The North American Enduro Series made its Canadian debut in Revelstoke with the Norco Canadian Enduro Series. The post Racing in Revelstoke, Canada appeared first on Mountain Bike Action Magazine.
RockShox announces a revamp of its traditional hydraulically-actuated Reverbs, with 175- and 200-millimeter versions, shorter overall length, smoother action and better longevity thanks to its Vent Valve. The post The Reverb Stealth Dropper Gets Longer, Shorter and Better appeared first on BIKE Magazine.
RockShox has made some major changes to its popular Reverb Stealth dropper seatpost, including claimed improved reliability, shorter overall post length, longer travel post options and reworked internals. These changes, RockShox claims, make for a smoother, more reliable action that takes less force to drop and is quicker to return. Best dropper post in 2019: 10 recommendations and our buyer’s guide Dropper post vs fixed post. Which is faster for XC racing? Key RockShox Reverb Stealth updates New shorter overall post length Longer travel post options, including 175mm and 200mm Less force needed to drop the post New lower fiction hydraulic fluid Internal cable routing The new Reverb Stealth comes in five lengths and three diameters, which should fit the majority of bikes. RockShox Shorter length means longer travel options for more bikes RockShox has added two longer travel options to the Reverb range (175mm and 200mm) but also, importantly, worked to decrease the overall length of the post. What this means in practice is that there is a shorter insertion length in relation to travel. Bikes that don’t have an uninterrupted seat tube – for example, those with a kinked seat tube or one that’s pierced by the suspension linkage – may now be able to fit a longer travel post. This, in turn, means less or no compromise in seat position, with riders more able to drop the saddle right out of the way for descending while still getting it high enough for comfortable, efficient climbing. A shorter overall length means a shorter insertion length but still plenty of travel options Marcus Riga / RockShox New internals, new fluid, better action The new Reverb has had an internal overhaul. The Internal Floating Piston (IFP), the mechanism which controls the post, has been redesigned with lower friction in mind, which means it requires less ‘drop force’ — less force on the saddle is required to make it drop down. RockShox has also worked with Maxima USA, a suspension fluid specialist, to formulate a new fluid called Reverb Serene. This has been developed to offer more consistent performance across a range of conditions, and lower friction. RockShox claims that these changes result in a post that drops and rises more easily and efficiently over previous incarnations of the Reverb. On bikes such as the Juliana Roubion, where the suspension system interrupts the seat tube, having a shorter insertion length means a longer travel post is still workable. Marcus Riga / RockShox Easier maintenance RockShox also claims that the new internals are more robust, increasing the service interval to 600 hours, which is a significant improvement on the 400 hours on the current Reverb Stealth B1 model. Another feature worth noting is the new Vent Valve Technology, which has already been seen on the Reverb AXS. It’s designed to allow the rider to vent any air that may have escaped into the oil side of the Internal Floating Pivot (IFP), which can cause what RockShox evocatively calls ‘squish’. The valve is located at the top of the seatpost, so while the post itself doesn’t need to be removed, the saddle and clamps do need to come off. The Vent Valve is designed to make it simple to remove leaked air from the the oil system. RockShox RockShox Reverb Stealth first ride impressions On a recent launch event I had the chance to give the new Reverb Stealth a short test and, while longer and more in-depth riding is required to put improved reliability claims to the test, many of the updates are noticeable. In particular, the lower drop force required means that getting the saddle quickly out of the way is much easier. This is going to be good news for lighter riders who should now find it easier to get the saddle to drop as quickly and reactively as they want. A rapid return speed (though not as rapid or violent as early models of the Specialized Command post) means no dawdling when transitioning from descent to flat or climbs, and though I didn’t play around with this, the return speed is adjustable. Where the updates were particularly noticeable was on undulating terrain, which consisted of smooth rolling ups and downs, plus short, punchy rocky climbs and techy descents. Being able to rapidly and reliably raise and lower the seatpost either to its full length or to just part of the travel made for a more efficient and more fun ride. There are two remote options; the standard and the 1x. Marcus Riga / RockShox RockShox Reverb Stealth pricing, sizing and availability The new Reverb Stealth is available from June 2019 and in three diameters, which should suit the majority of seat tubes: 30.9mm, 31.6mm and 34.9mm. There are now five travel options, with corresponding overall post lengths: 100mm travel — 301mm overall post length 125mm travel — 351mm overall post length 150mm travel — 414mm overall post length 175mm travel (new) — 467mm overall post length 200mm travel (new) — 519.5mm overall post length Prices below include the post itself, the remote, a bleed kit, fluid, torx tool, barb as well as either a standard mount or clamp depending on which remote option you choose: RockShox Reverb Stealth with standard remote: £345 / €345 / $349 RockShox Reverb Stealth with 1x remote: £395 / €445 / $399 However, it’s worth noting that some of these options will be OEM only, so available only as part of a build on a bike. RockShox hasn’t specified which bikes yet, and it is likely to vary from region to region. NOTE: The current Reverb Stealth B1 will be discontinued from 30 June 2019.
