Lapierre Ezesty AM Ltd By Alex Boyce There are those mountain bikers who wish to remain on the trail because they believe e-bikes are not bicycles or they don’t like the look of them, or they are heavy and are basically in some corners considered motor bikes. Well, they have not looked at or seen the new Lapierre eZesty AM LTD. It’s impossible to ride and not notice you might be on something totally different. Standing there and look for a moment, because you might not be sure it’s an e-bike. First, you can’t see the motor, then the rest of it looks like a normal bike, and the slightly thicker downtube might be the only indication that something motorized is hiding inside. THE BIKE With the carbon eZesty, Lapierre has focused on building one of the sleekest and lightest all-mountain/enduro e-bikes we’ve seen. The Fazua motor and battery are hidden in the down tube and can even be removed completely and the bike ridden without. That makes the eZesty a true dual-purpose bike. Our test bike with motor and pedals weighed in at 41l pounds (18.7 kilograms). Without the motor, it’s 34.5 pounds (15.5 kilograms). Whatever way you look at it, the bike is light. The 9–12-pound weight savings compared to the standard e-bikes on the market means greater speed and greater agility on the trail. No doubt thanks to LaPierre rider Nicholas Voullioz (one of the greatest downhill racers of all time), the eZesty is based on race-oriented geometry. “Nico” has put his most recent ideas on geometry into this bike and with 470mm of reach and 435mm chainstays on the large size we tested. These numbers are very similar to their non e-bike version. The 65.5-degree head angle is just right to give riders descending stability at speed and uphill some precise maneuverability without lifting on steep sections or getting hung up in corners. The suspension dynamics work well, and the bike is one of the most balanced e-bikes we’ve ridden. The riders felt stable and relaxed on descents and yet were able to react quickly to what the trail presents to them. THE PARTS The build for our top-of-the-range model is focused on performance and weight. With its mix of carbon wheels and components, along with Fox’s top-of-the-range air-sprung suspension components fitted, the eZesty looks great and is flawless in performance. Thanks to the SRAM Eagle 12-speed drivetrain, there was plenty of gear range to choose from with zero mis-shifts. The Guide RE Hydro brakes offered solid stopping, thanks to 200mm rotors. Lapierre have added their carbon-tubed dropper seatpost, which saves weight but maintains strength. It was flawless during our time on the bike. The eZesty has 2.5-inch Maxxis tires on wide 35mm rims, giving speed and grip on the trail, and the weight savings are significant with the carbon rims. THE MOTOR The Fazua power system is one of the most recent and physically smaller systems available to bike makers. Its credentials are based on light weight, smooth power and a form factor that allows frame designers to integrate it into their frame in one of the most low-profile ways yet seen. The system uses a 250-Wh battery that gives riders a power boost that would be similar to an Eco Trail mode on a traditional motor system. While the reality is that this means riders use their legs more, it’s worth noting that this is where the bike’s lighter weight really factors in. The effective range in our experience for a 200-pound rider is about 3000–4000 feet of altitude change, depending on the power mode used and other conditions. The control system is a low-profile design with only the battery’s LED lights visible and a color denoting the power mode selected. Switching the system on is done on the remote and on the power pack, which you have to do after every charge, which takes about two hours. The power delivery is soft and supportive. When it comes to tackling the climbs, the LaPierre doesn’t not push you up as much as it reduces the level fatigue you exert. With hard efforts you feel like you’re in an aerobic state, not anaerobic. After more extensive testing on the Fazua motor, we have to say it is one of the quietest systems on the market. It has a very slight whirring sound that is barely perceptible. The motor voltage regulator apparently varies slightly according to the battery charge, with a deliberate softening of the push the motor provides as the battery is near the end of its capacity. Hill starts with this motor do require you to actually use your legs, which requires a bit more technical finesse. The engagement and disengagement of the motor is very soft in all conditions, and the bike does not wheelspin or suddenly cut. WHO IT’S MADE FOR This bike is aimed at the all-mountain or enduro rider. The bike can be ridden with the motor connected or with the battery cover only. This means you effectively have either an e-bike or a non-assist mountain bike. Our preference is obviously as an e-bike, so we rode it that way in a variety of places, including around the mountains of Florence and on some hard-core trails in the Italian coastal city of Finale Ligure, which is host to the final stage of the Enduro World Series each year. “The Lapierre was a refreshing reality check. Lightweight e-bikes on descents are more fun. Heavyweight bikes are more like driving a truck through a wall. Once you step back into the world that the eZesty opens up, you question the advantages that large, heavy motors give you.” This bike is meant to bridge the gap between traditional enduro-style MTB riding and the world of e-bikes. It’s not that different from either, but the eZesty has a lot of charm and enough power that it does actually make you think about what type of riding you prefer. If you want to ride a sofa up the hill, then this is not the bike for you. If you want to have some of the lightning-fast sporty mountain bike feel but don’t want to die on the way up the hill, then this bike will be ideal. THE RIDE Cruising around and picking your lines on the transfer trails and on climbs is much like a normal bike, except with this type of power system you can maintain the duration of your climbs for a lot longer. We wouldn’t say that it gives you a significantly higher average speed like a more traditional e-bike motor, but you end up riding closer to a non-assist bike speed. The result is an experience that puts the riding much more in the hands of the rider, as there is no power boost to get you out of trouble when you make an error. Technical trails are therefore about skill and much closer to the normal bike climbing style. We noticed way less wheelspin and traction loss with this system, plus we found a cadence of about 70 rpm to be ideal in power delivery and torque. On flat trails it’s much easier to ride along past the 15.5-mph limit than a normal motor. Resistance is incredibly low, combined with the lower system weight, and the speed restriction is imperceptible. The bike will go as fast as your legs allow. Cornering and short sharp climbs are therefore actually a bit more fluid, as you don’t have a heavy weight penalty that takes more effort to change direction. Owing to its weight, going downhill is where the eZesty seems to show its real advantage. “Stable” and “agile” were the two words most often used in describing the Lapierre’s descending prowess. When popping off a jump, the rear wheel follows the rider and is more sensitive to rider inputs, and it does not drop away beneath you. Brake hard into a corner and the bike does not throw you forward with a big change in weight distribution; it’s easier to keep the bike balanced. The suspension feels more reactive and more sensitive to our suspension setups, which is all a consequence of the lower weight. When we tried to pick the bike up and hop over trail obstacles, the bike responded smoothly. According to Lapierre, Vouilloz spent a lot of time tuning the ride for more aggressive situations. In very rocky conditions we found ourselves bouncing around less than a normal enduro ride. The ride was probably one of the smoothest rides we have had on any e-bike when descending. The bike sticks to the trail really well, and once set up correctly, the suspension is supple and reactive, which is really a pleasure to ride close to the limit. THE VERDICT Lapierre have really come up with an outstanding product. The Fazua motor system has created a situation where once you have adapted to the different assisted ride style, you want to ride it more, as downhills are more enjoyable. The Lapierre was a refreshing reality check. Lightweight e-bikes on descents are more fun. Heavyweight bikes are more like driving a truck through a wall. Once you step back into the world that the eZesty opens up, you question the advantages that large, heavy motors give you. It’s not that it’s better, but it’s different enough to a more traditional system that opens up other descending possibilities. Our experience with speaking to Fazua’s service center when we were exploring the motor left us content. The maintenance software is exhaustive in what you can find out about your e-bike. Fazua will call you and log in to your bike if you want them to, to check out its health and see if there are any issues. The batteries on the eZesty are actually light enough that you could carry one in your backpack on long rides and essentially have a greater range than a normal e-bike on just one battery. Lapierre have taken a different approach to range, and the advantage is the fun factor. This bike is a bit like using the pinch function on the phone for the first time; it just makes sense. On the climbs the bike tames the pain but makes you still earn the summit. The bike is well-finished, and despite the price, it is worth the money. The technology and quality are exceptional, and it is a technical product that is the starting point for the next generation of e-bikes, which many have been waiting for. SPECS LAPIERRE EZESTY AM LTD Price: $8631 Motor: Fazua Evation 1.0 Drive Pack 250W Battery: Fazua Evation 250 Wh Charge Time: 3.5 hours Top Speed: 25 km/h (with assist) Range: Up to 35 miles Drive: SRAM Eagle, 12-speed, 11-50T Brakes: SRAM Guide RE Controls: Fazua Fork: Fox 36 Float 15×110 160mm Frame: Carbon Rear Shock: Fox Float Tires: Maxxis High Roller II Wide Trail 27.5×2.5 Weight: 34.5 lb. Color choices: Grey Sizes: 43cm/50cm www.lapierre-bikes.com THERE ARE SO MANY WAYS TO GET ELECTRIC BIKE ACTION In print, from the Apple newsstand, or on your Android device, from Google. Available from the Apple Newsstand for reading on your iPad, iPhone or iPod Touch. Subscribe Here For more subscription information contact (800) 767-0345 Got something on your mind? Let us know at hi-torque.com The post Bike Review: Lapierre eZesty AM LTD appeared first on Electric Bike Action.

