The Pivot Firebird 29 makes a compelling case for us to sell our kidneys to buy one. But before making an appointment with a shady backstreet doctor, you should read our review – this bike is not for everyone! For an overview of the test fleet head to: The best enduro bike you can buy Pivot Firebird 29 Team XX1 | 170/162 mm (f/r) | 13.66 kg | € 10,899 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Eddie Masters had some notable successes in the EWS onboard the Pivot Firebird 29 last year. Pivot designed this looker of a bike to take on the roughest trails, equipping it with a plush 162 mm of travel at the rear and a 170 mm travel fork. As with all of Pivot’s full suspension bikes, it relies on DW-Link suspension kinematics and the overall quality and finishing is superb. From the cable guides to the chainstay protector, the attention to detail on this bike is impeccable! However, for the hefty price tag of €10,899, you wouldn’t expect any less. That price also means that Pivot specs this bike with only the finest parts. The SRAM XX1 Eagle drivetrain, FOX Factory suspension and Reynolds carbon wheels with Industry Nine hubs are enough to make our palms sweat. We were less thrilled with the weak SRAM Guide Ultimate brakes. However, for next year, Pivot is speccing the more powerful SRAM CODE RSC. We weren’t fans of the PadLoc grips either. The soft compound results in the handling feeling a bit vague. The Pivot Firebird 29 Team XX1 in detail Fork FOX 36 Factory GRIP 2 170 mm Shock Fox Float X2 Performance 162 mm Brakes SRAM CODE RSC Drivetrain SRAM XX1 Eagle Seatpost Kind Shock LEV INTEGRA 150 mm Stem Phoenix Team Enduro 45 mm Handlebar Phoenix Team Carbon 800 mm Wheels Reynolds Blacklabel Enduro/Industry Nine Tires MAXXIS Minion DHF/DHR II 29″ x 2.5″/2.4″ Weight 13.66 kg Price € 10,899 Well protectedNot only the chainstays but also the seat stays are effectively protected on the Firebird 29, making for a very quiet bike. Wide and stiffPivot relies on their own Super Boost standard for the rear axle. Unfortunately, this leads to wheel compatibility issues. We also found the increased stiffness to be more of a disadvantage because it makes for a harsher more fatiguing ride on the descents. More sag = more performanceThe suspension of the Firebird 29 is very progressive and offers plenty of mid-stroke support. We found a sag setting of 30% ideal to use the travel effectively. ImprovedIn the past, the rear linkages on Pivot’s bikes’ tended to get scratched, as small stones jammed between the rocker link and the frame. The new protective cover helps solve the problem. The geometry of the Pivot Firebird 29 Size S M L XL Seat tube 394 mm 424 mm 457 mm 495 mm Top tube 594 mm 625 mm 648 mm 671 mm Head tube 95 mm 105 mm 115 mm 125 mm Head angle 65° 65° 65° 65° Seat angle 74.5° 74.5° 74.5° 74.5° Chainstays 429 mm 429 mm 429 mm 429 mm Wheelbase 1186 mm 1217 mm 1242 mm 1265 mm Reach 429 mm 455 mm 475 mm 495 mm Stack 605 mm 612 mm 622 mm 633 mm Helmet Fox Rampage | Goggle 100% | Jersey Mons Royale Redwood ¾ Raglan Tee | Shorts Giro Venture Shorts II | Knee pads ION K-Pact googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); The Pivot Firebird 29 Team XX1 on the trail width of 157 mm. This decision has allowed Pivot to design the bike with extra short chainstays. However, that limits the choice of wheels, with 148 mm hubs not being compatible, and we found the wheels fitted quite harsh.. You’ll immediately feel the effect of the short, stiff rear end on the trail. It’s easy to launch the Pivot off of ledges and the steering is lightning fast and very direct. However, the Firebird has to be ridden actively to generate have enough traction on the front wheel – those who don’t will not be able to realise its full potential. The rear suspension performs brilliantly, supportive in the mid-stroke with a lot of progression towards the end. For this reason, you should ride the bike with at least 30% SAG. With the suspension set up that way, the Pivot stays firmly planted on the trail at high speeds and stays composed. In demanding terrain, you can feel the immense stiffness of the frame and the wheels. Some riders will like it, but it will tire you out quicker on rough downhill runs, making the bike less comfortable overall. With the saddle pushed forward, the rider’s position on the Pivot is nicely central and the rear suspension remains relatively neutral while pedalling. Combined with the light wheels, this helps take the sting out of long climbs. Bergauf sitzt man mit nach vorn geschobenem Sattel angenehm zentral auf dem Pivot und der relativ antriebsneutrale Hinterbau mit den leichten Laufrädern nimmt auch langen Uphills den Schrecken. Let’s get loose! With the Pivot, you can really get on the gas – provided you know what you are doing. Tuning tip: More powerful brakes | Less stiff wheels Conclusion The pivot Firebird 29 is a bike with character. It quickly responds to input from the rider and comes to life with an active riding style. With its long front end and plush suspension, it is made for tough, demanding trails. But the short, stiff rear end combined with the stiff carbon wheels can be quite punishing, demanding a very active riding style. TopsCapable rear suspension Poppy Beautiful finishFlopsDemands an active riding style in corners Very stiff chassis Expensive UphillDownhillStabilityAgilityValue for money For more info head to: pivotcycles.com For an overview of the test fleet head to: The best enduro bike you can buy All bikes in test: Bold Unplugged | Canyon Strive CFR 9.0 Team | Commencal META AM 29 SIGNATURE ORANGE | Giant Reign Advanced 0 | Lapierre Spicy Team Ultimate | Nukeproof Mega 275c RS | Orbea Rallon M-LTD I9 | Pole Machine EN | Santa Cruz Nomad CC | Scott Ransom 900 Tuned | Specialized S-Works Enduro 29 | Trek Slash 9.9 | YT Capra 29 CF PRO Race The post Pivot Firebird 29 Team XX1 review appeared first on ENDURO Mountainbike Magazine.

