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.

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.

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.

YT has Uncaged yet another premium build of its flagship enduro mountain bike; the Capra. While recent Uncaged models have been limited to the MX configuration of this long-travel rig (reviewed here), the Uncaged 12 model announced today rolls up on 29″ wheels. This one is dripping in the high-end, featuring a full suite of RockShox Flight Attendant and SRAM AXS electronic componentry that will appeal to those in the market for the very latest technology.

YT Capra Uncaged 12

Available in Space Blue only, the YT Capra Uncaged 12 is yours for £5,999 // € 5.999. US customers will be disappointed to learn this one is only available in the UK and EU. Uncaged models that are available in the US include the $5,499 USD Uncaged 11 boasting Ohlins suspension, and the $2,999 USD aluminum Uncaged 10 – which is coil-sprung, by the way.

All the Electronics

This 29″ YT Capra Uncaged 12 model features RockShox Flight Attendant suspension components in the form of the 170mm travel RockShox Zeb Ultimate Flight Attendant Fork, and the 230mm x 65mm RockShox Super Deluxe Ultimate Shock damping 165mm of rear wheel travel.

Completing the suite of Flight Attendant components is the crank spindle-mounted Quarq power meter. It also functions as a pedal sensor. Its role is to provide information to the Flight Attendant module, informing it of whether or not the rider is pedalling. That helps it decide on what the most appropriate damper setting is at any given moment.

The Quarq power meter is neatly integrated into the SRAM XO Eagle Transmission group, boasting a T-Type derailleur with a unique hanger-less interface. YT goes with 170mm cranks across the S-XXL size range. Final pieces of this electronic puzzle include the SRAM XO AXS shifter and AXS dropper remote. The latter is positioned on the left hand side of the bar for operation of the RockShox Reverb AXS dropper seat post.

All that amounts to a bike that is home to no fewer than 7 batteries. We have a rechargeable one in the derailleur, dropper seat post, power meter, and the Flight Attendant modules on the fork and shock. Then, in the AXS shifter and dropper remote we have coin cell batteries.

The Rest

Another highlight component would be the Crankbrothers Synthesis Enduro Carbon wheelset. Its 31.5mm front rim accommodates a 29″ x 2.5″ WT Maxxis Assegai of the MaxxGrip, EXO+ flavor. Meanwhile, the 29.5mm rear seats a 29″ x 2.4″ WT Maxxis Minion DHR II. The latter has the faster-rolling MaxxTerra compound with the heavier, more puncture-resistant Double Down casing.

Taking care of speed management are SRAM’s top-end 4-piston brakes. The Code RSC levers offer both reach and bite-point adjustment in a tool-free fashion. YT have spec’d a 200mm SRAM HS2 rotor on the front and rear.

In the cockpit we have a 50mm Renthal Apex Stem clamping the 35mm Renthal FatBar Carbon at 800mm wide. It has a 7° back sweep and a 5° up sweep. The headset is upgraded to a Cane Creek Hellbender headset. Cables do not run through it, entering at the headtube where they are fully guided to their respective locations.

Key touch points include the SDG Bel-Air 3.0 saddle and ODI Elite Motion V2.1 Lock-on grips. An e*Thirteen TRS Plus chain guide takes care of chain retention.

Pricing & Availability

The YT Capra Uncaged 12 goes for £5,999 // € 5.999, available from today in the UK and EU. For more detailed information on specs head to the YT-Industries website via the link below.

yt-industries.com

The post YT Capra Uncaged 12 Goes Auto-Pilot with RockShox Flight Attendant appeared first on Bikerumor.

Hunt is introducing its first eMTB-specific wheelset in the form of the Hunt E_All-Mountain, complete with a 31mm internal width aluminum rim laced to Hunt’s own Phase Engage hubset. The rim has been in production for sometime, being the very same 6069-T6 alloy rim in use on the Hunt Enduro Wide V2 wheelset we tested previously.

Hunt has repurposed it here for the rigors of eMTB riding with triple-butted Pillar spokes and Hunt’s eMTB-specific freehub system offering 8 degree engagement. The set is yours for £479 ($649 USD). We have the key details.

Hunt All-Mountain eBike Wheels

Available in Boost only, the Hunt E_All-Mountain Wheelsets are available in 29″, 27.5″, or MX. The latter set complete with MS freehub body weighs in at 2,217 grams, with the front wheel weighing 997 grams, and the rear weighing 1,220 grams. Claimed weight for the complete 29″ set is 2,193 grams, with the complete 27.5″ set weighing a claimed 2,143 grams (w/o freehub body).

To demonstrate their 31mm alloy rim is suitable for the greater loads associated with eBiking, Hunt generated some impact data. It pertains to a single-wall impact test scenario, said to best replicate impacts on the trail. And, it suggests the Hunt rim is more impact resistant than the rims of the Crankbrothers Synthesis eMTB Alloy wheelset, and the DT Swiss HX 1700 Spline Hybrid wheelset. More force is required to deform or break the rim.

