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

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

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

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

Vibration-Damping Shock End Mounts from SRAM

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

A Flaw of the Modern Shock

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

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

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

A Possible Solution

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

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

How do the SRAM Shock End-Mounts Damp Vibrations?

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

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

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

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

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

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

How will the SRAM Shock End Mounts affect frame design?

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

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

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

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

Will the SRAM Shock End Mounts go to Production?

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

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

sram.com/rockshox

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

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

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

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

2024 Trek Slash – Frame Details

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

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

Wheel Size

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

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

Size-Specific Chain Stays

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

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

More Dropper Post

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

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

Updated Storage

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

Included Rear Fender

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

Under-Paint Frame Protection?

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

Suspension

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

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

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

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

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

Geometry

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

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

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

Model Lineup

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

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

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

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

trekbikes.com

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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

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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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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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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

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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

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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

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Much like the equally revamped Mitte Steel, 8bar makes simple but significant updates to their bikepacking Tflsberg Steel, too. An equally affordable bike well-suited for riders looking to wander further off-the-beaten-track, and to carry heavier loads, the all-terrain adventure Tflsberg Steel v2 is a dedicated off-road bikepacking machine.

But it still can be quite versatile – with 29er or 27.5+ tires – 8bar would see you build it up as a backcountry adventure bike, an old-school MTB touring rig, or even as a monster urban commuter. And with 8bar’s online bike builders, you customize exactly how your Tflsberg will get built up…

8bar Tflsberg Steel v2 bikepacking 2.0 bike

Like the adaptable Mitte Steel v3 gravel bike, 8bar’s steel Tflsberg bikepacking bike is also affordable, adventure-ready, and flexible for more than one type of build. Built for off-road bikepacking and mountain bike touring on 29er x 2.25″ or 27.5 x up to 2.8″ tires, the Tflsberg is more of a beast.

Unlike 8bar’s more race-oriented bikes, the Tflsberg is also only offered in heavy-duty, reinforced & butted chromoly steel to handle real off-road loaded abuse.

So what’s changed in the steel bikepacking bike?

What’s new in v2?

The big update here is that 8bar redesigned the new generation of the Tflsberg bikepacking bike around a shorter, non-suspension corrected fork. I guess off-road adventurers looking for an affordable steel bikepacking bike just didn’t see any real value on paying extra for suspension and the added maintenance costs to keep it running well.

So, save some money on the fork, drop a bit of weight, and gain more hauling capacity – all at the same time. Win, win, win.

With the move to a 400mm a-2-c fork length, the Tflsberg Steel v2 frame shifts to a curved downtube. Plus that means it gets a longer headtube and longer seat tubes, too. But it mostly keeps the same frame Stack for a relaxed, comfortable upright riding position on flat bars. Altogether that means more space inside the front triangle for storage. It means a stronger frame, a cleaner headtube gusset, and better dropper post compatibility.

In the end, 8bar says the new bike will now hold up to 5 water bottles. 2 offset mounts on the sides of the down tube will fit cages even with a full frame bag.

Factor in all the Anything cage mounts on the fork & curved seatstays, you could fit up to 9 bottles even.

The updated steel frame also now includes a built-in seatpost clamp. And while routing is still external, it includes internal routing for a 27.2mm dropper.

At the same time the v2 Tflsberg does tweak its geometry a bit, too – across the 3 size range (S-L). Angles, BB drop & chainstay length do not change. But Reach decreases on the small frame & increases on the large for a wider fitting range.

8bar Tflsberg Steel v2 – Pricing, options & availability

The revamped Tflsberg Steel v2 frame starts at 763€ on its own in glossy charcoal grey or matte sand tan. Custom colors are also always possible.

Thanks to the shorter fork move, there are more fork options. For bikepacking a 254€ alloy fork, or a 305€ steel fork are solid options. Or you can pick one of 8bar’s gravel forks. With the shorter axle-to-crown, a 30mm RockShox Rudy XPLR fork is also possible for an extra 712€. Yes, that’s essentially the same cost as the frame only. What are you gonna do?