What does the Specialized S-Works Enduro 29 have in common with a Porsche 911? Both are classics you’ll easily recognise by their silhouette, and they both come with a hefty price tag. Can the Enduro also keep up with the performance of a Porsche? For an overview of the test fleet head to: The best enduro bike you can buy Specialized S-Works Enduro 29 | 160/160 mm (f/r) | 14.00 kg | € 9,799 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); At first glance, little has changed on the Specialized Enduro over the years. The silhouette of the bike has stayed virtually unchanged for years, but Specialized has improved the details year after year, making small improvements every time. In the latest version, the top-end model comes with FOX Factory suspension instead of Öhlins components. You can adjust the geometry of the Enduro via a flip-chip on the shock mount, but we kept it in its standard slack setting. The spec of the Enduro gave us almost no reason for complaint. The SRAM XX1 Eagle drivetrain and CODE RSC brakes perform without fault. The lightweight Roval carbon wheels are great for day-to-day riding, but it’s almost a shame to hammer them through bike parks. Specialized’s in-house cockpit fits nicely in terms of ergonomics, but unfortunately, the chunky looking stem doesn’t do the bike justice. Our test riders also criticised the Command Post WU dropper post. Although it features a complex mechanism for dropping the back of the saddle, the adjustment range is too small in practice and there is quite a lot of play in the system. The Specialized brand tires convinced us with plenty of grip and low rolling resistance. One of our favourite features is still the SWAT box, letting you store all your trail essentials in the downtube. The Specialized S-Works Enduro 29 in detail Fork FOX 36 FLOAT Factory 160 mm Shock FOX X2 Factory 160 mm Brakes SRAM Code RSC Drivetrain SRAM XX1 Eagle Seatpost Command Post Wu 125/150 mm Stem Specialized Trail 50 mm Handlebar Specialized Carbon 800 mm Wheels Roval Traverse SL 29″ Tires Specialized Butcher GRID 2.6″ Weight 14.00 kg Price € 9,799 Very progressiveIn combination with the FOX FLOAT X2 with its new bottom-out protection, the rear end of the Enduro 29 is very progressive. This makes it difficult to effectively use all of the available travel. Too little“Good idea, bad execution” is our conclusion about the Specialized Command Post WU dropper post. The mechanism for lowering the back of the saddle increases the length of the seat post with less adjustment range. Beauty and The BeastWe immediately fell in love with the integrated tool in the steerer tube, but not the chunky stem. A reason to buy itTo us, the Specialized SWAT box is a revelation. The practical storage compartment makes it unnecessary for you to carry a backpack, so it has an indirect effect on the riding experience. The geometry of the Specialized S-Works Enduro 29 Size S M L XL Top tube 559 mm 584 mm 611 mm 637 mm Head tube 95 mm 95 mm 110 mm 125 mm Head angle 66° 66° 66° 66° Seat angle 76.7° 76.7° 76.5° 76.3° Chainstays 433 mm 433 mm 433 mm 433 mm BB hight 354 mm 354 mm 354 mm 354 mm Wheelbase 1165 mm 1190 mm 1218 mm 1245 mm Reach 415 mm 440 mm 462 mm 483 mm Stack 606 mm 606 mm 619 mm 633 mm Helmet Fox Rampage | Goggle 100% Accuri | Jacket ZIENER EFEN MAN | Shorts Alpinestars Sight Pants The Specialized S-Works Enduro 29 on the trail As with all of Specialized’s bikes, the Enduro hardly takes any getting used to when riding it for the first time. After only a few meters everything feels totally familiar and the handling is intuitive and easy to control through corners. From narrow, winding sections to drawn out berms, you can ride it all as if the bike were on rails and without much effort. Even quick direction changes are easy on the Enduro. As the rider, you feel very integrated with the bike, inspiring you with confidence. The suspension of the Enduro 29 is almost as firm as that of a Porsche 911. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); However, the suspension is rather firm with a lot of progression, which limits its potential. The Enduro lets you quickly reach a certain speed, but if you want to go any faster, the bike becomes challenging to handle. It’s a lot of fun for day to day riding, but racers and those looking for pure speed will get annoyed. Going uphill, the Specialized has no real weak points. Although the seat tube angle could be a bit steeper, if you push the saddle forward, you’ll comfortably be able to master even long climbs. Here the bike easily scores with the acceleration of its light wheels. Tuning tip: Swap seat post | Tougher BLK DMND casing tires Conclusion Having fun comes first with the Specialized Enduro. With its agile handling and progressive suspension, it rides very directly and turns every trail into a massive playground. However, it does have a few weak points in fast, demanding terrain as well as in the componentry spec. Like a Series 911, it’s sexy and fast, but better suited to daily riding rather than the real racetrack. TopsAgile, playful handlingProgressive suspension with a lot of popSWAT box is just awesomeFlopsLess capable in rough terrainToo little travel on the dropper UphillDownhillStabilityAgilityValue for money For more info head to: specialized.com For an overview of the test fleet head to: The best enduro bike you can buy All bikes in test: Bold Unplugged | Canyon Strive CFR 9.0 Team | Commencal META AM 29 SIGNATURE ORANGE | Giant Reign Advanced 0 | Lapierre Spicy Team Ultimate | Nukeproof Mega 275c RS | Orbea Rallon M-LTD I9 | Pivot Firebird 29 Team XX1 | Pole Machine EN | Santa Cruz Nomad CC | Scott Ransom 900 Tuned | Trek Slash 9.9 | YT Capra 29 CF PRO Race The post Specialized S-Works Enduro 29 2019 review appeared first on ENDURO Mountainbike Magazine.

