Following the success of the carbon fiber RipMo, Ibis has just released the RipMo AF, which stands for Aluminum Frame. The new bike takes on the latest geometry trend in the industry with a longer reach, slacker head angle and short offset fork. Aimed at being a bit more of a thresh bike, Ibis’ first fully suspended Aluminum bike features a re-positioned upper shock mount for a much more progressive rate, which allows it to work with both coil and air sprung rear shocks. Check out Christian Rigal getting rad on the bike in the edit below, then have a look at the details and specs further down. FACTS • 29” Wheels • 160mm front travel • 147mm dw-link rear travel • 2.6” tire clearance • Aluminum front and rear triangle • Available in four sizes S-XL, fits riders between 5’ and 6’6 • Frame weight of 8.25lbs for a medium with a DVO topaz shock • Available with DVO JADE X coil shock DETAILS • Progressive suspension leverage ratio for compatibility with select coil shocks. • Slack 64.9 head angle • 44mm Fork Offset • Steep 76 degree seat tube angle • Threaded BB (73mm BSA) • ISCG 05 Compatible with removable adapter • Port style Internal cable routing • 22oz bottles fit inside front triangle • Size M-XL compatible with 170mm+ droppers, 125-150mm for smalls • Molded rubber swing arm protectors • IGUS bushings in lower link, bearings in upper link • Metric 210×55 shock • 203mm max rotor size • 1x specific design • Boost spacing • Tapered headtube and steerer: ZS44 upper, ZS56 lower GEOMETRY SPECS & PRICING • Complete builds start at $2,999 • Frame only w/ inline shock start at $1,799 with the Topaz, $1,899 with the JadeX upgrade WARRANTY • Seven year frame warranty • Lifetime replacement on bushings www.ibiscycles.com
Husqvarna’s history dates back as early as 1689 when the Swedish king of the time ordered a weapons factory to be built in the town of Husqvarna. Fast forward to 1869 and that same factory ended up as a bicycle factory. In 1903 it produced its first motorbike, which was essentially a motorised bicycle, and the Husqvarna name snowballed from there on to becoming the world-renowned off-road motorbike manufacturer that it is today. All of our coverage from Eurobike 2019: the world’s biggest cycling show The 2020 Trek Supercaliber frame upends XC suspension with IsoStrut, 60mm travel and sub-2kg weight The rear sus looks pretty tough! Alex Evans / Immediate Media So what has the iconic Swedish brand done? In 2018 it launched a range of electric mountain and normal bikes. In 2019 the range expanded and now, for 2020, it looks like it’s been refined. 2020 Husqvarna Hard Cross 275 details The rugged battery cover hints at the bike’s hardcore credentials. Alex Evans / Immediate Media What kind of technology can we expect to see in a Husqvarna electric mountain bike? Maybe a bespoke motor that’s made in-house or a motorbike-derived suspension platform? Maybe, even, some kind of skeletal frame technology that MX bikes use? In short, no. You don’t get any of that. The Hard Cross is designed to tackle gnarly enduro descents and climbs, and Husqvarna has opted to use a Shimano STEPS E8000 motor with 70Nm of torque. That’s mated to a 630Wh battery that’s hidden and partially integrated into the bike’s downtube. The battery cover is held in place with a simple screw and swivel catch near to the bike’s headtube. It’s got a proper MX-inspired sump guard to help protect the Shimano motor. Alex Evans / Immediate Media The bike’s got internally-routed cables — for the few cables on the AXS-equipped version — and an MX-inspired sump guard for the Shimano motor. The bike’s charge plug is on the frame so you’d better have a long extension cable to replenish its juice. Alex Evans / Immediate Media The charging plug for the bike’s battery is at the seat tube/downtube junction and features a small rubber cap. Along with Shimano’s standard STEPS display, the Hard Cross has an additional button mounted on the top of the top tube. 2020 Husqvarna Hard Cross 275 suspension The Husqvarna Hard Cross has a Horst-link derived suspension system with a floating rear shock that isn’t mounted directly to the bike’s front triangle at any point. The shock is mounted to the linkage and the bike’s chainstay just above the bike’s main pivot. The 180mm of travel is controlled by a rocker link and RockShox rear shock. Alex Evans / Immediate Media The Hard Cross has 180mm of rear-wheel travel. 