If you are looking for complete bikes, 8bar does both flat bar and drop bar builds of the new Tflsberg Steel v2 bikepacking bike, with pricing from around 1100€. You can also customize a build with racks front and rear, plus a full lighting setup for classic hybrid MTB looks and commuter versatility.

As always with 8bar’s versatile bikes and online customizer… thus, the possibilities are limited only by your budget & imagination.

8bar-bikes.com

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Whether gearing up for a multi-day bikepacking trip or just a big day out, cargo cages make it easier to carry more. An obvious addition to their Morse bottle cage lineup, the new cargo cage is typically Wolf Tooth – meaning well thought out and packed with versatility.

Morse cages get their name from the dot-dash mounting pattern. The Cargo cage is no different with four different bolt-hole combinations for the standard 64mm bottle boss spacing. It will also fit on three-pack mounting, and offers up to 35mm of vertical adjustment thanks to the Morse pattern.

For more versatility, the cage also has mounting holes on the left or right side of the cage which allows it to be mounted at an angle. WTC says this is great for forks that have mounting bolts on the front or back of the fork leg, and will even allow you to mount two cages next to each other in certain situations. The cages are made in Minnesota, USA from 5052 aluminum.

Along with the bottle cage, WTC is introducing its own Cargo straps that will be sold with the cages or separately. With the addition of the straps, you can carry 32oz Nalgene bottles, stuff sacks, burritos, you name it.

Available now, Wolf Tooth will sell the cages alone or with two cargo straps.

WTC Morse Cargo Cage Specs

• Vertical positioning adjustment up to 35mm with Morse dot-dash mount pattern
• Mount options in center of cage, as well as on right and left sides
• Designed to fit fork bags, 32 oz. Nalgene bottles, and more
• Three stainless steel bolts included
• Cage weighs 60g without straps or bolts
• Made in Minnesota, USA
• Replacement parts available
• Pricing:
  • Morse Cargo Cage: $39.95 USD
  • Morse Cargo Cage + two Cargo Straps: $51.95 USD
  • Cargo Strap individual: $8.95 USD

wolftoothcomponents.com

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Pivot Factory Racing has many serious meetings. The latest shakeup in the boardroom comes as the team (and dog) argued over the new color for the Pivot Firebird. Blue? White? Why not both?

In all seriousness, the new Limited Edition colorway is inspired by the Leatt team kits. Less than 100 of the limited edition PFR Firebirds will be made, which is limited to the color, not the build. The builds can be chosen from existing options including Shimano and SRAM drivetrains with Fox air, coil, or Live Valve suspension options. Depending on the build, pricing ranges from $9,399 to $12,099. Check out the link below for more.

pivotcycles.com

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Limar’s latest Etna + MIPS enduro helmet extends lightweight coverage over your ears to deliver extra protection while riding trails. Without the extra weight of a full chinbar, or the resulting reduced airflow, the new 3/4-shell Etna helmet promises extra mountain biking protection without a lot of downsides…

Limar Etna + MIPS 3/4 shell enduro mountain bike helmet

Limar developed the new Etna + MIPS enduro helmet to offer extra protection and an enhanced sense of security for more technical trail riding, without the hot & heavy feel of a full face.

What’s new?

Starting with the same upper half shell as their recent Tonale trail bike helmet, the new Etna straps on extended ear & upper jaw protection. A safer helmet for a surprisingly affordable twenty bucks extra. The secret is what Limar calls the Proxear coverage system.

Proxear integrates a thin semi-rigid structure into the overall in-mold shell of the helmet. Then, it loops around protecting both your ears and the joint at the top of your jaw from direct impacts. A large opening still lets your ears shed heat. Then, thin padding ensures a comfortable fit and even pressure distribution in an impact. All of that, without the feeling of a big squishy sponge against your cheek. There’s also a cutout at the top of the pad so the helmet doesn’t press against the arms of your sunglasses.

Additionally, you get a chin strap upgrade with the excellent and easy-to-use Fidlock magnetic buckle.

Tech details

Like the Tonale, you get the same 4 large front vents, 2 small vents over your brow, 4 over the top of the shell, four main internal channels, and 5 exhaust vents at the rear. Vent-wise, the top half of the helmet is identical to the Tonale. Thus, the Etna also features the same height-adjustable Air Fit Evo dial retention system.