While the Hunt Enduro Wide V2 wheelset runs their Rapid Engage hubset with 5° engagement, this eBike-specific wheelset is home to the new Phase Engage freehub with 8° engagement. Both feature a 17mm 7075-T6 axle said to resist bending, with 6 spring-backed pawls. The major difference is that, on the Rapid Engage hub, only 3 pawls engage at any one time (and more often). Here on the Phase Engage hub, all 6 engage simultaneously for improved torque transfer and increased durability.

Lacing the aluminum rim to the Phase Engage hub are 32 triple-butted J-bend steel spokes from Pillar (PSR 2018). These have a larger 1.8mm gauge at the central portion. They terminate with conical nipple washers and 16mm brass nipples, said to enhance strength and improve longevity of the wheelset.

Pricing & Availability

The Hunt E_All-Mountain eBike-specific wheelset retails at £479 // €599 // $649 USD. It will be available to pre-order as of next week. Sizes on offer include 29″, 27.5″ and MX, with Microspline, Shimano HG or SRAM XD freehub bodies to choose from. Each wheelset is shipped with valves, with the rims pre-taped ready for a tubeless set up. And, a few spare spokes are included, too.

Wheels are sold with a three-year warranty against material or workmanship defects.

huntbikewheels.com

The post Hunt Announce E_All-Mountain eBike-Specific Wheelset with Phase Engage Hub appeared first on Bikerumor.

For as long as I can remember, nicer bikes have run Presta valves. They just do. But why is the Presta valve (or French or Sclaverland valve) the accepted standard? Most seem to agree that the motivation for the tiny valves was that they allowed for narrower rims.

In an effort to make bicycles lighter, the rims were made narrower, which meant that drilling a larger hole for a Schrader valve wasn’t the best option for structural integrity. The Presta valve is also supposed to be easier to inflate to higher pressures, which made it a great option for road tires running 100psi or more.

For all their supposed benefits though, the Presta valve also has some inherent issues. The valves can be a bit fragile, but more importantly to a lot of mountain bikers – they don’t play well with tubeless. From clogging, to restricting the amount of airflow for seating tubeless tires, some riders are starting to question the Presta valve’s place in mountain biking.

Is the Presta Valve Better? Is Schrader?

That includes the riders over at Jones Bikes. Jones Bikes run plus-sized tires, so it’s not all that surprising that Jeff was looking for a better valve option. The answer seems fairly obvious. With wide rims, there is plenty of material for drilling a bigger valve hole. And with the new Jones Spec Schrader Valves, you can push a lot of air into the tire to pop the tire in place. The Schrader valves are also supposedly better for running lower tire pressures. The internal spring that keeps the valve closed helps prevent unwanted air loss at low psi.

To illustrate the point, Jeff Jones put together this Flow Test video. Unsurprisingly, the valves with a larger inner diameter performed better. Is it enough to justify the entire industry switching from Presta to Schrader? That remains to be seen, but for Jones customers, the choice has already been made.

All Jones Bikes and Wheels are Now Schrader Valve

From this point on, all Jones bikes and wheels have moved to Schrader valves. Even their carbon C-Rims have moved to the larger valve, partially thanks to their massive 56mm width.

Jones Bikes and wheels with Schrader valve stems:

• SWB bikes
• LWB bikes
• LWB HD/e bikes
• LWB HD/e E-bikes
• 56mm wide carbon C-Rims
• Jones Spec. 50mm wide aluminum rims
• Jones wheelsets

Available now

If you happen to have a set of Schrader valve compatible rims (or feel comfortable enough to drill out your rim and void your warranty), the valves are available now. You can pick up a set of Jones Spec Schrader valves for $25, and additional valve cores and caps are also available. The valves are made from aluminum and measure 36.5mm long, and weigh in at 24g per pair.

Jones Spec. Schrader Valve Stem Specs

• Jones Aluminum Schrader valve stems with caps.
• Removable, replaceable, valve cores.
• Sealed aluminum valve caps with integrated tools for valve core removal and easy air bleeding.
• Larger inside diameter for fast and easy tubeless set-up.
• Stiffer, sturdier, and easier to use than Presta valves.
• Lower profile base which makes installing tires easier without catching the tire bead on the stem.
• Beveled aluminum base for faster/higher volume airflow with no clogs.
• Large stem ring nut with good grip.
• Replacement valve cores and caps available.
• Fits 8 mm rim hole.
• Length: 36.5 mm
• Weight: 24 g (pair)

jonesbikes.com

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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

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Jan Frodeno has raced triathlon on Canyon tri bikes for years, playing a big role in the development of the slippery aero Speedmax CFR, in addition to winning 3 Ironman World Championships on previous Speedmaxes. Now, on the cusp of Frodeno’s final Triathlon World Championship in Nice, France before retiring, Canyon created an ultra-limited edition signature Speedmax CFR Moonshot triathlon bike to celebrate an athlete they are calling – “The King of Kona. The GOAT.“

Canyon Speedmax CFR Moonshot LTD triathlon bike

Canyon has worked with Jan Frodeno on Speedmaxes since 2015. So, now as the 42-year-old triathlete is set to retire, Canyon wanted to send him off with something special. Thus, a bike he had a hand in developing, custom-painted with inspirational artwork for his last swim, bike, run for the Ironman World Championship title this coming weekend.

