightweight, race-ready tread already amassing course records. Keegan Swenson (Santa Cruz) set a new course record this year at Crusher in the Tushar. Andrew L’Esperance (Maxxis Factory Racing) won the Blue Mountains Gravel Fondo in June, both riding the Maxxis Reaver. So, if you’re eyeing up some late-season gravel, fondos, or getting your tire coffer ready for next season, you might want to listen up.

Maxxis Reaver Gravel Tire — What is it?

The Maxxis Reaver is a dry-condition, fast-moving gravel race tire. The tread mixes the Maxxis Speed Terrane cyclocross tire and the Maxxis Aspen ST Cory Benson spotted at the Nové Město World Cup.

That Tread Looks Familiar

The bulk of the Maxxis Reaver tread comes from the Aspen ST tire. The center line is a variation of paddle knobs taken from the Aspen, arranged in sets of three. Between the paddle knobs are diamond file treads. The diamond treads lower rolling resistance and connect every third and sixth paddle tread, giving extra contact.

The side knobs are sharp and closely spaced, offering cornering confidence and grip when sinking in gravel or mud. The side knob has a sipe groove allowing them to flex and conform to the terrain and crawl over rocks.

How does the Maxxis Reaver compare to the Rambler and the Receptor?

The Maxxis Rambler is more of an “all conditions” gravel tire, meaning if you’re getting into wet roads and mixed conditions, go Rambler. The Receptor is a slick center tread; it might be the best bet if the course has a large amount of pavement. But, if you’re looking for all-out speed and race performance for gravel (dry, small rocks, crushed limestone, country roads, and some forest), the Reaver will do nicely.

Maxxis Reaver Sizes and Weight

Right now, Reaver is only available in a 700x40c size, still the most common ‘fast gravel’ size. But rumors are there will be a 700x45c size in a few months. The Reaver casing uses Maxxis lightweight gravel construction, consisting of a 120 TPI tubeless-ready casing with EXO sidewall protection. Riders have the choice between an all-black or tan sidewall.

• Price: $70.00
• Weight: 420g (tan sidewall)

Maxxis Reaver Ride Impressions

The new Maxxis Reaver in a 700×40 is right on the money for the transition from gravel to cyclocross tires. I wasn’t ready to start rolling just my 33mm tires, but 45mm was too much — the Reaver arrived at the perfect time.

The tread is similar to a dry conditions cyclocross tire and has an excellent round profile, not boxy like some file treads can get. I paired the Reaver with the Roval Terra CLX Gravel wheels with a 25mm internal rim width. The tire inflated to a slightly larger 42mm width, but retained a round profile.

Reaver On the Road

On the road, the Reaver is fast; on the gravel, the Reaver is fast; in the woods… You get the drift. The combo of the 120TPI casing and the speed-focused center line tread make this tire fun in dry conditions. The casing soaks up lots of road chatter, and the diamond-knurled center offers predictable traction in sandy terrain.

I pumped the Reaver up to 40psi for my initial rides and kept that pressure (going up or down by 5psi) for all of my riding. The casing is slightly pressure-sensitive but feels more like a mountain bike casing than a road casing. Around 40psi, the tire would offer nice suspension in the corners without folding and roll fast on the road without chatter on the gravel.

The Reaver handles like a file tread ‘cross tire in the woods and on grassy fields. The side knobs are active in the corners and perform better than expected, especially when compared to similar cross-specific treads. As for flat protection, I’ve yet to have one, and I’ve made some questionable line and pressure choices when first mounting these guys up.

The Reaver’s Achilles heel is the wet — obviously.

When the rain starts to fall, the Reaver still has some life to it, but when the trails get muddy, the Reaver’s power diminishes. That said, the side knobs still can chug along in the muddy bogs and the one-off saturated sector. But it might be time for a Rambler switch if you’re encountering a full-on muddy race when pedaling traction is needed.

Final Impressions

So far, I’ve enjoyed my time on the new Maxxis Reaver. It’s fast, fun in nearly every condition I’ve ridden it, and looks great in tan. If this performance continues, I can see the Reaver quickly climbing to the top of the Best of Gravel Tires list. Check back for a long-term review this fall.

Maxxis.com

The post All New Reaver is Maxxis’ Fastest Pure Gravel Tire To Date appeared first on Bikerumor.

The new Shimano GRX RX820 series looks surprisingly similar to their original gravel group, but there are plenty of subtle (and not so subtle) updates that give it more range, better ergonomics, and even some system modularity that makes it easier to switch things around.

Let’s start with what stays the same: It keeps the 2.5mm chainline offset, sitting a bit wider than their road groups to improve chain/tire clearance. It also keeps some cross compatibility between it and their road and mountain bike groups, albeit with the newer 12-speed ones, and it still has a mechanical option. In fact, only the 12-speed mechanical GRX group is launching now, Di2 will come later.

“We think GRX is for everyone, and about 75% of the market is using mechanical and wants mechanical.”

– Nick Legan, Shimano Road/Gravel Brand Manager

There are still 1x and 2x options, both equivalent to Ultegra-level road, and there’s still an RX610 (105 equivalent) series, which also upgrades to 12-speed. Now, here’s what’s new…

Updated Gravel Gearing

What made the original GRX group so refreshing was that it matched up with their road and mountain bike lineup, allowing you to mix and match cassettes, shifters, and derailleurs to create a group that worked for you. GRX parts were more gravel specific, but if you already had a big cassette, you could add the clutched rear derailleur and offset crankset to gain more offroad capability.

Since then, Shimano’s road and MTB cassettes have grown, with 105 Di2 introducing an 11-36 cassette (bigger than the original 11-34), and MTB cassettes jumping to 10-45 and 10-51 (up from 11-42). So GRX has grown, too, using those same cassettes with either a 48/31 double chainring or 40- and 42-tooth 1x chainrings to give riders more gear range. Here’s how it all compares:

Not only do you have more range, but the added cog improves gear steps in the lower part of the cassette for more refined cadence management.