2020 Husqvarna Hard Cross 275 specifications The Hard Cross 27.5 HXC is fitted out with an impressive array of parts including SRAM’s X01 Eagle AXS 12-speed drivetrain, a RockShox Lyrik Ultimate RC2 180mm travel fork and a RockShox Deluxe Ultimate rear shock. You’re also treated to Magura MT7 Pro brakes with 203mm rotors front and back. The rear suspension uses a floating shock design. Alex Evans / Immediate Media The bike was sporting 6-spoke carbon fibre wheels that simply had the word ‘prototype’ written on them and it remains to be seen who the manufacturer is. They certainly look stiff. The wheels are wrapped in Schwalbe’s Eddy Current electric mountain bike specific tyres. The carbon fibre 6-spoke wheels were unbranded. Maybe they’re a Husqvarna product? Alex Evans / Immediate Media Elsewhere the bike had Race Face’s carbon fibre 35mm clamp bars and a Race Face stem. There was also a KS dropper post and a Prologo saddle. 2020 Husqvarna Hard Cross 275 prices and availability The rear sus looks pretty tough! Alex Evans / Immediate Media Costing a whopping €11,999 we’re unsure how popular this halo model will be. There were also no details about the bike’s availability and it isn’t currently listed on Husqvarna’s website.
For quite some time with the Enduro model, Specialized stuck with a rather consistent frame layout. It had a Horst link rear end driving a linkage that wrapped around the seat tube and compressed the rear shock where it butted up against their “X-wing” front end. Those days are over! In putting that design to rest, the new Enduro adopts the same layout as the new Demo, which Loic Bruni has been piloting to great success this year on the World Cup DH circuit. In addition to the suspension revamp, the bike also received a complete and total facelift on many other fronts as well. It sees updated geometry, says farewell to 27.5″ wheels, and in addition to increased travel it also sees more progressive kinematics – something I’ve been asking for on the bike for years now. Hallelujah! I got a chance to ride the flagship S-Works version of the new bike in the “S4” sizing, which is roughly equivalent to a Large. It’s a hell of a lot of bike, but it managed the climbs surprisingly well over quite a few big days during the last few weeks. Note: typically if we only get few rides on a bike we label an article “First Look”, but if we’ve quite a bit of time we’ll label it a “Test”. This review was done on the shorter end of what we’d consider a test, but the bike saw a great deal of ride time in a short timeframe. Anyhow – here’s the low down on the completely revamped smasher bike… Details 29″ Wheels only Carbon fiber only 170mm front and rear travel Four sizes: S2, S3, S4(tested), S5 40% increase in anti-squat 12% increase in frame stiffness Progressive kinematics & a more rearward axle path Metric, trunnion shock spacing (205mm X 60mm) Boost front and rear hub spacing SWAT downtube storage Sleeved, internal cable/hose routing Short offset fork Flip chip in lower shock eyelet No custom shock hardware 30lbs 15oz no pedals, tubeless, with full chainguide The industrial design of the new bike is all about clean lines as you can see from the cable/hose’s transition from front to rear end, which is sleeved by the way. The trunnion mount shock rides on cartridge bearings housed in the frame at the upper mount. Specialized opted for the FOX Float X2 with 4-way adjustability and a lockout lever. The new linkage is fully carbon on the S-Works model and features a plastic guard to protect the shock from debris flinging off the rear wheel. Some details on the frame, clockwise from left: The downtube guard is quite massive, and removable. The upper portion of the linkage pulls on the lower portion, which drives the shock. This single upper part wraps around the seat mass with a bridge for the sake of rigidity. Lastly, even with a 2.6″ tire, the clearance was quite good. Clockwise from left: the SWAT CC is one of our all time favorite accessories. It neatly stashes a multi-tool in your headtube while doubling as a headlock and a chain tool, as well as storing a spare chain link. The SWAT downtube is one of the best inventions mountain bikes have ever seen. You can store a great deal of things in the downtube, accessible via a door under the bottle cage. Lastly, a closeup of the lower shock eyelet which has “flip chip” style between high/low adjustability without the use of any proprietary shock hardware. The S-Works which we tested sees the new Shimano XTR 12-speed