If you think Swiss brand Bold only makes pretty, but conservative bikes, you’re about to learn otherwise. The all-new Bold Unplugged with its radical geometry offers innumerable configuration options – but you need to know what you’re doing! For an overview of the test fleet head to: The best enduro bike you can buy Bold Unplugged | 170/165 mm (f/r) | 14.46 kg | € 7,939 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); The Bold Unplugged is unique in several ways. Apart from the integrated shock, you’ll be hard pressed to find another bike that has the same progressive geometry with its countless configuration options or the many smart details as found here. Unlike their previous model, the Linkin Trail, the Unplugged has space for a piggyback shock. Our test bike came fitted with a RockShox Super Deluxe. You’re free to configure the bike however you like in Bold’s online shop. You’ll not only have your choice of different components but you can also customise the geometry. A NEWMEN angleset gives you the choice of three different head angles, and two different flip chips allow you to vary the bottom bracket height and chainstay length into any of four different positions. Bold has refined the details to help facilitate setting up the internal shock, and they’ve given the bike an XXL chainstay protector that wraps all the way round to the non-driveside chainstay. The Bold Unplugged in detail Fork FOX 36 FLOAT Factory GRIP2 170 mm Shock FOX FLOAT DPS Factory 165 mm Brakes SRAM Code RSC Drivetrain SRAM X01 Eagle Seatpost Kind Shock LEV 175 mm Stem Race Face Turbine R 32 mm Handlebar Race Face Next R 800 mm Wheels DT Swiss EX 1501 Spline One 29″ Tires MAXXIS Assegain DD 2.5″ Weight 14.46 kg Price € 7,939 VariableThe NEWMEN headset gives you two options: simply turn the cups and you can choose between a 63.3° and 65.9° head angle. Bold also offers a neutral ACROS version, which is exactly in the middle – that’s the one we would choose. SimpleThe SAG indicator on the rocker link makes the setup a lot easier. AdjustableThe chainstay length and bottom bracket height can be varied using the rear axle inserts. Here you’ve got a choice between four different settings. Easy to reachThe air valve and the rebound adjustment lever of the shock are easy to reach thanks to a large, removable cover on the down tube. A small window in the seat tube also provides information about how much travel you’ve used. Carefully thought throughBold has extended the chainstay protector across to the opposite side to protect as much of the chainstays as possible. The geometry of the Bold Unplugged Size S M L Top tube 559 – 565 mm 599 – 605 mm 641 – 647 mm Head tube 90 mm 90 mm 110 mm Head angle 63.3 – 65.9° 63.3 – 65.9° 63.3 – 65.9° Seat angle 75.5 – 77.4° 76.5 – 78.3° 76.5 – 78.3° Chainstay 433 – 444 mm 433 – 444 mm 433 – 444 mm BB height 8.4 – 27.3 mm 8.4 – 27.5 mm 8.7 – 28 mm Wheelbase 1.175 – 1.203 mm 1.226 – 1.254 mm 1.274 – 1302 mm Reach 407 – 424 mm 458 – 475 mm 498 – 514 mm Stack 600 – 612 mm 600 – 612 mm 618 – 631 mm Helmet Giro Switchblade | Goggle 100% Accuri | Jersey Troy Lee Designs Sprint Jersey | Short Troy Lee Designs Ruckus The Bold Unplugged on the trail If you’re approximately 180 cm tall, the riding position on the bike is pleasantly upright and very central. Turning the RockShox TwistLoc locks out the shock, turning the Unplugged into an efficient climber in spite of the heavy MAXXIS Assegai tires. Unfortunately, the 175mm dropper post was too long for our 180 cm tall test riders, even with it fully inserted – we’d advise riders with shorter legs to opt for a 150 mm version in the configurator. Despite heavy Double Down tires, the overall weight of the Unplugged is pretty low at 14.42 kg. Our size L test bike was delivered with the slackest head angle setting and a short, 35 mm stem. Set up this way, it was difficult to get enough weight on the front wheel when riding flatter terrain. Due to the distance from the handlebar to the front wheel and the resulting lack of leverage, the front end can feel a little wobbly at times. Unplugged gives you more choices than a drive-thru! With it, you can definitely keep up with all the geometry trends for the next seven years. You’ll also notice on steep descents that the low cockpit makes you feel exposed, and that massive reach tends to pull the rider forward. A handlebar with significantly more rise, a steeper head angle and a minimally longer stem (45 mm) helped solve the problem. With these adjustments we felt a lot more confident and could ride the bike to its full potential. The rear suspension is very sensitive while offering a lot of support. Due to its length, the bike is extremely composed, though tight sections and quick direction changes, require you to muscle the bike around more than others. If you’re not sure about the frame size, we recommend sizing down. Tuning tip: before ordering the bike, be sure to discuss your preferences with the guys and girls at Bold googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); Conclusion The Bold Unplugged is a bike for those who know exactly what they want. It offers an incredible number of configuration options, allowing you to adapt every detail to your exact specifications. And if you’re not sure about something, the competent team at Bold will be happy to help. With the right setup, the Unplugged convinced us with its incredible stability and excellent rear suspension, not to mention the unique design and the attention to detail that the Swiss are known for. Tight, winding trails are not one of its strengths though. TopsHighly customisableIncredibly composedThe frame is packed with clever detailsFlopsProper geometry setup requires in-depth know-howVery low cockpitCumbersome in the long setup UphillDownhillStabilityAgilityValue for money For more info head to: boldcycles.com For an overview of the test fleet head to: The best enduro bike you can buy All bikes in test: Canyon Strive CFR 9.0 Team | Commencal META AM 29 SIGNATURE ORANGE | Giant Reign Advanced 0 | Lapierre Spicy Team Ultimate | Nukeproof Mega 275c RS | Orbea Rallon M-LTD I9 | Pivot Firebird 29 Team XX1 | Pole Machine EN | Santa Cruz Nomad CC | Scott Ransom 900 Tuned | Specialized S-Works Enduro 29 | Trek Slash 9.9 | YT Capra 29 CF PRO Race The post Bold Unplugged 2019 review appeared first on ENDURO Mountainbike Magazine.