The bike itself is the same lightweight & fast Speedmax CFR that Canyon debuted a few years back, developed with the aero experts at Swiss Side.

As aerodynamic triathlon bikes come, the Speedmax CFR is one of the more aggressive. It features super deep tube shapes and neatly integrated internal storage of hydration & tools. Plus, there’s a highly adjustable modular aero bar with a narrow mono-stay riser and telescoping extensions.

This pro-specific limited edition race bike though, features an even-faster ‘Pro Monogrip’ that Canyon developed with Frodeno for superior aerodynamics. It also gets the Pro Armrest Upgrade Kit by Ergon with larger more supportive pads for improved comfort for racing longer in your aero tuck.

Limited edition, signature design

I want a rocket on my bike!

– Jan Frodeno

Apparently when Frodeno has to dig deep to push on in competition, he “visualizes a rocket taking off” to self-motivate. So Canyon’s designers decorated his signature Moonshot bike with images of the Saturn 5 rocket that powered the first astronauts into space that would set foot on the moon. The bike also gets 4 motivation quotes from Frodeno himself. Printed all across the frame, one for each of his Kona wins, plus for his Beijing Olympic Gold medal.

Canyon Speedmax CFR Moonshot – Pricing, Spec & Availability

Canyon is offering the limited edition Speedmax CFR Moonshot tri bike for sale now for 13,000€. For that, you get a SRAM Red AXS 1x drivetrain, a Quarq powermeter, and Zipp 858 NSW aero wheels. They haven’t said exactly how many bikes will be available. But it come out with 4 of the full 5 size range (S-XL only). But it seems there may be as few as 50 bikes painted in this special Moonshot scheme.

Curiously, only XL Moonshot bikes are available today – for delivery at the end of October. Likely, that’s Frodeno’s size, with the other sizes coming at the end of 2023 or into 2024.

Canyon.com

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The 2030 is a short-travel MTB that was designed to pedal well, but SCOR prefers to look at it as a trimmed-down enduro bike rather than a beefed-up cross-country or ‘downcountry’ bike. Looking at the geometry and build specs, it’s clear this isn’t an XC race machine, but rather a fun and versatile trail bike that’s intended to be ridden to its limits.  

I got a chance to ride the new SCOR 2030 at Crankworx Whistler, so I’ve included my ‘first ride’ impressions of the bike below. I’m also lined up to get my hands on one for a few weeks this fall, so keep an eye on Bikerumor for a full review.

SCOR 2030 – Frame Details:

SCOR’s new 2030s are available with a carbon frame only. They roll on 29” wheels, offer 120mm of rear travel, and all models are equipped with a 140mm fork. We’ll dive deeper into geometry below, but the frames were designed with long front ends to capably handle steep descents, and short rear ends to keep the bikes agile and playful.

Despite its shorter travel, the 2030 frame was built to be just as strong as SCOR’s 4060 enduro bike. SCOR says low weight was not the first priority in designing the 2030s (although the one I rode at Crankworx felt very reasonable to me). The frame was designed to be stiff against pedaling forces, while offering some lateral compliance to help it squirm through rough terrain. To ensure the 2030 can handle any terrain, all of the frame pivots feature strong steel axles and weather sealing to protect the bearings.

Suspension Design

SCOR’s lower link-driven instant center suspension platform is designed to be efficient for solid pedaling, active for good traction and ride comfort, and progressive enough to handle rough terrain. SCOR followed the same principles as they did with their longer travel bikes, but the 2030’s suspension is tuned to provide their desired ride characteristics within its 120 mm of travel: The main takeaway here is that the 2030 offers a more progressive tune than most 120mm bikes.

It is possible to extend the 2030’s rear travel to 130mm (with a 52.5mm stroke shock) but SCOR feels 120mm is truly the sweet spot for this bike. If you do run a longer shock, it does not change the frame geometry, but you’ll wind up with a bit more sag versus the stock rear shock.

If you want to put a 27.5” rear wheel in the 2030, you can, but the frame does not have a flip chip to correct for MX geometry. Running a mixed wheel setup will lower the bottom bracket and affect several other angles and measurements… SCOR has not provided MX geometry figures.

