Swedish company, CAKE, has developed some e-moto offerings that caught our eye at Sea Otter this past spring. We got a chance to take a quick spin on their off-road version, the Kalk OR, and have a bunch of pictures inside as well if you’re interested in learning more about them. CAKE (www.ridecake.com) caught the attention of many attendees this year and it’s no surprise given their eye catching design. With a minimalist look, muted colors with gold suspension accents, it’s hard to not catch your eye. They have the braking modes and three riding modes to control the way it brakes and delivers power. Starting at $13,000 these are not cheap but it will be interesting to see this brand and genre grow. Sam Pilgram recently got a hold of one and put together this fun video The name Kalk is derived directly from kalksten, the limestone bedrock of the Swedish island of Gotland, where CAKE’s test grounds are located. The addition of the & (and) signifies the next phase in the evolution of the Kalk. Engineered for both the outback & allowed for your daily commute, the Kalk& (and) offers customers the best of both worlds. Cake brought both a Kalk& (road version) and their Kalk OR which is their offroad version. They share a similar look and feel as you can see from the pictures below. The Kalk& as you can see is sporting a light, mirrors, and turn signals below. Kalk OR $13,000 Kalk& $14,000 Taking a closer look to their E-motos you can see they have been influenced by the mountain bike world quite a bit. Many of the parts can’t be mountain bike due to the strength needed but installing moto specific parts would make these heavy. As it sits here they weigh in at about 137 pounds (62kg) for the road legal version and 52kg for the off-road version without the 17kg battery. The frame is made from 6061 aluminum and the road version has a top speed of 61MPH due to gearing, while the KalikOR is 50MPH. Power comes from the 10kW motor that draws from a 50AH battery (2kWh). Recharging takes 2.5hours and range is said to be ~3hours depending on the mode you are in. The upside down fork is air/oil sprung and features 38mm stanchion tubes for extra rigidity and strength, with 204mm travel, specially developed by Öhlins. Adjustable for high-speed compression, low-speed compression and low-speed rebound. The forks are equipped with Öhlins advanced 3 stage air springs with individual setup for ride heights and bottoming resistance. 205 mm. Öhlins TTX22 with CAKE internals and specific spring. The rear shock has a linkage.   Looking at the central cockpit you can see the three option dial for braking and three option dial for the three riding modes. Braking modes allow you to fine tune the engine braking to feel like a 4 stroke (heavy braking when you let off the throttle) or a free wheel (coasts when you let off the throttle) or in between (2stroke). Controller & Display 3 riding modes: Explore: The ultimate mode during exploration. Limited speed to 45 km/h and 3-4h+ battery range Excite: Enduro or active trail riding. 1-2 h riding time Excel: Track and race mode, maximal torque and speed, riding time up to 1h 3 brake modes: Free wheel 2-stroke like 4-stroke like, maximum regeneration of electricity to battery We got a chance to throw a quick leg over it at one of their demos and boy are they fun! The power can be modulated well between the modes and wheelies are very easy in Excel mode. To keep things charged up they used the Goal Zero battery and solar panels during the demo day which you can see below. Overall these electronic motorcycles are quite powerful and quiet! They ride much lighter than a dirt bike or street bike and are urban weapons. If you’re in the market for something like this be sure to check them out.   The Kalk OR is engineered to promote performance, trail/enduro and free riding in the back country, leaving nothing at chance. The kinematics, size and geometry, together with construction, use of materials, making and more serve for an agile, light, torquey, snappy, flighty and exciting experience. Check back daily throughout the month of December as we post more content in our 25 days of Sickness!

It wasn’t that long ago that aero road bikes were somewhat of a rarity among all but the most die-hard of racers. They were fast but compromised in terms of their relatively high weight and lack of comfort. Happily, times have moved on and we now have aero bikes coming in at competitive weights and offering more user-friendly levels of comfort. So, in no particular order, here is our list of what we think are the most interesting aero road bikes for 2020. Cannondale SystemSix The SystemSix is Cannondale’s dedicated aero road bike. Cannondale At the time of launch in 2018, Cannondale claimed the SystemSix was the fastest UCI-approved road bike in the world. Now, who knows whether those claims are really true, but we think it’s fair to say the SystemSix is one fast bike, whether you’re racing in the pro peloton or cruising your way – aerodynamically, we may add – to the local cafe. Integration has been one of the cycling industry’s big buzz words over the past few years and that’s no different as far as the SystemSix is concerned, sporting components from Cannondale’s in-house brand, Knot, throughout. Perhaps most interesting is the 64mm-deep, 1,600g Knot 64 wheelset, with a radical rim shape based on a HED patent. That patent defines the relationship between tyre and rim – particularly the tangent angle, which allows designers to accurately predict the stall angle in the wind. When we first rode the SystemSix in 2018, a top-spec build in 58cm size with two bottle cages and a Garmin mount weighed 7.7kg. That’s not too bad for a ready-to-ride speed machine. We’ve subsequently tested the second-tier Carbon version of the SystemSix with Shimano Dura-Ace, which scored four out of five, and the top-tier Hi-Mod frame with Dura-Ace Di2, awarded four-and-a-half stars. It will set you back £8,500, though. Specialized Venge The Specialized Venge is one fast bike, no doubt about that. Specialized Picture the scene, BikeRadar has made a video of the top five aero road bikes, viewers find out it doesn’t include the Specialized Venge, and the world ends in a ball of fire. Jokes aside, the Specialized Venge has become synonymous with speed and performance. Although, perhaps not always looks. Can anyone remember the previous rim brake Venge ViAS? Fast, but not pretty… Thankfully, Specialized’s engineers listened, and when the new version of the Venge was released in 2018, the cycling world breathed a collective sigh of relief. Very nice, indeed. But looks aren’t everything, even if your hair is a nice as Peter Sagan’s, and the Venge has the aero chops to boot. “It feels every inch a sharp-handling race bike; when nestled down in the drops on the flat, it’s time trial-bike fast,” said BikeRadar’s senior technical editor, Warren Rossiter, when he reviewed the Venge Pro in January 2019. However, where the Venge really stands out is with its weight. A size 56 weighs just 7.1kg (for the top-spec frame) – that’s incredibly light for an out-and-out speed machine, and might make someone question their need for a climbing bike. Another interesting fact is that you can fit 32mm tyres in the Venge. Aero gravel riding, anyone? Trek Madone SLR The Madone utilises Trek’s comfort-boosting IsoSpeed technology. Trek Trek Madone vs Specialized Venge; is this the aerodynamically-charged battle of the decade? Well, if you’re after aero and comfort, perhaps the Trek Madone is the aero