Hiding in plain sight at the launch of Scott’s all-new Addict RC was an as-of-yet unnamed prototype 28mm-wide tubeless tyre from Schwalbe that is widely expected to be an updated version, or successor, to the Pro One. The tan wall Schwalbe Pro One — a forbidden fruit (for now) Best road bike tyres in 2019: everything you need to know There were representatives from Schwalbe on hand at the launch and they confirmed it was indeed a new tubeless tyre with a casing construction that differs from the current, much-loved and long-standing Pro One. The tyres have a different logo to the original Pro One and, appear to adopt its Addix compound Jack Luke / Immediate Media Schwalbe also confirmed that the new casing should better reflect real-world sizing when mounted to a rim — by that, Schwalbe means that, with the new tyre, a 25mm should measure 25mm when mounted to an appropriate rim. This is in reaction to a common issue where, when mounted to a modern wide rim, a 25mm tyre could measure wider than expected. This can cause clearance issues on certain frames. Looking closely, the tyres also appear to adopt Schwalbe’s Addix compound. This has, thus far, only been seen on its mountain bike tyres. Assuming the orange colour of the Schwalbe logo relates to the compound, this would suggest the tyres are constructed using the soft version of the compound. The tread pattern appears identical to the original Pro One. Other than that, we have no details at this time. We have been invited to a road launch with Schwalbe later in the year and will bring you information as soon as we have it. However, for now, we think it’s safe to speculate that… A new road tubeless ETRTO standard is imminent We also suspect that the new tyre is being designed to meet the ETRTO’s (yet to be announced) tubeless road tyre guidelines. The European Tyre and Rim Technical Organisation is the industry body that regulates and determines specs for tyres and rims across many industries. Most big players from the European automotive and bicycle tyre industries sit on its board. No ETRTO standard currently exists for road tubeless tyres. This means that tubeless specs and standards are currently a minefield, with Mavic’s UST standard being the only thing that resembles a universal standard. However, this standard demands that the spoke bed be completely sealed, with few rim manufacturers offering this. A unified industry-wide ETRTO-ratified standard for road tubeless specs that moves away from this has been a long time coming — Continental claimed at last year’s launch of its GP5000 road tubeless tyre that the ETRTO board, which it sits on, was coming close to a conclusion. That was seven months ago and all has been silent since then. Hunt’s new wheels are compliant with the ETRTO’s, as-of-yet, unreleased road tubeless standard Hunt However, we spoke to Hunt — who’s new wheels are fully compliant with the new standard — which is close to the development of the standard and it confirmed that, while it does not have a set date, it expects the specs of the standard to be announced soon. All of this may not sound like much to your typical consumer but, if you’ve ever tried to make a stubborn road tubeless setup work, it’ll be extraordinarily welcome news. As for the new Schwalbe tyres themselves, we’re sure they’re bound to be interesting and, if they’re anything like the original Pro One, they’ll perform well too. Let’s just hope they come in a tan wall version as well. What would you like to see from a new tubeless road tyre from Schwalbe? Easier fitting? Better durability? Wider options? Lighter weight? As always, leave your thoughts in the comments.