How a bike rides depends heavily on the preferences of its designers and often has a lot to do with where a company is based and where it does its testing. Case in point: the COMMENCAL META AM 29 – it’s perfect for the steep, demanding trails of Andorra. For an overview of the test fleet head to: The best enduro bike you can buy Commencal META AM 29 SIGNATURE ORANGE | 170/160 mm (f/r) | 15.48 kg | € 4,399 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); The COMMENCAL META AM 29 is as stylish as actors dressed up for the Oscars. Not only are the components perfectly colour matched, but the technical features make a hell of a lot of sense too. The linkage driven single-pivot suspension is controlled by a FOX DHX 2 shock and provides 160mm of travel. In front, you’ve got a FOX 36 FLOAT Factory GRIP2 fork offering up 170 mm of travel. The Shimano XT four-piston brakes paired with 200 mm rotors front and rear provide more than enough braking power, no matter how steep the terrain – but be sure to bleed them properly or you might end up with inconsistent bite points. The SRAM GX Eagle drivetrain is not high-end, but it performs its task reliably and at a price of € 4,399 we wouldn’t have expected more. The cockpit is from COMMENCAL’s in-house brand, RIDE ALPHA. Whilst it doesn’t look as premium as some offerings the 780 mm bar width and 40 mm stem provide an excellent fit. Unlike the bikes that COMMENCAL sends to its customers, our test bike came fitted with an old Schwalbe Hans Dampf tire with the thin Snake Skin casing. As standard, however, the bike is specced with the latest Schwalbe Hans Dampf with the Super-Gravity casing. And that’s a good thing, as we quickly found out on the trail. The COMMENCAL META AM 29 in detail Fork FOX 36 Factory GRIP2 170 mm Shock RockShox Super Deluxe RCT3 160 mm Brakes Shimano XT Vierkolben Drivetrain SRAM GX Eagle Seatpost Kindshox LEV Integra 150 mm Stem RIDE Alpha 40 mm Handlebar RIDE Alpha 780 mm Wheels E13 TRS 29″ Tires Schwalbe Magic Mary/Hans Dampf 2.35″ Weight 15.48 kg Price € 4,399 € Lots of tractionBy mounting the brake on the chainstay, the rear triangle remains fully active even when braking, generating even more traction – nice! Well silencedThe thick chainstay protector provides a lot of cushioning and effectively quietens chain slap. AnnoyingThe rubber covers came loose on every ride, which then meant the cables rattled around. Commencal need to come up with a better and more effective solution here. Seriously?Pressfit on an aluminium frame? Here we would have preferred a much more service friendly threaded BSA BB. The geometry of the COMMENCAL META AM 29 Size S M L XL Top tube 563 mm 586 mm 619 mm 634 mm Seat tube 105 mm 110 mm 115 mm 120 mm Head angle 65.5° 65.5° 65.5° 65.5° Sesat angle 76.5° 76.5° 76.5° 76.5° Chainstays 432 mm 432 mm 432 mm 432 mm BB Drop 25 mm 25 mm 25 mm 25 mm Wheelbase 1173 mm 1197 mm 1222 mm 1283 mm Reach 413 mm 435 mm 460 mm 480 mm Stack 604 mm 603 mm 603 mm 603 mm Helmet Troy Lee D3 | Goggle Oakley Crowbar | Jersey ION Scrub_AMP | Short ION Scrub_AMP | Shoes ION Rascal The COMMENCAL META AM 29 on the trail The META 29 is a bike that likes to play hard. The rear triangle is extremely sensitive and effectively filters out even the finest trail chatter. It continues that performance while braking, providing enormous amounts of traction, which you’ll quickly notice with regards to the bike’s stability. In combination with the somewhat short reach (460 mm) and the plush rear end, you tend to ride the META AM from the back. This riding position instils the rider with confidence in steep terrain while making for agile handling in tight sections. Over jumps and ledges, however, the META isn’t easy to get airborne. The rear end absorbs a lot of the rider’s input, offering too little support through high-speed berms. From Andorra for Andorra! The META AM 29 is built for steep, fast trails. This behaviour is more pronounced with the FOX DHX2 than with the Super Deluxe Coil that we’ve tested on the bike in the past. If you prefer a more direct feel, it’s best to use an air shock. It would save some weight too. At 15.48 kg, the META AM is anything but a lightweight and prefers a leisurely climbing pace, but with the help of the climb switch on the shock and the central sitting position, you’ll get there comfortably. For particularly steep climbs, we recommend exchanging the 34T chainring for a 32T. Tuning tip: air shock for more pop and less weight googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); Conclusion The COMMENCAL META AM 29 is the perfect bike for anyone looking to spend their summers in bike parks, regularly getting a shuttle and letting it rip on the descents. Due to its super plush suspension, it sticks to the ground and the steeper and faster things get, the bigger the grin on your the face. With the standard FOX DHX 2 shock, the bike isn’t poppy enough for our liking and offers too little support in berms and jumps. Getting to the top of the trail-head with