For 2x groups, you can choose an 11-34 or 11-36 cassette, both borrowed from Ultegra and 105, respectively (105 is the only road group with an 11-36 option). Both use their new HG L2 spline interface, which means they’re backward compatible with standard HG freehub bodies and the newer, lighter L2 versions that debuted with Dura-Ace (and the new gravel wheels…keep reading).

For 1x groups, you also have two gearing options (10-45 and 10-51), but you’ll have plenty of trim level options – Deore, SLX, XT, and XTR.

Yes, all of the 1x cassettes are simply mountain bike cassettes, there’s no “GRX” cassette, though they do “spec” XT as the recommended level to match the rest of the group. That means you’ll need a Micro Spline freehub body on your gravel wheels to use the 1x GRX groups.

The chainrings are all new and optimized for 12-speed chains, but the crankset is basically unchanged save for a new finish. It fits both 1x and 2x chainrings and comes in 170, 172.5, and 175mm lengths. Bottom bracket sold separately.

A Modular Rear Derailleur

The original 11-speed GRX group had two derailleurs, one for 1x and one for 2x. That 1x group focused on the 11-42 cassette, so if you wanted to run the larger 11-46 MTB 11-speed cassettes, you had to upgrade to the GRX Di2, which could hack together with an XT Di2 rear derailleur assuming you used the right junction box and all firmware was updated. But officially, the biggest option was 11-42, which is smaller than either of the new cassettes.

Now, the new 12-speed GRX gives you two GRX derailleurs for 1x groups, one for each of the cassette sizes. Or, more accurately, it’s two derailleurs in one – all you need to do is switch the pulley cage to make it work with the other cassette size.

Sold with two distinct model names, the RD-RX822-GS (medium cage) works with the 10-45 cassette, and the RD-RX822-SGS (long cage) works with the 10-51 cassette, but…

The only difference is the cage, and you can swap them out, swap cassettes, and (probably) swap chains as you’ll need a couple extra links for the bigger cassette and longer cage.

It’s a bit of work, but it’s still better than having to buy a new derailleur.

The RD-RX820 rear mech is purpose built for the 11-34/36 cassettes and double chainrings and is not modular. Technically, you probably could swap out the pulley cage, but the parallelogram and movement pattern are optimized for the smaller cassettes, so, don’t.

Updated Brake & Shifter Levers

The new GRX brake levers keep the same wide, flat frontal surface and have an anti-slip coating that was borrowed from Shimano’s fishing division. They’re optimized for gravel bars with a 16º flare, putting the shift and brake levers in easy reach with an angle that mimics the bar’s flare.

The braking and shifting internals are the same, but the exterior gets a few refinements. The top section of the hoods where you rest your hands has been flattened out. The originals also had levers that angled outward somewhat, but they accomplished that by basically putting the entire body at an angle. Now, the tops are flatter to create a better perch for your palms:

The surface is still a bit rounded, but the effect is a flatter area for your hands.

The textured pattern remains the same, but they seemed keen on pointing out that the height of the ribs is 0.8mm, a number that came about from testing a range of heights from 0.5mm (not enough) to 1.0mm (too squirmy).

The right hand shifter lever is the same for all groups, but you’ll have three options for your left hand: Shifter (for 2x groups), brake only, or a single paddle to operate a dropper seatpost.

They’ve offered the dropper remote version before and it looks just like a 2x brake lever, but without any ratchet inside. The internals are updated to pull more cable, increasing from 8.3mm to 10mm. They say it should work with about 99% of all mechanical droppers on the market, as long as the post pinches the cable at the dropper.

Brakes get a bit better

Shimano’s brakes were already good, and now they’re a bit better. The pads retract farther, increasing pad clearance by 10% so they’re less likely to rub.

They’re paired with (but sold separately from) the Ice Tech Freeza CL rotors, which have a 3D-shaped aluminum carrier on the CL rotors, which maximizes stiffness and resists heat deformation better, keeping them straight and quiet even after a long, hard descent.

New not-GRX Carbon Wheels

Building off the carbon RX870 wheels introduced in early 2022, the new RX880 carbon gravel wheels use the same rim and are technically a non-series item, without the GRX designation, but they are indeed meant to pair with the new group.

What sets them apart are the new hubs, which feature their Direct Engagement drive system that’s nearly silent and rock solid. Shimano doesn’t claim any particular degrees-of-engagement speed, but says they’re fast enough, which I’d agree with after our test ride.

They’re also Shimano’s first hubset with interchangeable freehub bodies, with Micro Spline and HG L2 options. That means they’re only compatible with Shimano cassettes, and only the latest 12-speed versions at that.

They have 24 spokes and a 32mm rim depth with 25mm internal width (30mm external) and come in at just 1394g with a MicroSPLINE freehub body. The HG L2 freehub body only adds 3g, making either option a very lightweight gravel wheel.

Pricing & Availability

All of the new GRX group parts and wheels are available and shipping at launch, pricing as follows:

• Shifter/Brake Levers w/ Brake Caliper
  • Right side/rear shifter – $444.99
  • Left side/dropper remote – $414.99
  • Left side/brake only – $384.99
  • Left side/front shifter – $441.99
• 1x Crankset – $249.99
• 2x Crankset – $249.99
• Rear Derailleur – $126.99
• Front Derailleur – $61.99
• 160mm ICE Tech Freeza Rotor – $121.98
• Cassette
  • 10-45 XT – $164.99
  • 10-51 XT – $164.99
  • 11-36 105 – $87.99
• Chain – $48.99
• Wheels – $1,549.99 set ($699.99 front / $849.99 rear)

This puts all three groups right around $1,700 with two brake rotors, sans bottom bracket. Zach and I both have groups in for long term testing, and he’s weighed his parts (we have the same group). Check out the GRX actual weights in his post.

GRX RX610 goes 12-speed, too

Mostly for OEM customers (as in, you’ll find it on lower-priced new bikes), there are also new RX610 cranksets and shifter levers that can be mixed and matched with the RX800 derailleurs and cassettes. It’ll have 1x and 2x options, with a new 38-tooth 1x chainring (steel, not alloy) but no dropper post lever option. And that 38-tooth chainring will fit on the RX820 crankset if you want something smaller than a 40-tooth.