Scott has today released its all-new Addict RC, an impressively integrated and — much to our surprise — disc only race bike. Save for the addition of discs in 2016, this is the first major update the bike has seen since 2014. Best road bikes 2019: how to choose the right one for you Scott bikes: latest reviews, news and buying advice What’s new with the Addict RC? The first generation Addict was released in 2008 and, at the time, was one of the lightest bikes available on the market. Lightness is still one of the most important traits of the new Addict RC — the presentation for the bike included all the usual tropes about increasing stiffness and improving aero-optimisation, and we will come to all of that. However, improved, and we’re sure Scott would argue, market-leading integration is the real focus of the bike. So, tell me about that cockpit Absolutely no cables are visible at the front end of the bike Jack Luke / Immediate Media The heart of the bike and all of this integration is the Syncros Creston iC SL cockpit The cables are first routed through the bars… Jack Luke / Immediate Media …then eventually into the head tube Jack Luke / Immediate Media This impressive one-piece cockpit/handle-stem/stem-bar (or whatever you want to call it) routes all cables/hoses through the bar, then the stem and eventually into the head tube. Everything is then routed into the frame and fork leg via the offset top bearing and funky custom headset spacers with a channel moulded into them. Absolutely no cables are visible on the front of the bike. This arrangement is referred to as the “eccentric bicycle foreshaft”, which is so delightfully to the point that it makes me smirk from ear-to-ear. This is a patented design owned by Scott. Clean lines aren’t the iC SL’s only party trick — the new cockpit is also claimed to be lighter, stronger, more comfortable and stiffer than the outgoing model. One-piece cockpits are often criticised for having a harsh ride quality, but the ‘thin’ (as in, short, vertically speaking) stem of the Creston iC SL is said to add a degree of vertical compliance without compromising on stiffness. Indeed, the bar is said to be 26 percent stiffer overall compared to the outgoing model. A smattering of high-modulus fibres is also used throughout the bar to tune feel. Syncros claims that the V shape of the bars allows it to better align fibres along its length Jack Luke / Immediate Media Syncros claims that the gentle V-shape that the stem forms as it joins the bar also allows it to better align fibres along the full length of the bars and into the stem. Looking (very) closely, you can indeed see these fibres running along its length. This is claimed to improve strength. In terms of weight, the Creston iC SL is said to weigh 295g for the whole package in an unspecified size, which is pretty impressive for a one-piece cockpit. The hardware for the Creston iC SL is also fully replaceable. The production version of the top cap will be more refined Jack Luke / Immediate Media It’s worth noting that the top cap cover shown on the iC SL photos is not a production example. Production top caps will have the same texture as the bars, will be held in place with a magnet and the gaps between it and the stem will be practically invisible. Do all new bikes come with this cockpit? No. On cheaper bikes, the iC SL cockpit is swapped in favour of the more traditional-looking iC 1.5 handlebar and RR iC stem. This setup still encloses all cables within the bar and stem but, unlike the iC SL, stems can be swapped without bleeding brakes or disconnecting any cables. The final product will be more refined but, overall, the stem actually looks pretty good Jack Luke / Immediate Media The cable can be removed once the clamping hardware is removed Jack Luke / Immediate Media The stem can be swapped once the fascias are removed Jack Luke / Immediate Media Proprietary spacers allow the cables to be routed down the front of the head tube Jack Luke / Immediate Media This is accomplished by shrouding the alloy stem in cosmetic, non-structural plastic fascias. With these removed, the stem can then be removed and swapped for a different length. This process was demonstrated to us and seemed remarkably easy. This may sound odd but, when attached, the whole setup actually looks really clean. Why should I care about these handlebars? There’s no denying that Scott’s execution with both of the handlebar systems is impressive — it’s a super clean looking setup and the iC 1.5’s ability to swap stems without disconnecting hoses is unique. Scott was keen to shout about this and both systems were discussed at great length during the product presentation. It’s a key part of the bike and it