the COMMENCAL under your own steam is really only a means to an end. TopsRear suspension generates a lot of tractionFun and balanced handlingConfidence inspiring in steep sectionsFlopsRear suspension tends to wallowSluggish climberThe quality of the finish UphillDownhillStabilityAgilityValue for money For more info head to: commencal-store.com For an overview of the test fleet head to: The best enduro bike you can buy All bikes in test: Bold Unplugged | Canyon Strive CFR 9.0 Team | Giant Reign Advanced 0 | Lapierre Spicy Team Ultimate | Nukeproof Mega 275c RS | Orbea Rallon M-LTD I9 | Pivot Firebird 29 Team XX1 | Pole Machine EN | Santa Cruz Nomad CC | Scott Ransom 900 Tuned | Specialized S-Works Enduro 29 | Trek Slash 9.9 | YT Capra 29 CF PRO Race The post COMMENCAL META AM 29 SIGNATURE ORANGE review appeared first on ENDURO Mountainbike Magazine.

We live in crazy times where the geometry of many Enduro bikes has become more extreme than downhill bikes. How do you find out what their limits are? Quite simply, by putting them through the ultimate test. For this group test of 14 Enduro bikes, we pushed ourselves and the bikes to the limit. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); What makes an Enduro bike? Bikes have evolved in leaps and bounds over the last few years. Trail bikes have become more and more potent, while Enduro bikes have become more efficient. Traditional parameters such as travel or wheel size have become irrelevant when defining a bike’s intended use. Nevertheless, the difference between trail and Enduro bikes is relatively easy to explain: Trail bikes are meant to be true all-rounders, mastering every kind of trail, as our group test in issue #036 showed. Enduro bikes are focussed even more on gravity oriented fun. Taking big hits in their stride, they let you conquer the roughest terrain with style and speed. Even full-on downhill tracks shouldn’t phase them. Compared to Trail bikes, Enduro bikes are better able to carry speed through rough terrain. Conversely, on flowy, flat trails, Enduro bikes often feel overpowered and lack the nimble excitement of a good Trail bike. The testing grounds To expose the full potential of the test field, we rode the bikes on a varied selection of trails. We challenged them to fast laps of our home-trails in the foothills of the Alps and travelled to the Sanremo bike resort in the Mediterranean to thoroughly push the bikes to their limits. Guiding us, we had the Italian enduro veteran Manuel Ducci. We rode the bikes on back-to-back laps of the rugged Due Muri trail in Sanremo. After a high-speed top section with open corners, rock-slabs, terraces and huge compressions, the demanding lower part of the trail offered up steep slopes, drops, rock gardens and tight hairpin bends. For a bike to come out on top it had to perform flawlessly everywhere, it wouldn’t suffice to perform well on only one section of the trail. The riders Our team for this group test consisted of five riders with different backgrounds and preferences. Gregor is a former BMX pro and just the man to test the bikes’ jumping qualities. Felix and Markus are both passionate enduro racers regularly going between the tapes at EWS races. Instead of racing against the clock, Fred and Christoph ride purely to have a good time, so they both attach a lot of importance to having the most balanced handling possible. The bikes We compared a whopping 14 bikes in this test, more than ever before. Not only did the bikes differ in wheel size, but also in the amount of travel on offer, and most of all in geometry. From bikes with supposedly more conservative geometries to radical concepts like the Bold Unplugged or the Pole MACHINE, our test field could not have been more diverse. If you were to build an average bike from the contenders, it would have a reach of 472.6 mm, a head angle of 64.9°, it would cost € 7,287.63 and roll on 28.67″ wheels – did we just come up with the ultimate new wheel size standard? Bike Price Weight**All bikes in size L Travel (f/r) Wheel size Bold Unplugged € 7,939 14.46 kg 170/165 mm 29″ Canyon Strive CFR 9.0 Team € 5,499 14.26 kg 170/150 mm 29″ Commencal META AM 29 SIGNATURE ORANGE € 4,399 15.48 kg 170/160 mm 29″ Giant Reign Advanced 0 € 7,399 13.42 kg 170/160 mm 27.5″ Lapierre Spicy Team Ultimate € 5,999 14.56 kg 160/160 mm 29″ Nukeproof Mega 275c RS € 4,799 14.18 kg 170/165 mm 27.5″ Orbea Rallon M-LTD I9 € 8,899 14.18 kg 160/150 mm 29″ Pivot Firebird 29 Team XX1 € 10,899 13.66 kg 170/162 mm 29″ Pole Machine EN € 7,300 14.84 kg 180/160 mm 29″ Santa Cruz Nomad CC € 8,699 13.64 kg 170/170 mm 27.5″ Scott Ransom 900 Tuned € 7,599 13.53 kg 170/170 mm 29″ Specialized S-Works Enduro 29 € 9,799 14.00 kg 160/160 mm 29″ Trek Slash 9.9 € 7.499 13.26 kg 160/150 mm 29″ YT Capra 29 CF PRO Race € 5,299 14.54 kg 170/170 mm 29″ ø € 7,287 ø 14.01 kg Bold Unplugged | 170/165 mm | 14.46 kg | € 7,939 Canyon Strive CFR 9.0 Team | 170/150 mm | 14.26 kg | € 5,499 Commencal META AM 29 SIGNATURE ORANGE | 170/160 mm | 15.48 kg | € 4,399 Giant Reign Advanced 0 | 170/160 mm | 13.42 kg | € 7,399 Lapierre Spicy Team Ultimate | 160/160 mm | 14.56 kg | € 5,999 Nukeproof Mega 275c RS | 170/165 mm | 14.18 kg | € 4,799 Orbea Rallon M-LTD I9 | 160/150 mm | 14.18 kg | € 8,899 Pivot Firebird 29 Team XX1 | 170/162 mm | 13.66 kg | € 10,899 Pole Machine EN | 180/160 mm | 14.84 kg | € 7,300 Santa Cruz Nomad CC | 170/170 mm | 13.64 kg | € 8,699 Scott Ransom 900 Tuned | 170/170 mm | 13.53 kg | € 7,599 Specialized S-Works Enduro 29 | 160/160 mm | 14.00 kg | € 9,799 Trek Slash 9.9 | 160/150 mm | 13.26 kg | € 7,499 YT Capra 29 CF PRO Race | 170/170 mm | 14.54 kg | € 5,299 Is radical geometry better in demanding terrain? The reach of Enduro bikes has grown and grown in recent years, and the head angles have become ever slacker. Even downhill bikes are starting to look compact in comparison. But are long and super slack bikes really at an advantage on the descents? The clear answer is: no! Of course, you’ll feel very well integrated between the wheels, never feeling like you might go over the bars and you’ll have plenty of room to shift your weight around on the bike. All of these factors make sense on high-speed sections with long, open turns, but in day-to-day riding, you will often encounter situations where these characteristics make significantly less sense. The reason: due to the enormous length of the bike, the rider’s body movements have little influence on the bike’s handling. Although it will spare the rider in certain situations, the flip side is that fast direction changes, jumps or tight sections, require a lot more work. On longer trails, this can quickly wear you out. What matters is how well you’re integrated with the bike Many riders – and we’re no exception – pay too much attention to a bike’s reach. Reach is just one of many variables that influence how a bike feels on the trail. If we discuss reach, we must also look at the stack, or the ratio of stack to reach. The stack is measured from the bottom bracket to the top of the head tube. If the reach is long, the stack has to grow with it. Otherwise, the length of the bike pulls the rider forward, resulting in a less than ideal position, especially in steep terrain. What you really want on steep descents is to feel centred on the bike, defined by the balance between bottom bracket height, chainstay length, reach and stack. A low bottom bracket not only increases the stack but also lowers the rider’s centre of gravity in relation to the axles of the wheels. You’ll immediately notice the difference on the trail. You simply can’t reduce the handling of a bike to single values though, as we’ve previously discussed in an article dedicated to the topic. Extreme numbers usually have a flip side Speaking of being centred, no matter what data or which components you’re talking about – if you have extreme values, while they may bring certain advantages, they will almost certainly come with disadvantages. Take a super short 35 mm stem. Although it gives the bike slightly more direct handling, you’ll also have noticeably less leverage on the front wheel. If the short stem is combined with a very slack head angle (63-64°), the front wheel will want to flop from side to side due to the distance between the wheel and the handlebars. Another example is very short chainstays. Traditionally, they have been claimed to increase the bike’s agility. However, they shift your weight distribution more to the rear wheel. Our group test has shown that balanced numbers usually work better as a whole. Enduro bikes also have to climb well If you think we only tested the bikes’ descending limits, you’re wrong. Even Enduro bikes have to be able to climb efficiently, and an essential aspect of comfortable climbing is the rider’s seated position on the bike. This is primarily influenced by the seat tube angle, though other factors alos play a role. If the seat tube angle is too slack, you’ll feel like you’re sitting over the rear wheel. Negative examples of this case were the Trek Slash and the Giant Reign. By contrast, the extremely steep seat tube angle of the Pole MACHINE positions you very far forward on the bike. All in all, the majority of the bikes climbed okay, but the SCOTT Ransom was the most efficient. Enduro bikes also have to climb well The days when you bought direct-to-consumer bikes only for the components are now a distant memory. The bikes from brands such as Canyon, YT and company perform as well as bikes from traditional brands like Trek, Specialized or Giant, if not better! Boutique brands like Santa Cruz and Pivot wowed the riders in this group test, each with their own unique character, although they couldn’t keep up with Canyon, Nukeproof and YT in terms of versatility and overall performance. Tops & Flops Often small details can make a huge difference: seamless integration, first-class ergonomics and carefully selected parts. Easier said than done – here are some of the tops and flops from this grouptest. Tops That integrated