Team Ineos riders have the Pinarello Dogma F12, launched in May as the successor to the F10, and Dogma F12 X-Light to choose from at the Tour de France. The X-Light drops approximately 100g from the frame weight. Pinarello As defending champion, Geraint Thomas wears the number one dossards. Note the Welsh flag next to Thomas’s name, while the Cardiff-born rider’s race transponder is tucked under the saddle. Pinarello Thomas’s F12 also has a Welsh dragon on the head tube, beneath the one-piece MOST cockpit. Pinarello Egan Bernal may only be 22, but the Colombian started the Tour as co-leader alongside Thomas. Pinarello Sometimes it’s the simple things… a sticker indicates Bernal’s saddle height. You can also see how Ineos’s mechanics have trimmed Bernal’s race number to sit flush with the aero seatpost. Pinarello MOST is a sub-brand of Pinarello, with this bike equipped with a Talon Aero 1K Di2 one-piece handlebar and stem. The out-front computer mount is integrated into the handlebar too. Pinarello The ‘fork flap’ fairings (stop sniggering at the back…) carry over from the F10, having originally been borrowed from the Bolide time-trial bike. Pinarello Shimano provides the team’s Dura-Ace Di2 groupsets and Dura-Ace wheels, wrapped in Continental Competition Pro Ltd tubular tyres. Pinarello However, Team Ineos has been spotted using Lightweight Meilenstein Obermayer wheels on climb-heavy stages. The full-carbon wheels have a scant claim weight of just 935g. Tim de Waele/Getty Images While some teams have shoe sponsors, Ineos riders are able to choose their kicks. These are Shimano’s flagship S-Phyre RC9 shoes. Pinarello The team’s bikes and Castelli kit received a makeover after Ineos took over from Sky as headline sponsor in April. Pinarello Wout Poels’ Dogma F12 X-Light gets some last-minute adjustments. Pinarello The Bolide TT is Ineos’s time-trial bike of choice, rigged up here to a Wahoo Kickr turbo trainer. Wahoo’s Headwind fan keeps things cool in the warm-up. Pinarello The 2019 Tour de France has two time-trials, a 27.6km TTT on stage two and a 27.2km individual time-trial on stage 13. Pinarello The Bolide TT has integrated front and rear brakes, while the tri-spoke front wheel is a Pro Textreme Tubular. Pinarello Ever wondered how a WorldTour pro warms up for a time trial? Pinarello Ineos finished second in the stage two team time-trial, 20 seconds behind Team Jumbo-Visma. Pinarello Will Geraint Thomas stand on the top step of the podium in Paris? Pinarello Pinarello has enjoyed something of a dream relationship with Team Ineos (formerly Team Sky) since the squad was launched in 2010, with six of the subsequent nine winners of the Tour de France triumphing on the Italian firm’s bikes. Sir Bradley Wiggins was first in 2012, before Chris Froome took the 2013, 2015, 2016 and 2017 titles. Geraint Thomas then became the third British winner of the Tour in 2018. Thomas is now bidding to make it two in a row, co-leading Ineos with Colombian hot-shot Egan Bernal. Who’s riding what? Here’s every bike in the 2019 Tour de France Tour de France climbs: 5 key ascents where the race will be won and last Thomas has the Pinarello Dogma F12 and F12 X-Light at his disposal in France. The Welshman won the 2018 Tour on the Dogma F10, but the F12 launched in May is said to be lighter, stiffer and, of course, more aero than its predecessor. The F12 X-Light, meanwhile, shaves approximately 100g from the standard F12’s claimed weight of 820g (unpainted frame). With this year’s Tour touted as one of the hardest in recent history thanks to five summit finishes, three of which are above 2,000m, that may come in handy. Team Ineos (formerly Team Sky) has won six of the past seven Tours de France. Pinarello Still, Team Ineos has sought to save additional weight by switching to Lightweight Meilenstein Obermayer wheels for climb-heavy stages, with riders ditching their sponsor-issue Shimano Dura-Ace hoops in favour of the uber-expensive, 935g wheels. 9 of the best Tour de France riders to follow on Strava Team Ineos races on £5k Lightweight Meilenstein Obermayer wheels Shimano still provides the groupset components, with the entire team running Dura-Ace Di2 drivetrains. While some teams, including the Deceuninck-Quick-Step squad of Julian Alaphilippe, have switched entirely to disc brakes, Ineos remains resolutely committed to rim brakes. Otherwise, Fizik provides the team’s saddles and the Competition Pro Ltd tyres come from Continental. Pinarello’s Bolide TT bike steps in for time-trial duties.

There are more than 5.1 million hits for #vanlife on Instagram. Social media is brimming with self-confessed adventurers that traverse the world in their vans. Our friends Magdalena and Paul are authentic embodiments of this lifestyle, so we sat down with them to get the full scoop – what exactly is the fascination with #vanlife? You might ask yourself who exactly these two people stood in front of a grey Mercedes Sprinter are. It’s clear that they are mountain bikers, but Magdalena and Paul aren’t pros. Hell, they aren’t even sponsored and they’re far from being classed as influencers. They’ve got fairly standard jobs: Paul works as a system administrator and Magdalena is a designer for a leading car manufacturer, developing concepts for vehicle interiors. We first met the couple at Trail Centre Rabenberg and were immediately hooked by their outlook on life. What makes the pair so interesting is that they don’t just love to set goals, but they go about realising them with real steeze. Correspondingly, their ambitions haven’t stopped at transforming the Sprinter into a lust-worthy adventuremobile, Paul has also founded a mountain bike school called Trailment in Germany’s Chiemgau. Magdalena and Paul googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Why it’s worth going by van “Our brains function differently when we’re on the road,” says Magdalena, reflecting on why she and Paul choose to travel by van. She weighs up her answers to our probing carefully, before explaining that the blur of the landscape rushing by, the constant change between greens, blues and greys, as well as the glimpses into so many lives, essentially kindle their creativity and open up their horizons. It’s while they’re perched in the front seats of the van that the couple dive into the sorts of conversations that would usually be reserved for the sofa. Not only are they better listeners while in the van, but they also both admit to feeling “freer” and “less restricted.” But the holiday doesn’t start when they reach a fancy hotel; the adventure begins as soon as the ignition is switched on. With their van, they’ve got total control over their plans and aren’t held hostage to reservations or dates. Knowing that they can change their route at a moment’s notice instils a sense of complete freedom, even if they are only away for two weeks. If rain is forecast in Slovenia, why not stop in Italy? It’s fair to say that the overused cliché that “Life is about the journey, not the destination” actually applies here. Diversions welcome Digging a map out from the depths of the footwell may be a thing of the past when it comes to navigating across Europe, but if it’s adventure you’re looking for then you shouldn’t overlook the basics. These days, we all want to consume the ultimate experience, but forget that it won’t always be straightforward – and nor should it be. It’s like those tough climbs that you decide to do anyway, even without a shuttle or cable car. There’s a reward at the top, right? The sense of freedom isn’t just a product of the epic views, but a result of the effort it took to reach them. This is exactly why Magdalena and Paul don’t rely on a satnav. Instead of letting a little screen dictate their route, their decisions are based on the landscape. Left or right? A phone might answer in a fraction of a second, but a glance out of the window might reveal a different option. “How important is it that we actually reach a destination?” Magdalena gestures around her. “Instead of focusing on where to end up, I prefer to keep the options open. We might take a wrong turn from time to time, but we always stumble across something truly amazing.” Life used to be about status, but now it’s about experiences and time Magdalena’s previous existence is one that many people might have aspired to emulate. Back when she worked full time, she was in the top tier of her frequent flyer mile programme. She lived a jet set life, was always the first to board the plane and drove more fast cars than she can count. But did it make her happy? “The problem with the idea of status is that you end up spending so much time trying to maintain it, or build it up even higher,” sighs Magdalena. “There’s more stress than enjoyment.” She recounts the moment when she realised that she’d had enough – a decision prompted by three weeks spent on a mountainside. She reduced her working hours and moved out of the city. Instead of air miles, she wanted experiences. “We’re in charge of the direction of our lives,” she says matter-of-factly, “but to recognise this, you need to regularly check in with yourself, and determine what you’re striving for and where you want to end up. Then it’s about getting off the sofa and going for it.” But where does a van fit into the situation? If we’re being honest, there’s no concrete reason to justify the additional stress of sourcing a van, transforming the interior, and getting it road ready. Just the thought of installing a roof window is enough for many of us break out in a cold sweat. From the formation of the idea to the rapid fuel consumption when it’s up and running, you have to invest a lot of time and money. Ready made campers are obviously an easier solution, but this wasn’t an option for Magdalena and Paul. While most campers are constructed to provide the ultimate in comfort, they aren’t usually tuned to the needs of mountain bikers. And, as the pair rightly say, where’s the challenge with a pre-made package? They threw themselves into the project like true athletes, wanting to push their limits. In retrospect, they compare the process to riding down a new trail. You’re able to gauge your ability, but still want to push yourself further and have fun doing so. It’s a calculated risk. Today they don’t just see the van as their second home, but as an expression of their identity. What do you need to consider for your van? There are three crucial elements you’ll need for your prospective #vanlife project: time, a certain level of DIY ability, and a vision of what you actually want to build. Your initial purchase is vital. Before even starting their van-hunt, Magdalena and Paul rented a camper. This experience helped them write a list of wants and needs, which they then prioritised: something discreet and self-sufficient, with internal storage for the bikes, but without the need for a camping window, external plug sockets, or an awning. They eventually landed on a Mercedes Sprinter with a powerful motor and few kilometres on the clock and some fortunate extras like an independent vehicle heater, two roof windows and airline rails at the rear where they could mount interior fittings. Van stats Mercedes Sprinter L2H2, from 2013, bought for € 15,000 (at 150,000 km) Conversion costs: approx. € 6,500 Duration of the conversion (done part-time while working and riding) approx. 