road bike for you. Just like every other manufacturer on this list, Trek claims the Madone is lightning-fast, but what’s really interesting about this bike is the new IsoSpeed system built under the top tube. Trek’s IsoSpeed system adds significant comfort to road bikes by allowing flex in the frame around a pivot point inside the seat-tube cluster. First introduced with the Domane endurance bike and then brought to the Madone aero bike in 2015, the system has typically allowed for flex in both the seatmast and the seat tube. With the new Madone, the IsoSpeed pivot remains in the same spot, but now the flex happens under the top tube, as the hockey-stick-shaped IsoSpeed goes from the seat mast to the underside of the top tube. The flex is also adjustable, be it softer or harder. So if you do want a more solid ride that should be no problem with the Madone. Either way, this is one rapid machine and the Madone SLR 9 Disc scooped the superbike prize in our 2019 Bike of the Year awards. Giant Propel Advanced The Giant Propel is only available with disc brakes. Very modern. Giant The Giant Propel has been out for a while – we first spotted a prototype at the 2017 Tour de France – but that doesn’t mean it’s undeserving of a place on our list. Giant spent three years developing the Propel, combining wind-tunnel work at Aero Concept Engineering in France with Giant’s in-house carbon manufacturing expertise. Unfortunately for lovers of the good old fashioned rim brake, the Propel Advanced is only available with disc brakes. But hey, it’s now a 2020 bike, so that’s to be expected. Although, according to Giant, the brake unit and rotor with discs don’t cause much drag, as the air has already hit the front tyre and rim section before it passes by the brakes. Interestingly for 2020, the top spec Propel Advanced SL 0 Disc will feature Giant’s new in-house wheel brand Cadex. These new hoops feature fashionably offset rim depths with 42mm at the front and 65mm at the back. No doubt, this is one of our favourite aero bikes. Cervelo S5 The Cervelo S5 sure looks rapid. Cervelo Cervelo has been in the aero game for a long time, so it would be difficult not to include the Canadian company in this list. Cervelo’s latest no-holds-barred aero machine is the S5, which features a wacky one-piece bar and stem combo integrated into the external steerer fork design to make it more slippery through the wind. But as we all know, slipperiness isn’t everything and the S5 has fairly aggressive geometry to match its aggressive looks. It’s lower at the front than the previous incarnation with the stack on a 58cm bike coming in at a low 588mm and the reach longer at 401mm. Cervelo has also increased the trail to 57mm across the size range, claiming this increases stability and lessens toe overlap. We scored the S5 four stars when we reviewed the bike on its release. The verdict? “It’s a pricey proposition, and the sharp handling, firm yet comfortable ride and radical looks might not be to everyone’s taste, but the S5 is a wonderful glimpse into the future of aero bike design.” What do you think of our list? Did we get it right? Or should we have picked something else? As always, let us know in the comments.

CityM8 Electric Scooter Information provided by M8Tech CityM8 Sport Mopeds provide 100% electric power with zero emissions. Whether you’re a novice or experienced motorcycle rider, you can easily use these fun little bikes to commute to your office, run errands around town, or visit the supermarket. All at low cost, stylish looks, and saving the planet one throttle pull at a time. Electric-powered motorcycles are getting a lot more popular these days because people are tired of the high cost of getting around town, traffic hassle, and want to help to save the environment. We at M8Tech believe in this thinking, and we figure why not save money, help save the planet, and look good doing it. Come along for the ride! Benefits of Buying an Electric Sports Moped – Electric Sport Mopeds have a number of benefits over the full-size motorcycles. Electric Sport Mopeds can help you save on consumption of gas/fuel. Requiring zero fuel which means you can travel many miles without worrying about the fuel expenses. Our CityM8 has fewer moving parts which mean less maintenance and repair costs as compared to gas engine motorcycles as the motor is in the rear wheel. CityM8 is super quiet with almost no noise pollution as compared to gasoline-powered motorcycles. We at CityM8 can’t tell you how much fun you’ll have with short rides around the city, beating traffic as you zip past all the stopped cars—plus with the style of the M8—you’ll look good doing it Why Choose CityM8? CityM8 offers reliable access to premium quality Sport Mopeds. Our Mopeds are fun, comfortable and easy to ride. The CityM8 was specked-out and built by enthusiasts just like you. Our team has ridden motorcycles for years, and have found that Electric bike are just as fun and enjoyable as the gas powered bikes. The thing is…times are a changing and electric power is the future, and the future is now! The CityM8 electric Sport Moped is powered by a class-leading brushless 2000-watt motor, which allows it to rip at a maximum speed of 35 mph with plenty of torque and a climbing angle of 25 degrees. Deep in the body of the CityM8 lies a 72v lithium battery, which when fully charged is good for miles of quick trips around town. In terms of comfort, the M8 electric bike doesn’t disappoint with its fully adjustable 140mm rear shock, and 140mm upside down front fork. With regards to safety, the M8 electric motorbike is fitted with disc brakes at the front and rear, and wide 12 inch super grip tires for a smooth ride each time. Bike Description: Key Features – Zero Emissions Zero Fuel Necessary Low Maintenance Easy to Ride around Town in Style Features of the CityM8 Electric Sport Moped Brushless 2000-watt motor Maximum speed of 19mph (street mode) / 45mph (track mode) 72v lithium battery provides up to 60 mile riding distance per charge Disc brakes at the front and rear Tubeless 12 inch tires Weighing in at just 210 lbs, and measuring 69” (L) x 31”(W) x 69”(H), the CityM8 electric sport moped is a great choice for both novice and seasoned riders. Its frame is made with carbon steel dressed with stylish plastic paneling for aerodynamics, and style. It arrives completely built—handlebars only need to be re-attached. Other great features of the CityM8 Electric Sport Moped include an easy to read LED display, LED headlights / indicator lights. If you’re looking for an electric bike that can take you places quickly with utmost safety, and without breaking the bank, the M8 Electric Sport Moped is worth a second look. Specifications: Type: Sport Moped Fuel: Electric Power: > 2000W Voltage: 72V / 20AH Motor: Brushless Max. Speed: 19 (street use mode) – 45mph (closed course use) Certification: CE Condition: New Brand Name: CityM8 Place of Origin: Wuxi, China (Mainland) Model Number: CityM8 Brake(F/R): Hydraulic Disc Max Power: 2000W Battery: 72V20AH lithium-ion Weight: 210 lbs Front Suspension: USD spring/oil fort fork 140mm/5.5 inch Rear Suspension: Coil spring, air/oil with compression/rebound setting, 140mm/5.5 inch Wheelbase: 1310mm / 51.5 inches Standard Range: 30 miles (track mode) / 60 miles (street mode) Climbing: 12 – 25 degree Charge time: 6 to 8hours Tire: 120/70-12 tubeless Color option: RED / BLUE m8-tech.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 CityM8 Electric Scooter appeared first on Electric Bike Action.