feelingLow bottom brackets on Enduro bikes are a blessing: they allow the rider to be much better integrated with the bike, not only giving you more cornering grip but also more control in demanding terrain. Here the Canyon Strive shows how it’s done, and thanks to the Shapeshifter technology, the bottom bracket isn’t too low when climbing. Practical storageRiders are looking for ways to leave their backpack at home, so it’s nice to be able to carry your trail essentials on the bike. … … Leading the way in this regard are Lapierre and Specialized. SurprisingThe Michelin Wild Enduro tire combination surprised us in the test. It scored well with outstanding levels of grip, good damping and a successful mix of stability and weight. The stalwart MAXXIS tires with their DoubleDown casing were just as able to convince the test team. Flops Too long and too slackYes, there is a point at which the head angle becomes too slack, the stem too short and the reach too long. The Bold Unplugged gives you the option of very extreme settings, but we advise giving a lot of thought to whether or not you really want it that way before making your choice in the configurator. Too stiffStiffer isn’t always better. On the Orbea Rallon, the combination of stiff carbon rims, stiff forks, an overbuilt carbon frame and a stiff cockpit leads to a very harsh ride. OutdatedIf the seat tube angle is too slack, climbing can become very uncomfortable. And with a large forward offset in the seat tube, the effective angle of the seat tube slackens as you extend the dropper seat post. A steep seat tube angle, on the other hand, requires a longer reach to avoid being overly compact – ultimately, there’ll have to be a compromise. On the Trek, Lapierre and Giant, the rider’s sitting position is too far back and above the rear wheel. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); The best Enduro bike of 2019 Inviting bike brands to take part in the group test, we wrote the following: “an Enduro bike should be as convincing on full-blown racing stages as it is on a day at the bike park, while also being fun on after work rides. Apart from well-balanced handling, dialled geometry and good suspension, a sensible selection of componentry is crucial.” This test was never about speed, so we didn’t bother with timing. We wanted to find the bike that shines on all trails and doesn’t shy away from hard hits. The best Enduro bike is not the one with the most extreme angles. Although the handling of the Pole MACHINE is significantly more balanced and more forgiving than it might at first seem, it’s too cumbersome in tight sections and with quick direction changes. The Bold Unplugged can be adapted to the preferences of the rider in every way you can think of, but the countless configuration options require a lot of know-how. Besides, size L was too long for our 180 cm tall test riders, whereas M was too short. However, if you find a size that fits and you get the setup just right, this bike performs brilliantly. The Orbea Rallon is an excellent climber, but it’s too stiff and direct on the downhills. Annoyingly, the cables also rattled and the actuation of the dropper seat post was very sticky. You’ll feel right at home on board the Specialized Enduro with its intuitive handling. However, if you really want to go fast, the progressive rear linkage requires a lot of power and a very active and muscular riding style. The SCOTT Ransom climbs amazingly, but going downhill you don’t feel completely at one with the bike. That’s a shame because the suspension performs excellently despite having a reservoir-less shock. The Trek Slash 9.9, on the other hand, rides with extreme precision but its compact geometry and slack seat tube angle are a bit dated compared to the other bikes. The reach is a bit short and the seat tube angle is too slack. The size L COMMENCAL META AM 29 is on the shorter side of the spectrum, but despite not climbing quite as well as the competition, it promises to be a lot of fun for those who mostly take shuttles or lifts to the top. The Lapierre isn’t much of a mountain goat either, although it convinced our testers with balanced handling and excellent suspension on the descents. The storage options for tools and a tube are practical, but the Guide brakes don’t do the bike justice. The outstanding performance of the DVO Jade Coil shock breathes new life into the proven Giant Reign. With it, the bike has become much more agile and light-footed than in previous years, but we certainly could have used a climb switch to help suppress the pedal-bob on the climbs. Both the Pivot Firebird 29 and the Santa Cruz Nomad require an active riding style to tease out their full potential. Nonetheless, the attention to detail on them is stunning, and the suspension performance is nigh-on flawless. In the end, however, it was the two direct-to-consumer bikes and the Nukeproof Mega that made the best impression on our testers. Both the YT CAPRA CF Pro Race and the Nukeproof Mega 275 C RS impressed