The levers paired with them are RX400 level brakes and upgrade to the textured hoods and anti-slip levers, but they lack the Servo Wave action and flared handlebar-optimized shaping…meaning, they’re basically just the original 600-series levers, just grippier and with 12-speed clickers.

What about 11-speed GRX?

Shimano will keep those original 11-speed GRX bits available for a while, but as with road bike groups and their competition, everything is definitely moving to 12-speed and they suspect that in about 5 years, all new stuff will be 12 speed. Mechanical disc brake levers might take a while longer to see 12-speed compatibility, but they’re probably maybe on the long-term road map for a very budget level group.

Bike.Shimano.com

The post Shimano GRX 12-Speed Unleashed w/ Bigger Cassettes, Better Range appeared first on Bikerumor.

One year ago I was writing about 105 going electronic with more affordable Di2, but maybe more importantly now you can get the latest in Shimano road bike gearing with a new 105 mechanical groupset upgrade to 12-speed!

What more do you need to know than that Shimano has not forsaken mechanical shifting! New 105 mechanical 12-speed is almost as light as 105 Di2, it’s lots cheaper, and battery-free.

Hurrah!

Shimano 105 R7100 mechanical 12-speed road bike groupset

First, there were quiet rumblings that Shimano may ditch mechanical shifting for any of their performance suite of road bike groups. That is to 105, Ultegra & Dura-Ace – the three that tend to get the top level of gearing. Then, 105 finally getting its own Di2 12sp upgrade with NO mechanical option last summer certainly didn’t silence those fears. I mean, who doesn’t love wireless electronic shifting, right? (Hint: anyone on a budget, or who doesn’t like having to charge their bike to ride!)

But more rumors started to float around that a new 105 mechanical group was on the way. A recent slip-up in entry-level carbon Bianchi road bikes all but assured us that the new group was about to drop.

And now it’s finally here. Luddites, rejoice!

So what do you need to know?

New Shimano 105 mechanical offers all the same 12-speed gear ratios – and trusted brakes – of 105 Di2. So, you don’t have to remember to charge your derailleur OR replace the batteries in your shifters. (Oops, I just had an Ultegra Di2 shifter battery die mid-ride, losing rear shifts, then realized it’s not so easy to replace the less common CR1632 battery.) And it costs a lot less.

How much cash will you save?

In essence, a complete Shimano 105 mechanical group will set you back $1223 according to our accounting.

You save more than 1/3 the cost of 105 Di2. It’s less than half as expensive as Ultegra Di2. On the whole, you could buy 3 1/2 105 mechanical groupsets for the cost of 1 Dura-Ace Di2 setup.

Interestingly, while 105 mechanical is the most affordable 12-speed Shimano group, SRAM’s latest Apex 12sp offering seems to have it beat on both weight AND cost whether you go for mechanical XPLR (2872g at $987) or wireless electronic AXS XPLR (2890g at $1195) options, according to claims (assuming those figures from SRAM include rotors & a BB).

What’s new?

You get all-new but familiar-looking 12-speed mechanical front & rear derailleurs, and subtly updated new 12-speed 105 mechanical shifters with the same trusted brake hydraulics inside.

FD-R7100 2x Front Derailleur

• Brazed-on or Band-clamp
• Fast, precise front shifting for 50-52-tooth big rings
• Weight: from 96g
• MSRP: $44.99 / €49.99

RD-R7100 12-speed Rear Derailleur

• Super low profile Shadow RD shape, with single tension construction
• Direct mount attachment
• Single GS medium-length cage for 11-34T or 11-36T cassettes
• Weight: 249g
• MSRP: $64.99

ST-R7120 12-speed Mechanical Shift / Hydraulic Disc Brake Set (levers & calipers)

• 12sp Dual control levers
• New blade shape gives a shorter lever access curve
• Refined ergonomics and shaping create a new lever position
• Weight: 612g/pair (levers only)
• MSRP: $354.99 / €319.99

In summary… what it doesn’t have is an internal battery, electronic wiring, or replaceable batteries in the shifters.

What’s the same?

The beauty of the new Shimano 105 mechanical 12-speed group is in reality… a lot of this isn’t totally new.

The R7100 mechanical groupset includes the same compact crankset, bottom brackets, 12-speed 105 chain & 11-34T cassettes we saw introduced last summer with 105 Di2. It also shares the same flat mount disc brake calipers with 10% extra pad retraction, same brake hoses & rotors, too.

Shimano 105 mechanical 12-speed – Pricing, Options & Availability

In general, much like we usually see with any new Shimano groupset – pricing varies, options are aplenty, and availability depends. Shimano’s PR didn’t actually include a valid groupset price, and was missing some bits. But, by our calculation, buying a complete new 105 mechanical groupset will cost you $1223 piecemeal.

Your options are essentially the same as 105 Di2 2×12. Pick from 50-34 or 52-36 chainsets, 160/165/170/172.5/175mm long crank arms, and 11-34 or 11-36T cassettes.

As to availability, we’re only really looking at new derailleurs and shifters, so the outlook is good. But in any case, you’re most likely to get ahold of a new Shimano 105 mechanical 12-speed group as OEM if you buy a new bike. There will be many available starting today. For example, this £2199 Ribble Endurance SL Disc carbon road bike, one of five bikes available today from the UK brand.

Bike.Shimano.com

The post Shimano 105 Mechanical Goes 12-Speed, Batteries Not Required appeared first on Bikerumor.

Cannondale jumps full steam into the cargo ebike market with the new Cargowagen Neo and Wonderwagen Neo. Pick from a more compact long tail cargo ebike (not so dissimilar to Globe’s new Haul LT), or go all-in with a big box out front to haul more kids and bigger objects out front. Either way then, it looks like two more reasons for urban & suburban families to seriously consider adopting the #onelesscar concept..

Cannondale Cargowagen & Wonderwagen Neo cargo ebikes

Cannondale is fully embracing (small) two wheels and e-mobility as alternative transportation with their two new cargo ebikes. No matter where you stand on the ebikes on the road & trail debate, cargo ebikes are awesome – that is assuming you have somewhere to park these behemoths.