3 months Solar powered electricity for fridge, light and electric toothbrushes 2 water tanks with 32 L total capacity 4 bikes/3 seats/sleeps 2/no Instagram account After the planning phase came the insulation and interior fittings. They were unanimous on two points: space to stand up, and space for the bikes. This inspired their choice of a folding bed propped up on a modular sideboard from IKEA with ample storage space for a water tank, sink and outdoor shower. None of their decisions were reached overnight, and it was all “inspired by more than just a few YouTube videos.” Despite all the planning, the couple’s recipe for success is simple: “You just have to do it.” Their enthusiasm is infectious and the finished project clearly means a lot to them. No two DIY converted vans will ever look the same, but whether you go all-in for a slick travelmobile with a shower, or an austere sleeping space only option, the important thing is that it meets your needs. On this note, we hope that this article provides the inspiration you need to go start your own #vanlife adventure. Click here for the breakdown of Magdalena and Paul’s project. We’d love to see your current #vanlife project – unfinished, finished or out on an adventure! Shoot us an email: cbayer@enduro-mtb.com

Chris King is best known for their legendary headsets, hubs and bottom brackets – all of which feature incredible attention to detail and high precision, in house manufactured bearings. The Portland Oregon brand has been at it since 1976 – around 43 years now. What you may not be familiar with is the fact that King has a fairly expansive complete wheel program as well, with sets starting at just $1050. Additionally, in recent news, as of today they have extended their already generous warranty for the lifetime of their products. Some months ago, Chris King was kind enough to send us a set of their ISO hubs laced to Santa Cruz Reserve rims, neither of which we’ve tested yet. I bolted them up to a long travel bike, rode them a heck of a lot and also raced them to a rather unimpressive finish in a stacked field at the TDS Enduro. Here’s how they’ve been treating us. Details Rim: Santa Cruz Reserve 30 (27.5″) External Width (mm): 36.4 Internal Width (mm): 30 Rim Depth (mm): 25.4 Available Hub Configurations: 28/28 ISO AB, ISO B Hub Options: Shimano or XD, 110×15, QR/100x15mm, 135QR/142×12/148×12 Spokes: Sapim D-Light Nipples: Alloy Black (tested), Alloy Silver or Brass Silver Lacing Pattern: 2-Cross Rim Weight (g): 460 grams Warranty: Lifetime on hubs and rims Front Wheel Weight (g): 831 grams Rear Wheel Weight (g): 1015 grams Total Wheel Weight (g): 1846 grams (our scale, with rim tape and valves) For years Chris King offered silver axles, but for 2019 they made the switch to a stealthier looking black anodized version. The polished silver hubs are still available with silver axles. Speaking of colors, they also added some very cool matte finishes to the 9 available colors. Compared to the classic ISO, these hubs sport Boost spacing and a new shape that’s less bulbous, with hub flanges that have more cant to them, enabling a stronger wheel build. Another interesting feature is that with a quick swap of a few parts, you can switch from a 15mm to a 20mm axle. I’ve heard some murmurs of the possibility of things going back to a 20mm in the future, so the option could be nice. “Responsibly lightweight” is how King describes their hubs. When laced to the somewhat stout Reserve rims, that is also a fitting description of this wheelset on the whole. You can find lighter options, but they’ll generally be more of a gamble. Chris King hubs feature a threaded lockring to tension the hub shell bearings. There’s a 2.5mm allen screw and a little hole to the left of it, so you can use the end of the key to apply tension. Initially the bearings have a little bit of drag to them, and this is intentional – after a short break in they burnish nicely and spin effortlessly. Continuing with the responsibly lightweight theme, King use one-piece axles with stainless steel end caps. Speaking of stainless steel, that’s what the SRAM/XD driver body is made from – it’s also heat treated in fact. This costs a few extra grams compared to aluminum, but it’s tough as nails and built to last. Machining it from stainless steel allows King to make the walls thinner, thus making room for much larger bearings than used in competitors’ aluminum driver bodies. The Shimano/HG driver is available in both aluminum and steel. Chris King and Santa Cruz have a rock solid partnership which catalyzed over the years from King being a key partner of the Syndicate team. And thus, the wheels on test feature 30mm inner diameter Santa Cruz Reserve rims (which are also available in 27mm and 37mm). For average tire widths, 30mm is right where the industry has settled and for good reason. The Reserve rims are asymmetrical and feature a 5mm offset, which provides better bracing angles at the spokes from side to side, resulting in a stronger better balanced wheel. Finally, although you can’t see it in the photo above, the rather stout rims feature a hookless profile making for excellent resistance to burping as well as higher tolerance to rock strikes. Last, but certainly not least Chris King use made-in-house sealed angular contact bearings. Although they are clearly a different size, in concept these are the same bearings which make their headsets so long lasting and legendary. Most hub manufacturers use radial bearings, which can’t be tightened as they wear – rather, they need to be thrown out and replaced. King bearings can not only be re-adjusted, but they’re also easily serviceable…All you need to do is carefully use a pick to remove the snap ring and seal, then you can clean and repack them with fresh grease. On the trail While the list of benefits from Chris King hubs are rather long, one of the first things that you’ll notice on trail is “Ringdrive” – the system that gives the hubs their iconic “Buzzzzz”. The basic stats are that 72 points of engagement provide bite every 5º, which is quite fast. One thing that’s unique about Ringdrive is that it sits entirely inboard from the driveside hubshell bearing. This allows it to be larger, thus providing more contact and an increased load bearing – a freakishly high torque load of 800 foot pounds to be exact. According to King, that amounts to 3X the load of competitors’ hubs. In any case, you’ll notice a pleasant, not-too-high pitched noise out back when coasting at speed. When coming out of corners, getting on the gas and fumbling through awkward sections of a climb, you’ll feel a very firm, fast and positive engagement. This wheelset was tested in a 28 hole configuration, which is slightly leaner than a fairly standard 32 hole, but not as anorexic as 24 spoke wheels. It’s worth pointing out that as these are laced 2-cross, which results in a stiffer wheel. Santa Cruz lace their wheels as 3-cross which provides a little more compliance. In the 27.5″ size tested, these wheels were indeed quite stiff, which can mainly be attributed to the rims, although stout hubs with fairly tall, canted flanges do add some rigidity as well. Having tested a wide array of carbon fiber wheels over the last few years, I’d rate the Reserve wheels as being on the more rigid end of things. They handle brilliantly well and don’t deflect too much, but if you’re looking to carbon rims more for their damping characteristics than for their steering accuracy, these may not be the rims for you as they are a bit on the stiffer side. That said, they do take the edge off more than an aluminum wheel and provide that lovely, lively feel. It’s also a safe bet that the 29″ diameter version of these same wheels will be a bit more forgiving. In terms of strength, I’ve had great luck over the past 6 months – no cracks and no flats to report. At TDS Enduro I absolutely freaking wailed my front wheel on a sneaky melon-sized rock in the high 20/low 30mph range, which resulted in the gnarliest, scariest rim bottom out that I’ve experienced. The wheel was unscathed and the tire didn’t flat – I was actually shocked thinking it had to have cracked. For what it’s worth, no tire insert was installed and the tire was a Schwalbe Magic Mary with a Super Gravity casing in the 23-25psi range. That incident as well as frequent abuse without ever using tire inserts on my longest travel bike meant that these wheels saw the worst of my pedal powered recklessness. In terms of rim/wheel strength and durability/longevity of the hubs, I’d rate this wheelset at 10/10. The hubs are spinning as smoothly and freely as they did at the beginning of this review. I keep checking to see if they need a rebuild, but they just aren’t there yet. Overall There isn’t a flaw to be found in these wheels functionally speaking, or in terms of handling. They’re tough, resilient, quick to engage, sprightly and light enough. At $2,199 they sit on the more expensive end of the carbon wheel spectrum, particularly when you consider the slow creep of a few decent contenders coming in at just over $1k. With that in mind, you get what you pay for, and both the rims and hubs not only have incredible reputations – they are now both backed by lifetime warranties (which you’ll likely never need to employ anyway). At the heart of it all is a set of hubs that truly are built to last a lifetime. Chris King’s excellent wheel building program, although perhaps not all that widely known, puts in the same painstaking attention to detail as they do with their own manufactured products. It’s also worth noting that within King’s offerings, the Santa Cruz Reserve option sits squarely in the middle – between a set of wheels with Stan’s Rims ($1,050) and ENVE rims ($2,980), leaving you a range of pricing options to get their hubs onto your bike. www.chrisking.com