with very plush rear ends, brilliant balance and unbeatable value for money. If you prefer to ride a longer bike with 29″ wheels, we recommend the YT. Those who like things a bit more lively and agile are better advised to go with the Nukeproof. The € 4,799 Nukeproof comes out ahead on the climbs too with its steeper seat tube angle, though the YT, scores with a somewhat higher quality spec. It does also cost € 400 more. In the end, the Nukeproof Mega secures our coveted Best Value tip. Best In Test – Canyon Strive CFR 9.0 Team Best value tip – Nukeproof Mega 275c RS The only bike remaining is the brand new Canyon Strive CFR 9.0 Team priced at € 5,499. Ultimately, this is the bike that left the competition behind. No other bike was so composed while also being highly agile. On the bike, you feel nicely centred between the wheels while always remaining completely in control. The suspension is not as plush as that of the Mega or the CAPRA, but it does offer a little more pop. Going uphill, the Strive climbs very efficiently thanks to its Shapeshifter technology. No bike performs as well on such a wide variety of trails, no matter whether downhill, tight trails or in the bike park. That’s why the Canyon Strive CFR has to secure our coveted Best In Test! All bikes in test: Bold Unplugged | Canyon Strive CFR 9.0 Team | Commencal META AM 29 SIGNATURE ORANGE | Giant Reign Advanced 0 | Lapierre Spicy Team Ultimate | Nukeproof Mega 275c RS | Orbea Rallon M-LTD I9 | Pivot Firebird 29 Team XX1 | Pole Machine EN | Santa Cruz Nomad CC | Scott Ransom 900 Tuned | Specialized S-Works Enduro 29 | Trek Slash 9.9 | YT Capra 29 CF PRO Race The post The best enduro bike you can buy appeared first on ENDURO Mountainbike Magazine.

Stromer was founded in 2009 by Thomas Binggeli in Switzerland. The company opened its headquarters in Oberwangen, near Bern, and the entire facility’s energy is provided by solar cells. In fact, every battery that ships with one of their bikes is charged first by solar-derived energy. In the years since they released the ST1 in 2011, Stromer has kept pace in the commuter category with a string of solidly built bikes that embrace levels of cellular connectivity to allow programming and monitoring. Their flagship last year was the ST2 S, a bike that boasts a nearly 1-kWh battery. We recently went to the launch of the ST5, their new flagship, and asked why there was a gap between the ST2 series and ST5. They said there was room for more models in between. Then a month or so later, the ST3 shows up on our doorstep. THE BIKE The ST3 has a very Stromer-ish-designed aluminum frame. They all look very similar. Where the ST5 has zero exposed wires and all internal routing, the ST3 has a couple that travel a short path externally from the inside of the brake levers to the stem, then disappears never to be seen again. The stem has an integrated, very powerful headlight with dim and bright settings. Even the dim setting is bright. On the front of the head tube there’s a distinctive LED daytime running light surrounding a flap that opens to reveal a USB port, should you want to charge your phone from the internal battery. That battery comes in one of two options, both huge. One is 814 Wh, or you can pop for the 983-Wh battery. The frame/fork color options start with Deep Green for the launch, then black and Cool White will follow shortly after. THE PARTS Our ST3 test bike rolled on 27.5-inch Alex wheels that were wrapped in some incredible new tires developed for Stromer by Pirelli. We tested these on the ST5 briefly, and they are wonderfully sticky on any surface but still provide low rolling resistance. Interestingly, they work in a range from 27–42 psi. Alloy fenders protect you from splashes and your cargo as well. An LED light is mounted on the back of the rear fender and serves as a bright running light, as well as an even brighter brake light. The daytime running light on the head tube surrounds a port that offers USB power to charge your phone directly from the bike’s battery. Ergon grips are on the wide bars for comfort. On the top tube, there’s a touchscreen display. From that screen, you can see your speed, power level, battery remaining and more. If you take a deeper dive into the menus, you can program power settings—from how much power and regeneration is used to how fast the bike responds to torque input (Stromer refers to this as “agility”). You can also see your stats, how many miles you’ve ridden, average speed, average ride and more. The bike has a number of security features. One of them is the ability to lock the rear wheel so it can’t be moved without picking it up (it’s harder to run away with a heavy bike). You can unlock it with a PIN or with the app. There is a cellular connection built in, so it can contact you if it’s moved, auto-lock the wheel, and has GPS tracking built in to help you find it. Daytime running lights on the head tube and the bright Roxim headlight make sure you can see and be seen. Note the minimalist