Pads are non-allergenic, removable & washable – just MIPS Air Node only here.

Limar Etna + MIPS – Pricing, Options & Availability

The new Limar Etna + MIPS sells for $200 / 190€ in two sizes M (53-57) & L (57-61cm) at 450g & 500g, respectively (claimed). The new 3/4-shell helmet is only offered in a MIPS Air Node Version.

It is offered in five matte earth-tone colors. Pick from Mellow Mustard yellow, Ice Grey, Claret Violet red, Ocean Sage green & Black Titanium.

Get it now directly from Limar or via partner retailers globally.

Limar.com & US.Limar.com

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Mosaic’s booth at the MADE handmade bike show over the weekend had a number of new bikes to ogle. Included in the lineup was this updated MT-1 made-to-order titanium hardtail. Beyond their revamped mountain bike, the GT-1 45 gravel bike got a UDH upgrade, and the newly integrated RT-1 ITR showcased a new colorful Artist Series paint job option. Additionally, all bikes can now Colorshift, too…

Mosaic MT-1 updates custom titanium XC hardtail MTB

Just under a year ago, Mosaic updated their more affordable batch-built MT-2 ti hardtail with modern geo and bigger tires. Now, they are back with a similar update to their lighter, made-or-order flagship MT-1 titanium XC hardtail. Also designed for 120mm forks, Mosaic describes the MT-1 as that perfect blend of “modern XC geometry with a hint of rowdy trail riding“. What’s more, this MT-1 is their lighter double-butted ti mountain bike with a bit more of a race-ready spirit.

What’s new & different in the revamped Mosaic MT-1?

First up, the new Mosaic MT-1 gets the exact same stock geometry update as the MT-2 did, for improved modern XC-into-Trail capabilities. But every MT-1 is handbuilt-to-order in Boulder, Colorado. So you can also customize that geometry if you need to tweak your fit or want to go faster or get more rowdy.

What else sets it apart is the custom lightweight double-butted T3A/2.5V titanium tubeset Mosaic uses to handbuild the MT-1. The new MT-1 also gets a UDH upgrade to bolt-on the latest SRAM T-Type transmissions.

MT-1 Tech details

The MT-1 is designed as a light race bike, so Mosaic designed it around 29 x 2.4″ tires. Yet, there’s still clearance for up to 2.6″ tires if needed. The frame is Boost-spaced, gets a 73mm threaded bottom bracket, 30.9mm seatpost, and comes with a tapered Chris King Inset 7 headset.

Mosaic MT-1 – Pricing & Availability

The updated Mosaic MT-1 sells for $6600 for the titanium frameset, with a 6-week leadtime. It comes in 4 stock sizes (S-XL), or you can get custom Rider Specific Geometry at no extra cost, as well. Pick from your choice of standard Mosaic paint layouts in your colors of choice, raw ti, or go for one of Mosaic’s premium Factory Finishes, all included in the standard pricing. Routing is up to you, depending if you need/want internal cabling in the downtube or opt for more of a pared-back wireless or simpler external setup.

Complete bike builds are always possible, too. This XO Transmission build with a custom-painted (Beautiful Chaos) Fox 34 SC Factory fork & Enve M525 carbon wheels would sell for $13,575.

GT-1 45 gravel bike gets a UDH upgrade & Artist Series finish option

Mosaic’s top-tier GT-1 45 gravel bike also gets an update, moving to the UDH standard for improved drivetrain compatibility or ease of derailleur hanger replacement. The GT-1 45 is Mosaic’s premium level-1 custom titanium gravel bike, designed for 42-45mm tires. Pick a GT-2 for more affordability, GT X series for bigger off-road tires, or a GT AR for faster all-road gravel builds.

But it seems like only the custom GT-1 gets a UDH for now, although you can also still get an old-style replaceable hanger if you want for some reason. Although, we’d guess all of the level-1 ti bikes should have the UDH option soon.

Built together with their Chicago dealer shop Velosmith, Mosaic’s MADE show bike gets more than just a UDH with an Eagle mullet transmission. Mosaic finished it in a new Artist Series paint job named ‘Beautiful Chaos’.