Stash Hatch

While some of their earlier bikes had a small storage compartment under the frame’s down tube guard, SCOR has evolved their storage system into the new Stash Hatch. The Stash Hatch offers in-frame down tube storage, and an included waterproof stash pouch ensures your tools and essential items stay dry inside. Each bike also comes with a spare derailleur hanger in the waterproof pouch.

The 2030s come with SCOR’s proprietary upper chain guide, and the frames use SRAM’s UDH derailleur hangers. The rear axle spacing is Boost 148mm.

Bottle & Accessory Mounts

All frame sizes will fit a 500ml water bottle on the down tube, but side entry cages may be ideal for smaller frames or larger bottles due to the 2030’s low-slung top tubes. Bottle cages are not included with the bike, but the Stash Hatch cover has a standard mount. SCOR has included an accessory/water bottle mount on the bottom of the top tube to carry additional tools or cargo.

To protect the frame SCOR includes their unique chainstay protector, which is shaped to resemble a jump line! The rear shock also enjoys some mud protection from a bolt-on mudguard and the frame’s solid rocker link. The frames also feature fully guided internal routing to prevent cable rattles.

Like all of SCOR’s bikes, you can customize the look of your 2030 through their ‘Make It Yours’ program. Instead of offering custom paint jobs, SCOR prefers a more subtle aesthetic. They keep their frames looking clean and simple, but buyers can add some personal flair by choosing from a selection of graphics for the frame’s protective stickers, or even submitting their own unique designs.

Geometry:

The most notable feature of the 2030’s geometry is the head angle of 64.5°, which is very slack for a short-travel bike! For longer, less rowdy rides the head angle can be slightly steepened to 65.5° with the included angle adjust headset. Adjusting the head angle also alters the reach, seat tube angle, stack height, wheelbase, and BB height. Chainstay length is unaffected.

As many brands are doing these days, SCOR kept the standover heights low on the 2030 so riders can choose their size based primarily on reach preference instead of top tube clearance. They also went with low stack heights since it’s easy to raise your handlebars with spacers, but impossible to lower them beyond what the frame allows.

SCOR also designed the 2030s with corrected seat mast angles depending on frame size; the actual angles change with different sizes, but the effective angle at SCOR’s estimated seat heights remains the same across the board (except size small frames, which are slightly steeper than the rest).

To ensure every rider has the right weight balance and ride qualities, the 2030 offers size-specific chainstay lengths, but as the charts show they’re not different for every frame size; SCOR uses the same 429mm rear end for the small, medium and M/L bikes, but the large and XL frames do get their own chainstay lengths (432mm and 434mm).

Model Lineup:

You might notice there are no wireless drivetrains on any of the 2030 builds. SCOR says instead of jumping to include these high-end drivetrains, they prefer to spec their bikes with the best suspension components within each price range. The frames are UDH compatible so riders can easily upgrade if desired.

Some of the 2030’s components show the bike’s rowdy intentions, like wide 800mm bars, short 35mm stems, and powerful 4-piston brakes. Stock dropper post travel depends on the build; GX and X01 bikes get 125mm posts for small frames, 160mm for medium, and 185mm for M/L, Large, and XL. The NX build gets 125mm for small, 150mm for medium, and 170mm for M/L, Large and XL. Below is all the info provided; for complete build specs you’ll have to visit SCOR’s website.

The 2030 frameset includes a Fox Float Factory rear shock, a rear axle, the seat clamp, an angle adjust headset, a derailleur hanger, and the stash pouch (with a spare hanger inside).

The new SCOR 2030 will be available as of September through SCOR dealers and online.

First Ride Impressions:

During Crankworx Whistler, I got the chance to hop on a 2030 for a test ride. As I was just recovering from a leg muscle injury, I had to keep it mellow and rode some easier trails than I normally would. Although SCOR’s engineer Mauricio assured me the bike is a ton of fun on much more technical terrain, the trails I rode were actually pretty ideal for a shorter travel bike.

Thoughts on Geometry

Right away I liked the 2030’s geometry. The front end on the M/L frame I rode is lengthy at 477mm, and the 800mm wide handlebar spread my arms out comfortably. The slack head angle of 64.5° felt great (as a guy used to longer travel trail or enduro bikes). We did ride one steeper, rockier descent that proved how stable the steering feels on rough terrain. I have never found slacker steering angles to sacrifice much on climbs, and this bike was no different. At no point did I wish the head angle was steeper.  

The stubby 429mm rear end made it easy to lift the front wheel, so mid-trail wheelies and popping off jumps were a delight on the 2030. The bike doesn’t feel short overall, but the rear end felt quick in corners.

While the 2030’s rear end is short, with the slack head tube and steep seat tube angles the bike had a very stable ride. During the climbs, I felt nicely balanced between the wheels. On faster descents, I’m sure I would have enjoyed the 2030’s stability at high speeds. For steeper climbs I might have preferred a slightly longer rear end, just for the added traction… I almost slipped a wheel once or twice on our mellow loop, but conditions were dusty.