cabling on the handlebars. THE APP In addition to the multitude of rider-friendly features on the bike, Stromer’s Omni app offers even more. You can program the bike, see stats, check battery health, even remotely lock or unlock it. If you have several friends with similar Stromer bikes, you can have yours flash its lights to find it among them. It will alert you if your bike is disturbed and allow you to use the GPS tracking feature. We like the Venn diagram showing the changes between power and agility when tuning the settings from the app. They’ve even gamified the whole thing a bit by offering badges and telling you how much of a carbon footprint you’ve saved versus driving a car the same distance. It has a map to show you where you are or where your bike is, and because it’s all through cellular data, not a Wi-Fi connection (within 150 feet) or Bluetooth (within 33 feet) connection, as long as there’s a cell signal, you can connect to your bike. The app even keeps track of your service records. Pirelli made the Cycl-e tire specifically for Stromer. We’ve never ridden a stickier tire. Look at what it picked up just wheeling it into the studio! THE MOTOR Stromer has always relied on powerful hub motors. The most recent generation of their TDCM-developed SYNO Drive runs at 48 volts for faster acceleration and more powerful regeneration. The ST3 uses an even newer version with the SYNO-Drive II, which is rated at a massive 600 watts and 44 N/m of torque. It’s designed to get riders up to 28 mph quickly. Regeneration is actuated by simply applying the brakes. The level of regeneration can be set in the menu, and higher levels mean greater braking. It helps save your brakes and can put some power back in the battery, but don’t get too excited. We’ve rarely seen a palpable amount of energy regenerated, even on really big descents, using regeneration. The rear light gets brighter when the brakes are used. The included charger can charge the battery in 4–5 hours. One of our favorite features about this is that it has Stromer’s name on it. Most consumers won’t care, but when you have 10-plus bikes at a time, the various chargers can be harder to discern. The stock battery is 814 Wh, with an option for a 983 Wh battery at a $900 premium. The range on these is huge, with claimed and observed range of around 100 miles at the top end. WHO IT’S MADE FOR This bike is designed to be good for commuters or touring who want the best technology and desire a high level of security and connectivity. Commuters will like the range for the fact that they can likely charge the bike once a week, and distance riders will love that they can use as much or as little power as they want and still go far. As an added security feature, it can be remotely locked and/or tracked if stolen. THE RIDE For our first ride, we didn’t adjust any of the settings. We left it bone stock and set off down the road. The assist is really subtle at first; it doesn’t feel like you’re going to be able to push this thing easily to its top speed. That’s deceiving, though, because when the torque sensor feels you push harder, the bike accelerates like a supercar! It feels like the acceleration will never end. With most speed pedelecs, it’s easier to cruise at 25 mph than it is at 28 because the power drops off so severely. With the ST3, it was so subtle, and there was really no drag when it fully stopped assisting that we didn’t notice. Overall power delivery is so well-set that you really don’t notice it coming on or cutting out. Stromer has done an amazing job with programming this bike. We did try the different power and torque sensor settings, and we think the factory settings are the best. The powerful SYNO-Drive II motor is sizable. Note how it dwarfs the cassette. Owing to the aluminum frame and fork set, bumpy roads are less forgiving. Even with the high-volume Pirellis, which offer some relief from the cracks in the pavement, plenty of energy still makes its way to you. The spartan Ergon saddle is no help in this department. It’s comfortable enough if you have a short commute to work, but for anything longer, it will give you a sore butt. We’d suggest a suspension seatpost, which you’d want to factor in to frame sizing if you’re going to buy one. While you’re there, consider being properly fitted with a saddle. We tried the walk mode, which helps if you have to walk the bike up a hill. It’s easy to get to in the menus (Stromer calls it “Move”), and it propels the bike at an almost brisk walking pace, less brisk on a steeper hill. We liked geeking out on all the controls and telemetry, but we’re not sure all Stromer customers will be as nerdy or even need all those controls. If you’re like us, the combination of the app and the menus on the bike are a lot of fun, but at the end of the day we always reverted to the factory settings. The stats, on the other hand, can be useful. As for the Pirelli Cycl-e tires, they’re our new favorites on pavement. We hear they’re made partly from recycled car