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

The all-new Lapierre Spicy Team Ultimate hasn’t got it easy. It’s got really big shoes to fill with its predecessor delivering an outstanding package. With 29″ wheels, new geometry and cleverly integrated tools, the new model promises to be even better. We were itching to try it out! For an overview of the test fleet head to: The best enduro bike you can buy Lapierre Spicy Team Ultimate | 160/160 mm (f/r) | 14.56 kg | € 5,999 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); The first improvement is clear from the very first glance at the new Lapierre Spicy: the shape. Gone are the days of the hump in the top tube – the straight lines of the new design look a lot cleaner. Depending on the frame size, Lapierre specs either 27.5 “(S and M) or 29” (M, L, XL) wheels. The French brand also adapts the contact points to suit the rider and the flex of the frame is designed to be tailored to the respective frame size. One of our highlights has to be compartment Lapierre created under the bottle bosses on the down tube with enough storage space for tools and a tube. The top model Spicy Team Ultimate we tested is priced at € 5,999 and comes with a good choice of components. The suspension consists of a RockShox Lyrik RCT3 fork and a Super Deluxe coil shock and shifting is handled by a SRAM X01 Eagle drivetrain. The reliable DT Swiss EX 1501 SPLINE ONE wheels are fitted with very grippy and puncture resistant Michelin Wild Enduro tires. Unfortunately, the SRAM Guide RSC brakes aren’t powerful enough for a bike of this calibre. The Lapierre Spicy Team Ultimate in detail Fork RockShox Lyrik RCT3 160 mm Shock RockShox Super Deluxe Coil RCT 160 mm Brakes SRAM Guide RSC 200/200 mm Drivetrain SRAM X01 Eagle Seatpost LP 7075 Dropper 150 mm Stem LP FULL CNC 35 mm Handlebar Race Face SixC Carbon 785 mm Wheels DT Swiss EX 1501 Spline Tires Michelin Wild Enduro 29″ x 2,4″ Weight 14.56 kg Price € 5,999 Big trunkThere is enough space for a spare tube and small tools in the compartment under the down tube. Top!The rear suspension of the Lapierre gives plenty of feedback and doesn’t wallow in compressions while effectively ironing out trail chatter. UnderpoweredThe SRAM Guide brakes lack power and reliability on long downhills. CODEs should be mandatory on an Enduro bike. GrippyThanks to the soft rubber compound, good damping properties and a sturdy casing, the Michelin Wild Enduro offers plenty of grip. A real insider tip! The geometry of the Lapierre Spicy Team Ultimate Size S (27,5″) M (27,5″) M (29″) L (29″) XL (29″) Seat tube 400 mm 430 mm 430 mm 460 mm 500 mm Top tube 573 mm 607 mm 610 mm 639 mm 668 mm Head angle 90 mm 105 mm 105 mm 120 mm 135 mm Head angle 64.5° 64.5° 65 65° 65° Seat angle 75° 75° 74.5° 74.5° 74.5° Chainstays 425 mm 425 mm 433 mm 433 mm 433 mm BB hight 15 mm 15 mm 28 mm 28 mm 28 mm Reach 415 mm 445 mm 440 mm 465 mm 490 mm Stack 602 mm 615 mm 622 mm 636 mm 649 mm Helmet 100% Aircraft | Goggle 100% Accuri | Jersey Mons Royal Icon T-Shirt | Shorts iXS ASPER SHORTS | Knee pads ION K-Pact | Shoes ION Rascal googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); The Lapierre Spicy Team Ultimate on the trail You shouldn’t be in a hurry when you’re climbing on board the Lapierre. This is partly due to the slow rolling tires. Moreover, without the climb switch engaged on the shock, the rear end bobs while pedalling. The sitting position is somewhat tail-heavy too. Once at the top, the bike rewards the rider for all their efforts. Descending, you’ll immediately feel at home on the bike. The weight distribution of the 14.56 kg trail-rocket is spot on, and in combination with the low centre of gravity of the shock, its handling feels balanced and intuitive. The Spicy responds to steering inputs with precision, and even when you’re at the limit, the bike stays extremely predictable. The rear suspension is not quite as plush as the other coil shock suspensions in the test field, but it responds sensitively while also offering a lot of pop and support through compressions. As a result, the Lapierre is quick to pick up momentum and directly transfers the rider’s every input. The RockShox Lyrik RCT3 fork is not quite as sensitive as the RC2 version we would have preferred to see on the bike. The mix of agility and composure is excellent and the Lapierre wasn’t once phased by the steepness of a trail or the roughness of the terrain. The Michelin Wild Enduro tires also impressed our test team, providing excellent grip and damping on all kinds of surfaces. Get on and go – you won’t need any time to get used to the Spicy! Tuning tip: More powerful brakes | Possibly a slightly longer stem (45-50 mm) Conclusion The all-new Lapierre Spicy Team Ultimate is a superb Enduro bike that looks great on any downhill terrain. The biggest strengths of the Spicy are its balance, the rear suspension and the good-natured handling. Unfortunately, the clever integration of tools can’t hide the mediocre climbing performance and the flaws in the componentry spec. Too bad, the base for this bike is awesome! TopsVery balanced in cornersPerfectly tuned rear suspensionClever tool integrationFlopsSeat tube angle too slack for climbingBrakes lack power UphillDownhillStabilityAgilityValue for money For more info head to: lapierrebikes.com For an overview of the test fleet head to: The best enduro bike you can buy All bikes in test: Bold Unplugged | Canyon Strive CFR 9.0 Team | Commencal META AM 29 SIGNATURE ORANGE | Giant Reign Advanced 0 | Lapierre Spicy Team Ultimate | Nukeproof Mega 275c RS | Orbea Rallon M-LTD I9 | Pivot Firebird 29 Team XX1 | Pole Machine EN | Santa Cruz Nomad CC | Scott Ransom 900 Tuned | Specialized S-Works Enduro 29 | Trek Slash 9.9 | YT Capra 29 CF PRO Race The post Lapierre Spicy Team Ultimate 2019 review appeared first on ENDURO Mountainbike Magazine.