There are hundreds of sportives in the UK, you could take on a different challenge event every weekend if you were so inclined. However, there are only a handful of must-ride, iconic sportives that have become a fixture in the cycling calendar. The Fred Whitton Challenge stands out from the pack, now in its 20th year the 114 miles cover some stunning terrain, offer spectacular views around every corner and strike fear into the hearts of all but the hardest of riders. Part 1: Meet the Team Alpecin riders training to take on L’Etape du Tour 2019 Part 2: Team Alpecin conquer road descents The team chose to ride together. Immediate Media 2,500 cyclists set out every year to test themselves against the course. The fastest will be back in just under six hours, but it’s not uncommon to record 10 plus hours. Luckily for this year’s event the weather was fair, adding rain into the mix would bring another level of suffering. The Team Alpecin riders were all Fred-newbies. For Marie-Louise Kertzman the 114 miles distance would be her longest ride and for Michael Rammell the 3,700m of climbing would be an elevation PB. Any endurance event can be daunting. With the main climbs taking the limelight it can be easy to neglect nutrition and pacing. And let’s not forget, with an elevation gain comes descending, in the case of the Fred Whitton the descents demand 100 percent concentration. Team Alpecin part 2 | conquering road descents Leading up to the event the nerves and doubts steadily built, weather forecasts were being checked every few hours, praying for dry roads. Ride reports from previous years, social media tips and advice were consumed, looking for any encouragement possible. Nerves were palpable and all the talk was focused on the ride. In total there are 10 named climbs on the route. Fears, doubts and planning “In the week before I felt nervous but excited about the event,” says Nick Mayer, “but as the weekend arrived I started to become more nervous and I began to doubt my own abilities. “I think as a team we spent so much time talking about how hard it looked and I was reading things on social media platforms that only seemed to hype up the difficulty even more. I think that is what the Fred Whitton Challenge does to people — it’s such a notorious ride in the cycling scene, known for being the hardest in the UK; it casts doubt in people’s minds.” Nick Mayer. © Henning Angerer How each rider deals with fear or self-doubt is unique, telling a teammate not to worry are just hollow words. The only way to really conquer fear is to grab your bike and get stuck in. So, after registering on the Saturday the team stretched their legs with a 40km ride around Grasmere, guided by a couple of riders from Kendal CC with the aim of getting some local knowledge and boosting the confidence. The route took in the final climb of the Fred Whitton, Blea Tarn, which serves up stunning views that will signal the end of the climbing on Sunday. However, the road signs warning of 30 percent plus sent shivers down the spine. “After the ride we sat down as a team and went through the route together, discussing different climbs, descents and areas where we could recover,” says Nick. “Having the local knowledge was absolutely invaluable.” Marie-Louise conquering pre sportive nerves. Up and up It’s difficult to talk about nerves without mentioning Hardknott and Wrynose. The double header climb is the blockbuster conclusion to the ride. Steep, narrow, bumpy and full of other riders. The combination is the stuff of nightmares especially after 98 miles and numerous ascents. Talking to the local riders, they were very keen to highlight how dangerous the descents are and how much respect you need to show every section. It’s easy to get fixated with Hardknott. You see countless images of riders straining every sinew to crawl up the toughest sections. However, there is more to the Fred Whitton than the final climb. The team ride up some of the toughest climbs on the sportive. In total, riders tackle 3,700 meters of climbing, which is a big day out by anyone’s standards. When you realise the most height gained in one climb is just 298m it gives you an indication of just how many peaks you have to scale. The climbs are very similar in character: relatively short, very steep and narrow with a consistent, awe-inspiring backdrop. The difficulty level is taken to 11 when you add in hundreds of other riders sharing the small roads, everyone in their own private battle to get to the top. The differing speeds and styles can offer a new challenge at any moment. Your concentration needs to be sky high, ratcheting up the fatigue. Training for the event saw the team heading to any local hill to get some muscle memory in the legs. However, finding hills with similar gradients is much easier said than done… Marie-Louise Kertzman © Henning Angerer “I made sure to tackle as many hard climbs as possible during training,” says Marie-Louise, “luckily, there are plenty to choose from near Bath and I felt I was ready for most of the climbs come race day. Well, except for Hardknott. There’s no preparing for Hardknott. I definitely feared that one!” Busy climbs Another of the toughest climbs on the route is Honister with early ramps hitting 25 percent plus, the fact that the climb comes relativity early in the ride means a swarm of riders will keep you company. “I didn’t like the climb up Honister as there were simply too many people on such a narrow road and I couldn’t get into my own rhythm.” Nick reports. “I wasn’t worried about my ability to get up the climb but more concerned with the people around me. There are plenty of other riders on the climbs. Immediate Media “There was a lady in front of me, and she was out of the saddle, pushing hard but she seemed to be going backwards, I could see my front wheel getting closer and closer to her back wheel. A gap opened and I had to put in more effort than I would have liked so early in the ride, but I needed to get past for my own safety!” In total there are 10 named climbs on the route, they tend to merge into one another with only the most savage or scenic standing out. However, the cumulative effect of that number of short steep climbs really take its toll and pacing and nutrition are key to surviving the ascents and finishing strongly. Fuel for the ride “One thing I’ve struggled with is pacing on long climbs, but the issue with pacing wasn’t just restricted to long climbs – rather efforts in general,” says Michael. “I always get giddy and excited and start too fast, which usually leaves me empty with too much of the ride to go. I recognised after around 50 miles or so that I had probably worked too hard up to that point and had fallen foul, once again, of my own lack of pacing discipline.” Michael Rammell. © Henning Angerer The team had decided to ride as a group as much as possible, there are sections of the route, such as the A66 drag, where riding in the wheels will save energy. On the climbs everyone was free to ride at their pace but would re-group as soon as possible on the flat sections. A target time of eight hours seemed realistic and achievable with an average pace of 14mph: well within the riders’ capabilities. Kendal CC had advised against using the official feed stops, the first comes at 50 miles into the ride and is positioned just before the testing climb of Newlands Pass. A target time of eight hours seemed realistic, with an average pace of 14mph Climbing with cold legs and a full belly isn’t a great combination; also 50 miles into the ride would run the risk of under fuelling. The team decided to go for three stops at 30, 60 and 100 miles. A military operation on the Saturday had prepared three boxes of bottles, bagels, jelly babies and various snacks. These were divvied out to kind volunteers to be distributed on race day. This allowed for constant fluid and food intake from the start, with Marie-Louise giving reminders to keep eating. The benefits of good fuelling were felt at the end of the route. The benefits of good fuelling were felt at the end of the route. After the last few climbs there were a few gaps between the team but all the riders finished strongly setting a good pace on the flat sections back into Grasmere. “I ate religiously during this ride, right from the start, even when I really didn’t want to,” says Marie-Louise. “It was harder than I imagined, but it seriously paid off. I didn’t bonk and I had as much power in the final hour as I did in the first, which astonished me.” A downward spiral Needless to say, with short steep climbs come short steep descents. It’s rare to climb hills over 30 percent unless, of course, you are a true sadist, even the local riders told us they don’t tackle Hardknott on a regular basis. However, tackling descents over 30 percent was a totally new experience for the team. Steep and twisty with a bumpy road surface made for a true test of brake pads and arm muscles. Normally, the descent is the time to get some rest and power back in the legs. In the Lakes that really isn’t the case and the organisers and marshalls are exceptionally keen to highlight the myriad dangers that are lurking around every corner – cattle grids, pot holes, off-camber turns. The Fred Whitton route has it all and is a true test of endurance and bike handling. Because the descents got steeper and gnarlier as the ride went on, I can’t say I got more confident as time went on that day Over the 20 years since the inaugural Fred Whitton Challenge took place there have been many wet and soggy race days. How anyone manages to complete the descents from Honister, Hardknott and Wrynose in one piece is truly astounding. Tales of riders having to slide down on their bums make perfect sense. Certainly, walking down these hills in cleats would be totally horrendous. “Because the descents got steeper and gnarlier as the ride went on, I can’t say I got more confident as time went on that day,” says Marie-Louise. “However, now having