A visual treat that occurred this past spring The post Places To Ride: Orange County, California appeared first on Mountain Bike Action Magazine.

Shimano Enduro Tour, Round 3 – Derby, TAS.Event Management Solutions brought the third round of the Shimano Enduro Tour to Derby after stopping in WA and QLD. Into the Derby Tunnel, duck! While the racing and practice were running, there were still plenty of crew riding and shuttling the trails. Evolution’s new Buggy Shuttle service can take riders from the Devil Wolf section up to Black Stump for zippy runs down some great tracks! Launceston’s Izzy Flint looked so good during practice and took the win on Sunday with a gutsy display of smart race-craft and bike skills. Dave Ludenia scoping faster ways to ride the technical sections. Ben McIlroy flies past with epic pace. While the racing and practice was running, there were still plenty of crew riding and shuttling the trails. Evolution's new Buggy Shuttle service can take riders from the Devil Wolf section up to Black Stump for zippy runs down some great tracks! We love you, Derby! Fingers crossed the EWS will return again one day soon. Former National Gravity Enduro Champ, Chris Panozzo took a 120mm travel Santa Cruz Tallboy to the podium with an impressive display of racing. Don’t call him an XC rider, multiple National Champ Cam Ivory breaking the mould and blasting the rocks during practice. Few riders negotiated the crack, on trail Detonate like 17 year-old Izzy. Very smooth and controlled. Dropping Izzbombs. Zoe Cuthbert rides with immense commitment, watching her drop off the large granite boulders and hold speed through the big turns was amazing. Panozzo under a tall one in the lower parts of Roxanne, a solid track to negotiate at race pace. Timmy Eaton not slowing down through the rocks. We crashed Team Shimano’s team dinner, a good bunch of people indeed! Pre-race parm and a pint. Well, for the photographer anyhow… Paul and a golden Derby pint of Scottsdale brew. Team manager Toby loves Derby more than most, it appears! Pre-race prep. Pre-race Instagram. Paul van der Ploeg’s Giant Reign 29 dialled and ready. Chris Panozzo’s Santa Cruz Tallboy, short travel, who cares. Izzy Flint’s Merida One-Sixty gleaming all of the colours in the morning sunlight. Race day, time for the first long pedal up. Fresh soles for Sunday. Handguards gaining in popularity, for good reason. Ludenia aims up for the long session of rock-eating on Shearpin. Crowds heckling their lungs out. Connor Fearon was on a tear all weekend, and took a convincing win. Rowena Fry stamped her authority once again on the trails of Derby, backing up her EWS podium with a win this weekend. Yiew! Fixing carnage. Any moisture in the Derby dirt was drying quickly under the harsh Tassie sun. Zoe on the long road to the top before more hard descending. Chainsaws and two-stroke to fill your senses. Rowena picking lines like a pro. Plenty of stats to back up the tired body. There was a bar at the finish line… Shelly Flood always smiling, despite the obvious! Hoppy pain relief. The Kona crew on their Tasmanian trip, loving life, off to Maydena for the National Champs next. Little Rivers had their new pop up bar Side-Tracked in full swing. Distinctly Connor. Cam Ivory, done! Elite Women’s podium; Rowena Fry, Zoe Cuthbert and Leanna Curtis. U21 Women – Izzy Flint, Fenella Harris, Emma Bateup. Elite Men – Connor Fearon, Dan Booker, Chris Panozzo. And that’s a wrap for the Shimano Enduro Tour! Row Fry, series champ! And Jodan Prochyra takes overall, too. We love you, Derby!Fingers crossed the EWS will return again one day soon. The post Racing Enduro in Derby | The Shimano Enduro, Asia-Pacific EWS appeared first on Flow Mountain Bike.

These 50 legendary videos have kept us stoked over the past 10 years.( Photos: 1, Comments: 2 )

Dropper seatposts are a good example of how fast and far mountain bike technology evolves. Less than 10 years ago, a seatpost that moved up and down was a rarity, but now, it’s near impossible to find a mountain bike without one. We’ve tested a huge range of dropper posts and this list represents the best of the best. The best dropper posts for mountain bikes in 2020 Brand-X Ascend XL: £164.00 / €191.99 / $251.99 / AU$317.99 Crankbrothers Highline: £299.99 / €350 / $350 RockShox Reverb AXS: £700 / $800 9Point8 Fall Line: £379 / $349 BikeYoke REVIVE: From £299 Fox Transfer Factory 2020: £438 / €498 / $409 / AU$658 KS LEV Integra: €379 to €449, $329 to $389, AU$449.95 to AU$519.95 Magura Vyron eLect: £350 / €449.90 Manitou Jack: TBC RockShox Reverb B1 X1: £395 / $349 Specialized Command Post IRcc: £230 / $350 / AU$500 Syncros Dropper 2.0: £179 X-Fusion Manic: £200 / $200 Brand-X Ascend XL 4.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); Reliable, no-nonsense performance from Brand X. Immediate Media Co £164.00 / €191.99 / $251.99 / AU$317.99 for the model tested Weight: 637g Stroke length: 150mm Diameters: 30.9mm, 31.6mm Max length: 455mm Internal length: 255mm The Ascend range from Brand-X offers reliable, no-nonsense performance in sizes to suit most bikes at total-bargain prices. This 150mm-stroke XL version is the latest addition to the family, but uses the same proven mechanism as the 120mm post (£139.99). It comes with a wobbly but functional shifter-style remote lever for 1x transmissions – but a vertical ‘universal’ lever is also available. Cable fitting and set-up is a typically fiddly affair with the nipple at the lever end, but the linkage actuator means operation is smooth enough. Return speed is acceptable without any danger of neutering you, and the top-out is discernible. Despite costing less than it does to service some droppers, Ascend reliability is better than most, making it a no-brainer if you’re watching your wallet. There’s also an externally-routed 125mm Ascend II for £139.99 and a 27.2mm version for the same price (85mm or 105mm stroke, internal). Latest deals for the Brand-X Ascend XL Crankbrothers Highline 4.