This new level-1 finish option mixes crisply masked lines with splatter drip effect paint details. Put that all over a fade paintjob, customizable in your fav color palette.

RT-1 ITR integrates road bike routing & shows off that Artist Series option

Another updated bike with killer custom paint is the recently integrated Mosaic RT-1 ITR road bike. The new ITR moniker means Integrated Thick Road. Thus, it combines mega 35mm slick tire clearance with fully hidden internal cable routing.

The custom double-butted ti RT-1 ITR features Enve’s new Integrated Road fork/bar/stem combo. Furthermore, there’s that lust-worthy Chris King classically-styled Aeroset headset, plus new Mosaic road chainstays

This RT-1 ITR show bike also sports a new Artist Series finish.

Here, it is ‘Prismatica’, e.g. a nod to MADE’s Portland neighbor Chris King. Hence, they decorate it with small colorful bubbles, bumble bees, and crowns in a rainbow of splatters.

Of course, Mosaic also includes an appropriately colorful set of purple Chris King components to round out its custom build.

All types of Mosaic can get a Colorshift paint job now, too.

Lastly, every level-1 Mosaic can now get a Colorshift paint job, too. At MADE, Mosaic painted 6 GT-1 AR all-road gravel bikes in these new 6 Colorshift colors from their Finishwork lineup. Thus, now pick from the color-changing chameleon look that best suits your custom style.

MosaicCycles.com

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Trek has a new line of simple lightweight alloy kids’ bike called the Wahoo Trail that gives the old Wahoo family a big off-road performance boost. It’s still a rigid aluminum hardtail. But now it gets a lighter carbon fork, much bigger tire clearance, hydraulic disc brakes, a bit more modern MicroShift 1x drivetrain, and internal routing for a dropper post. Like its predecessor, it comes in 24″ wheels, or a smaller 20″ version, too.

Update: Read on for 20″ availability in the US.

Trek’s new lightweight Wahoo Trail 24 kids’ mountain bike

Officially, the Wahoo family is Trek’s hybrid kids bike, with ‘just big enough’ tires to make it off-road-ready, but sticking with a light and simple rigid frame and fork. Well for 2024, the hybrids lean a bit harder into mountain bikes with the new Wahoo Trail, bumping up to 2.2″ tires – and room for more – plus, what Trek is calling an ‘adult-level’ spec with kid-specific component fits.

So what’s new?

Compared to the old Wahoo, this new Wahoo Trail simply looks beefed up for mountain biking. The 4 big visual shifts are:

• Proper knobby mountain bike tire. Now the bike gets spec’d with 2.2″ Kenda Amrak knobbies. But there’s apparently room for up to 2.4″ tires if your grom wants to go bigger down the trail.
• Real disc brakes. The new bike gets short-reach Tektro hydraulic disc brakes sized for small hands & 160mm rotors.
• More aggressive frame shaping. A dropped toptube and seattube strut mean more standover clearance. But it also helps build in space for internal dropper post routing, if you want to swap in a 31.6 dropper in the future.
• Lastly, a carbon fork. Bigger tires, disc brakes, and a burly frame inevitably mean more weight. So, Trek gave the Wahoo Trail a carbon fork with its own integrated fender to keep weight in check. Complete bike weight is still a bit more than 1kg heavier than the old rim brake 1.95″-tired version.

Less obvious, but Trek’s new Alpha Silver Aluminum Wahoo Trail gets a geometry upgrade with a much slacker 67° head angle, longer chainstays & more BB drop. It’s definitely a more MTB-oriented bike now with about 2cm longer Reach and lower Stack and longer wheelbase overall to complement the bigger tires.

The Wahoo Trail build also upgrades to a MicroShift Advent 1x 9-speed drivetrain with a wider gear spread and a kid-friendly trigger shifter. It gets post mount brakes, a 68mm threaded BB, bolt-on QR axles, a replaceable derailleur hanger, and a kickstand.

2024 Trek Wahoo Trail – Options, Pricing, and Availability

The new Wahoo Trail comes in two sizes with either 20″ or 24″ wheels, but otherwise the same spec. Both come in 2 colors – Plasma Grey Pearl or Power Surge green – each with bling oil slick alloy rims.