The Canyon Strive has long been one of the most popular Enduro bikes on the market, but as time has passed, it has started to become outdated. Now, there is a new version with 29 “wheels, revised geometry and an improved Shapeshifter – is that enough to position the Strive back at the top? For an overview of the test fleet head to: The best enduro bike you can buy Canyon Strive CFR 9.0 Team | 170/150 mm (f/r) | 14.26 kg | € 5,499 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); At first glance, the new Canyon Strive CFR doesn’t look revolutionary. The frame shape is similar to that of its predecessor and the new Shapeshifter is neatly hidden in the rocker link. But if you look closely, you will recognise that besides the larger 29″ wheels, the geometry has undergone quite a few changes. As we’ve come to expect from Canyon, the Strive’s componentry is top notch. The Team model we tested has 150 mm of travel at the rear and 170 mm in the front. The RockShox suspension consists of a Super Deluxe shock and a Lyrik RC2 fork. Canyon will only be offering carbon fibre frames, but you have a choice between two different fibre grades. There are four models based on the more entry-level CF frame and two specced with a 300g lighter CFR frame. The two CFR models are fitted with 170mm travel forks, while the others have 160 mm travel. Prices for the new Strive starts at € 2,999 – the price of our test bike is € 5,499. The Canyon Strive CFR 9.0 Team in detail Fork RockShox Lyrik RC2 170 mm Shock RockShox Super Deluxe RCT3 150 mm Brakes SRAM Code RSC Drivetrain SRAM X01 Eagle Seatpost RockShox Reverb Stealth 150 mm Stem Canyon G5 45 mm Handlebar Canyon G5 CF 780 mm Wheels Mavic Deemax Pro 29″ Tires MAXXIS Minion DHR 2.4″ Weight 14.26 kg Price € 5,499 More intuitiveIn the past, it took practice and a little skill to switch between modes. With the new Shapeshifter all you’ve got to do is press the respective lever for descending and climbing. The Shapeshifter will automatically switch to the desired mode at the next opportunity. FittingThe in-house Canyon G5 cockpit suits the overall concept of the bike perfectly. The stem is the right length (40 mm) and the width of the handlebar is spot on (780 mm). Carbon onlyThe frame of the all-new 2019 Canyon Strive 29 will only be available in carbon, coming in two different fibre grades, and for 29ers only. Finally!!Canyon fans have been waiting for 29″ wheels on the Strive for a long time! We also have to praise the brand from Koblenz choosing to spec the extremely grippy MaxxGrip variant for the front tire. The geometry of the Canyon Strive CFR 9.0 Size S M L XL Seat tube 400 mm 440 mm 455 mm 500 mm Top tube 600 mm 627 mm 660 mm 695 mm Head tube 95 mm 100 mm 110 mm 130 mm Head angle 66°/67.5° 66°/67.5° 66°/67.5° 66°/67.5° Seat angle 73.5°/75° 73.5°/75° 73.5°/75° 73.5°/75° Chainstays 435 mm 435 mm 435 mm 435 mm BB hight 336 mm 336 mm 336 mm 336 mm Wheelbase 1169 mm 1196 mm 1230 mm 1268 mm Reach 415 mm 440 mm 470 mm 500 mm Stack 626 mm 631 mm 640 mm 658 mm Helmet Giro Switchblade MIPS | Goggle 100% Accuri | Jersey Troy Lee Designs Sprint Jersey | Short Troy Lee Designs Ruckus The Canyon Strive CFR 9.0 Team on the trail In times of increasingly extreme geometries, the brand new Strive could almost be mistaken for old-school. The head angle of 65.5° (with a 170 mm fork) is on the steeper side and the reach of 470 mm (Size L) isn’t particularly long. Striking, however, is the high stack of 640 mm, in part due to the very low BB which has a drop of 36 mm. The new Shapeshifter now has two levers allowing you to activate either climb or descend mode. Once you’ve selected the mode, a check valve ensures the bike automatically changes to that mode at the next available opportunity. In climbing mode, the bottom bracket is raised, the rear travel is reduced to 135 mm and the seat and head tube angles are steepened by 1.5°. Once you’ve adjusted the saddle forward a bit, the climbing position is very balanced, making the Strive climb efficiently. Thanks to short, 165 mm cranks, you’ll be unlikely to clip your pedals on roots or rocks on technical climbs and the reduced travel of the rear suspension remains active on all terrain, generating a lot of traction. Always in control – the Strive is extremely predictable. The bike accelerates quickly, allowing you to pop over obstacles easily. Going downhill, you’ll feel nicely integrated with the bike, with enough traction on both wheels without having to shift your weight around too much. That even weight distribution makes it easier to ride open corners, but as the terrain becomes steeper and more challenging, the Strive really comes into its element. It offers plenty of reserves despite the relatively short amount of rear travel, scoring with a high degree of composure as well as agility. If you have to correct your line through a rock garden or spontaneously decide to hit the high line into the next corner, the Canyon responds directly to your steering input without any nervousness. The rear suspension is very effective, willingly soaking up large obstacles. It’s not quite as sensitive as the best in the test field, but it is very poppy, and thanks to the excellently tuned progression in the kinematics, the 150 mm of available travel feels like significantly more. Tuning tip: Swap the saddle! googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); Conclusion The new, 2019 Canyon Strive CFR 9.0 offers the best overall package in this group test. It excels on the descents with very balanced handling and loads of reserves, yet it remains extremely agile and precise. Not only will it instil you with confidence, but it is tons of fun and climbs efficiently