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Crankbrothers Highline has proved to be a truly outstanding option. Immediate Media Co £299.99 / €350 / $350 Weight: 696g Stroke length: 100mm, 125mm, 160mm Diameters: 30.9mm, 31.6mm Max length: 465mm Internal length: 320mm Crankbrothers had a bad reputation for dropper posts a few years ago, but the Highline has proved to be a truly outstanding option, in terms of user-friendly operation and reliability. At just under 700g it’s no lightweight. There’s a lot of post south of the collar too, which could cause fit issues if you have to run it slammed to fit the 160mm stroke between you and the bike. The nipple sits inside the post and it comes with the cable already installed. That makes fitting a breeze because you just have to thread it through the outer, pull it tight and clamp it into the shifter-style remote. Just make sure to line up the arrows on the mechanism and main body. We had issues with cable tension on the first bike we tested it on, which had tight internal routing, and marked it down accordingly. But further use involving multiple samples, bikes and testers has thrown up no such problems, so we’re confident in raising the score. The hinged bar mount clamps onto a spherical section on the remote body for massive angle/position adjustability, and you can even get coloured paddle covers. If you need to remove the post from your bike, the bottom end unscrews complete with the cable and actuator, so you just screw it back in and you’re good to go. Top-quality Trelleborg sealing and igus glide bearings mean performance is impressively smooth, easily controlled and consistent even on the longest, dirtiest rides or after an extended rest, although the return speed isn’t adjustable. While there aren’t many Highlines out on the trails, every one we’ve used or spotted and asked about has been trouble-free, even with minimal maintenance. The reasonable pricing is the same across all sizes and stroke lengths, and there’s a three-year warranty should you need it too. Latest deals for the Crankbrothers Highline Dropper post vs fixed post. Which is faster for XC racing? Best mountain bike: how to choose the right one for you The most anticipated enduro bikes of 2020 RockShox Reverb AXS 4.5 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); SRAM reckons the post lasts around 40 hours of ride time before it’ll need charging. Andy Lloyd £700 / $800 Weight: 650g Stroke length: 100mm, 125mm, 150mm, 175mm, 200mm Diameters: 30.9mm, 31.6mm, 34.9mm Max length: 440mm As RockShox’ halo dropper post, it comes as little surprise that the Reverb AXS is a top-scorer. Building on the hydraulic Reverb’s performance, the electrical AXS takes the simplicity of use one step further. The button’s especially light and easy to push and the post doesn’t require the physical depression of a lever to actuate, making its use even more intuitive to operate even over rough, jolty terrain. The lack of cables makes fitment easy and it would be possible to share this one post across many bikes. After months of abuse in the adverse British weather, it’s still running as it should. Read our full RockShox Reverb AXS review Latest deals 9Point8 Fall Line 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); 9Point8’s Fall Line offers smooth action and adjustable return speeds. Immediate Media Co £379 / $349 Weight: 623g Stroke length: 75mm, 100mm, 125mm, 150mm, 175mm, 200mm Diameters: 30.9mm, 31.6mm Max length: 455mm Internal length: 245mm One of the longest posts on the market, the Fall Line is light and loaded with great features, but we’ve had irritating leakage issues with our samples. The ‘DropLoc’ cable shuttle needs to be set up exactly right, but having the cable anchored at the lever end makes it easier, and once you’ve got it sorted the whole mechanism can be unscrewed for easy removal/refitting. There’s a wide range of stroke lengths, with super-long 175mm and 200mm versions available for an extra £40. It’s lightweight and short for its travel. The saddle clamp gets large titanium bolts for security and separate angle adjustment, and there’s a layback head option for £35. Whether you choose the ‘universal’ remote or the sweetly-machined shifter-style ‘Digit’ unit seen here, the action is very smooth. Return speed can be altered and stop-point modulation is excellent. The 9point8 post has a great reputation for reliability too, although we’ve had gradual pressure leak problems. Buy now from Shorelines Latest deals BikeYoke REVIVE 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); BikeYoke’s Revive lets you bleed out problem-causing air. Immediate Media Co From £299 Weight: 620g Stroke length: 125mm, 160mm, 185mm Diameters: 30.9mm, 31.6mm, 34.9mm Max length: 463mm Internal length: 265mm BikeYoke got into the dropper business by designing remotes to fix problems on other posts, and its own REVIVE dropper is designed with a unique self-fixing feature. There’s an extra-long 185mm option and the low saddle clamp means the 160mm version we tested fits where most 150mm posts do. It’s secure and easy to adjust too. The minimal shifter-style lever has a drilled-out paddle to stop dirty thumbs slipping and contributes to low overall system weight. It’s loose on its pivot from new though. By leaving out an internal floating piston to separate oil and air, BikeYoke reduces shaft drag for a smooth, adjustable speed stroke. If the post does start to sag or bounce, turning the 4mm bleed valve under the saddle while compressing it ‘revives’ it back to proper function. We’ve got one post that needs ‘reviving’ irritatingly often, but our other samples hardly ever require it. The BikeYoke dropper is a reasonable price too. Latest deals for the BikeYoke REVIVE Fox Transfer Factory 2020 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); 2020 Fox Transfer 175mm dropper post. Russell Burton £438 / €498 / $409 / AU$658 (including lever) Weight: 646g Stroke length: 100mm, 125mm, 150mm, 175mm Diameters: 30.9mm, 31.6mm Max length: 505.7mm Internal length: 298.5mm If you can afford it, Fox’s Transfer is a robust, sweet-performing post that can be switched between internal and external routing. It uses a typical hook-ended actuator lever design, but cable clamping and cutting is done at the lever end, making it a much easier process. The light-action remote lever is available in under-bar shifter style or vertical ‘universal’ format too. You do have to buy that separately at £69 on top of the £369 post cost, which seems steep given its average, wobbly-from-new design. Fox recently announced the addition of a 175mm stroke length post to the Transfer lineup, which is compatible with the Race Face 1x lever, and the new post and remote will cost the same as the other length models. Function is silk smooth though, with excellent speed and position control. Every Transfer we’ve used has stayed that way indefinitely, no matter how bad the conditions or minimal the maintenance. That makes the high price a reasonable investment, and the Performance version skips the gold Kashima coating of the Factory post to save £50. You can even switch to external operation using an actuator at the collar. Read our full 2020 Fox Transfer Factory review Latest deals for the Fox Transfer Factory KS LEV Integra 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The KS LEV Integra has above average reliability. Immediate Media Co £347 – range from €379 to €449, $329 to $389, AU$449.95 to AU$519.95 Weight: 576g Stroke length: 100mm, 125mm, 150mm, 175mm Diameters: 27.2mm, 30.9mm, 31.6mm, 34.9mm Max length: 450mm Internal length: 250mm KS’s latest LEV is light, well priced, flex-free, available in lots of options and more reliable than most of its rivals. Its large-diameter upper shaft means it flexes noticeably less than most posts when pedalling in longer lengths and on bikes with slack seat angles . The low weight will appeal to XC/trail riders, and there’s even a 27.2mm version (100mm stroke) for hardtails and older frames. It’s got a smooth and