completed the Fred Whitton Challenge, I feel much more confident in my ability to cope with the busiest and steepest descent.” A sting in the tail As mentioned earlier, the Fred Whitton Challenge finishes with the double-header of Hardknott and Wrynose. The whole route demands respect but the most feared and highly anticipated section comes at 98 miles. A line of riders snaking up the pass highlights what lies ahead, an average gradient of 13 percent doesn’t fool anyone, this climb is a beast and the early ramps of 25 percent sap the energy. If you make it past the first set of corners the gradient eases for a while before you are soon climbing sections well over 30 percent. Head down and pushing on up the FW climbs. “The sheer gradient forced me to adopt a strange position on the bike,” remembers Michael, “trying to stop the front wheel leaving the road but as others will attest; you do whatever works for you to get to the top.” “There was no settling into a rhythm or routine, it was just simply a case of dragging myself up whichever way I could and it certainly wasn’t pretty!” contemplates Nick. “I got to one hairpin and I thought, ‘That’s it, I can’t do anymore, just get off and walk’ but then heard someone shout, ‘Come on, this is the last hard part’, which gave me such a fantastic boost of confidence that I dug deep and continued.” Once over Hardknott, the challenge is not over as Wrynose awaits the weary riders. This is the easier side of the Wrynose climb and compared to what has just passed it is something of a respite. However, there is little time to recover and your legs certainly won’t thank you for another ascent. A relaxed post-ride atmosphere in Grasmere. The Fred Whitton Challenge is a special event, the atmosphere at the start/finish in Grasmere is relaxed and friendly with a very down-to-earth feel. No hype or over-the-top theatrics are needed. The location and route speak for themselves. The locals have taken the event to their hearts with shouts of encouragement and support from 6am until the last riders are finished some 11 hours later. Cheering crowds on the climbs, supportive marshals at every turn and even car drivers waving in support. It is going to take something very special to top that as a weekend of cycling. The support from locals for riders is astonishing. Immediate Media

We caught up with Tahnee Seagrave to chat about her injury, her past success and her mental approach to racing.( Photos: 8 )

Today Yeti presents the SB165, an enduro bike with 27.5 “wheels and, as the name implies, 165mm of rear travel combined with a 180mm travel fork. The Colorado brand defines it as a “rip bike“, that is designed to be agile and easy to pump on obstacles, with a nod to usage in the bike park. The suspension system is the tried and true Switch Infinity. During the presentation in Bovec, Slovenia, I got to talk with the product manager and engineer responsible for kinematics. Here are all the details of SB165: As mentioned in the video, the SB165 is designed for use with a coil sprung shock absorber. The rear travel is in fact very progressive, precisely to offset the intrinsic linearity of the spring. Of all of the Yetis so far, this is the most progressive of the bunch… Geometry No compromise: very slack head angle, steep saddle angle, very short fork offset (37mm), very long reach. Riding the Matadown trails with the SB165 I was able to try the SB165 for a whole day on the paths of the Matadown, on the Monte Maggiore or Matajur if you prefer, on the border between Slovenia and Italy. To cut to the chase, it’s worth noting that I pedaled for about 700 meters uphill, with the final part being rather technical. I myself was very skeptical about the climbing performance of such a bike, but I changed my mind once I reached the top: I was always in the saddle without problems. I had already appreciated the Switch Infinity in the past, in the case of the SB165, however, I was really amazed when the back end was high in travel and how the coil spring (without locking the compression via lever) helped to mitigate roughness and offer traction despite the “small” wheels. Not only that, the front is easy to keep glued down to the ground, without having to assume less than ideal positions at the tip of the saddle. This is largely due to the 77° saddle angle, without a doubt. The fact that a 180mm fork is mounted in combination with a 165mm shock is well explained by the engineers in the video, and it has always been one of the features that I liked about Yeti, because personally I find that there is no need for the rear travel to be the exact same range as the fork, and their reason is well explained technically. In any case, this is NOT a trail bike. It climbs very well given the type of bike, but I do not recommend it to anyone who wants to go out long epic climbs looking for an all arounder. Within Yeti’s offerings, you’re better off with an SB150 or 130, with 29-inch wheels, less extreme geometry and more limited travel. The strong points of the SB165 are seen the descents, especially the rowdier things get. The more you let it the bike go, the more you enjoy it, as you might expect with a 63.5° head angle. I tried a size L, with a reach of 480mm, for me I am 179cm tall. It may seem over the top, yet I found myself at ease. The 150mm travel seatpost was practically slammed, which is logical with my inseam (saddle – bottom bracket) of 76cm This is a bike that requires a very active level of input, that is you need to keep the weight well forward over the handlebars, otherwise the handling of the bike suffers immediately. The suspension department is as good as it gets. Beyond the Fox 36 Grip2, which I also regularly use on other bikes, once again the Infinity Switch has proven to be one of those suspension systems that works well in every situation without the need for help from various platforms. As already mentioned discussing the climbing attributes, it always sits very high in its travel and, in this case, it has a progressiveness that does not make you regret an air shock, because it is quite difficult to reach the end of the travel. On the matter of durability, I had a Yeti with the “old” Switch Infinity, less protected than the current one, for almost a year, without ever having a problem. The trail of the Matadown is rather fast and with a few twisty stretches, which is why I can’t say much about how it behaves on tight turns. In any case, in the few slow and technical turns, I managed to set my line well, also thanks to the 27.5 “wheels. I hadn’t been riding 27.5″ for a long time, since I really like traction and the versatility on offer from modern 29” bikes, but I can say that the smaller wheels still have a reason to exist for a type of bike like this, devoted more to fun than to conquering uphill KOMs. Specs and prices For the SB165 Yeti offers up two types of carbon frames, the Turq and the C. The second is slightly heavier (+220 grams in size M) but cheaper. Frame Details The heart of the Infinity Switch system. Space in the rear with a 2.4″ Maxxis Minion DHR II. One Up Components Chain Guide. Internal cable routing with sleeved guides. Coil sprun rear shock. Here you can still save some grams by opting for the orange Fox spring, which Yeti does not spec as OEM to make sure that there isn’t excessive expense if the customer wants one of another rating. The hardware for the Infinity Switch is the same on all Yetis, apart from the link. Brake caliper connection. Long Reach, short stem, very short fork offset. Not to be misunderstood: this is a Yeti SB165. Bash guard. It makes sense on a bike so devoted to descents. I never once touched that lever for compression adjustment on the fly. It always remained open, even uphill. There is space for a water bottle. Tested in person. For those who missed it, here is the interview with the two owners of Yeti, during the press presentation in Slovenia: Yeti Cycles

I recently completed a canoe trip with my dad and brother to celebrate Papa Luke’s 60th birthday and, in the comments of an Instagram post about the trip, I was alerted to the existence of this charming pedal-powered open canoe. The canoe was constructed by Rob Trowell, and both the contraption and the video make it probably the most wholesome thing I have ever seen on YouTube. The remarkably well made amphibious craft is propelled like a regular canoe on open water (I too was devastated that Rob had not crafted some kind of performance pedalo) but, when taken onto dry land, three wheels are fitted to create a canoe-cum-recumbent… thing. We’ll call it the canoe-cumbent. Watch this bike live its best life as a two-wheeled cup holder The Safety Avocado is the most delicious way to improve your visibility Propulsion for the canoe-cumbent comes from a crank positioned in the bow, which drives a Shimano Alfine internal gear hub. This is in turn connected to a pair of wheels positioned on either side of the boat in a paddle steamer-like arrangement. Braking is delivered by a set of Avid mechanic disc brakes attached directly to the wheels’ axle. Steering is provided by an ingenious setup that is (I think, tell me if I’m wrong) best described as a closed-loop pulley system. This is controlled by levers that are, charmingly, made from brazed copper plumping piping. I can’t imagine the canoe-cumbent would be much use on anything but surfaced roads and paths, and I dread to think how it would handle in any kind of sharp corner but, speaking from (very recent) experience, I find myself oddly compelled. With the canoe-cumbent, this sort of nonsense could be a thing of the past! Jack Luke / Immediate Media As I’ve discovered, dragging — or portaging to use the correct term — a canoe overland is a fairly hateful experience. While this particular build seems best suited to an unladen expedition, for day-to-day canoodling, it looks like a right hoot. One less car and all that as well, eh? Lastly, as silly as the whole thing may seem, there’s absolutely no denying that it appears to be extraordinarily well made and if you can watch the video without smiling, you officially have no heart. As an aside, we actually have a history of reporting on pedal-powered boats here on BikeRadar. Highlights include the Schiller Sports X1 and the more recent e-assisted Manta5 Hydrofoiler XE-1. With so many options out there, a group test must surely be inevitable!