stressed that the new bike is best viewed as a system, with the cockpit at its core. That the brand is eager to push this message comes as no great surprise — road bikes are (supposedly) getting lighter, stiffer, more aero and more compliant with each new generation. When this is the message coming from every brand, something must be done to separate one offering from another and this is what Scott has aimed to do with its approach to integration Wait, did you say the Addict is disc only?! Yes, as mentioned, the Addict RC is now disc only. This is not a drill; there will be no rim brake versions of the Addict going forward This came as something of an unsurprising surprise — the sale of new road bikes is now heavily skewed towards disc-equipped bikes, but the Addict is a classic hill-climbing beast, and we fully envisaged Scott continuing to service this niche section of the market with its new bike. Full stop: road disc brakes take over in 2018 When we asked Scott why the new Addict was limited to discs only, it explained that it wasn’t as simple as reacting to reduced market demand, as we had assumed. Instead, it explained that adding rim brakes to the disc model and calling it good just wasn’t possible — to meet all of Scott’s design goals with the new Addict, it claimed that the two bikes would be so fundamentally different that making a rim brake model would be as good as designing two whole new bikes. A focus on other core parts of its bicycle business (*cough* e-bikes *cough*) also diverted valuable engineering resource away from the project. So there you have it. The arrival of discs is now an unstoppable tide and you should definitely let us know how sad/happy that makes you in the comments. What else is new? Along with discs, wide tyres are the new norm on road bikes, and the new Addict has clearances for 28mm tyres when mounted to 21mm wide (internal) rims. All stock bikes come with 28mm tyres as standard. As a side note, it’s exceptionally rare for a brand to actually specify rim specs when quoting tyre clearances, so hats off to Scott for being thorough here. Increasing tyre volume fractionally raises the whole bike, which can affect handling. To counteract this, Scott has dropped the bottom bracket a smidge. On that point, the overall geometry of the Addict RC was developed in conjunction with Rablador bike fitters and the Mitchelton-SCOTT pro team. The geometry is ever so slightly more aggressive than the outgoing model, which Scott now describes as an ‘endurance’ model. The new bike is built around an industry-not-standardised-standard D-shaped seatpost. The nifty new seat clamp works very, very well Jack Luke / Immediate Media This is secured with a nifty, ultra-light clamp that is claimed to weigh just 12g. This was far easier to adjust than wedge-based seat post clamps we have used in the past and hope to see the design carried over to Scott’s other bikes. The profiling of the tubes has been updated, which is said to have improved the Addict’s aero and comfort qualities. These efforts are said to result in a 6 watt saving over the previous generation of the bike at 45km/h. The overall construction of the frame has also been optimised, with the frame now made from three parts instead of six. This has reduced the number of joins in the frame, which reduces weight and is claimed to make the frame stronger overall. The total claimed system weight for the new Addict RC in an unspecified size is as follows; Frame: 850g Fork: 360g Cockpit: 295g Seatpost: 142g Clamp: 12g Total weight: 1,695g Scott Addict RC range overview Before we get into our summarised Addict RC range overview, it’s worth mentioning that the current generation Addict, and its gravel, women’s and cross derivatives will continue to be offered for 2020. The lineup shapes up as such: Addict RC — this is the new bike Addict Contessa Addict Addict Gravel / CX The weight for each model is a claimed figure in an unspecified size. Please feel free to chastise us for forgetting to bring a set of scales to the launch in the comments. We also have no pricing as of writing, but expect to get this soon, so check back for further details. Scott Addict RC Ultimate Scott Addict RC Ultimate Scott Groupset: SRAM RED eTap AXS Wheelset: Zipp 202 NSW Tyres: Schwalbe Pro One 28mm tubeless Cockpit: Syncros Creston iC SL Saddle: Syncros Belcarra Regular 1.0 Claimed weight: 6.9kg Scott Addict RC Premium Scott Addict RC Premium Scott Groupset: SRAM Dura-Ace Di2 9170 Wheelset: DT Swiss ETC 1100 Dicut DB Tyres: Schwalbe Pro One 28mm tubeless Cockpit: Syncros Creston iC SL Saddle: Syncros Belcarra Regular 1.0 Claimed weight: 7.12kg Scott Addict RC Pro Groupset: Shimano Dura-Ace Di2 R9170 Wheelset: Syncros