easily controlled stroke with a solid top-out thunk that leaves no doubt that it has re-extended. Pricing is okay too, with a 100/125mm model at £290, 150mm at £310 and 175mm at £340. KS’s shifter-style ‘Southpaw’ lever (£37 alloy, £59 carbon) is much nicer to use than the short ‘universal’ knuckle lever that comes as standard. The way that the post extends if you pick the bike up by the saddle is a pet hate of some people. We do still occasionally get LEVs that need a nudge or pull to extend them too, but that’s less common than it used to be. Latest deals for the KS LEV Integra Magura Vyron eLect 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The Vyron eLect dropper seatpost from Magura is electronically operated. Oli Woodman / Immediate Media £350 / €449.90 Weight: 595g (150mm including remote) Stroke length: 100mm, 125mm, 150mm Diameters: 30.9mm, 31.6mm Max length: 446mm Internal length: 207mm Predating the Reverb AXS, the Vyron eLect was the first dropper post to have a wireless, electronic actuation, and, just like the Reverb, it doesn’t have any cables, so installation is a doddle. Unlike a traditional dropper where pushing the remote dictates how long the post is able to move, a tap of the remote’s button on the Vyron opens a short window where you can adjust the post’s height. There’s also a short delay between the button being pushed and the post operating. Couple this with the adjustment window and using the post can be quite tricky to master. Although the post isn’t perfect, the wireless operation certainly impressed us. Read our full Magura Vyron eLect dropper post review Latest deals Manitou Jack 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); The post worked like clockwork, although the return speed is a bit slow. Andy Lloyd Weight: 601g (150mm post, including lever) Stroke length: 125mm, 150mm Diameters: 30.9mm, 31.6mm Max length: 499mm Surprising us with its consistent performance, the Jack post didn’t miss a beat during the testing period, compressing and extending with the sort of regularity you could set your watch by. Its return speed is a little slow for our tester’s tastes and we weren’t able to adjust how quickly it rebounded. The lever is basic when compared to RockShox’ Reverb 1x offering, but it’s light and functional. The clamp remained tight and the two-bolt system makes adjusting your seat a doddle. Setting the post up – once you’ve tackled the internal cable routing on your frame – was also easy. Read our full Manitou Jack dropper post review Latest deals RockShox Reverb B1 X1 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); When it works, it’s in a class of its own… and happily reliability issues seem to be a thing of the past. Immediate Media Co £395 / $349 / AU$TBC Weight: 695g Stroke length: 100mm, 125mm, 150mm, 170mm Diameters: 30.9mm, 31.6mm, 34.9mm Max length: 530mm Internal length: 290mm When RockShox’ latest Reverb works, it’s truly in a class of its own, and recent experience with multiple samples suggests that any initial build quality issues are now behind it. Fully-hydraulic operation means the Reverb can cope with much more tortuous internal routing than the cable-operated competition. Lever feel from the new shifter-style 1x remote is fantastic too, although that adds £67/$98 and 45g (with clamp) over the standard universal push-button remote. The post now comes in a wide range of diameters and lengths, it’s short for its stroke and the twin-bolt saddle clamp is secure and easy to use. It’s impossible to ignore the initial build quality issues that saw B1 posts being slammed for widespread top-stroke bounce issues. We’ve had flawless function from our own long-term samples and the large number of Reverbs we’ve used on test bikes recently, though, so hopefully SRAM’s assurance that all new posts will be fine will prove accurate. Latest deals Specialized Command Post IRcc 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); Specialized’s Command Post IRcc features 10 pre-set stopping points and quick return speed. Russell Burton / Immediate Media £230 / $350 / AU$500 Stroke length: 75mm, 100mm, 125mm Diameters: 30.9mm, 31.6mm Unlike other posts with infinitely adjustable travel, Specialized’s Command Post IRcc has a stepped design with 10 increments. Having pre-set positions can make nailing the just-right saddle height over and over easier for some riders. The saddle height return speed is adjusted by adding or removing air through the bottom of the post, but it’s one of the fastest returning posts out there for better or worse. Interestingly, Specialized delivers the Command Post with two remotes: the Single Ring Lever bar remote copies the shape and position of a SRAM shifter paddle, making it super easy to find and operate; the lock-on grip collar remote plays nicely with or without front shifters. The Command Post is available with 75mm, 100mm or 125mm of travel and 30.9mm and 31.6mm diameters. Read our full Specialized Command Post IRcc review Latest deals for the Specialized Command Post IRcc Syncros Dropper 2.0 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); Reliable, reasonably light and priced dropper from Syncros. Immediate Media Co £179 Weight: 635g Stroke length: 120mm, 150mm Diameters: 30.9mm, 31.6mm Max length: 440mm Internal length: 245mm Scott’s house-brand (Syncros) dropper is a slightly crude but reliable and reasonably light option at a good price, but costs £15 more than the essentially identical Brand-X post. Okay, some of the laser-etched markings are different and it’s got a slightly glossier finish, but mechanically the two posts and their remotes are identical. Even the boxes they come in are the same, apart from colour and printing. Obviously that makes the Brand-X slightly better value, but the Syncros post is still a decent option compared to other droppers and a welcome sight on complete Scott bikes. The lever is rattly from new and there’s also a bit of saddle twist, but the twin-bolt clamp is secure and easy to use. The rattle doesn’t get any worse over time either, and reliability of this family of posts is better than most more expensive and complicated options. Weight is reasonable too and it comes in the most popular stroke lengths and diameters. Latest deals for the Syncros Dropper 2.0 X-Fusion Manic 4.0 out of 5 star rating Buy now from {merchant} ({price}), {merchant} ({price}) and {merchant} ({price})."