Ditch the car, and go for a ride instead!

Tech details

Both the new Cargowagen Neo & Wonderwagen Neo cargo ebikes start with heavy-duty SmartForm C2 alloy step-through frames, wide tires on burly 20″ wheels, and short-travel 80mm cargo forks to smooth out the road.

The Cargowagen opts for a long tail rear end with an extended structural rack to haul up to 80kg of groceries, gear, or a kid out back. Total load rating of 200kg/441lb including ebike, rider & anything you can strap on.

The Wonderwagen takes it to the other extreme, bolting a giant plastic box up front that can carry 100kg, plus another 27kg on the burly rack out back. It also uses cable-driven steering instead of a linkage to keep the cargo box and all that weight low. All-in, the Wonderwagen can haul 3 kids in addition to the driver/rider – with a max total load rating of 250kg/551lb (ebike, rider & load).

Powering it all, Cannondale gives these two e-cargo setups Bosch ebike motors to get ’em moving. In Europe, that’s the 25kph limited high-torque Bosch Cargo Line. On the other hand, in the US, it’s the high-speed 28mph-limited Bosch Performance Speed electric motor.

Both get powerful integrated lighting – check out the cool headlights on the Wonderwagen, full-coverage fenders, dropper seatposts, kickstands, a built-in glove box, and integrated locks. Plus, then there’s lots of other accessories to choose from, including optional dual-battery setups and even a trailer hitch. The rear racks are designed to clip on a traditional kids’ seat, a cargo cage, or pannier bags. The Cargowagen can even add an extra min front rack. And the Wonderwagen can opt for an extra integrated rain cover, too

2023 Cannondale Cargo eBikes – Pricing, options & Availability

Out of the new Cannondale cargo ebikes, the long john box Wonderwagen Neo & long tail Cargowagen Neo are both available now across Europe, both at 2 spec levels.

The Wonderwagen Neo 2 retails for 6500€ with Shimano Deore 10sp & a 545Wh battery. Then, the Wonderwagen Neo 1 goes for 7500€ with a stepless Enviolo HD internally geared rear hub and a bigger 725Wh battery for extended-range.

The Cargowagen Neo 2 retails for 4700€ with Deore LinkGlide and a 545Wh battery. And then, the Cargowagen Neo 1 sells for 5500€ with a stepless Enviolo HD hub gear and larger 725Wh battery.

In North America though, Cannondale will only carry the $4300 Cargowagen, coming this winter in the level 2 spec.

Cannondale.com

The post Cannondale Hauls More with Cargowagen & Wonderwagen Neo Cargo eBikes appeared first on Bikerumor.

Ever since the launch of the short ST this spring, we knew a long tail Specialized Globe Haul LT cargo ebike was inevitable. Now the Haul LT, Long Tail is here, promising 50% more pannier carrying capacity thanks to 2x the rear rack space. That means room for up to three passengers, making this ebike a real family hauler…

Specialized Globe Haul LT long tail cargo ebike

Teased for almost a full year, hauling everything from cacti to kids and groceries, the small-wheeled Globe Haul ebike platform has promised a viable car alternative from the big bikemaker.

But now it’s really ready for the long haul with an extra-long wheelbase and almost three-foot-long rear rack!

Tech details

Like the ST, the Globe Haul LT is built on a heavy-duty one-size-fits-all alloy frame and 20″ wheels with 3.5″ wide semi-slick tires. A 700w rear hub motor, and the same 772Wh battery powers the Haul LT cargo ebike. That means up to 60 miles of Class 3 ebike pedal-assist at up to 28mph. Apparently, there’s also an optional plug-in throttle adapter. Now that should help you zip around town up to 20mph without needing to pedal. On the one hand, that effectively turns the Haul into a low-speed electric motor scooter. But it also improves rideability when heavily loaded.

Spec-wise the LT is almost exactly the same as the ST. Globe builds it up the same down to the components, brass bell, built-in LED lighting, and MIK rack accessory compatibility.

Yet, thanks to the bigger, beefier & longer frame, the LT bumps up carrying capacity to 200kg / 441lb (including ebike, rider & gear). That’s up 22lbs from the ST. The LT rear rack itself can now haul up to 80kg / 176lb of gear or passengers.

Globe Haul LT – Pricing, options & availability

The new extended Globe Haul LT long tail cargo ebike is now available from your local US Specialized dealer. Pricing starts from $3500, before you start accessorizing. Specialized backs the Haul LT with the same lifetime frame warranty & 2-year ebike system protection as the ST.

Thus, that should reassure your shift into alternate transport.

You can almost infinitely customize it. Pick from optional pannier adapters, a front platform rack, basket & pannier buckets, kids’ seats, a bigger Crew Cab rear passenger seat, new huge rear adjustable cargo rails for the 31″ long rear rack, extra long 30″ rear side bags, and now full-length running boards for multiple rear passengers, too.

Stock is limited of both the new Globe Haul LT and the original ST, according to Specialized. So, act fast if you are feeling like one less car is in your immediate future.

Specialized.com/Globe

The post Specialized Globe Haul LT Cargo eBike Extends a Long Tail to Haul More Passengers appeared first on Bikerumor.

The beautiful frames and bike components that were on display at MADE Show are functional art, but art nonetheless. Many would point out that there is no “best” art, as art is subjective.

I can, however, offer my opinion on our favorite versions of this art. It’s a pretty extensive list, and won’t include everyone. But, I will give you this disclaimer, literally all of the bikes and bike stuff on display at this show were really amazing.

The craftsmanship and attention to detail were off the charts. So, let me say thank you to all involved for sharing your skills with us, it was truly inspirational.

This list was selected by me, as the bikes and components that I liked a lot and wanted to highlight.

Ok, on with the “Best” of Show…

Little Wheel Bike: Velo Orange Neutrino Mini Velo

“Whether you’re a frequent traveler, apartment dweller, multi-modal commuter, or just enjoy a fun N+1 bike, the Neutrino will fit perfectly into your heart“

The Velo Orange Mini Velo gets the Best of Show badge for the coolest mini velo at the show. Super versatile and sporting their new, uber-functional Utility Riser Bar, the Neutrino is ready for a fun ride.