Capital 1.0 35 Disc Tyres: Schwalbe One V-guard 28mm Cockpit: Syncros Creston iC SL Saddle: Syncros Belcarra Regular 2.0 Claimed weight: 7.3kg Scott Addict RC 10 Scott Addict RC 10 Scott Groupset: Shimano Dura-Ace R9120 Wheelset: Syncros RP2.0 Tyres: Schwalbe ONE Race-Guard 28mm Handlebar: Syncros Creston iC1.5 Stem: Syncros RR iC Saddle: Syncros Belcarra Regular 2.0 Claimed weight: 7.81kg Scott Addict RC 15 Scott Addict RC 15 Scott Groupset: Shimano Ultegra Di2 R8050 Wheelset: Syncros Capital 1.0 35 disc Tyres: Schwalbe One Race-Guard 28mm Handlebar: Syncros Creston iC1.5 Stem: Syncros RR iC Saddle: Syncros Belcarra Regular 2.0 Claimed weight: 7.65kg Scott Addict RC 20 Scott Addict RC 20 Scott Groupset: SRAM Force eTap AXS Wheelset: Syncros RP2.0 Disc Tyres: Schwalbe ONE Race-Guard 28mm Handlebar: Syncros Creston iC1.5 Stem: Syncros RR iC Saddle: Syncros Belcarra Regular 2.0 Claimed weight: 7.9kg Scott Addict RC 30 Scott Addict RC 30 Scott Groupset: Shimano Ultegra R8000 Wheelset: Syncros RP2.0 Disc Tyres: Schwalbe ONE Race-Guard 28mm Handlebar: Syncros Creston iC1.5 Stem: Syncros RR iC Saddle: Syncros Belcarra Regular 2.0 Claimed weight: 7.95kg Scott Addict RC first ride impressions We had a chance to ride the top-flight model around Scott’s HQ in Fribourg Jack Luke / Immediate Media My time riding the Addict RC on glass-smooth roads around Scott’s HQ in Fribourg was limited, so I’m reluctant to draw any meaningful conclusions about the bike’s performance — I’d ideally want to spend time on familiar crappy home roads and, critically, get to know the internal routing system a little better before making further comment. Nonetheless, I can say that 50-ish-km of cruising confirmed that the bike was, indeed, light, stiff and quick handling. That much can probably be expected of a top-flight Force AXS-equipped bike with go-fast, mid-depth wheels fitted and I would be surprised if I finished a period of testing in the UK thinking anything different. Wireless shifting for the masses — SRAM Force eTap AXS is here I took my pasty white legs and the Addict RC for a pleasant sun-kissed spin Scott However, as I alluded to earlier, with so many similar bikes out there now, it’s the unique features (the Addict’s cockpit and internal routing in this case) that make each bike stand out. How well these features stand up to real life use — and, of course, how it compares to its competitors in both value and performance stakes — will determine our overall judgement, and I look forward to seeing how the bike fares in the months to come.
There is no doubt Orbea’s new Occam looks like a ball of fun, but if you’re after something a bit more budget friendly, or your local trails are better suited to a hardtail, the ‘slack and simple’ Laufey might just be the ticket. BMC’s motor powered Trailfox AMP SX A rowdier Specialized Fuse hardtail for 2020 Like the new Specialized Fuse, the Laufey is an all-alloy affair, and the frame is heavily hydroformed to increase strength and prevent flex in the wrong plane. The head angle is slacker, now 65.5 degrees, the seat angle is two degrees steeper at 75 degrees and reach grows by 25mm from its predecessor, measuring 435mm in a size medium. With this contemporary geometry, the Laufey should be well behaved on both the ups and downs, especially with the extra 10mm of travel at the front, up from 130mm. The Orbea Laufey is made with a hydroformed alloy frame Orbea Like the reach, the chainstays measure 435mm, so the bike won’t be overly ‘whippy’, but this extends the wheelbase to 1,174mm in a size medium, meaning it should be plenty stable at speed. The extra length and the forged rear chainstay yoke also help to fit a 29 x 2.6in tyre comfortably in the rear without the need for dropped or raised chainstays, as we’ve seen on other bikes in this category. At the back, the frame is based around 12 x 148mm thru-axle spacing and sees provision for post-mount brakes. With fully internal cable routing, the Laufey gets stealth dropper post routing and a straight seat tube, so there should be no issues with seatpost insertion depth. The Laufy also has a threaded bottom bracket (hooray!) and ISCG 05 tabs should you need a touch of added chain security. While there are three off the rack models, the Laufey is part of Orbea’s MyO customisation program Orbea Orbea is offering three off-the-rack models, but being part of the MyO program they can be completely customised. The base build is the H30 with a 1×11 Shimano SLX drivetrain and RockShox Recon RL fork for €1,299 / $1,499. The H10 comes with a 12-speed SLX drivetrain and Marzocchi Bomber Z2 fork for €1,599/$1,899. The top-end H-LTD has the latest XT/SLX kit and a Fox 34 at the front for €1,999/$2,499.