to boot. If what you’re looking for is the perfect Enduro bike for every type of track, you will find it here! Best in Test! TopsConvincing performance on every trailVery balanced handlingSimultaneously fun and composedTop spec at a fair priceFlopsUsing the Shapeshifter takes some getting used toSeat tube angle could be steeperUncomfortable and super slippery saddle UphillDownhillStabilityAgilityValue for money For more info head to: canyon.com For an overview of the test fleet head to: The best enduro bike you can buy All bikes in test: Bold Unplugged | Commencal META AM 29 SIGNATURE ORANGE | Giant Reign Advanced 0 | Lapierre Spicy Team Ultimate | Nukeproof Mega 275c RS | Orbea Rallon M-LTD I9 | Pivot Firebird 29 Team XX1 | Pole Machine EN | Santa Cruz Nomad CC | Scott Ransom 900 Tuned | Specialized S-Works Enduro 29 | Trek Slash 9.9 | YT Capra 29 CF PRO Race The post Canyon Strive CFR 9.0 Team 2019 review appeared first on ENDURO Mountainbike Magazine.

Orbea gives the rider a lot of options with the Rallon M-LTD. The custom configurator gives you your choice of colour and componentry. We received a bike with a beautiful custom ENDURO paint job and a top-end spec for this group test, but sometimes less might actually be more! For an overview of the test fleet head to: The best enduro bike you can buy Orbea Rallon M-LTD I9 | 160/150 mm (f/r)| 14.18 kg | € 8,899 googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Those who have a hard time making decisions shouldn’t even look at the Orbea Rallon. You can configure the paint job in whatever combination you can think of using Orbea’s online configurator, giving you several million options, for free! But even with Orbea’s preconfigured colours, the Rallon looks really good. The asymmetric frame with its defined lines is a feast for the eyes. The top-end version of the bike we tested costs a whopping € 8,988 but leaves almost nothing to be desired. It comes with high-end ENVE M730 wheels, FOX Factory suspension consisting of a 36 FLOAT GRIP2 fork and a FLOAT X2 shock, and a SRAM XX1 gold drivetrain. Component porn wherever you look! The only negative is the Crankbrothers Highline dropper post, which was very hard to operate from the get go. Due to the relatively short seat tube, riders should be able to size up or down depending on personal preference. We received the bike in size XL for our test (our riders are all about 180 cm tall), but we’ve ridden a size L in the past. The Orbea Rallon M-LTD 19 in detail Fork FOX 36 FLOAT Factory GRIP2 160 mm Shock FOX X2 Factory 150 mm Brakes SRAM Code RSC Drivetrain SRAM XX1 Eagle Seatpost Crank Brothers Highline 150 mm Stem Race Face Turbine R 50 mm Handlebar Race Face Next R 800 mm Hubs/Rims DT Swiss 240/ENVE M730 Tires MAXXIS Minion DHF/Aggressor 2.5″ Weight 14.18 kg Price € 8,899 Better than coilIn the past, we tested the Rallon with a DHX2 coil shock. With the coil shock, the rear suspension didn’t recover quick enough from quick successive hits. With the air shock, we never had this problem, though it isn’t as plush as the coil version. Too shortThe chainstay protector is too short. Although the frame is protected at the front, we would have preferred a slightly longer version for added protection. AnnoyingUnfortunately, the internally routed cables aren’t wrapped in foam like they usually are, which resulted in noisy rattling. PracticalOrbea’s storage bag is big enough for a spare tube. It fixes securely to the frame and is a much neater alternative to tape or a strap. Get low!Riding an XL frame, we felt better on the bike with the flip-chip in the X-Low setting. Due to the lower bottom bracket, you’ll feel more integrated with the bike and you won’t be pulled to the front as much in steep downhill terrain. The geometry of the Orbea Rallon M-LTD 19 Size SM LG XL Seat tube 406 mm 444 mm 483 mm Top tube 583 mm 611 mm 644 mm Head tube 100 mm 110 mm 125 mm Head angle 65°/65.5° 65°/65.5° 65°/65.5° Seat angle 76° 76° 76° Chainstays 435 mm 435 mm 435 mm BB hight 343/336 mm 343/336 mm 343/336 mm Wheelbase 1187 mm 1217 mm 1253 mm Reach 430 mm 455 mm 485 mm Stack 615 mm 624 mm 637 mm Helmet Giro Switchblade | Goggle ETHEN ZEROQUATTRO | Jersey ION Scrub_AMP | Short ION Scrub_AMP | Shoes Specialized 2FO Cliplite The Orbea Rallon M-LTD 19 on the trail The riding position on the bike is absolutely perfect. At 180 cm tall, our tester sits very centrally on the Rallon, slightly stretched but comfortable. Climbing, the bike is extremely efficient and thanks to the light, stiff wheels feels lively when accelerating. For the first test rides on the Rallon we had the flip-chip in the low setting, but after a few runs, we changed it to x-low. The frame being as long as it is (485 mm reach) we felt better integrated with the bike with the bottom bracket lowered. The overall balance of the bike is very good and the Rallon is intuitive to manoeuvre. Even in open corners, the front wheel had lots of grip. When the terrain becomes steeper and the obstacles bigger, the geometry instils a lot of confidence in the rider. Unfortunately, the bike can be quite harsh with an incredibly direct ride on rough terrain. The Orbea Rallon is a good all-rounder, but it quickly reaches its limits in really demanding terrain. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); This is partly due to the stiffness of the cockpit and the wheels, but also due to the short 150 mm travel at the rear. Although the bike uses the available travel efficiently, the rear suspension isn’t as plush or as sensitive as the competition. If you want to ride this bike really hard, you’ll have to do a few extra sessions in the gym beforehand. Quick direction changes require slightly more input with the size XL Rallon; If you like it playful, you’d be better reach for the smaller size. Tuning tip: save your money on the ENVE rims and upgrade the dropper seat post instead Conclusion The Orbea Rallon M-LTD 19 scores points for its direct, balanced handling and the glamorous look. It climbs excellently and provides good feedback from the trail with its firm suspension. If you’re choosing between two frame sizes, you should think about whether you want a playful bike (smaller size) or a composed bike (larger frame). Spare yourself the € 2,000 ENVE upgrade; you’ll be getting better value for money and a more comfortable ride to boot. TopsSuper comfortable climberPredictable and good-natured on the descentsTons of configuration optionsFlopsToo stiff and direct with carbon rimsRattling cables in the frame UphillDownhillStabilityAgilityValue for money For more info head to: orbea.com For an overview of the test fleet head to: The best enduro bike you can buy All bikes in test: Bold Unplugged | Canyon Strive CFR 9.0 Team | Commencal META AM 29 SIGNATURE ORANGE | Giant Reign Advanced 0 | Lapierre Spicy Team Ultimate | Nukeproof Mega 275c RS | Pivot Firebird 29 Team XX1 | Pole Machine EN | Santa Cruz Nomad CC | Scott Ransom 900 Tuned | Specialized S-Works Enduro 29 | Trek Slash 9.9 | YT Capra 29 CF PRO Race The post Orbea Rallon M-LTD 19 review appeared first on ENDURO Mountainbike Magazine.

Whether you’re commuting to work or just popping to the shops a good backpack is not just useful, it’s necessary. And having a backpack that is both waterproof and stylish is the ultimate luxury! After carrying around the ORTLIEB Daypack City for over a year we can give you our conclusions. If there’s one thing ORTLIEB can do, it’s waterproof and functional backpacks — they’re just incredibly practical. Having said that ORTLIEB’s development team never seemed to give the design aspect too much importance and only true aficionados of the German bag manufacturer were truly keen on the aesthetics of their products. But now the new Commuter Daypack City and Urban Line will satisfy even the most fashion-conscious among us. And yet, the roots of new backpack line are clearly visible — the classic ORTLIEB roll closure, bag-like look and the visibly reinforced bottom plate are mainly responsible for this. ORTLIEB fans will also recognise the typical backplate which features an additional glued-on foam pad on the Commuter Daypack City models. One striking feature is the holes in the shoulder straps which allow for ventilation and also act as a closure system for the adjustable chest straps. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); The edges of the shoulder straps are lined with reflective fabric which will make you visible on dark winter commutes and the odd late-night ride. The hip belt of the ORTLIEB Commuter Daypack City can be removed. On the front side, there’s a small pocket but this is not waterproof because of the simple construction of the zipper. In addition, the daypack features a couple of loops which are ideal for attaching a lock or tail light – very practical indeed! On the inside of the backpack, there is a removable compartment which gives you several storage and organisation options. The daypack also contains a padded laptop sleeve for notebooks of up to 15.4″. Quick and easyYou can easily attach a lock or a light to the front of the backpack. Warm and safeThe laptop has by far the best place in the backpack. Well ventilatedIn addition to the ventilation holes on the shoulder straps the backplate padding provides pleasant air conditioning. Not so clever but very practicalPutting the key and the wallet in the outside pocket might not be a clever idea… but it’s very handy. The Commuter Daypack City strikes, particularly with its discreet look. It’s a backpack that you’ll love to use in all sorts of situations from your daily commute to work to quick last-minute shopping stints to your local shops. On the bike, the backpack stays in place even without using the chest and hip straps but we recommend using them when the ground gets rough. On the trail, however, it’s an entirely different story. When riding rough descents the thin hip and chest straps tend to cut into the skin and the removable straps tend to come loose — it’s worth keeping an eye on these if you don’t want to use them. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); Having said that the backpack sits nicely and feels comfortable even on longer rides. Not once did water get inside our backpack during our year-long test, despite heavy rainfalls and nasty thunderstorms! Even on the outside, the Commuter Daypack City can take quite a bit of water before getting wet. If you’re planning to use the outside pocket regularly to store your keys or wallet you should refrain from using the full 21 L capacity. If you do so the main compartment will stretch and make the small external pocket redundant. Conclusion After one year of strenuous deployment in all weather conditions — both by foot and and bike — our ORTLIEB Commuter Daypack City still looks as it did on the first day. The detachable chest and waist straps are too flimsy and could easily fall off — this somehow hampered our enthusiasm a little. All in all this still remains the absolute favourite among commuters and its price of € 130 is more than just fair. For more information head to ortlieb.com Price: € 129.99 | Weight: 707 g | Duration: 10 Month | Tester: Valentin Strenghts Waterproof Snazzy look Many practical features Weaknesses Hip/chest straps are too narrow and can easily fall off Der Beitrag ORTLIEB Commuter Daypack City Review erschien zuerst auf E-MOUNTAINBIKE Magazine.