> (function () { var s = document.createElement('script'); s.type = 'text/javascript'; s.async = true; s.src = "//knl.mntzr11.net/widget/intext/app.bundle.js"; s.onload = function () { new inText({ domain: "knl.mntzr11.net", shopId: 608, geolocation: true, }); }; var x = document.getElementsByTagName('script')[0]; x.parentNode.insertBefore(s, x); //trim whitespace from li to flag empty items (twig seems to strip out closing if you remove the space..... [].forEach.call(document.querySelectorAll('.monetizer-in-text-link'), function(textLink) { textLink.innerHTML = textLink.innerHTML.trim(); }); })(); An excellent cost-effective post from X Fusion. Immediate Media Co £200 / $200 / AU$TBC Weight: 735g Stroke length: 125mm, 150mm Diameters: 30.9mm, 31.6mm Max length: 490mm Internal length: 290mm The last generation of X-Fusion droppers did the brand’s reputation no favours, but the latest Manic is proving to be an excellent cost-effective post. At over 700g it’s heavy. It’s also longer than most 150mm posts, which may make it a squeeze to fit between you and your frame or just into your seat tube. It’s really well-priced though, and while the neat shifter-style remote wobbles a bit from new, it has plenty of leverage for a light action. The stroke is smooth and easily controlled in both directions, with reasonable return speed and an easily felt top-out clunk. While the Manic is a relatively new design – particularly the 150mm version – all the reliability feedback we’ve had from users has been excellent so far. Replacing the sealed-cartridge internals only costs £20 if there’s an issue. The cable can unhook if you move the post in the frame without keeping it taut, but we’re assured there’s a fix imminent for that glitch. Latest deals for the X-Fusion Manic Dropper seatpost buyer’s guide What is a dropper seatpost? It’s a height-adjustable seatpost that allows you to lower your saddle quickly and easily on the fly by pushing a handlebar-mounted remote. Why do mountain bikers use dropper seatposts? Mountain biking is a dynamic sport with riders moving all around the bike. Dropping your saddle down gives you much more space to get behind the seat in steep sections and it greatly improves the bike to body disconnect that allows riders to conquer all sorts of terrain. They’re not just for getting rad on the descents, a tap of the remote pops your saddle back to the correct height for efficient pedalling, all without having to stop. Having the ability to gain standover is beneficial for nearly every type of mountain biking. In fact, even gravel and cyclocross riders are embracing the added control, where being able to quickly switch from grinding uphill to attacking a descent is essential. How much travel do I need? Travel is how much the posts slides up and down, and it dictates just how far out of the way you’ll be able to get your saddle while still having the best position for pedalling. Less expensive posts often have less travel. The longer the travel, the stronger and more precise the internal mechanisms have to be. 100mm is the starting point for most dropper posts. That amount of drop makes a noticeable difference, but we’ve found that longer travel posts do a much better job of maximising the clearance while maintaining a proper seated pedalling height. The typical amount of drop is around 100 to 150mm of travel, which works well for most riders. Longer travel posts do exist, from 170mm up to 200mm, but can be difficult to use for shorter riders or on certain bike frames. To figure out how long of a drop you can use, measure your existing seatpost from the saddle rail to the top of seat collar, then compare this to the length of the dropper post from saddle rail to below the post’s collar. If the number is the same or less, you’re in business. If the dropper post’s length is longer, you’ll have to use another option. Fixed or infinite travel adjustment? There are two travel styles for dropper posts, those that have fixed height settings where the post stops (20mm down, 75mm down, etc.), often referred to as stepless or infinitely adjustable, and those that do not. There are benefits and drawbacks to both. Posts with fixed travel settings allow you to very quickly move the post into the required position without having to hover your rear end on the post until it reaches the correct height. Stepless posts let you stop the saddle anywhere within the post’s travel range. The majority of posts on the market at the moment are stepless designs. Dropper seatpost internal workings All posts require some sort of spring to return the saddle to the fully upright position and a locking mechanism to hold it in place. Early designs simply used coil springs and pins to do the job, but these were less refined and often returned the saddle back towards your bottom at an unnerving speed. It’s common to still see mechanically locking designs in conjunction with an air spring, but most designs now use a fully sealed hydraulic cartridge that contains both a pressurised charge and a mechanism that allows the adjustment. There are a number of advantages to this, namely that the body of the post, which needs to cope with very heavy loads, doesn’t also have to be airtight and so lower friction seals can be used for a lighter action. If something does go wrong with the post, then it’s also much quicker and easier to drop in a replacement cartridge rather than repairing the entire post. Dropper seatpost remotes On most droppers, lowering the saddle is done by a handlebar-mounted remote. The remote lever commonly sits under the bar, taking the place of the front shifter paddles on bike’s equipped with a single-ring drivetrain. On bikes with a front shifter, remotes that integrate into the lock-on grip collar or sit above the bar are available. On bargain-priced dropper posts the lever may be just under the saddle on the post’s head. The obvious downside to this style is having to take a hand off the bar, something you don’t want to do when coming into a section worthy of dropping the saddle. Most remotes on the market use a cable to operate them but some, such as the RockShox Reverb, use a hydraulic system. There are drawbacks and benefits to each. Cables are cheap and easy to replace if they fail, but over time they become stiffer to use as dirt enters them. That isn’t a problem for hydraulic units, but they are much harder to fix should you damage one in the field. Cable routing The overwhelming majority of dropper post cables are internally routed. That requires a hole in the frame to route the cable up through the seat tube – virtually every modern mountain bike, and the latest gravel bikes, have this option. The other cable option is an external cable that either attaches at the dropper post’s collar or up at the head where the saddle attaches. Benefits of an internally routed cable include clean looks, better protection from dirt and debris, and zero cable movement when dropping the post. But, like any internally routed cable, set up can be tricky and swapping cables and housing can be a chore. The upsides to an externally routed cable are compatibility with any frame and a more simple set up. The negatives deal primarily with cables that attach to the seatpost head because the cable can interfere with the bike’s rear tyre or hit your leg if not carefully routed. The last option does away with the cable completely. A few companies, such as Magura, offer wirelessly operated dropper posts. Removing the cable from the equation makes installation super easy and also makes swapping the seatpost from bike to bike a reality, provided they share the same seatpost diameter.