In celebration of 25 years producing wheels and spokes, DT Swiss has marked the anniversary by releasing its lightest disc brake hoops yet, the PRC 1100 DICUT 25Y Edition. Claimed to tip the scales at just 1,283g for the set, they use the brand’s top of the range, low profile road wheelset as a jumping off point, shaving weight in the process. Best road bikes Fulcrum’s Speed 40 DB clinchers get disc brakes Part of the weight savings come from the brand’s new Ratchet EXP freehub, which is used in combination with the Dicut Aero 180 hub and was developed in collaboration with SwissSide to reduce drag. Spinning on ceramic bearings, the PRC 1100 DICUT 25Y are the first wheels to see the Ratchet EXP freehub, which DT says is lighter, stiffer and more precise than its current ratchet system. These are the first road wheels we’ve seen with the new Ratchet EXP freehub DTSwiss The Ratchet EXP takes the brand’s existing Star Ratchet system and threads the inboard ratchet straight into the hub, eliminating a few parts and one of the conical springs inside the shell. By threading the ratchet directly into the hub shell, it not only stays in place when the hub is open but also allows for more precise placement. DT claims this should result in faster engagement, better pawl contact with the teeth and longer life. This also moves the outer bearing closer to the dropout and claims a 15 percent increase in stiffness. The new hubs come with end caps for 12mm thru-axles, a centrelock rotor mount and will be available in Shimano, SRAM XDR and Campy freehub options. At 24mm deep, these low profile carbon clinchers should be pretty snappy DTSwiss The rim itself is disc specific and carbon, but gets a surprisingly narrow 18mm internal width and a shallow 24mm depth. Thankfully, the 25Y Edition’s rims are tubeless ready and should pair nicely with 23mm to 28mm rubber. According to DT, the new hoops are its “fastest accelerating wheel saving you 15% energy when accelerating from 0-30 km/h compared to our lightest wheelset in the current line-up.” DT is manufacturing these rims in Europe (not Asia), and to keep the weight as low as possible they feature a moulded DT Swiss logo and are straight out of the mould with no paint, decals or even a clear coat — each of which add grams. With 24 spokes in both wheels and the brand’s Pro Lock hidden aluminium nipples, the front is built with DT Aerolite spokes and the rear gets bladed Aerocomp spokes. DT hasn’t said precisely how much the new PRC 1100 DICUT 25Y will cost, but given that the standard PRC 1100 disc wheels sell for more than £3,000 / $3,000, it’s a safe bet these won’t be cheaper. The front wheels gets DT Aerolite spokes and the rear gets DT Aero Comp bladed spokes DTSwiss
At the beginning of April, Hydro Flask, a brand best known for its stainless steel, vacuum-insulated water bottles, launched the first of its hydration packs designed for mountain bikers in its Journey Series. The bags were insulated (more on that later) and available in 10L and 20L capacities. Now, the brand has extended the Journey Series with the 14L Down Shift and 16L Women’s specific pack. Best hydration packs Don’t miss a shot with Evoc’s new MTB-ready camera bags Both the bag and reservoir are insulated, and the pack itself is articulated for max airflow HydroFlask Like the rest of the Journey Series, the Down Shift and Women’s pack feature Hydro Flask’s Cold Flow system, which sees the interior of the bag insulated with heat reflective material — think space blanket — to prevent body heat and ambient temperature from warming the water inside. The packs also come with a HydraPack IsoBound reservoir, which is insulated with double-wall construction and open cell foam to create an extra layer of heat resistance. All the bags feature an articulated back panel to maximise airflow, and Hydro Flask claims the Journey Series bags will keep your water chilled for over four hours. Down Shift 14L The Down Shift puts the bladder near the bottom of your pack to better distribute the weight HydroFlask The 14L Down Shift Hydration Pack is designed to keep the centre of gravity near the bottom of the pack by placing the 2-litre hydration bladder in the lumbar section of the bag. This not only puts the weight on your hips, but also shouldn’t mess with your balance on the bike. Made from a lightweight fabric, the interior