drivetrain. It has a 10-51 tooth rear cassette for a massive range. This is paired with Race Face’s super light but strong Next-R carbon crankset and an MRP chainguide. Also visible is the rubber chainstay protection with 4 raised nubs which help silence things – an idea Specialized pioneered. Unsurprisingly, the bike comes fitted with Roval Traverse SL wheels. Being under the Specialized umbrella, Roval takes advantage of their expertise on carbon fiber with tough, dependable rims that boast a very nice ride quality. They lean on DT-Swiss for the hub parts and engagement mechanism, which have also proven their mettle. Up front is a massive 170mm travel Fox 36 Factory with the truly excellent Grip-2 damper. Like the rear shock, it features 4-way adjustability: high/low speed compression and rebound. The Enduro features in house “Butcher” tires in a 2.6″ width with the “Grid Trail” casings – which are likely a bit on the light duty side of things given the bike’s penchant for disregard on trail. The Enduro S-Works comes with 4-piston Shimano XTR brakes with a 200mm front / 180mm rear rotor combo, which is quite fitting given the bike’s purported intentions. Deity’s Knuckleduster grips are a nice addition and an excellent replacement for the less than stellar in-house grips from Specialized. With a 170mm travel RockShox Reverb AXS seatpost spec’d, that leaves one sad, lonely cable port at the head tube and a tidier looking front end. A very worthy choice for the saddle, the Specialized Henge features a nice contour, just the right amount of padding and a slightly wide rear combined with a fairly short length. Perfect for a gravity bike that has to climb. Two things here: Specialized does away with the “S-Works” labelled handlebar, and moves that detail over to Roval world. We’ve enjoyed their in house bars in past tests with comfortable angles and nice carbon layups. The new offering is a full 800mm wide, but now sees a 35mm bulge mated with a Deity Copperhead stem. Geometry This update brings a complete transformation to the Enduro. Specialized jumps on board the “Speed Balanced Geometry” trend that was originally fashioned by Transition a couple of years ago. This boils down to: Longer top tubes and a slacker head angles paired with short offset forks to improve the confidence and handling on the descents, while steep seat angles help improve body positioning for the climbs. On the Trail Most good rides start with climbing, right? I said good, not epic…We all know epic rides start with heli drops. Anyhow, from a body positioning standpoint, with the seat extended the Enduro puts you in an upright position that’s easy to weight the front end, ready for all day affairs. The ultra slack 64.3º head angle, and that’s in the high/”steep” position, had a slight knack for wandering at low speeds, but to a certain degree that’s to be expected for a bike of this stature. From a pedaling efficiency standpoint, this bike is freakishly good – I can’t overstate it enough. I never once touched the lockout lever – the rear end is simply unfazed by pedal input. This of course is extremely impressive when you consider that it boasts 170mm travel. Once you point the bike in the other direction things begin to get exciting. To start, this is a completely different animal than the last Enduro – there is no longer anything familial between the old and new versions. Starting with geometry, the bike is finally, truly on trend and fits properly while putting you in the right place. The long reach allows you to hover front to back as the trail requires without any fear of bungled up too far over the front or off the back. Stretched reach, an ultra slack head angle and longer 442mm chainstays make the bike more of an EWS inspired race machine, boasting confidence and stability on all terrain, whether it’s blind, steep, fast, haggard or all of the above. This does come somewhat at the expense of the fun, slappy, easy-to-manual nature that the last Enduro enjoyed, although under the right pilot loads of fun will still be had – it will just require more input, skill and energy. Despite only having just a few millimeters more travel, this is a LOT more bike. Make no bones about it, this Enduro borders on a downhill bike levels of capability. Regarding suspension, Specialized has made serious improvements all around – in my opinion anyway. In the past, I’ve criticized them for the linearity of their rear suspension designs and the high leverage