It seems like the whole mountain bike world has been swept up in the Enduro craze over the past few years. These days, I find myself almost exclusively aboard bikes with 150 mm of travel or more. As long-travel enduro bikes have become both comfortable and efficient on long climbs, yet weigh about the same as mid-travel bikes, I rarely find an occasion to want to grab “less bike”. That said, the fun factor of riding a short travel bike near its limit is not at all lost on me. Recently we’ve seen several light weight trail machines hit the market with geometry and component specs that cater to aggressive riders who prefer a less is more approach to suspension travel. Some resemble mini enduro machines while others are barely more than long-legged XC racers. When Orbea launched an all new Oiz earlier this year and included a 120 mm “TR” version of it’s 100 mm XC race weapon, it really caught my attention. Rather than another near 30 lb short travel bike, Orbea took their ultra light XC race machine and added just a little extra cushion and control. On paper, it seemed to make all kinds of sense and so I twisted Orbea’s arm to send me one for a closer look. Oh, and in-case you’re wondering, Oiz is pronounced “Oheeth” (the z is pronounced as “th”).   Words: Toni Walbridge Photos: Misti Walbridge   Oiz Geometry Details   THE BUILD Orbea sent over an M-LTD spec Oiz TR which means, they sent a fully optioned machine. Highlights include a full carbon frame, including the suspension link, a complete XX1 Eagle drivetrain, SRAM Level Ultimate carbon brakes, Fox Factory suspension, and Mavic Crossmax carbon wheels. The Oiz, being at its heart, an XC racer, includes remotely operated front and rear suspension lockouts via a single bar mounted lever. Every component, from the Selle Italia saddle to the Fox 34 Step-Cast fork is top of the line on the M-LTD model. This is a dream machine by anyone’s standards and is priced accordingly at $8299 USD.   The rear suspension of the Oiz is new from the ground up. The old model featured just 95 mm travel and was designed to run very little sag. It was what I would describe as “soft-tail” with just enough suspension to take the edge off trail . The new bike works well with a little more sag and comes in 100 mm and 120 mm variants. Orbea is able to use the same size shock in different stroke configurations to achieve the two travel numbers which minimizes changes to the geometry. After a little tinkering, I found the 190 x 45 mm Fox DPS shock worked best at about 22% sag. This resulted in spirited acceleration, even pedaling hard with the shock in open mode, and more traction than I ever expected out of this short travel machine.   Orbea smartly spec’d the Fox 34 Step Cast fork on the trail version of the Oiz over the 32 mm chassis employed on the XC version. The Step-Cast version of the 34 employs a “step” or cut-out in the casting of the lowers which reduces weight by a half pound over the standard 34. Fox claims the Step-Cast version of the 34 is just as stiff as the regular. Travel is set at 120 mm which relaxes the head angle from 69 to 68 degrees. The Fox 34 SC comes spec’d with the FIT4 damper which, unique to the Oiz, is controlled by a bar mounted remote. Due to the remote, the 34 is limited to just 2 damper positions (open and firm).   Moving up to the cockpit, the left side of the bars is a little busy with controls. The remote on the bottom of the bars controls the damper position of both the front and rear suspension. Press the longer lever to move both dampers to “open” position for descending or press the short lever to place the dampers in climb mode. The remote on top of the bars controls the dropper post. For 2019 Orbea offered just a 125 mm dropper post option which didn’t make much sense to me considering the Oiz is designed with a properly modern short seat tube. Thankfully, for 2020, Orbea is offering the option of a 125 or 150 mm dropper post. After a couple rides on the 125 mm, I swapped in a 160 mm Bike Yoke Revive to better attack downhill trails.   For a bike without a front derailleur, there are a whole lot of cables wrapped around the Oiz’s head tube thanks to those shock remotes. Speaking of the head tube, Orbea went with the increasingly popular integrated headset option. The up side is that there are no cups to press into the head tube, just drop the bearings in and go. The down side is that there’s no possibility of head angle or reach adjusting headsets. Fortunately, the Oiz sits with great geo right out of the box.   Chainguide and flat pedals on a sub 25 lb trail rocket? You betcha. The pedals were my choice but the chain guide is stock. The guide is a really nice touch and a nod towards just how rowdy the Oiz is capable of getting. I’m sure some will cry foul at the sight of flat pedals on a bike like this but as we get into the ride review, I think it will all make sense. The XX1 cranks measure up at 175 mm and the chainring counts 34 teeth which I found surprisingly easy to turn thanks to the Oiz’s light weight.   Our test bike was an M-LTD spec which means full XX1 drivetrain. Orbea spec’s the extra loud gold version so that all your friends know how awesome your bike is. I haven’t found XX1 to perform any different than X01 and only marginally better than GX but it sure is pretty. Speaking of pretty, the Oiz rear triangle oozes refinement. Eliminating the concentric rear axle pivot saves weight and cleans up the lines. Now becoming de rigueur, a nice rubber molded protector keeps the drive side chainstay quiet and safe from damaging chain slap. I usually end up adding a strip of mastic tape to further quiet chain-slap but left this bike stock and noted that it ran reasonably quiet.   MINOR MODIFICATIONS For the purposes of reviews, I do try to keep stock review bikes stock, but there were a few things about the stock build that I just couldn’t work with, so let’s get that out of the way before we delve deeper. First up, the bar/stem combo delivered on the Trail version of the Oiz is straight off the full XC racer version. The stock stem was in the neighborhood of 90 mm and the stock bars measured around 680 mm. I ditched all that for Race Face SIXC bars at 25 mm rise and 785 mm width mated to a 35 mm Race Face Atlas stem. I also threw on a set of Ergon GE-1 grips to keep my hands comfy. As I mentioned earlier, I swapped out the stock 125 mm dropper for a 160 Bike Yoke revive for a little confidence boost while descending. While making that change, I also re-organized the remote situation. I found going back to a top-mount dropper remote was rather awful and at the same time, I seldom used the suspension remote, so I moved the suspension remote inboard and installed an under-bar remote for my Revive. Lastly, after one ride, I swapped out the stock tires for a 2.3 Maxxis DHF / Aggressor combo to better suit the steep and loose PNW terrain I conducted this test on. To be clear, if I lived in an XC friendly town like Park City, UT, I would have left the stock tires but on the often wet, rocky and rooty trails of the PNW, they felt a little out of place.   