Suspension Feel

As for suspension, SCOR definitely provides a high degree of mid-stroke support and the 2030 was a dream to pop off jumps and pump through corners. Given more time with the bike, I might have dropped the rear shock’s pressure by a few psi but I wasn’t far off from being nicely dialed in. I didn’t bottom out on my mellow test ride; I probably only hit about 80% travel (bearing in mind the bike has a progressive curve).

Climbing with the shock wide open (which I did for the whole ride) I sagged about 70% into the travel, but this seemed to be because of bumps rather than pedaling inputs. The bike pedaled very well and felt noticeably fast on the climbs compared to longer travel bikes. I noticed a bit of bob from the rear end during standing climbs, but less than most bikes I’ve ridden. The 2030’s progressive curve keeps you from bobbing too deeply under stand-up sprints and helps the bike pop out of berms like it’s spring-loaded.

Final Thoughts

I’m not a heavy guy, but I thought the 2030’s frame felt pretty stiff, especially for its lean appearance. SCOR keeps their top tubes low, and standover height was no problem for me. I maybe tagged one pedal on our ride, despite the fairly low BB height of 332mm.

In my opinion, 29” wheels are absolutely the way to go on the 2030. The rear ends are already short and the steering is already slack, so why not enjoy the speed and rollover of the 29″ wheels. All in all, I think SCOR made this bike exactly what they wanted it to be. It’s a short travel bike that pedals very well, but it’s a great choice for long travel riders who might want to try smaller bikes. Or, short travel riders who aren’t in it to win races but want a versatile bike that’s capable on rough terrain and a blast to ride.

scor-mtb.com

The post SCOR Goes Short On Travel, Big On Fun With The New 2030 Trail Bike 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

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While at the new Shimano GRX 12-speed gravel bike group launch, we sat down with the product and brand managers responsible for helping bring it to life to talk about what’s changed, what didn’t (and why), and how the group has evolved to fit the needs of modern gravel riders.

We also discuss the global gravel scene’s evolution, how Shimano fits into it, their new wheels and freehub standards, and the usual assortment of tech geekery.

Check our launch coverage for all the tech details, and Zach’s post for actual weights for the complete 1x group, and stay tuned for our first impressions from the camp.

This episode sponsored by:

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The post Podcast #087 – Shimano Explains the new GRX 12-Speed Gravel Group appeared first on Bikerumor.

How do you get the most premium, high-performance mountain bike powermeter possible? SRM USA suggests it’s their latest PM9 direct mount spider power meter paired with a titanium Cane Creek eeWings MTB crankset. Light, stiff, and benchmark accuracy. What more could you want? Hopefully, your budget is pretty big, though…

Add a SRM powermeter to Cane Creek eeWings MTB cranks

SRM sent us an email announcing a new “Cane Creek and SRM partnership” to pair the lightest and stiffest titanium crankset on the market, with the most trusted & most accurate power meter out there. Sure, you could mount a Power2Max spider to your eeWings, too.

But is anyone buying a titanium crankset and a power meter spider really looking to save just a few bucks? You might as well splurge and get the 9th-generation SRAM PM9 powermeter, which is pretty much considered the industry benchmark, right?

How much will it cost you?

Buyers in the US can pick up a complete setup from SRM for just $2100, or $2175 with a chainring included, and a delivery lead-time of 4-5 weeks.

Wow, only twenty-one hundred dollars you say?

If you had to buy them separately, that would be $1100 direct from Cane Creek for just the 400g eeWings ti MTB crankarms & axle, plus another $1300 for the compatible SRAM 3-bolt direct mount PM9 spider on its own. Or $2400 without a chainring or bottom bracket. That’s what buyers outside of the US will have to do anyway.

SRM.de

Want more Cane Creek bling for your classic road bike, too?

Hunt some Ltd Cane Creek eeBrakes in Monarch red, white & blue

OK, so these sold out in minutes when they debuted at the end of August. But Cane Creek says you may still be able to find a set if your local bike shop snapped them up. Cane Creek standard mount road eeBrakes are always sought after for classic rim brake builds. And the limited editions are always a rare treat. These patriotic beauties would have set you back $780 for the pair.

Maybe, you’ll still find a pair if you dig deep enough? But maybe it’ll cost you even more. Still cheaper than an SRM powermeter, though.

CaneCreek.com

The post Cane Creek + SRM, an Ultralight & Stiff Titanium Crankset with a PowerMeter 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.

5DEV, the bicycle componentry division of 5th Axis, is expanding its line of TiAl6V4 titanium cranksets for mountain bikes and eMTBs with more lengths to choose from. Of note for the eBiking contingent is the new 157.5mm option for both Shimano EP8 and Specialized motors, each retailing at $1,399 USD.