ratio, which are less than ideal, especially when combined The former has been improved massively – the progression sits at a high figure of 38.6%. The latter improved nominally from a 2.97:1 ratio down to 2.83:1, which is still relatively high, but the added progression takes the load off the shock by making the linkage responsible for increasing ramp. There was enough progression that I actually ended up running the Float X2 with zero volume reducers. The bike ships with one reducer, and after feeling it rode a touch on the rough side, I pulled that spacer out, hunting for and finding a touch more traction. This is good because it provides riders with usable range in tuning how linear or progressive the bike is, depending on personal preference. It also indicates the bike would likely work very well with a coil sprung rear shock. My final settings strayed a bit from the base recommended tune. At 185 lbs I arrived at 222PSI for 18mm (30%) sag, 12 clicks from closed on low speed compression and rebound, and 11 and 15 from closed on high speed compression and rebound respectively. The other key chapter in the suspension story is the Enduro’s improved axle path, due to its completely updated pivot layout. Specialized moved the main pivot further forward to attain a more rearward axle path. This helps the bike carry speed over rough sections, since the rear wheel moves back and away from impacts as it goes up through its travel. In addition to more momentum, it sees improved stability when it needs it most. On trail, this was very apparent right away – compared to Enduros past, this new machine manages the roughest of sections with much improved prowess. This meant better behavior on things like successive mid-sized chunder and braking bumps, while the progressive nature of the suspension helped with small bump sensitivity and big hit bottoming resistance. As far as the spec goes – I found most everything to be excellent, as it should be on a flagship bike at this price point. And thus, that is largely why I’ve dedicated the majority of the dialogue on the new frame’s behavior. After all, that is where the real interesting story lies. Touching briefly on some observations on the components, I think the product managers have done an excellent job curating a good build, even down to the grips. Starting with the fork, the most recent Fox 36 and its Grip-2 cartridge needs no introduction. It has 4-way damping adjustability, and its air spring curve felt just right out of the box, so I didn’t need to mess with tuning via volume reducers. An ultra stiff chassis paves the way with precise steering no no unwanted deflection, while buttery smooth action eats everything up. The Shimano XTR brakes were freakishly strong – so much so that for the first time, I was almost wishing for a bit more modulation on some of the steeper bits. No complaints though as the bike is designed for the rowdiest of riding and that power came in handy elsewhere. As for the new XTR drivetrain, it provides good shifting albeit less crisp than Eagle, but with slightly better performance when mashing/shifting under load. The range on both groups is all you’ll ever need. It’s a Mac or PC argument best left to personal preference, but I nod toward SRAM. The Race Face cranks that the drivetrain is paired to are quite stiff – time will tell on strength, but in the short run, they tick the boxes. I’m a big fan of Roval wheels for their excellent on trail feel and ideal strength to weight ratio. The flagship SL version of the carbon fiber hoops spec’d here are no exception, offering fast hub engagement, great acceleration, chatter damping properties and a very lively nature. If I had to pick one thing that I’d swap out, it’d be the tires. I think the Butcher’s tread pattern itself is great, but I’m less fond of the rather thin casing. I’m even less enthused by the compound, which has a fairly fast rebound characteristic, making it a bit nervous on hardpack. I liked having the increased volume of the 2.6″ up front, but would opt for a 2.3 or 2.4″ tire out back, personally. The cockpit is a place that many brands miss the mark, but in the case of this bike, it’s absolutely phenomenal. I loved the rise, width and sweep combo of the new 35mm Roval handlebar, and the Deity stem’s low stack height provided lots of room for adjusting bar height – their grips were also quite comfortable and grabby. I personally mesh well with the Specialized saddles and the