Ride Concepts is a new mountain bike focused company out of Southern California who recently unveiled a full line of riding shoes. While there’s no shortage of kick ass options for those that prefer to clip-in, the viable choices in the flats market remain limited. Ride Concepts is poised to change that, having recently debuted 5 flat pedal models and 3 different highly engineered sticky rubber compounds. For the record, there is also a clipless compatible model, but just one. And that right there was all I needed to hear to know that these guys are serious about flat pedal performance. So, when a pair of their Hellions showed up at my doorstep last fall, I wasted no time finding out how they perform. Taking a closer look at the Hellions reveals synthetic uppers, full wrap rubber toe caps, loads of ventilation, lace keepers and gusseted tongue. The grey color way is sharp but understated and should match most any kit. If there’s anything missing it’s that Ride Concepts are offering only full sizes, no half sizes for the time being. My foot is a solid size 10, high volume, and a bit on the wide side. My test set of size 10 Hellions wrap around my feet just slightly to the comfy side of a precision fit, but not at all sloppy or loose, with a little extra room in the toe box. Digging deeper, there’s some cool tech inside that will appeal to anyone who has ever bruised a heel. Ride Concepts has included D3O insoles in the Hellion to protect against heel bruises on hard landings. Ride Concepts has worked with Rubber Kinetics to introduce three rubber compounds for their outsoles. Two of the compounds, High Grip and Max Grip, are employed in their flat pedal shoes. The Hellion uses the High Grip formula with the Max Grip being available only on the upcoming TNT model. The Max Grip rubber is organized into a pattern of hexagons ostensibly to achieve excellent grip both on pedal pins or hike-a-biking over loose surfaces. My ride time on the Hellions started with chilly and muddy PNW fall conditions. Cooler temps means rubber is a bit harder than it is in the heat of July. Add a slick coating of mud and it’s a great time to test the merit of some fresh rubber. Out of the box, the shoes had a bit of float on my Chromag Scarab pedals and the uppers were a bit stiff. Fast forward a couple rides and the rubber started to break-in and really stick. The feel of the Hellions on my pedal pins isn’t quite what I’d describe as “locked in” but they’re not slippery either. I found that I could reposition my feet almost any time but rarely lost my footing. I’d say the grip is just about right for all-around riding and maybe not quite enough for racing or fast bike park riding. For those of you looking for that shoe, Ride Concepts will have the TNT available with their Max Grip rubber in the spring. In terms of power transfer, the Hellions are fairly stiff and there’s little sense of power loss grinding out long climbs. I’ve knocked out several 2 and 3 hour rides in the Hellions and have found few faults along the way. Overall, I’ve really been impressed with the Hellions. They’re a little boot like out of the box but once broken in, they’re all day comfortable. I generally tend to feel like more grip is better, but the Hellions have more than enough for the riding that I do most. With over 3 months of ride time, they are wearing well with no signs of durability issues. The soles still look new and I feel like these will easily handle a full season of hard riding, maybe more. From a value perspective, the Hellion comes in $20 cheaper than their closest competitor and I have a suspicion that they might last quite a bit longer. If you’re in the market for a new pair of flat pedal shoes, definitely give these a look. Details On the web: rideconcepts.com Model: Hellion Sizes: Mens 7-13, Womens 5-10 Colors: Mens Charcoal/lime and Black/black, Womens Dark Purple/Purple and Charcoal/Mid Grey MSRP: $130 USD

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

For many riders, working out gear ratios seems like a Gordian knot; there continues to be a fear of not having enough gear range when switching over to a 1x drivetrain. With a little mental arithmetic, however, you’ll quickly be able to bring light into the dark. We’ll show you, step by step, how to find the right cassette and chainring combination to suit your needs. With 1x drivetrains, most riders tend to consider the size of the chainring first. “Of course you won’t make it up that climb with a 34T chainring” – that’s probably how most conversations regarding gear ratios with your riding buddies go, but it isn’t quite as simple. The most important aspect of your gear range is the ratio of the easiest gear since that will determine whether or not you be able to ride up that climb or have to push. It basically boils down to three factors: the gear range of the cassette, the size of the chainring and the size of your wheels. Working out the gear range of your cassette googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); The gear range of your cassette is a major factor in considering the total usable gear range of your drivetrain. Spec sheets usually mention the largest and the smallest cog of your cassette, where the smallest cog in a 10-42 cassette has 10 teeth and the largest has 42 teeth. You work out the gear range of the cassette by dividing the biggest cog by