At the moment, the 68mm, 73mm, Wide, DH and Fat Bike titanium cranksets are available in lengths of 165mm, 167.5mm and 172.5mm, but we are told the range will soon expand to include 155mm, 157.5mm, 160mm, 162.5mm, and 170mm options. These are expected to be priced at $1,499 USD. The 167.5mm crankset with the 5DEV 8-Bolt T-Type chainring weighs a claimed 596 grams.

5DEV does offer 7075-T651 aluminum cranks and eCranks at a rather more palatable price point. Machined from billet, these crank arms see less ornate machining but are still head turners. The 5DEV aluminum eCranks for EP8, Specialized, TQ, Bosch and Brose motors retail at $449 USD, while the cranks for trail and enduro mountain bikes are yours for $559 USD. There’s also a less flashy looking DH/Freeride crankset at $349 USD.

All 5DEV cranksets and other components are machined in San Diego, California. The titanium cranks are sold with a lifetime warranty, while the aluminum offerings are sold with a 5 year warranty.

ride5dev.com

The post 5DEV Titanium Cranks Are Extra Machined, now Available in 157.5mm for eBikes appeared first on Bikerumor.

Hope Technology is superseding its range of chainrings with the new R22, boasting a revised asymmetric tooth profile that confers compatibility with all major mountain bike drivetrains; that’s 9/10/11/12 Speed SRAM and Shimano HG+, as well as SRAM T-Type with the unique flat-top chain.

Hope R22 Chainrings

In addition to the Hope R22 Chainring’s appealing cross-compatibility, its new tooth profile is also said to be better in almost every other way possible. We are told it offers improved mud shedding and chain retention, and that this new tooth profile can cope with more chain wear before function is compromised, extending its service life.

While the R22 ensures compatibility across a wide range of drivetrains, a new spiderless design is also said to bring increased strength and stiffness.

There’s a Hope R22 Chainring for many a crankset:

• 104mm BCD 4 Bolt
• Hope Direct Mount STD Offset (49mm chainline)
• Hope Direct Mount BOOST Offset (52mm or 55mm chainline with WIDE axle crank)
• Bosch Gen 4 Direct Mount (52mm chainline)
• Shimano EP8/E8000 Direct Mount (52mm chainline)
• Brose/Specialized Direct Mount (52mm chainline)

Get it in Black, Silver, Blue, Red, Orange and Purple, in sizes 28T to 36T.

The Spiderless Chainring for regular mountain bikes will set you back £55.00 // €65.00 // $70.00, while the eBike versions will retail at £70.00 // €85.00 // $89.00. 104 BCD and 110 BCD options are slightly cheaper at £45.00 // €55.00 // $57.00.

hopetech.com

The post Hope R22 Chainrings Machined for SRAM T-Type & All Major Drivetrains appeared first on Bikerumor.

I have been taking on the daunting, and often overwhelming post-bike-show ritual of trying to go through, sort, and make sense of the hundreds of photos I snapped during my time at the MADE Show last week.

After seeing quite a few shots of head badges in my photos (I’m a fan of a good head badge), I decided I would do something a little different, a little light-hearted, and out of the norm. Share some of them with you.

Often overlooked, the bicycle head badge can be something the brand has spent a good amount of time thinking about and executing… making sure that it’s just right. In some cases, contracting an outside source to get it just right for you – like Wilde Bikes sterling silver head badge made by Jen Green.

Below you’ll find a lil’ gallery of some (but not quite all) of my favorite head badges of the show, plus a little somethin’ special at the end.

So, let’s pay some attention to the art of ornate bicycle head badges.

Monē Bikes

Out of Silver City, New Mexico, Monē Bikes is a single person, Cjell Monē, who does all of his amazing frame building and visible brass brazing out of a repurposed 1990 Wonder Bread Truck. Making Monē mobile, Cjell prides himself on “keeping overhead low and quality high.”

This head badge is simple with understated details. I also get a feel of retro 80s in the design.

Neuhaus Metalworks

Located in the birthplace of mountain bikes, Marin County, California, Neuhaus Metal Works believes in Fit + Function = Form. They built steel and titanium bikes with 3D printing being the foundation to “make bikes better for riders”.

I especially like this head badge because it has a real industrial, art deco feel to it… matching the name of the company.

Tomii Cycles

Born in Japan, Nao Tomii has an incredible eye for detail. He came to the US to study sculpting, graduating in 2000. After being inspired by other hand-made, custom frame builders, he is now “sculpting” his own custom frames and accessories.

I had to include two of Tomii Cycles‘ head badges, as they are so different and yet still similar in layout. These head badges are a couple more impressive examples of Nao’s attention to detail.

Mosaic Cycles

Mosaic Cycles of Boulder, Colorado, specializing in high-quality, custom bicycles (like this one), and stock-sized bicycles (like this one). They are “dedicated to providing the best possible riding experience”.

This head badge is machined to show the color of the bike through the details in the badge. The badge lets you know it’s a Mosaic without seeing the rest of the bike. As iconic as a Schwinn head badge? Maybe.