Henge was no exception. Last and certainly not least, the wireless, electronic RockShox Reverb AXS is an incredible piece of kit. It cleans up your cockpit, makes maintenance easier and its 170mm of travel matches the front and rear suspension, offering plenty of drop for long legged riders. The SWAT downtube is a standout frame feature that you’re likely well familiar with by now – it makes life way easier, just like the sneaky multi tool in the head tube. Overall After a few years of making small improvements and refining an increasingly tired layout, I’m happy to see Specialized start from scratch with the new Enduro. The geometry is on the bleeding edge, but manages to be extremely well balanced. The suspension is a massive improvement over past models, boasting just the right progression and knack for carrying speed. If you’re looking for a sprightly little play toy, this isn’t the bike…If your trails are tame, you may as well look elsewhere. This is a bike meant for pushing the limits of what you can do with a single crown bike. Also, something that shouldn’t be overlooked is what an incredible job it does at getting you back up the hill, particularly given its stature. Aside from the fact that I’d likely opt for different tires, there is one other downside which is unfortunately immutable – it has a fairly high standover. It’s the kind of thing that you usually don’t notice, but can be a peeve for some people and therefore is worthy of mention. Aside from those minor quips, I think this bike will treat most people very, very well. For those looking to get the absolute most out of a bike that will get you back up the hill without a chairlift or a shuttle, it would be foolish not to consider the new Enduro. Pricing Enduro Comp 29: $4,510 Enduro Elite 29: $5,310 Enduro Expert 29: $6,550 S-Works Enduro 29: $9,750 S-Works Enduro 29 frame-only: $3,310 www.specialized.com
To commence the launch of the new 29″ Reign series, Giant selected a world class destination of Revelstoke, British Columbia to give us an opportunity to try out the new bike. We can confidently say that the trails in and around Revelstoke provided the perfect testing grounds for the bike. A good pedal, some truck assisted shuttles, and a 8,500 ft descent through rooty, loose, and loamy single track via a Helicopter drop gave us more than an adequate feeling of how the new Reign rides. For a quick look at our Heli drop, check out the video below, and read on for our full story of our time in Revelstoke, and more importantly on the bike. Welcome to Eagle Pass Lodge, a fairly new Heli Ski/Bike private lodge just a short distance up the mountain from the small town of Revelstoke. Fresh Sockeye Salmon for a little Après after a day of riding, the food at Eagle Pass was world class. With a private Heli pad, the route to the top of the mountain is only about 30 steps from your bedroom. With year round snow on the taller peaks, and the world’s only inland temperate rainforest, Revelstoke is special and pristine environment. Who doesn’t like to like a little taste of the local wildlife while traveling to a new destination? A little hello from our mountain Marmot friend. Now that we’ve established some idea of Giant’s choice of destination, we can move on to the details of the new 29″ wheeled Reign. The bike comes in three models, with various price points for each. Details Travel: 160 mm front and 146mm rear ‘Advanced Composite’ Carbon Frame SRAM XO1 Eagle 12 Speed 1X drivetrain with 500% range Boost hub spacing front and rear Maestro 29″ Optimized Suspension Hidden cable/hose routing In the rear of the bike, a 146mm Fox Float X2 Factory shock with lockout lever is ready for rough terrain, and big climbs. A 160mm Fox 36 Float fork, with 44° offset and 4-way adjustability for high and low speed compression and rebound handles business up front. Giant’s Maestro suspension platform provides a fairly low progression curve, and with the 60mm stroke shock designed around a 30% sag mark, you can drift toward more or less sag depending on terrain and preference. Giant went with 146mm of travel in the name of quality over quantity. We quite like the TruVativ Descendent 800mm wide carbon bars, SRAM’s proven Code RSC brakes round out the cockpit with both reach and contact point adjustment. A 200mm front/180mm rear rotor combo provides plenty of stopping power. Giant’s Carbon TRX-0 Wheels are wrapped with the proven combination of a Maxxis DHF and DHRII. The