RIDE REPORT As you might expect, this bike is a rocket uphill. If you’re not the first one to the top of a climb, I guarantee you, it’s not the bike’s fault. Even with the suspension set up to maximize traction and with the damper remote in the open position, the Oiz transfers nearly all of your pedaling effort into forward motion. I’m not a consistent enough user of Strava to be able to provide quantifiable evidence of the speed of the Oiz but generally, I found myself arriving several minutes faster to the top of climbs that I frequent on Enduro rigs. At 5’8” on a size Large, the cockpit was spacious, even with the short stem I ran, making for a comfortable all-day climbing position. The only real knock against climbing aboard the Oiz is that the seat tube is a bit slack and combined with the short chain stays, makes it a challenge to keep the front end down on the steepest climbs. I did slam the saddle as far forward on the rails as possible and that helped some but I was never able to fully tame that wheel lift. To be fair, this was only an issue in the absolute steepest technical terrain. On more approachable grades, including any modern climbing trail, the Oiz flies up hill and makes quick work of techy switchbacks. The only time I engaged the lock-out was during out of the saddle climbing on dirt or asphalt roads, otherwise, there’s just no need. If this were my personal bike, I’d probably remove the suspension remotes and never miss them.   Now to the fun part. Trail riding the Oiz makes boring trails fun and hard trails down right exciting. It’s firm suspension results in an absurdly playful demeanor. If you’re a willing pilot, the Oiz will take you airborne off of every little trail feature. On more committing terrain, the Oiz feels almost like a full suspension dirt jumper. It thrives on boosty jumps and it’s light weight makes it effortless to flick sideways. If you’re a pure XC rider, the 68º head angle might feel relaxed. For the enduro crowd where 65º and slacker is the norm, the front end of the Oiz does require a bit more attention. That quick steering, combined with short, 435 mm chainstays and sub 25 lb weight had me changing up lines and jibbing every little trail feature. All out descending speed is not really the Oiz’s strength but then Orbea makes the Rallon to cover that need. Just the same, I put the Oiz down some fast trail and through some good sized gaps and other than having to pay a little closer attention than I would on a big bike, it was all smiles. On a few bigger jumps to flat, I was surprised at how well the rear suspension soaked up the big compressions without bottoming harshly. I got full travel but rarely did the rear end lose composure. If fact, I struggled to get the Fox 34 SC fork to keep up with the rear end. I wound up running 100 PSI and 2 air volume spacers to keep the front end up but the FIT4 damper always felt out-gunned by the pace the rear Oiz was comfortable with. As all of this downhill speed must come to a stop eventually, the SRAM Level Ultimate brakes got a real workout. They’re noticeably less powerful than any other brake that I commonly use for fast descending but the upside is there’s tons of modulation. With skinny 2.3 tires and a fast rolling Aggressor out back, it was easy to scrub speed without breaking traction.   DURABILITY I spent the entire summer with the Oiz at my disposal and the more I rode it, the more I pushed the boundaries of what a trail bike built on an ultra-light frame should be expected to take. By the time I boxed up the Oiz to return home, it had survived all kinds of torture. From hucks to flat, hard cases on gap jumps gone wrong, and stupid hard g-outs, I put this bike through the wringer. And not once did the Oiz flinch. I checked the pivots regularly but never found them loose and once or twice I felt compelled to check the frame for cracks but never found any. There were a couple hard landings over the summer where I found myself shaking my head in disbelief that the frame wasn’t damaged. Even the feather weight carbon Mavic Crossmax wheels held for the duration of the test. When all was said and done, I had smoked a set of brake pads and turned the brake rotors a light shade of blue from overheating, but that’s it. If this bike had broken, I wouldn’t have blamed Orbea because I rode it like a rental. It didn’t and that’s awesome.   WRAPPING IT UP Overall, I really enjoyed my time on the Oiz. There are a few component choices that I took issue with, including the long stem and narrow bars that, while appropriate on the XC version, feel out of place on the trail version of the Oiz. Through Orbea’s MYO customization program, you can specify a stem as short as 70 mm but still not short enough for my tastes and you’ll have to work with your LBS to swap out those bars. For 2020, Orbea added an option for a 150 mm dropper post which deals with my only other major component complaint. The Oiz TR is a confident descender once that saddle is out of the way. Beyond those minor and easily addressed issues I didn’t find much to complain about. The fit and finish is impeccable, durability proved to be top notch and the bike is dead sexy. I think the Oiz is going to be a really good fit for casual XC racers and endurance trail riders looking for something light and efficient but not so unforgiving as a dedicated XC race bike. Riders like myself that are primarily enduro focused and looking for a second bike for fast and playful trail rides will be equally delighted. The fact that the Oiz has the potential to appeal to such a broad range of riders is a true accomplishment. Appealing as it may be, the entry price for an M-LTD spec Oiz sits at $8299, possibly placing it a bit out of reach for the average consumer. If that’s you, the Oiz is available in two lower trims, including the M-Team and M10 TR which are different only in component specifications and retail at $7499 and $5299 respectively. If you’re shopping for a fast, light trail bike, it would be well worth your time to take a look at the Oiz TR.   Specs Model: Oiz M-LTD MSRP: $8,299 USD Sizes: Small 27.9, Small 29, Medium, Large (tested), XL Frame: Orbea Oiz Carbon OMR FiberLink Boost PF Taper UFO2 I-Line Fork: Fox 34 SC Fit4 w/remote lockout Headset: Acros Alloy 1-1/8 – 1-1/2″ Integrated Post: Race Face Affect 125 mm Saddle: Selle Italia X-LR Kit Carbonio L Bars: FSA K-Force Flat 760mm Di2 compatible Stem: FSA K-Force (90 mm) Shifters: SRAM XX1 Eagle Brakes: SRAM Level Ultimate Carbon Cassette: SRAM XX1 XG-1299 Eagle 10-50t 12-Speed Rear Der: SRAM XX1 Eagle Chain: SRAM XX1 Eagle 12-Speed Wheels: Mavic Crossmax Carbon Fr Tire: Maxxis Ikon 2.20″ FB 120 TPI 3C Exo TR Rr Tire: Maxxis Ardent 2.2″ FB Dual Exo TR