If you’re planning on riding the new Pole Stamina 180, make sure you have a big strong coffee first! The Finnish luxury bike with radical geometry and 180 mm travel unleashes an onslaught on your nervous system – and provided some interesting surprises during our test! POLE Stamina 180 | 180/180 mm (f/r) | 14.28 kg (29” Size L) | € 7,950 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); It looks like the people at Pole haven’t had much sleep lately. Just a few weeks after causing a stir with their new Pole MACHINE, the Fins have followed up with two more exciting entries: the new Stamina 180 and Stamina 140. The two new frames are built using the same unique manufacturing process and implement the same radical geometry concept developed by Pole’s mastermind, Leo Kokkonen. Uniquely, the frames are machined in two halves from solid aluminium billet and then bonded together using an aerospace grade glue. Since the process is almost entirely performed by machines, there’s no need for additional manpower to carry out monotonous welding work or time-consuming carbon layup. Machining the frame using CNC means no expensive carbon fibre moulds need to be produced and revisions to the design only require simple and inexpensive updates to the machining protocol. This means Pole can make adjustments immediately, giving them flexibility in prototyping and testing concepts. Last but not least, this method allows them to use the stronger 7075 T6 aluminium, which is hard to weld using conventional methods and thus not commonly used elsewhere. Suspension and geometry form a solid unit and provide outstanding riding characteristics! Speed is the answer to everything Leo Kokkonen has an obsession with speed. Every time he’s out testing a bike or new component, there’s one essential tool in his pocket: a stopwatch. His addiction to speed led to him developing the radical geometry we already know from the EVOLINK and MACHINE models. With the Stamina 180, Pole continues this approach, combining the same extreme, long and slack geometry with a massive 180 mm travel front and rear. The Pole Stamina 180 is available in three different build kits and as a frame kit. For our test, Pole provided a prototype frame with a 180 EN Kit and there’s really not much to complain about on the spec of our € 7,950 test-bike. All components are thoroughly proven and perfectly suit the intended purpose, with just one exception. The thin EXO casing of the tires can’t withstand the performance of the bike, and despite running an additional Huck Norris insert we had to deal with several flats. Fork ROCKSHOX LYRIK RC2 180 mm Shock ROCKSHOX SUPER DELUXE RCT 180 mm Brakes SRAM CODE RSC 200/200 mm Drivetrain SRAM XO1 Eagle 1×12 Seatpost BIKEYOKE REVIVE 125/160/185 mm Stem TRUVATIV DESCENDANT Handlebar TRUVATIV DESCENDANT CARBON 800 mm Wheels MAVIC DEEMAX PRO 29″ Tires Maxxis MINION DHF/DHR II 2.50″/2.40″ UniqueThe machined look of the Stamina 180 is unique. Whilst the two halves of the main frame are still glued together, the additional bolts found on the MACHINE are a thing of the past. Balance is everythingOne of the Stamina’s greatest strengths is its extremely well-balanced geometry. Despite the radical numbers, the bike is good-natured and easy to ride. More travel = more performanceWith 180 mm of travel front and rear, the new Pole offers enormous reserves for the hardest trails. Despite the huge amount of travel, the handling is still incredibly directly. PragmaticThe cables are routed externally. This allows for easier servicing but comes at the expense of aesthetics. ImprovedPole has revised the strut between the seat- and chainstays (see picture). On our version, the chain was repeatedly hitting the additional bracing. Customers who already bought a Stamina 180 will receive a replacement free of charge. Lots of roomThere’s room for up to two large drinking bottles in the main frame triangle. If you still need more water, you can place another bottle cage on the bottom of the downtube. AsymmetricalPole offers their new bike with a number of different suspension setups. Depending on the spec, the bike comes with different shock mounts. OverwhelmedOn hard landings and big compressions, the chain loses tension. When the rear end of the Stamina extends again, the derailleur clicks back in place and puts the chain under tension and damn, it’s loud! In our opinion, however, this doesn’t really affect the riding performance but is still very annoying and noticeably dents your confidence. Form follows function Anyone who knows Leo, knows that he’s a pragmatic guy. He doesn’t beat around the bush and follows his convictions – the Stamina 180 is a clear reflection of that. If you’re a fan of internal cable routing, you’ll be disappointed. All cables are routed externally for ease of maintenance and are held in place by zip ties. Nor is there an elaborate chainstay protector – simple and functional Slapper Tape will do! It’s all about practicality and the bike allows for up to three large bottles, which you can fill with either water or tools. The Stamina 180 LE top-spec version comes as standard with a OneUp Components EDC tool integrated in the steerer tube – nice! Redefining the concept of speed Despite looking incredibly radical in its proportions when stationary, once you get on the saddle, the Pole Stamina feels surprisingly tame – at least for the first few metres. Considering the massive wheelbase (1,336 mm), super-slack head angle (63.5°) and the enormous reach of 510 mm (size L), once you sit on it, the bike doesn’t feel as huge as the numbers would suggest. With a nicely integrated riding position, the bike implements steering inputs willingly and accurately. As soon as you drop into the trail, one thing becomes clear: not only does the Stamina break all conventions, but it also has the potential to crush KOMs and induce a whole new kind of speed rush – and not just on challenging downhill tracks. With its generous rear end and aggressive geometry, the bike generates an insane amount of traction. During our test laps, we had to increase the tire pressure by around 0.2 bar, because the bike pushed us to carve through the corners with considerably more speed than expected, increasing forces that could have caused tires to burp or even pop off the rims at lower pressures. Size S M L XL Seat tube 400 mm 400 mm 420 mm 440 mm Top tube 570 mm 600 mm 630 mm 660 mm Head tube 110 mm 120 mm 120 mm 135 mm Head angle 63.5° 63.5° 63.5° 63.5° Seat angle 78.3° 78.3° 78.3° 78.3° Chainstays 455 mm 455 mm 455 mm 455 mm BB Drop 385 mm 385 mm 405 mm 425 mm Wheelbase 1,276 mm 1,306 mm 1,336 mm 1, 361 mm Reach 450 mm 480 mm 510 mm 540 mm Stack 636 mm 645 mm 645 mm 658 mm However, if you really want to exploit the full potential of the bike, you’ll have to adapt your riding style a little – especially when railing around corners. Comparing the Pole with a ‘conventional’ Enduro bike, we would say that the Stamina likes to be leaned over into the bend in typical ‘moto-style’. Furthermore, the bike benefits from an active riding style and conscious use of the suspension. In other words, you get a lot more out of the bike by actively weighting and unweighting the wheels. Once you get the hang of it, the Stamina feels agile and nimble, effortlessly carving through the tightest of corners, despite its unusual length. But since the active riding style also requires greater physical effort, describing the bike as playful would be a little far-fetched. The one drawback of the massive wheelbase becomes evident when you have to lift the rear wheel on very narrow trail sections – here the rear end tends to get stuck on the edge of the trail. However, this will likely only bother a handful of riders. The Stamina 180 opens up a whole new dimension of trail speed and literally makes the trees fly past you. Naturally, this also requires a great deal of concentration – we actually crashed a few times, simply because the sheer speed the bike develops is overwhelming at first. The Pole is extremely stable and sticks to the trail while inspiring huge amounts of confidence. This feeling is enhanced by the massive freedom of movement provided by the low top tube. The suspension filters out bumps sensitively but feels supportive and lively at the same time. The Pole is eager for airtime off ledges and jumps and offers good support through tight berms. All in all, the Stamina is well-balanced in corners and its long rear end always helps build enough pressure on the front wheel. If you like popping manuals out of corners, you’ll need a lot of strength though. We developed a deep respect for the Stamina 180 – it’s just brutally fast! Our test bike weighs a very reasonable 14.28 kg, no doubt aided by the light tires. The light weight combined with the steep seat angle and the resulting centred riding position allows for very capable climbing performance. The front wheel never threatens to lift off the ground which means that you can lean back, relax and still keep the bike on track. Only on very technical climbs on narrow trails do the massive wheelbase and the slack head angle affect the climbing performance of the Stamina. Note on our own behalf For this test, Pole provided a prototype frame which, in our opinion, still had a few minor issues. After talking to Leo and discussing them with him, he told us that he would revise the frame before sending the bike into production and provide all customers who had already bought the frame with an updated version. One of the problems with our test bike was the strut that connects the chainstay with the seat stay. This design causes the chain to rub against the brace and to hit the strut repeatedly. Furthermore, some dimensions are very tight and the prescribed tolerances and clearances are on the limit. These issues will be remedied in the production model. Our first conclusions on the new Pole Stamina 180 Since our test bike features a prototype frame and the final production bike will get some updates, it’s too early to draw final conclusions. What we can say, however, is that we’ve never come across an Enduro bike that generates this much downhill speed. Whilst the Stamina shifts your horizon on the way down, it is still a very decent climber. A true superbike for all riders aiming for maximum speed! Topsredefines the concept of speedextremely smooth and confidence inspiringstill “agile” and not at all sluggishFlopsfeels bulky in very tight trail sectionsloud chain slap with hard knockson our prototype, the chain grinds against the reinforcement brace (this should be fixed for the production model) Riding Characteristics 12Uphill 1sluggishefficientAgility 2cumbersomeplayfulStability 3nervousconfidentHandling 4unbalancedbalancedSuspension 5harshplushFun Factor 6plantedpoppyValue for money 7terriblevery goodTechnical DataPOLEStamina 180Size: S M L XLWeight: 14,28 kgTravel (f/r): 180/180 mmWheel Size: 29"Price: € 7,950Intended UseXC 8Trail 9Enduro 10Downhill 11 Mehr Infos findet ihr unter: polebicycles.com This article is from ENDURO issue #039ENDURO Mountainbike Magazine is published in a digital app format in both English and German. Download the app for iOS or Android to read all articles on your tablet or smartphone. 