MTB: Albatross Apogee

“Our Apogee module takes all of the complex, hard-to-make parts of a frame and brings them all into a single precision-machined assembly”.

The Apogee gets the Best of Show for Albatross Bikes‘ ingenuity and their ability to think differently. The modularity of the Apogee Module is the story here. Check out the details in our coverage from a few days ago.

Most Unique: Wolfhound Cycles

“Custom steel bicycles, brazed with love since 2001″

This Wolfhound Cycles was an amazing example of the delicate art of fillet brazing. The brazing and the attention to detail, along with the sheer uniqueness of this particular bicycle, is why it gets the “best” badge today.

Fendered Bike: Donkelope

“Donkelope bikes are custom steel frames made by Greg Heath in Bellingham, Washington. Forks, stems and racks are built by hand to suit your riding style”.

This beautifully crafted, Donkelope all-road bike gets the “best” badge for its subtle finish and impeccable, deep sparkle colorway, that my photos do no justice. It sports a spot-on fender line, dynamo power, and is logically spec’d. Looks like a great “go anywhere, do anything” kind of bicycle.

Gravel Bike: BTCHN’ Bikes

“I’m a racer by nature, a wrench by trade, and a machinist/fabricator by necessity. I’ve spent my life making parts from scratch that are lighter and perform better than what can be found. I’m constantly redesigning and refining my processes, always looking for that extra competitive edge.”

This example of what Tyler of BTCHN’ Bikes can create is why it gets my pick of “best”. This is a real testament to the work that Tyler can do. It is aesthetically pleasing, unique, and well thought out with some really clever details.

Bikepacking/Basket Bike: Bantom Bicycle Works/Lords Luggage

“I have had plenty of experience working on cross bikes, cargo bikes, MTBs, track, etc…Whatever type of bike you may be interested in, I would be happy to talk to you about it.”

I’m guessing you guys know why picked the Bantam Bicycles Travelall bike as my choice for the “best” bikepacking/basket bike. It’s a quality build, it’s aesthetically pleasing, the bikepacking-specific geo looks fun, and it looks comfortable. And I would be remiss if I didn’t bring up the quality of the waxed canvas bags that Andy from Lords Luggage produces. Plus, the bags seem like an integral of this build.

Clever Cargo: Frances Cycles

“Small-time bicycle design and manufacture… road, cross, cargo, randonneur, brevet, tour, adventure, and everyday bikes. Design fabrication, and assembly of fully integrated bicycles with an emphasis on fit, performance, utility, and beauty.”

I picked the Frances Cycles Platypus pulling their Farfarer One-wheeled Trailer as the “best” for obvious reasons. The bike looks ultra useful as a cargo bike with that beefy front rack setup. Josh calls it a mid-gravity design. I actually rode this bike around after shooting it, and it rides like it looks… super fun.

Jewel-Like Quality: Tomii Cycles

“A sculpture can be appreciated both aesthetically and functionally, just as a bicycle can be. Bicycles that I can build as beautiful as a sculpture for my customers, is always my number one goal.”

The Tomii Cycles booth at the MADE Show was always deep with onlookers. They were displaying some of the most intricate, handmade, custom bicycle accessories I have seen in some time. The hand-hammered bells were enough for me to award the “best” badge for that kind of craftsmanship. Throw in the jewelry like stem caps and headset spacers and this award was a no-brainer.

That’s it, hope you enjoyed it! Stay right here for more MADE Show coverage.

Made.Bike.com

The post BikeRumor Best Of Show Awards: Difficult Decisions at MADE Show appeared first on Bikerumor.

MADE Show’s goal was to shine the spotlight on the independent frame builders and the community and culture that encompasses them. For a few days, in a nearly 100 year-old barge manufacturing building right on the Willamette River in Portland, Oregon, the handmade industry gathered to show their amazing skillset.

This giant, rustic building seems haunted by the spirit of industrious ingenuity, where craftsmen used both machine and hand to build something special. It really felt like the perfect spot for the brands and builders to show off their skills, wares, and works of functional art.

Hi, My Name is Ron…

…and I’m a bike nerd.

This type of bike show is right up my alley, as I love the bicycle in all its forms and its culture. The amount of amazingly skilled builders that were on hand was impressive.

Some of my personal favorite small, independent brands were on hand as well, like Forager Cycles, Velo Orange, Paul Components, Breadwinner, King Cage, White Industries, Ultradynamico, Ron’s Bikes, and Pinebury, just to name a few.

At this point, I’ve only attended one day, but man, I’ve got so much to show you guys already. So, for the next weeks, I will be sharing this experience with you and getting you the names of all of these talented frame builders along with photos of their work.

If You’re a Bike Nerd…

Then my MADE Show coverage will totally be your jam. I’ll be covering the frame details, and the builder’s specialties… and let me tell you, there’s some pretty crazy stuff to show you.

I loved the ‘vibe’ and venue of this show, hinting that “if you want to make something better, you can”. My initial walkthrough of the show gave me the urge to shop small, as I wanted to buy/support almost all of it.

There is so much to see in the next two days, so I will continue to check all of the nooks and crannies for the good stuff.

Just stay tuned and get ready to nerd out!

Made.Bike.com

The post Indy Frame Makers Galore, Bike Nerds Rejoice: MADE Show First Impressions appeared first on Bikerumor.

Last year at the USA Cyclocross Nationals, we noticed a no-name tire in the corner of the Challange Tires booth, curiously dubbed the “New Baby Limus.” After some questions and speaking with athletes, we came to find this was the first tire Challenge developed with then Cyclocross (now XC Mountain) World Champion Tom Pidcock.

Challenge Flandrien Tubular — What is it?

Challenge’s goal with the new Flandrien tire was to provide riders a tire with traction and control that can cover a broad range of conditions.