The Trek Wahoo Trail 24 sells for $700 / 750€ (claimed weight 10.7kg/23.59lb).

While the smaller Trek Wahoo Trail 20 costs a bit less at 730€. No word yet on US pricing & availability for the smaller wheeled bike. Trek has now updated us, saying the 20″ bike will be coming stateside in Spring 2024.

The 24″ bike is officially available globally online and at your local Trek dealer now, with the 20″ bike now available outside of the US.

TrekBikes.com

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

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

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

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

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

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

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

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

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

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

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

AlbatrossBikes.com

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Going big but not that big? Or just prefer the added ventilation and easy-drinking style of an open face helmet instead of a full face? The new Kali Invader open face helmet delivers deep coverage without sacrificing great breathability and all of the unique protective features Kali’s known for.

The OF Invader has their Composite Fusion shell, which uses a thinner shell fused to the EPS foam underneath to create a one-piece structure.

Inside is their RHEON low density cushioning layer that pulls double duty. First, it mitigates low-speed impacts with a softer material, and does so better than standard pads found in most helmets.

Second, it provides non-linear and rotational impact protection because it can squirm and bend, letting the helmet move more than your head and thus potentially decreasing the impact forces that make it to your brain.

It comes in matte black only, with an adjustable visor and Fidlock magnetic buckle closure. Two sizes are offered, each with three sets of cheek pads so you can fine tune the fit (and pull them off to wash them).

Claimed weight is 640g and it’s aimed at aggressive trail and big mountain riders, but is not ASTM rated for downhill riding. MSRP is $225 and includes their Lifetime Crash Replacement guarantee.

Kali Interceptor 2.0

Coming in a lot lighter at 390g, the Intercepter 2.0 updates one of their best trail mountain bike helmets with RHEON padding, swappable standard and bug mesh padding, gripper panels to hold your sunglasses, and more.

The Interceptor 2.0 also gets Kali’s Bonehead Nano Fusion tech, which uses dual density EPS foams inside the shell, with cone-shaped patterns that help spread impact forces across a broader area to dissipate them before they reach your head.

It also gets the Fidlock magnetic buckle and has deep rear coverage, but is open over the ears and has a ton of vents for great air flow. MSRP is $180 and comes in two colors and two sizes, S/M and L/XL.

KaliProtectives.com

The post Kali Invader Open Face Helmet Goes Big, Interceptor v2 Brings all the Features appeared first on Bikerumor.

Want the new SRAM Transmission, but don’t want to buy a new crankset? It was only a matter of time before brands started offering different T-Type compatible chainrings, and not surprisingly, Wolf Tooth Components has stepped up to the plate.

Race Face Cinch

For their Race Face models, WTC took their existing Cinch direct mount rings and updated them for T-Type. That means designing them for the new 55mm chainline, and adding their Drop-Stop B tooth profile that is optimized for T-Type chains.

The Race Face Cinch T-Type rings will be offered in 32, 34, and 36t round rings, and 32, and 34t oval rings.

SRAM 3-Bolt Direct Mount

Since all of the SRAM Transmission chainrings use the newer 8-bolt mounting pattern, WTC is also making 3-bolt chainrings for SRAM’s own cranksets. That, or any other crank that uses the older 3-bolt direct mount pattern.

These rings will be offered in 30, 32, 34, and 36t round, and 30, 32, and 34t oval options.

And if you have any questions about what exact chainring you need to install a new SRAM drivetrain on your bike, WTC put together this handy guide.

wolftoothcomponents.com

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Few people would ever consider competing in the Red Bull Rampage. Even fewer have the ability to win the outrageous event. But to try and win Rampage the same week as winning the American Rally Championship?

Almost unthinkable. Almost. And the dual win almost happened too, though high winds cancelled the second run leaving Brandon in third place. But considering what he had to do to just get there, taking the podium and Best Trick at Rampage right after winning your first rally championship is still utterly impressive.

The post Can You Win a Rally Championship & Rampage the Same Week? Balancing Act w/ Brandon Semenuk appeared first on Bikerumor.