Sycip Designs

Jeremy Sycip of Sycip Designs is located in Santa Rosa, California and has been building beautiful custom frames since 1992. He can build custom steel, titanium, or aluminum frames for your road, all-road, cx, commuters, or mountain biking needs.

Now, in my opinion, this is an example of an iconic head badge. And it’s one that I have personally always liked and coveted.

Ira Ryan Cycles

Ira Ryan Cycles is Ira Ryan and he’s been hand building each frame, fork stem, and bicycle by hand in his Portland workshop since 2005. “With one foot planted in a rich history of bicycle racing and what technology works well, I blend those styles with modern components using brass, silver, and steel”, as he describes it.

The Ira Ryan head badge represents the brand perfectly. It is understated and simple but speaks volumes to the power of simplicity, precision, and quality.

Wolfhound Cycles

Hailing from Talent, Oregon, Fred Cuthbert, of Wolfhound Cycles lives in a town that seems to be the perfectly named place for this framebuilder. His fillet brazing work is next level and “brazed with love since 2001”.

This head badge is simply beautiful and a perfect cherry on the bikes that Fred painstakingly builds.

Donkelope Bikes

Started in Wisconsin in 2002 building BMX frames, Donkelope Bikes has since moved the operation to Bellingham, Washington. Builder/owner Greg Heath can build you a welded or lugged steel frame, forks, stems, or even racks all “built by hand to suit your riding style”.

This head badge is the perfect representation of this brand; simple, classic, and purposeful lines with nothing extravagant.

An attentive reader tells us that Jen Green also made this head badge, that reader being Jen Green. 😉

Wilde Bikes

Minneapolis, MN is home to Wilde Bikes, and is owner Jeffrey Frane’s “love letter to cycling”. Previous founder of All-City Cycles, Jeffery says that “if it can be done, and it’s your bicycle dream, we can create it utilizing our amazing network of talented collaborators“.

This head badge just pops in its 3D-ness. Plus, as mentioned prior, it’s an example of the artistry that is a Jen Green head badge.

Bender Bicycles

Ft. Collins, Colorado is home to William Bender of Bender Bicycle Co. William began with a background in design and an innate need to “make and tinker”, saying that he “started Bender Bicycle Co. with the goal of creating functional, purposeful, and beautiful bikes“. And, that he does.

This head badge is different in the way that it’s heaped in design. If you look closely you’ll see that although it looks non-descript, it’s actually four stacked “B”s. Nice.

Fat Chance Bikes

Chris Chance of Fat Chance Bikes is considered a staple in the birth of mountain biking on the East Coast. And the Yo Eddie is an iconic name in the story that is the beginning of mountain biking.

This is the one-of-a-kind head badge from Fat Chance’s latest iteration of the Titanium Yo Eddie Team Fat Chance frameset. It’s wicked good.

Soulcraft Cycles (Honorable Mention)

And lastly, I’ve included a photo of a less ornate head badge, more of a logo, and a worn one at that, from a custom builder that is no longer making frames, but I feel needs an honorary mention. The builder is Sean Walling and the company is Soulcraft Cycles out of Petaluma, California. Sean stopped Soulcraft and ceased making frames about 8 years ago or so, I believe.

I was not only a fan of the brand, but I was also a customer… as I had purchased two frames from him, the single-speed specific Soulcraft Plowboy back in ’99 and the Soulcraft Royal Road frame in 2006.

So, when I saw him poppin’ wheelies at the MADE Show, on a (what he personally dated a 2001) Plowboy that he had just purchased from someone at the show, I was overcome with nostalgia. We reminisced a bit and I snapped a few shots on my phone. Enjoy.

Made.Bike.com

The post The Art of the Ornate Head Badge, a MADE Show Round-Up appeared first on Bikerumor.

While walking around in the bike-nerdy paradise that is the MADE Show, I ran into Jeffery Frane of Wilde Bikes, and this lugged beauty. You remember we covered their new Rambler SL back in April. Anywho, he was displaying a new Gravel Bike with an amazing paint job by NYF Paint.

Here’s the kicker, the new gravel bike was built on a lugged steel frame… but, with modern gravel geometry and modern features. Jeff was telling me that this new lug set was designed by Chris Bishop of Bishop Bikes and is solely designed for the purpose of building a lugged gravel bike with modern geometry.

The Lugged Wilde Gravel Bike

This lug set may be the first of its kind. The downtube-to-headtube lug is steeper, allowing for a taller fork and lower bottom bracket height. The show bike was equipped with Wilde Bikes’ own Wayfinder Carbon fork.

Its top tube lugs are available with the option to run a horizontal top tube or a 5-degree sloping top tube.

This bike is such a cool blend of modern and that classic “skinny frame tubes and chrome lugs” of the old Italian frames of yesteryear. Then blending that look with modern geometry made this bike one of my favorites of the show… throw in the Jen Green, sterling silver head badge and it completes the complete classiness of this bike.