The Challenge Flandrien tire is a tweak on the Baby Limus tread. Yes, the Baby Limus has already gone through some changes, knob height for one and spacing for another. But this time, the aim is on the side knobs, taken directly from the Challenge deep mud Limus tire. If the Baby Limus had a weak point, the side knob could be it. The knobs are great for mud but are slow, and the orientation crowds the tread, creating places for mud to stick and not shed quickly.

The new side knob profile is open to shed mud, sharp to dig into the earth, and wraps nicely around the casing to offer grip while bouncing around in the ruts. The updated tread features a tightly spaced center to maximize rolling efficiency and a paddle knob to keep the deep-seated pedaling grip while churning through the mud.

The new Flandrien tread comes paired with the Challenge Team Edition casing. This 320 TPI core-spun casing is the second tier (and most attainable) in the Challenge lineup, only second to the SETA Silk casing. The Team Edition casing is the right mix of robust and supple, plus it comes in both Red and White side walls (though the Challenge Flandrien is only available in white at the moment).

Challenge Flandrien vs. Baby Limus

So, is the Baby Limus now obsolete? No — not at all. Though the Challenge Flandrien does offer some great improvements to the tread, the Baby Limus is a great all-around option. This new option makes it tough to decide what tread to run on a slightly wet or drying course. Challenge riders can now choose between the Grifo, Baby Limus, and Flandrien — in that order, of track saturation.

Because we’ve had limited race time on the new Challenge Flandrien, we contacted our buddy (and Challenge athlete) Adam Myerson, who has been riding it for a while, for some insight. Like why Challenge would need to improve on the Baby Limus and what conditions he thinks best suit the Flandrien.

Myerson: “I was handed a set of Flandriens on a Tuesday last December. I was so excited about them that I glued them up and won 50+ nationals on them two days later. Sometimes, the Grifo isn’t quite enough; sometimes, the Baby Limus is too much. The “New Baby Limus” is the perfect fast mud tire, especially when dealing with rutty conditions.”

Challenge Flandrien Tubular Weight and Impressions

The Challenge Flandrien comes in at a respectable 432g in the Team Edition casing. The tire feels very well crafted, and the edge between the tread and casing is tight. We find that the meeting between the tread and the casing on most handmade tubular tires is a tough spot to keep bonding adhesion. The craftsmanship and consistency on the new Flanderien tire are top-notch from anything we’ve seen in tubulars.

First Ride Impressions

I got a few rides on the Challenge Flanderien tires around our local course. The Team Edition casing is a very supple starting point for a new tread kick-off. It’s been a while since I’ve ridden a high-end tubular around, I’ve mostly been rolling the Challenge Red TE Grifos (read our review here), and the sensation is striking. The grip, the suspension, and the ride quality all blow clinchers out of the water (sorry clinchers). However, my favorite part about riding tubulars is the feel in the corners and through uneven terrain. That grip and squish of the tire conform to all the ground underneath. That loose feeling can be weird at first, but once you harness it, you can take advantage of coasting through technical sections without a death grip on the bars.

During our limited time on the Flanderien tire, I felt very confident, especially while in the wooded sections of our track. The side knobs are still pretty large, so they aren’t the best in the super dry grass crit courses, but they are an upgrade on a course with any moisture. The tightly spaced centerline tread rolls fast on the pavement, grass, and mud. I especially like the clearing power of the Flanderien tire. When riding actively in the mud, the tread is open and finds grip. When on a transitional piece of the course (like dry grass or pavement), the mud falls off thanks to the open mid-shoulder. I can’t wait to get this tire rolling at a proper muddy race and stack it against my favorites.

Technical Details — Challenge Flandrien

• Construction: Handmade Tubular
• Series: Team Edition
• Size: 33mm
• Weight: 432g (tested)
• TPI: 320 Corespun Cotton
• Compound: SMART Soft
• Colors: White
• MSRP: $119.99
• Limited Availability September 1^st

For more information on Challenge Tires, check out Challengetires.com

Look for a full review soon, and check out our Best Cyclocross Tires for answers to all your CX questions.

The post Challenge’s New Baby Limus CX Tire Officially Becomes the Flandrien appeared first on Bikerumor.

Want to go fast for less? Trek’s new Madone SL Gen 7 looks to deliver SLR performance at a (much) lower price point. The new Madone SL Gen 7 frame looks nearly identical to the SLR, with only a few tweaks and a brand new RSL Aero Bar.

The question is: Do you want a Trek Madone SL Gen 7 for $2550 less than the SLR Gen 7, or do you really need to save 300g?

Trek Madone SL Gen 7 — Frame details: 

The Trek Madone SL Gen 7 has (almost) all the bells and whistles of the Madone SLR and is available at nearly half the price. 

What are the bells and whistles? The Trek Madone SL Gen 7 frame takes cues from the Madone SLR, including the new IsoFlow design. This unique hole in the frame’s seat tube replaced the IsoSpeed damping system on the previous Gen 6 version. 

The new IsoFlow system still provides some vertical compliance, but more impressively, it eliminates excess weight and is a claimed 60 secs faster per hour over the Gen 6 model. 

The slippery frame combines a refined Kammtail (Kammtail Virtual Foil) shaping for the tubes and a new narrower handlebar. Trek claims the new narrower bar/stem saves 9.7w alone, not including the frame aerodynamics.

The Madone SLR arrives with the RSL bar stem combo, and the Trek Madone SL Gen 7 mimics that with an all-new RSL Aero bar. 

All-New Bontrager RSL Aero Bar

The new Trek RSL Aero bar is a narrow road bar aimed at creating a slippery front end without the fixed limitation positioning of a bar/stem combo.

It’s shallow (124mm drop) with an 80mm reach and a slight flare in the drops. The top of the RSL Aero bar is narrow, 3cm narrower at the tops vs. the drops.

Trek measures the RSL Aero bar from the tops, so finding your size can be tricky if looking aftermarket. For example, a 42cm wide bar is 42cm wide at the drops, which means the tops where the shifter mount are 39cm.   

Q: So What’s Different? A: Carbon 

The new Trek Madone SL Gen 7 uses 500 Series OCLV carbon fiber, Trek’s middle-tier carbon. The SLR uses 800 series OCLV carbon for maximum weight reduction. You can also find the more robust 500 series on the Trek CheckPoint SL and Domane SL.  