tires. They went through quite a bit of prototyping to get them just right for Stromer. They should be out soon for other bikes too. At about $100 apiece they aren’t cheap, but they’re definitely worth it for the ride quality and handling. We tested it on dry pavement, wet pavement, slippery beach paths and anything else we could find, and they make the bike corner like it’s on rails! THE VERDICT Overall, we love this bike as a commuter. It has long-distance capabilities, but we’d suggest putting a suspension seatpost and a comfortable saddle that’s been fitted properly. With the impressive range this bike has with the “smaller” 814-Wh battery, we’d recommend saving the $900 over the bigger powerplant unless you really travel long distances. If you love high-tech devices with lots of controls and connectivity, this is a great choice. If you lean more towards the Luddite end of the scale, you may find this bike to have an overwhelming array of options. SPECS 2019 STROMER ST3 Price: $7500 (814Wh), $8400 (983Wh battery) Motor: Stromer SYNO-Drive II, 820W Battery: 48V, 814 Wh or 983 Wh Charge time: 4–5 hours Top speed: 28 mph Range: 30–110 miles Drive: Shimano XT, 1×11, 11-42T Brakes: Stromer HD942 by TRP, hydraulic disc Controls: Stromer Fork: Aluminum Frame: Aluminum Tires: 27.5” Pirelli Cycl-e ST for Stromer Weight: 66.4 lb. Color choices: Deep Green, black, Cool White Sizes: M, L, XL (sport), M (Comfort/step-through) www.stromerbike.com THERE ARE SO MANY WAYS TO GET ELECTRIC BIKE ACTION In print, from the Apple newsstand, or on your Android device, from Google. Available from the Apple Newsstand for reading on your iPad, iPhone or iPod Touch. Subscribe Here For more subscription information contact (800) 767-0345 Got something on your mind? Let us know at hi-torque.com   The post Bike Test: The 2019 Stromer ST3 appeared first on Electric Bike Action.

Automaker General Motors announced that it is launching its first electric bicycles in Europe, beginning in Germany, Belgium and the Netherlands. GM designed the bikes in their new Urban Mobility Division in Oshawa, Ontario. They’ve been working on the bikes since 2015 when GM’s CEO Mary Barra said in a press conference that a concept e-bike would be “designed to help people stay mobile in an increasingly difficult-to-navigate urban landscape.” They designed the bikes and the motors in-house. The two bikes, under the ARĪV brand, include the Meld, a compact e-bike and the Merge, a folding e-bike. The cringeworthy names came about via a crowdfunding campaign the company ran last year. They will be available for preorder in the Spring of 2019, via online retailer Bike Exchange. Delivery is expected in the 2nd quarter of 2019. The Merge will retail for €3,400 and the Meld will run €2,800. The post GM Unveils Their New ARIV Electric Bikes appeared first on Electric Bike Action.

Today Unior/Devinci Factory Racing sent over details on their newest recruit, Kirk McDowall. Check out the video and details inside. Video:Scott Secco Action : Margus Riga Behind the Scene : Connord Macleod Unior/Devinci Factory Racing Welcomes its First Canadian Rider One speedy Canuck will be joining Dakotah Norton and Jure Zabjek on this year’s World Cup circuit.We’re proud to welcome Kirk McDowall to Unior/Devinci Factory Racing Team, for the 2019 UCI World Cup DH season. Kirk joins American Dakotah Norton and Slovenian Jure Zabjek to complete this international trio. The squad will be riding the new Wilson 29 DHbike at all of the stops on this year’s World Cup circuit, which kicks off April 27th in Maribor, in case you were planning on holding your breath. Hailing from Vancouver, Kirk has been a staple on the Canadian downhill scene for almost a decade, riding on Devinci through Dunbar Cycles. He’s a sound bet for the win on any track, having claimed the title of National Champion in 2016 and 2017. Growing up racing BC Cups on some of this continent’s most consistently gnarly, steep, and often wet tracks has given Kirk the type of bike handling skills that work on any terrain. He’s proven it with strong finishes at European Crankworx events in 2018, with a 3rd place in Les Gets and a 4th place finish in Innsbruck. Then followed up with two more top 10 finishes at Crankworx Whistler in the Canadian Open and Garbanzo DH. It looks like hauling ass was trending by the time 2018 came to a close.“Joining Devinci’s factory World Cup program has been a dream of mine since starting to ride their bikes in 2015. I’m confident their support will help bring the riding and results I’ve been capable of domestically to my first full World Cup season. The Unior/Devinci team staff have already been amazing, and with the highly competitive equipment from all our sponsors, I can’twait for the firstrace!”—KirkMcDowall So, be sure to check out Kirk on the ol’ gram @kirkmcdowall and follow along with the rest of the @uniordevinci team this season as the boys take on the world in search of more fast times.Welcome to the team, bud. Stick on the ice.