color-way of the flagship Reign Advanced Pro 29 0 is dubbed ‘Chameleon Saturn’ and varies in how bright it shines depending on light and angle. Specs and Pricing Geometry The 65/76.8-degree headtube/seattube angles along with the 42/44mm fork offset make for a stable and capable bike. Based around feedback from Giant athletes racing the EWS, the bike is certainly designed to be ridden in technical and aggressive terrain. Our medium bike featured a reach of 455mm, providing for a fairly spacious but not overly stretched cockpit position. Reign Advanced Pro 29 0 (Tested) Reign 29 Reign 29 SX On the Trail To say that the bike was immediately a shining star when we jumped aboard it would be an over statement, but things moved in that direction after some suspension adjustments, and a quick swap of seat and grips so as to feel at home on the Reign. The Maestro suspension platform, and the kinematics that Giant settled on for this bike provide a reliable feel, be it climbing or in the air. With only 146mm of rear wheel travel, it might seem like the Reign may be a bit under gunned out back, but after multiple prototypes, including bikes with 150mm of travel, the team riders and Giant engineers settled for the shorter travel option. In the more rough sections of trail the Reign’s feel was greatly dependent upon how steep the terrain was. In the flat and mid-grade sections, the bike felt like it struggled to maintain momentum over rocks and roots, while in the steep sections, the Reign really excelled, floating over holes, and precisely finding the transitions we sought out to maintain speed in the undulating terrain. During our time spent going uphill, we found the 76.8° seat tube angle provided a comfortable pedaling position, even while pedaling up steep punchy sections. For a longer travel bike, the Reign is quite snappy, and takes sharp switchbacks both up and down fairly well. We noticed some very slight brake rub in the rear of the bike while climbing up around switch back corners, we’re unsure if this was caused by the pads within the Code caliper not retracting fully, or ever so slight wheel/spoke/rotor flex. We’re sure this small annoyance will get sorted out, as the Giant crew are aware of our findings. After our short time on the bike, we felt the Reign is incredibly capable, both to get you to the top, and more so to provide a stable and aggressive feeling ride on the way down. Our time on the Reign certainly piqued our interest, and we look forward to jumping on a bike for a long term review down the road. Learn more, including details on all models and colorways at: www.giant-bicycles.com/Reign29 All Photos Credited to: Sterling Lorence
Transition Bikes has a new downhill bike, the TR11. Details inside. INTRODUCING THE ALL NEW REFINED TR11. Transition Bikes Mission Control The Story Behind The ‘This is The New TR11 Official Video’ “Have … a good time … all the time.” — Viv Savage This was our mantra when we first took it to 11. The original TR11 proved so successful, we figured why not try to take it one further to 12. Well, you just can’t go to 12. Trust us, we tried. So we’ve kept it at 11, just louder. Think of it as an 11.9. We took our favorite attributes from the original version, combined with feedback from our customers, riders and elite athletes back to the drawing board for a ground up overhaul. Using our proven platform, we nitpicked all the details to create an even better riding bike. The aesthetics have been refined, the suspension kinematics have been improved and the geometry has been updated in order to optimize the ride quality. The frame weight has come down, but maintained it’s strength and stiffness. The whole is the sum of it’s parts, and we’re all quite happy with how it’s turned out. Available NOW at your finest Transition dealers and our webstore! BULLET POINTS FOR THE SAKE OF BULLET POINTS Full Carbon Frame (Front Triangle, Rear Triangle and Rocker) 56mm Straight Headtube (Includes 0mm and +/-5mm reach adjust cups) 157mm Dropout Spacing Increased Metric Shock Sizing (250mm X 75mm) Enduro Max Sealed Bearings Threaded Bottom Bracket Molded Rubber Downtube & Chainstay Protection External Rear Brake and Shifter Routing Updated Pivot Hardware Still No Water Bottle Storage Inside Front Triangle 27.5″ Tire Clearance Up To x 2.5″ 4.00 kg / 8.8lbs Frame w / Shock And Hardware $3299 USA MSRP / Frameset $5299 USA MSRP / GX build $7299 USA MSRP / XO1 build Geometry https://www.transitionbikes.com/Bikes_TR11.cfm