features stretch mesh and scratch-resistant pockets. There’s also a magnetic hose clip, a neoprene insulated hose and HydraPak blaster valve at the end. Available in three colours — Sapphire, Guava and Black — the 14L Down Shift will retail for $135. International pricing TBC. Journey Series 16L Women’s Hydration Pack Hydro Flask says the 16L bag is tailored with a women’s specific fit HydroFlask The second new pack offers a 16-litre capacity and is said to be tailored for a women’s specific fit. According to Hydro Flask, the back panel has been narrowed and shortened, and smaller shoulder straps chosen to curve comfortably around the chest as well a shorter hip belt to fit a smaller frame. The outside of the pack is made using waterproof fabric with taped seams and sealed zippers to keep gear moisture-free. Inside, there are two separate compartments with plenty of room for tools, a pump, snacks and extra layers, as well as a quick access top pocket and a side pocket for your phone. With a 3-litre reservoir capacity, the 16-litre pack also gets a magnetic hose clip. Available in Pomegranate and Black, the 16L Journey Series Women’s Pack will retail for $185.
Zero Motorcycles, the brand that defined the category of electric motorcycles, introduced their most innovative and powerful motorcycle yet with the launch of SR/F earlier this year. Now, Zero’s internal engineering team, in collaboration with multiple partners, has transformed its new streetfighter into a full-blown racer, which AMA-professional racer Cory West will put to the test at the 2019 Pikes Peak International Hill Climb on June 30. “The racing effort for Pikes Pike at Zero is entirely run with internal engineering staff, who mostly commit their lunches, nights, and weekends to the cause,” said Brian Wismann, VP of Product Development at Zero Motorcycles. “No dedicated team members or factory-level budgets here. The bike was built with the support of key suppliers to the Zero production line, plus some clever designs from an engineering team let loose to experiment.” With 110 horsepower and 140 lb-ft of torque, Zero’s production SR/F already boasts impressive performance stats that challenge competitors representing the biggest names in the industry. Through the company’s “Blue Sky” program, which encourages Zero engineers to explore their creativity and reach for new heights, the SR/F has become an even more formidable contender, thanks in large part to the help of existing brand partners including Gates Carbon Drive, Showa, Pirelli Tires, SME Group, Dymag and Hotbodies Racing. In lieu of the chain kit typically used for race bikes, Zero engineers opted to stick with the same Gates Carbon Drive belt found on the production model. Their hope is that the smooth delivery of torque from the concentric pivot and constant tension belt will give the SR/F an advantage when pitted against gas bikes, which need to shift and respond to power pulses and surges from internal combustion engines. In order to upgrade the suspension on the SR/F, Zero tapped Showa for their rare Balance Free Front Fork (BFF) and Balance Free Rear Cushion lite (BFRC-lite) rear shock. The Showa components also serve the dual purpose of adding a contrasting visual accent against the matte black of the bike. Adding utlity and further visual character to the racer, Dymag forged aluminum wheels provide crucial weight savings, plus aesthetic appeal befitting the Pirelli Superbike Slicks fitted to them. Additional adaptations to the SR/F from Zero’s engineering team include two handlebar-mounted brake levers, which allow for better rear brake modulation while banking deeply into right hand turns – only possible through the clutch-less design of Zero’s direct drive electric motor. Custom rearsets were also designed to accommodate the bike’s unique swingarm pivot, which is concentric with the motor output shaft. Bringing together the overall concept is designer Tom Zipprian’s custom bodywork, which was 3D printed in-house specifically for Pikes Peak and reinforced with carbon fiber. Large number plates are required per race regulations, and this serves to stylishly accommodate those as well as provide useful data on testing the potential aerodynamic benefits of similar elements that generate downforce. The post Zero Motorcycles SR/F Set To Tackle Pike’s Peak appeared first on Electric Bike Action.