the smallest, so 42/10 = 4.20 = 420 %. By working out the gear range of your cassette, you will notice that even a small difference in the smallest cog can make a massive difference overall. E*thriteen’s 9-46T cassette, for example, offers a 511 % gear range whereas Shimano’s 11-46T cassette merely offers a 418 % gear range. Cassette Gear range Shimano 11–42 382 % Shimano XT 11–46 418 % SRAM 10–42 420 % SRAM Eagle 10–50 500 % Shimano XTR 10–51 510 % E*thirteen 9–46 511 % Ultimately, it doesn’t come down to the number of gears you’ve got, but the gear range of your cassette. For example: switching from a regular 11-speed drivetrain to a 12-speed drivetrain, like a SRAM Eagle or the new Shimano XTR, you technically don’t gain just one but two additional gears. The easiest gear of an Eagle drivetrain paired with a 34T chainring is easier than the easiest gear on a 1×11 SRAM drivetrain with a 30T chainring while the highest gear is the same as a 1×11 drivetrain with a 34T chainring. Choosing the correct chainring While the choice of cassette determines the gear range of your drivetrain, you can shift the gearing up and down with the size of the chainring. The smaller the chainring, the easier the lowest gear for climbing; the bigger the chainring, the faster you can go in the highest gear. You can calculate the gearing ratio by dividing the teeth of the chainring with the teeth of the cog on the cassette. We’ll use the following example for clarification. Let’s say you’ve got a Shimano XT 11-46 cassette and a 32T chainring. With this configuration, the lowest gear has a ratio of 32/46 = 0.696 and the highest gear has a ratio of 32/11 = 2.909. A SRAM 10-42 cassette has a very similar gear range, but with a 32T chainring the lowest gear has a ratio of 32/42 = 0.762 and the highest gear has a ratio of 32/10 = 3.200. If you had to change to 30T chainring on the SRAM drivetrain, you would achieve similar gear ratios as the Shimano XT of 30/42 = 0.714 and 30/30 = 3.000. We’ve compiled a chart that compares the gear ratios of three common drivetrains with the following gear steps: SRAM Eagle 10-12-14-16-18-21-24-28-32-36-42-50 SRAM 1×11 10-12-14-16-18-21-24-28-32-36-42 Shimano 1×11 11-13-15-17-19-21-24-28-32-37-46 Cassette Chainring Lowest gear Highest gear SRAM Eagle 1×12 (10-50) 30 0.600 3.000 32 0.640 3.200 34 0.680 3.400 36 0.720 3.600 38 0.760 3.800 SRAM 1×11 (10–42) 28 0.667 2.800 30 0.714 3.000 32 0.762 3.200 34 0.810 3.400 36 0.857 3.600 38 0.905 3.800 Shimano XT 1×11 (11–46) 30 0.652 2.727 32 0.696 2.909 34 0.739 3.091 36 0.783 3.273 38 0.826 3.455 Once you’ve understood the basic principles you’ll easily be able to compare the gear ranges and ratios of different drivetrains. If switching from a 1X11 SRAM drivetrain with 32T chainring to an Eagle drivetrain, you’ll know to fit a 38T chainring for a similarly easy climbing gear. The same applies when you’re upgrading to the new 12-speed XTR drivetrain since its 10-51 cassette is very similar to SRAM’s Eagle drivetrain. If you had to switch to a 1×11 Shimano drivetrain with a 34T chainring, the lowest gear will be a little easier than before, or a little harder than before with a 36T chainring. The same equation obviously applies to the largest available gear too. The influence wheel size googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); A 29″ wheel has an outside diameter of 622 mm, paired with a typical 2.25″ tire, the total diameter works out to approximately 735 mm. A 27.5″ wheel has an outside diameter of 584 mm and with the same size tire it works out to approximately 697 mm. As a rule of thumb, to keep the gear ratio similar when changing from 27.5″ to 29″ wheels you would have to go two teeth smaller on the chainring. The distance covered in the lowest gear with a 34T chainring and a SRAM Eagle drivetrain on a 29er is about 50 cm per crank rotation, and on a 27.5″ bike with a 36T chainring, one crank rotation gets you 50.2 cm. Other considerations The bigger the gear range of the cassette with the same amount of gears, the bigger the steps between gears. This is particularly important to consider when upgrading your existing 10- or 11-speed cassette for one with a bigger range, which can be a good compromise for some riders. When switching to a larger chainring, be sure to check what the frame manufacturer specifies as the maximum size – your frame might not have enough clearance for a bigger chainring. Bigger chainrings also affect ground clearance, so you might run into problems on bikes with particularly low BBs. How does all of this translate on the trail? Which gear ratio is best? There’s no way to answer this question without factoring in the rider and the kind of terrain that you typically ride in. Once you’ve understood the basic gear ratio calculations though, you’ll be able to work out which chainring size best suits your kind of riding. ENDURO’s editorial team had an internal and we found a clear favourite: most of us would opt for a SRAM Eagle or the new XTR 12-speed with a 32T chainring on a 29er or a 34T chainring on a 27.5″ bike. The same applies to a Shimano drivetrain with an 11-46T cassette, while on a 1×11 SRAM drivetrain most of us would use 30T chainring on a 29er and 34T chainring when running 27.5″ wheels. The post How to find the perfect gear ratios for your MTB drivetrain appeared first on ENDURO Mountainbike Magazine.