Oh, so shiny!

Tech Specifications and Retail Pricing

According to Jeffery, this bike will retail for a $3500 frameset price with a standard painted finish. We’d call that a steal for this gorgeous bike.
Or why not go all out, for $5500 to get this amazing show finish – in real chrome and subtly sparkling paint.

This show bike was AXS wireless specific and could fit a 700x45c rear tire, and up to a 700x 2.1″ up front. It was built up with White Industries hubs and headset, Sim Works bar & stem, and a complete SRAM Red AXS drivetrain.

My photos don’t really do the bike justice, the bike was beautiful.

Take a look at the other offerings by Wilde Bikes below.

WildeBikes.com

The post MADE Show: Wilde’s Lugged Gravel Bike with Modern Geometry appeared first on Bikerumor.

The new Shimano GRX 12-speed drivetrains are officially here. As gravel has evolved, so have the drivetrains and as a result, Shimano is offered three distinct options for the new GRX. You have the choice of a 1×12 with a 10-45t cassette, a 1×12 with a 10-51t cassette, or a 2×12 system with an 11-36t cassette.

I mostly use my gravel bikes for exploring and riding easy MTB trails, so I chose the 1×12 group with a 10-51t cassette for my build (Tyler chose the same). However, even gravel racers are starting to look to wide-range 1x drivetrains – just look at SBT GRVL which was won this year on a 1x drivetrain with a 10-52t cassette, and 52t chainring!

It’s notable here that this group uses the existing 12-speed MTB cassettes and chains for better cross-compatibility and fewer part numbers. Better still, the RX822 rear derailleur has the option to swap out the derailleur cage so you can run either 1x cassette option without having to buy an entirely new derailleur.

You also have the choice with the 1x group of choosing either a left brake lever-only, or a left brake lever with a ‘shifter’ that acts as a dropper post lever. I went with the dropper lever version as I wanted to see if you could run it both with, and without a dropper installed.

Finally, there are some Shimano PRO components to finish off the build.

Shimano RX820 Actual Weights

Starting with the shifters, it’s 296g for the right ST-RX820-R, and 274 for the left ST-RX820-LA . The non-dropper post version (ST-RX820-L) would likely be even lighter if you never plan to run a dropper. The brakes come disconnected and are both exactly 166g. The addition of the front mounting plate makes up for the extra housing length for the rear (1000mm vs 1700mm). And since this is not an electronic group, you’ll need some cables and housing. The shifter includes split housing and a cable that weighs in at 46g. For a lot of bikes, you’ll likely need an additional cable kit if your bike uses full housing.

Going along with the brakes, you’ll need some brake rotors. In this case, Shimano uses the same RT-MT800 rotor for Ultegra, GRX, and Deore XT. This one is a 160mm Centerlock rotor with Freeza tech which weighs 108g. Depending on your frame, you might need the SM-MA-R160D/D brake mount adapter which will add 17g. Included longer brake mount bolts are 14g, while the short ones are 7g.

Moving to the gearing, the rear derailleur for the 51t cassette checks in at 294g. The XT CX-M8100 10-51t cassette weighs 469g. The CN-M8100 12s chain is 283g for the 126L e-bike-rated version with the connecting link.

For the crankset, the RC-RX820-1-12 is a 1×12 crank with a 40t chainring (42t is also an option). This example is a 172.5mm length, and weighs in at 648g without a BB. Shimano still does not make a bottom bracket for BB386. Since I’m planning to build up the T-Lab X3-S I just reviewed, I needed to source my own. Fortunately, Enduro Bearing makes some of the best bottom brackets out there. So they sent over an XD-15p thread-together BB386 for the build that weighs 125g.

Shimano GRX Wheel Actual Weights

Shimano also has a new tubeless wheelset for GRX, mostly because of the new hub requirements. In order to use the exisitng MTB cassettes, the hub needs a Microspline freehub. So, the C32 WH-RX880 wheelset features hooked carbon rims with at 25.32mm internal width, 24 spokes, and sealed bearing hubs with a Microspline freehub. The rear checks in at 779g, while the front is 663 – both weights include tubeless rim tape and valve cores.

Shimano PRO Component Actual Weights

If you want to run a dropper and keep it all in the family, the Discover dropper post is available in a 27.2mm diameter with 70mm travel. The 414g dropper post includes cable and housing which adds another 83g uncut.

Finishing off the build from Shimano, the PRO Discover bar and stem along with an off-road saddle. The stem is an 80mm length with 6º rise with a weight of 160g. The 440mm aluminum bar with a 12º flare is 296g. Both have 31.8mm clamping diameter. The Stealth Off-Road saddle checks in at 202g.

For the complete tech overview on this group, read our launch coverage here.

The post Actual Weights for Shimano GRX RX820 1 x 12 Speed Drivetrain 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

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