The frame bits remain the same (excluding the carbon) and they include a T47 threaded bottom bracket and proprietary seatpost. The seatpost wedge assembly is reversible to allow for a larger range of saddle height adjustment on a single seatpost. The stock seatpost is a 0° offset, but aftermarket 20mm offset versions are available from Trek. 

Trek Madone SL Gen 7 Geometry 

The Trek Madone SL Gen 7 uses the same race-oriented H1.5 geometry as the SLR. H1.5 is Treks Pro-Tour level race geometry, but it’s not point-and-shoot. Most roadies should find the steering and corning precise but manageable. 

The sizing covers an extensive range, starting with 47cm and growing to 60cm. The seat tube shaping can make for some challenges, so there are two different seat masts, one with a length of 150mm (short) and 200mm (Tall). The geometry chart above shows the minimum and maximum saddle rail height with both options for every size. Bike sizes 47-54 will ship with the short post installed, and bikes 56-60cm will get the tall. 

Trek Madone SL Gen 7 Specs: 

The new Trek Madone SL Gen 7 comes in two 12-speed Shimano builds: SL7 with Ultegra and SL 6 with 105. Though the groups and price structure change accordingly, a few specs remain the same throughout. SL 7 and 6 come with the cockpit, the new Bontrager RSL Aero-OCLV Carbon bar, and the RCS Pro – 7° stem.  

For tires, both roll on Bontrager R3 Hard-Case Lite 120 tpi, 700x25c treads. The 25c tires are narrow compared to most modern road specs but ride well after setting up tubeless. The R3 Hardcase tires are a great mix of high performance with real-world puncture protection, though we prefer the 28c version. 

For saddles, the Madone SL Gen 7 comes with the Bontrager Aeolus Comp. We reviewed the Aeolus a while back, and it remains one of our favorites for road riding.

The Aeolus Comp uses steel rails, making it more cost-effective in the spec but keeping the same shape as the Aeolus Pro and Elite — Plus you can use all your Bontrager BlendR compatible accessories.

Trek Madone SL 6 Gen 7 

• Groupset: Shimano 105 Di2 12-speed, 105 50/34 chainset and Shimano 11-30, 12-speed cassette
• Wheels: Bontrager Aeolus Elite 50, OCLV Carbon, Tubeless Ready
• Weight: 8.40 kg / 18.52 lbs* Size 56
• Paint: Deep carbon smoke + Crimson

Trek Madone SL 7 Gen 7

• Groupset: Shimano Ultegra Di2 12-speed, Ultegra 52/36 chainset and Ultrgra 11-30, 12-speed cassette
• Weight: 8.00 kg / 17.80 lbs Size 54 (tested, real weight out of the box)
• Wheels: Bontrager Aeolus Pro 51, OCLV Carbon, Tubeless Ready
• Paint: Dark carmine red + Plasma

Trek Frameset SL7 

• Frame, fork, and seat post only 
• Color: Dark carmine red

Trek Madone SL Gen 7 Pricing:

• Trek Madone SL 6 Gen 7: $5,499.99
• Trek Madone SL 7 Gen 7: $6,499.99
• Trek Madone SL Gen 7 Frameset: $3,799.99

Trek Madone SL Gen 7 Availability: 

The new Trek Madone SL Gen 7 is available online and from your local Trek Dealer. The Madone SL Gen 7 is not yet available for Trek Project One paint, but stay tuned… 

Look back for a full review as we take the Trek Madone SL7 Gen 7 through the paces this fall. 

The post Trek Madone Gets More Affordable with All-New SL Gen 7 and RSL Aero Bar appeared first on Bikerumor.

Albatross doesn’t shy away from alternative frame designs, and the latest creation is this modular Apogee mountain bike, which converts between trail and light enduro and turns a simple single-pivot concept into a unique floating shock design with advanced kinematics.

The frame comes in three parts: Front triangle, rear triangle, and the Apogee Module. The latter contains the shock, pivot, and linkages, and the idea is to allow riders to change any of the base parts at any time. Want to change the travel? Mix wheel sizes? Update the geometry? No problem, just switch the corresponding section.

The Apogee Module packages all of the suspension components very low on the bike, keeping the center of gravity rail-ably low. And it’s small, so they can offer it on smaller frame sizes to fit more riders, from 5’0″ to 6’4″. Here’s how it works:

The shock floats between two rocker arms. The rear triangle sits on the main rocker arm, which drives the back of the shock forward. As that main rocker rotates, the bottom half (below the main pivot) is moving backwards and pulling a connector attached to a front rocker, which pushes the front of the shock backward.

It’s a similar concept to Mondraker’s ZERO Suspension, except it’s done on a single pivot design. Here’s the basic specs:

• Material: Steel Front and Rear Subframes, 6061-T6 Suspension Module
• Intended Use: “Light” Enduro
• Rear Travel: 144mm (paired with 160mm forks)
• Tire Clearance: 29 x 2.5”
• Frame Weight: 4.2kg (includes Enduro MaxHit Headset, thru-axle, derailleur hanger, w/o shock, Size LG)
• Head Tube Angle: 64 deg
• Virtual Seat Tube Angle: 78 deg
• Reach: 470mm
• Rear Center: 440mm
• BB Drop: 32mm
• BB Spec: 73mm BSA

However, modularity allows them to tune it to work with air and coil shocks, be more or less progressive, and essentially tune it to the rider’s size, weight, conditions, and riding preferences.

It can also change travel, with a 121mm version (w/ 130mm forks) also in the works. Both use the same 185x55mm shock spec, relying on different rockers to change the travel.

They’re also working on swappable inserts that would fine tune the kinematics by making smaller changes to shock mount and linkage positions. The goal is to offer custom tunes for every customer to give them the experience they want for the type of trails they ride.

All pivots spin on Enduro MAX Hit bearings for long-term durability, and Albatross promises at least 10 years of support for any standard they build for. So, buy the bike now, and there’ll be parts for whatever comes up a decade from now.