100% free! This scale indicates how efficiently the bike climbs. It refers to both simple and technical climbs. Along with the suspension, the riding position and the weight of the bike all play a crucial role.↩How does the bike ride and descend? How spritely is the bike, how agile is it through corners, how much fun is it in tight sections and how quickly can it change direction?↩Is the bike stable at high speeds? Is it easy to stay in control in demanding terrain? How composed is it on rough trails? Stability is a combination of balanced geometry, good suspension and the right spec.↩This is all about how balanced the bike is and particularly about how well it corners. Balanced bikes require little physical effort from the rider and are very predictable. If a bike is unbalanced, the rider has to work hard to weight the front wheel to generate enough grip. However, experienced riders can have a lot of fun even with unbalanced bikes.↩How sensitive is the suspension over small bumps? Can it absorb hard impacts and does it soak up repeated hits? Plush suspension not only provides comfort and makes a bike more capable, but it also generates traction. The rating includes the fork and the rear suspension.↩This aspect mainly comes down to the suspension. How much pop does it have, does it suck up the rider’s input or is it supportive, and how agile and direct is the bike?↩We don’t calculate value for money in an excel spreadsheet or based on how high-end a bike is specced. We are more concerned with how a bike performs on the trail and how the bike benefits the rider. What good are the best components if the bike doesn’t perform well on the trail? Expensive bikes with a lower-end spec can offer very good value for money – provided they excel where it matters. Just as supposedly cheap bikes with good components can get a bad rating if they don’t deliver on the trail.↩No, it’s not about racing, it’s about efficiency. Fast, fleet-footed and efficient – those who want to speed along flowy singletrack and gravel roads need a defined and spritely bike that accelerates with ease and efficiency. Nevertheless, reliable components are important too. We interpret XC more like the Americans do: big back-country rides instead of a marathon or XC World Cup with the ultimate in lightweight construction! Uphill-downhill ratio: 80:30 (not everything has to be 100%!)↩...also known as mountain biking. Classic singletrack with roots, rocks and ledges – sometimes flowy, sometimes rough. For this, you need a bike with good all-round qualities, whether climbing or descending. Uphill-downhill ratio: 50:50↩Even more extreme and challenging compared to Trail riding, riddled with every kind of obstacle: jumps, gaps, nasty rock gardens, ruts and roots. For this, you need (race)proven equipment that forgives mistakes and wouldn’t look out of place on a stage of the Enduro World Series. Climbing is just a means to an end. Uphill-downhill ratio: 30:70↩Strictly speaking, a 200 mm travel downhill bike is the best choice for merciless tracks with big jumps, drops and the roughest terrain. Those would be the black or double-black-diamond tracks in a bike park. But as some of the EWS pros (including Sam Hill) have proven, it’s the riding skills and not the bike that define what you can ride with it. Climbing? On foot or with a shuttle, please! Uphill-downhill ratio: 10:90↩You can find more info about our rating system in this article: Click here! ↩

The previous iteration of Scott’s Gambler first debuted in July 2012 and featured a radical-looking linkage-actuated single pivot. Back then, it also featured a bonkers stock 62-degree head angle that you could adjust with headset cups from 60 to 64 degrees, a high and low shock setting and chainstay length adjustment. The bike certainly set a new precedent with its adjustability and potential to grab headlines with its geometry figures — even compared to today’s bikes. Rad, red Maverick joins Juliana, and Santa Cruz Hightower gets an update Best cycle computer for 2019 | GPS cycle computers for riding, training, touring and navigation After a few years and several iterations that incrementally increased compatibility for 650b and 29-inch wheels, along with changes to the linkage, it became pretty clear more recently that the Gambler was up for a full refresh. Scott’s recent form shows great promise — the Spark, Genius and Ransom bikes all seem to be pleasing our testers, so we were all excited to see what they’d come up with for the new Gambler that we’ve seen Brendan Fairclough and the rest of the Scott team racing at world cups over the past year. 2020 Scott Gambler 900 Tuned frame details The graphics are simple and classy. Alex Evans The Tuned models in Scott’s range sit at the top end of the spectrum, normally made from the highest-tech carbon materials in a bid to create lightweight, maximum performance kit. The 900 bikes across Scott’s range usually come equipped with the plushest parts, too. So it’s safe to assume that the Gambler 900 Tuned is the range-topping, halo model. Stiffness was the objective What tech do you get, then? Both the front and rear triangles are made from carbon, as is the rocker link. The rocker link uses a traditional carbon layup that, Scott claims, weighs just 160g. The main frame is made using Scott’s Evolap layering technology, which it’s manipulated to generate what it claims is a perfect balance between stiffness and compliance. This balance is carefully generated by managing both lateral and torsional stiffness values. The idea is to maintain torsional stiffness along the bike’s length while being able to introduce lateral compliance that should, it claims, reduce rider fatigue. The latest iteration of the Gambler is the result of plenty of testing, and in a bid to investigate where the right sort of stiffness comes from, Scott built Gamblers in varying frame material configurations. The 900 Tuned Gambler tops the DH bike range. Alex Evans Scott’s findings revealed that a bike needs to be consistently stiff from front to back — if the rear end is particularly flexy, but the front is mega stiff, the bike will ride in an unruly way. But if the bike’s stiffness is uniform then the bike will corner and ride better. Scott says it worked hard to create a Goldilocks front to rear stiffness ratio after correlating bench testing with real-life feedback. That particular ratio is on a need to know basis though. The result is a bike that has boosted torsional stiffness with improved lateral compliance, or at least that’s what Scott claims. The other point it was keen to raise is that the bike’s compliance comes from its chassis — particularly the tubes and overall construction — not its pivots or pivot bearings. The chassis is easier to tune than a joint between two tubes, such as a pivot bearing. It decided to use double row bearings on the pivot that connects the seat and chainstays, and the pivot that attaches the seatstay to the linkage plate. This, it says, should help to improve the stiffness of the pivots. The suspension’s rocker is mega-light. Alex Evans Thanks to the bike’s overall construction Scott was keen to point out that, unlike some other bikes on the market and the previous Gambler, you don’t have to ride it to within an inch of its life to get the most from it — it’s just as happy cruising as it is being pummeled downhill over the gnarliest terrain by Brendan Fairclough. Proprietary chain device and bash guard The chain device’s mounts have rubber to help reduce shock transfer from impacts into the frame. Alex Evans In a bold but totally understandable move, Scott has decided to ditch the ISCG05 chain device mounting standard with the aim of having more freedom to design the best, strongest and stiffest chainstay to main frame link, shedding weight and not being constrained by the nature of where the mounting holes need to be. Normally, an engineer is forced to reduce the main pivot’s width and then shape the chainstay tube around the ISCG05 mounts, but not so with this proprietary design. The chain device is designed to be run with 32-, 34- or 36-tooth chainrings only. The bash guard is not mounted using a tradition ISCG05 system, instead using Scott’s own method. Alex Evans Scott was also keen to point out that it’s not designed and isn’t trying to implement a new standard here — the chain device and mounting system are bespoke for the new Gambler, so don’t expect to see it popping up on any other manufacturer’s bikes. Doing away with the in-frame threads that add considerable weight to the bike, Scott’s new chain device mounts using rubber shock absorbers that should reduce shock transmissions to the frame. As a bonus, it’s possible to remove the chain guide without