[Press Release] – This was our mantra when we first took it to 11. The original TR11 proved so successful, we figured why not try to take it one further to 12. Well, you just can’t go to 12. Trust us, we tried. So we’ve kept it at 11, just louder. Think of it as an 11.9. We took our favorite attributes from the original version, combined with feedback from our customers, riders and elite athletes back to the drawing board for a ground up overhaul. Using our proven platform, we nitpicked all the details to create an even better riding bike. The aesthetics have been refined, the suspension kinematics have been improved and the geometry has been updated in order to optimize the ride quality. The frame weight has come down, but maintained it’s strength and stiffness. The whole is the sum of it’s parts, and we’re all quite happy with how it’s turned out. Details Full Carbon Frame (Front Triangle, Rear Triangle and Rocker) 56mm Straight Headtube (Includes 0mm and +/-5mm reach adjust cups) 157mm Dropout Spacing Increased Metric Shock Sizing (250mm X 75mm) Enduro Max Sealed Bearings Threaded Bottom Bracket Molded Rubber Downtube & Chainstay Protection External Rear Brake and Shifter Routing Updated Pivot Hardware Still No Water Bottle Storage Inside Front Triangle 27.5″ Tire Clearance Up To x 2.5″ 4.00 kg / 8.8lbs Frame w / Shock And Hardware The front end of the new TR11 sees a jump to a straight 56mm headtube. The framesets and completes now include our zero stack headset with 0 and +/- 5mm reach options to fine tune the frame length in between sizes. There has been exponential reach length increase in sizes starting at +2mm for size small, +7mm for size M, +12mm for size L, and +17mm for the XL. The shock length has moved to 250mm x 75mm to improve suspension kinematics. The BB has been raised slightly by 6mm, and the chainstay length has grown 5mm to improve overall bike balance and front wheel traction. Geometry Pricing $3299 USA MSRP / Frameset $5299 USA MSRP / GX build $7299 USA MSRP / XO1 build
The new Transition TR11 is longer, uses a different shock length, has a straight 56mm headtube, and more.( Photos: 18, Comments: 3 )
The 2019 Tour de France saw Peter Sagan take his seventh green jersey, the prize awarded to the leader in the points classification dominated by sprinters. To celebrate his victory, Bora–Hansgrohe’s bike sponsor Specialized issued the Slovak rider with a stunning custom-painted S-Works Venge, which he rode on stage 21 of the Tour into Paris. The Tour tech of tomorrow | 3 predictions for the road bikes of the future Oliver Naesen rides final stage of Tour de France on steel Eddy Merckx bike Peter Sagan’s 2019 Tour de France Specialized S-Works Venge specs Frameset: Specialized S-Works Venge Disc Sagan 7x Limited Edition Groupset: Shimano Dura-Ace R9170 Di2/Disc Wheels: Roval CLX64 Disc Tyres: S-Works tubular Finishing kit: Specialized Aerofly 2 cockpit, Venge seatpost, S-Works Romin saddle, Shimano Dura-Ace R9100 pedals, Tacx Ciro bottle cages, Wahoo Elemnt Bolt computer Peter Sagan rode into Paris aboard a stunning, custom-painted Specialized S-Works Venge to celebrate his seventh Tour de France green jersey win. Justin Setterfield / Getty Images This lairy paintjob seems appropriate for a rider as flamboyant as Sagan. Specialized The green bike computer and bar-end plugs are nice touches on this satisfyingly expensive build. Specialized The non-driveside looks completely different — is Specialized trying to tell us that Sagan has a split personality?. Specialized There’s no missing the bike brand here. Specialized The detail on the finish is quite something. Specialized Colours aside, this build matches the bike Sagan raced the rest of the Tour on, with a Shimano Dura-Ace Di2 groupset and all-Specialized finishing kit. Specialized Want one? We’re afraid the framesets have already sold out. Specialized The S-Works Venge is Specialized’s flagship aero race bike, stablemate to the Tarmac. It’s a bells-and-whistles race machine, but one which is markedly more real-world practical than its predecessor, the Venge ViAS. Specialized actually offered 100 of the Sagan 7x framesets for sale, with a price tag of $7,000 (a $1,500 premium over the standard S-Work Venge). We’re afraid you’re too late to nab one, though. According to the brand, every single one sold out within 30 minutes of them being offered for sale. Still, that won’t stop us ogling Sagan’s bike in the gallery above.