The Apogee is still in prototype phase with plans to release it in Summer 2024. Price and final specs TBA. If you’re headed to the MADE Show, check it out in person.

AlbatrossBikes.com

The post Albatross Apogee’s Wild Single-Pivot Floating Shock Mountain Bike appeared first on Bikerumor.

Before the inaugural MADE show is even officially underway, we have big news from Portland. First reported by The Ride with Ben Delaney from SBT GRVL in Steamboat Springs, Colorado, Moots has a new bike. It’s not just any bike though, it’s a bike with an all-new wheel size.

Not 700c. Not 650b. The new bike is rolling on a slightly bigger wheel size called 750d. The wheels and tires seem to be only manufactured by WTB at this point, so we reached out and asked if they could give us more details. As luck would have it, WTB was on hand in Portland with Moots getting ready for the show and sent us pictures of the new bike.

When asked about the wheel size specifically, WTB stated. “In short, we developed a large diameter 750d tire and rim that currently only fits custom-built-to-spec bikes. WTB is constantly prototyping to determine the next advancement in bike technology, but there is currently no production timeline for 750d. While we made this tire many years ago, our plans to move forward are dictated by brands’ interests in this new wheel size. If brands begin manufacturing and spec-ing bikes that accomodate 750d tires, then we will have the opportunity to move forward with the project. There are no plans to offer 750d products aftermarket until there is OEM spec. We’ll be ready if that moment comes. Until then, we’ll continue to roll with the diameters currently in the market!”

Why Would We Possibly Need Another Wheels Size?

Based on what we’ve seen so far, the 750d size could fill a gap between 700c and 36″. We’ve seen a few brands and small builders create 36ers for exceptionally tall riders, so 750d could be useful for riders that want something bigger than 700c, but smaller than 36″.

Would that be a big enough market to convince WTB to go into full production of 750d? That seems questionable, but 750d does seem like it would be a more realistic wheel size than 36″ for most riders.

This Isn’t the First Time WTB Launched a New Tire Size at a Trade Show

One of the more interesting details to this story is that way back in 1999, WTB did something similar – with the same tire model. At Interbike, WTB unveield the first-ever 29″ tire with a custom WTB bike to fit the 29 x 2.1″ Nano Raptor. It seems that history does repeat itself, only this time with a 750d x 40mm Nano Raptor. Just like the 750d now, the 29″ wheel size was then greeted with immense skepticism. And now?

See It At MADE Show

We’ll have plenty more to show you from MADE Show, but we’re expecting this particular Moots to be very popular this weekend. Not only does this Routt CRDD have the 750d wheels, but it’s also fitted with the new Moots MOD bar and stem. It’s not clear what fork this bike is running yet, but we’ll have more directly from MADE!

The post A New Wheel Size? Moots Prototype Debuts at MADE w/ 750d WTB Wheels & Tires appeared first on Bikerumor.

The Sage Titanium Storm King gravel bike gets a full makeover, adding stealth internal routing and massive tire clearance, with two options based on your preferred drivetrain.

The geometry gets an update, too, with longer reach paired to shorter stems for a snappy yet stable feel. Here’s all the details…

The Storm King v2’s changes cascade through the frame, each one leading to other updates, starting with the increased tire clearance, which was made possible by a new 3D-printed titanium drive side chainstay yoke.

Available in two versions, the standard “Gravel” yoke opens up clearance for huge 700×50 tires while maintaining double-chainring compatibility.

It’ll fit the popular 48/31 Shimano GRX and 43/30 SRAM Wide 2x chainring combos, or up to a 46-tooth 1x chainring.

Want more? Opt for the wider “Gravel+” chainstay yoke and you can fit 650×2.4″ tires in there, but will be limited to 1x drivetrains up to 44-tooth chainrings.

The new chainstays worked with their existing bent seat tube to keep chainstay length at 42.3-42.7mm across the eight frame sizes, same as on the original model. But they did update other aspects of the geo…

Reach and effective top tube lengths increase by 20mm, and stems are shortened by the same amount. This keeps the rider in the same spot, but improves toe/front tire overlap clearance, which is especially important when running the largest tires.

That means the wheelbase is stretched out by 20mm, too, which founder Dave Rosen says makes the bike a bit more stable at speed, but the shorter stems maintain snappy steering at lower speeds.

When purchased as a frameset or complete bike, the 44mm headtube now comes with a Chris King AeroSet headset and a choice of stems and cockpits. Most bikes will come with ENVE setups, but the smaller frame sizes come with shorter stems than ENVE offers, so FSA and Deda options are also available…as are FSA and other headsets that offer stealth internal routing, because…

…the new frame runs everything inside, from the headset back. Or directly from the levers back with compatible handlebars and stems (like ENVE’s). This includes dropper seatpost routing, and, perhaps surprisingly, mechanical shift cables and housing if you’re opting out of electronic shifting.

It also gets their sleek new 3D-printed titanium dropouts, which fork the rear disc brake mounts into the same piece (and trail off with a gorgeous tear-drop shape).

Their owl logo looks pretty smart on the back side, keeping an eye on anyone trying to pass.

Not shown on this bike, all new Storm King v2 frames will ship with a UDH and T-Type compatible drive side dropout. The key distinction here is that more and more gravel and road frames are UDH-compatible, and getting spec’d with the Universal Derailleur Hanger, but not all of those are T-Type compatible with SRAM’s latest Transmission drivetrains. True, those groups are only for mountain bikes (for now), but if you wanted to build a mixed drivetrain with MTB cassette and derailleur, it matters.

Frames are made in the USA from US-sourced 3/2.5 titanium and start at $6,000 before adding paint, anodizing, or Cerakote (this frame has a custom Cerakote finish, click any image to enlarge). Framesets include bar, stem, and ENVE Adventure Fork, from about $6,500. Complete bikes typically range from $9,500 to $14,000 including stock finish options.

Headed to the MADE show? Be sure to swing by Sage Titanium’s booth for a sneak peek at more new bikes and bits.

SageTitanium.com

The post Sage Storm King Gravel Bike 3D-prints Mega Tire Clearance appeared first on Bikerumor.