taking the cranks off or having to creep an Allen key through the holes in the chainring. The chain guide attaches to the bike using the main pivot. Alex Evans The other key benefit is that the main pivot has been made as wide as possible, which should help the bearings to last for longer and make the pivot stiffer. Scott claims that the whole system weighs 113g. It was also very keen to point out that the chain device and its parts are going to be readily available from Scott’s website and retailers for a yet to be confirmed price. Flip chip geometry adjustment and wheelbase options The new Gambler has an impressive array of geometry adjustment options. There are four different shock mounting points: a high and low mode and more and less progressive modes that can be used in both bottom bracket height settings. Scott’s tuning guide has details on which settings are suitable for which tracks. It’s also possible to adjust the bike’s wheelbase thanks to two positions on the chainstay for the rear wheel, and Scott says you can use both short and long settings with 29- and 27.5-inch wheels. The 900 Tuned Gambler comes with a +/- 1-degree headset cup so you can further adjust the geometry, and a plus 15mm stack bottom headset cup if you want to run 27.5-inch wheels to reclaim some of the lost height that you get from changing to 650b from 29-inch hoops. The devil is in the detail You also get an integrated carbon down tube protector, internally-routed cables, fork bump stops and driveside chain and seatstay protection to help reduce noise. The integrated down tube protector is a nice touch. Alex Evans 2020 Scott Gambler 900 Tuned geometry Head tube angle: 62.9 degrees (low setting) / 63.2 degrees (high setting) Head tube length: 110mm/4.3in Horizontal top tube: 621mm/24.4in (low setting) / 618.9mm/24.4in (high setting) Standover: 712.1mm/28in (low setting) / 705.8mm/27.8in (high setting) Bottom bracket height: 345.4mm/13.6in (low setting) / 342.6mm/13.5in (high setting) Wheelbase: 1,270mm/50in (low setting) / 1,272.8mm/50.1in (high setting) Seat angle: 63.8 degrees (low setting) / 64.2 degrees (high setting) Chainstay: 438.7mm/17.3in (low setting) / 435mm/17.1in (high setting) Reach: 460.4mm/17.3in (low setting) / 465mm/18.3in (high setting) Stack: 633.5mm/24.9in (low setting) / 631.3mm/24.9in (high setting) *All geometry figures for size large. Low setting for 29-inch wheel. High setting for 27.5-inch wheel. Thanks to the bike’s flip chip, wheelbase adjustment and the headset cups, it’s possible to modify the bike’s geometry. The standard bike’s figures look good, too, and it’s nice to see a long wheelbase figure, a solid reach number and relatively long chainstays that can be made longer. The yellow pops! Alex Evans Seat angle issues Scott has increased the seat angle on the small and medium bikes to help smaller riders use bigger wheels. It thought that the biggest issue smaller riders had with running 29-inch wheels was that they couldn’t get the seat low enough without it buzzing the tyre. Scott’s solution to this problem is neat — essentially the seat has been moved forward away from the rear tyre by increasing the seat tube angle by three degrees on the smaller-sized bikes. The stubby seat helps to reduce contact with the back tyre at full suspension compression if you run your seat particularly low. Alex Evans Scott has also designed a custom saddle for the bike that should help to reduce tyre buzz even more. The seat’s rear has been made much shorter to help shorter people feel at home on big wheels. The seat is specced on the Gambler but will feature on the Ransom soon and will be available as an aftermarket purchase in the not too distant future for €99.90 — international pricing TBC. 2020 Scott Gambler 900 Tuned suspension The Fox X2 DH shock uses a coil spring and is highly tuneable. Alex Evans The most notable change to the Gambler is its silhouette — gone is the intricate linkage of the old bike. It has been replaced with a Horst link system that has the same look and technology as the rest of Scott’s full suspension lineup. With the ultimate aim of reducing anti-rise numbers (how much the bike’s suspension squats under braking, effectively countering the forward motion of your mass and preserving your bike’s geometry) compared to the old Scott Gambler, the engineers at Scott settled on the Horst-link design that, in this configuration, produces around 40 to 50 percent anti-rise. The most notable benefit of lower anti-rise is more active suspension under braking, which in theory helps improve control. Some people disagree with this statement, saying that it’s better to preserve the bike’s geometry and sacrifice suspension performance under braking because it makes the bike more predictable and reduces the feeling of being pitched forward. The two trains of thought are at odds with one another, but Scott clearly believes that lower anti-rise numbers are better — the old Gambler had a high figure (around 100 percent), while the new one is reduced. It has a striking yellow paint job that could be seeing its way on to all of Scott’s Tuned mountain bikes. Alex Evans The Horst-link system, it says, is also easy to tune and is structurally efficient, providing a stable and stiff rear end. It did experiment with high pivot points, and given how popular they’ve become in recent times we don’t blame Scott. Its research concluded that the benefits of a high pivot don’t outweigh the pitfalls of designing the system. Plus, high pivot bikes generate high levels of anti-rise, something Scott wanted to avoid. The flip chip lets you change BB height and how progressive the suspension is. Alex Evans The adjustable progression rate that’s dictated by the flip chip’s position changes the bike’s progression from 30 percent in the more linear mode to 35 percent in the most progressive mode. The progression curve is virtually straight for both settings so it makes the shock easier to tune — there are no abrupt changes to the bike’s inherent kinematic. To top it off, if you change the bottom bracket setting from high to low the progression rates remain virtually identical. This also means Scott was able to opt for a coil shock that’s inherently more linear than an air-sprung equivalent. 2020 Scott Gambler 900 Tuned specifications and pricing The Fox 49 fork is a DH stalwart. Alex Evans Frame: Carbon front and rear, Horst-link suspension, adjustable geometry, 12x157mm dropout, BB107, 27.5- and 29-inch wheels compatible Fork: Fox 49 Factory, 203mm travel, Kashima stanchions, GRIP2 damper, 20mm Boost axle Rear shock: Fox DH X2 Factory, 225x75mm, 500lbs spring (size large) Headset: Syncros DH adjustable +/- 1-degree Rear mech: SRAM X01 DH 7-speed Shifter: SRAM X01 7-speed Brakes: SRAM Code RSC, 200mm rotors (front and rear) Cranks: SRAM X01 DUB, 34-tooth chainring, 165mm arm length Chain device: Scott DH custom Bottom bracket: SRAM DUB MTB107 Handlebar: Syncros Hixon iC DH carbon, 15mm rise, 8-degree sweep, 800mm wide Seatpost: Syncros DH1.5, 31.6 diameter Seat: Syncros Comox 1.5, titanium rails Chain: KMC X11-1 Cassette: SRAM CS PG-720 DH 11-25 teeth Tyres: Maxxis Assegai 29X2.5-inch, Kevlar bead, DH, TR, 3C Maxx Grip Wheels: Syncros Revelstoke DH1.5, 32 spoke, tubeless ready Weight: 15.7kg / 34.61lb (size large, without pedals, actual weight) Price: €7999 The Hixon bar’s shape looks good to us. Alex Evans The all-in-one Hixon bar and stem certainly look the part. Alex Evans The bar and stem might not be to everyone’s taste though. Alex Evans The front end of the bike looks purposeful. Alex Evans The Hixon stem has an effective 50mm length. Alex Evans The X01 DH cranks are fitted with SRAM’s new rub protector. Alex Evans The 7-speed X01 DH mech is sturdy and compact. Alex Evans SRAM’s Code brakes have exceptional power. Alex Evans You’ll find stopping a doddle with the SRAM Code brakes and 200mm rotors. Alex Evans The integrated Syncros fender is tidy and well-designed. Alex Evans The mounting points on the back of the fork’s arch line up with the fender’s holes. Alex Evans The Greg Minnaar-designed Assegai tyres are a favourite among racers. Alex Evans The Syncros wheels are DH-specific but aren’t made from carbon like the bike’s frame. Alex Evans They’re tubeless-ready so you can run DH-casing tyres without the weight penalty of tubes. Alex Evans The 900 Tuned model is dripping in the best, latest and highest performing kit around that includes the fantastic 29er Fox 49 fork with the GRIP2 damper, a matching Fox X2 DH rear shock that, like the fork, boasts high- and low-speed compression and rebound adjustment and a thoroughbred selection of SRAM X01 DH drivetrain kit. You also get DH-casing tyres and a smattering of Syncros (Scott’s in-house component manufacturer) parts including seatpost, wheels, bar, stem and saddle. The all-in-one Hixon iC DH bar and stem combo is quite the looker and as an aftermarket product will set you back €349.90. The one-piece system is seen across Scott’s mountain bike and road range under different monikers and it’s interesting to see one on a DH bike. Scott openly admits that it’s a love it or hate it affair. There’s a lack of bar roll adjustment, so if you’re into freaky angles it might not be the one for you. Syncros has made an integrated front mudguard for the Fox 40 fork that looks incredibly sleek and is compatible with both 27.5- and 29-inch wheeled versions of the fork. The fender will be available to buy aftermarket for €19.90. 2020 Scott Gambler 900 Tuned frame kit The integrated fork bumper acts as the internal cable routing port Alex Evans A frame kit of the 900 Tuned version is available and is supplied with headset cups, geometry and suspension kinematic adjustment and chain device. It doesn’t come with the Hixon bar or Fox 49 fork, however. The integrated, internal cable routing looks smart Alex Evans The frame kit retails for €4,199 including shock. The bike will be available to buy in shops from mid-November 2019.