There are two types of cyclist. Given a steep hill, one will do anything to find a flatter way round. The other will race you up and post a summit selfie on Facebook. Although by nature uncompetitive, I’m rather keen on cycling upwards. Almost as much as the Youth Hostel Association, whose establishments are always up hills. Or NCN routes that take you over 200m peaks because the council won’t fund a safe junction on the A road. BikeRadar‘s Hill Climb Diaries How Joe Norledge built his 5.1kg hill climb bike But here’s a thing. When I drove down Glencoe on a motoring holiday in Scotland, I thought the scenery was somewhat average. Later, on a cycling holiday – or, as we everyday cyclists call it, a ‘holiday’ – I did it on my tourer, climbing up from Tyndrum. In the intervening decade, somebody must have rebuilt the mountains. They were now awesome, thrilling, ecstatic. What’s going on? Perhaps the psychological phenomenon of ‘effort heuristic’: the more work involved, the more enjoyable the results. It’s related to the marketing effect known to every sharp-suited upseller, that more expensive goods feel better. Give people the same wine twice, but describe the first as cheap and the second as expensive, and most will enjoy the ‘luxury’ one much more. They’re not kidding themselves, either: MRI scans show their brains are genuinely more lit up by fun-loving dopamine. (MRI scans are horrible; frankly, I could’ve done with a calming glass of wine during my last one). Hence, unearned downhills don’t work so well. In Ecuador once I bought such an experience. They bus you up to 3,000m on the Abra Malaga road. You coast down nearly 30 miles of descent, over an hour, on MTBs with 27 gears (26 more than you need) and no mudguards (two fewer than you need). Pleasant enough, but ultimately unsatisfying. Rosedale Chimney, clambering up the side of a North Yorkshire moor, is ‘only’ 33 percent, but is inspiring, with scenery, majesty and a sense of achievement Back here, Cragg Vale – south of Todmorden in West Yorkshire – is signed as England’s longest continuous downhill: 5.5 miles and 295m of steady drop. (If mixed units are good enough for OS maps then they’re good enough for me). You can freewheel it all, and I know because I did. Not as breathtaking as Ecuador, past an industrial estate down to Mytholmroyd, but I enjoyed it more, because I had to get up there in the first place, round the back road by the reservoir with views off Blackstone Edge. There’s something feelgood about effortful ascent. Hill-guide author Simon Warren is unlikely to extend his series with 100 Greatest East Anglian Cycling Climbs, but gradient alone guarantees nothing. We rode a 37% hill on fixies — BikeRadar Diaries is back! The ‘steepest street in the UK’, and recently confirmed ‘steepest street in the world’, for example, is Harlech’s Ffordd Pen Llech. The twisting side lane down to the castle is signed at the top, perhaps uniquely, as 40 percent. Cycling up it is not suggested. Particularly because it’s one-way… going the other way. The bottom of Vale St in Bristol’s aptly-named Totterdown area feels at least as precipitous. And the cobbled bowels of Church Lane in Whitby below the Abbey – signed ‘unsuitable for motors’, which fails to prevent the occasional sat nav farce, and subsequent local-press schadenfreude – rake up to 50 percent or more, my photos suggest. Good luck with that. But these are essentially curiosities, not rides. Rosedale Chimney, clambering up the side of a North Yorkshire moor, is ‘only’ 33 percent (the only genuine 1-in-3 of the UK’s many signposted ones, evidently), but is inspiring, with scenery, majesty and a sense of achievement. And exciting warning signs: ‘Dangerous hill cyclists please dismount’ – an appeal, which I’m pleased to say, has no legal force. So here’s to hill climbing. Fleet Moss from Hawes, Bealach na Bà from Applecross, Bwlch y Groes from Llanuwchllyn… all easier said than done, except perhaps the last. But we love them all. Well, almost. Maybe not the A6 at Shap. Not just for the summit view. Or post-downhill cake. Or Strava boasting. But for the effort heuristic, the mental zing, the dopamine, the being alive. In fact, it’s a metaphor for life: we struggle up but enjoy the ride. Then it’s all downhill. With regards to the wine thing, personally, I enjoy the cheaper bottle more, quite happy in the knowledge that there’s cash left over for some new brake blocks. I’m going to need them.

We’ve come to the middle of the season and it’s about time to give you an update on our long-term E-MOUNTAINBIKE test bikes. The feelings and experiences of our test riders are mixed and not just because many of them are still waiting for their bikes. Read on to find out about our honest impressions over the last few months, from the best of times to the bitter disappointment that we’re still waiting – as everyone else – for some of our bikes to arrive. Let’s get to the bad news first: both Christoph and Robin are still waiting to receive the YT DECOY and the Haibike FLYON. Even though we’re generally the first to receive new test bikes for reviews, we’ve been struggling with availability just as much as everyone else. We hope that Christoph and Robin will be able to hit the trails soon, especially as there’s not too much left of the season! Delayed, but rather late than never, Valentin has finally received his Riese & Müller Supercharger and he’s been commuting on it every day since. Felix, Sarah and Toni have been diligently racking up the miles and the patina of wear and tear showing on their bikes couldn’t be more different. Below, you’ll find out how they have tuned their bikes, which parts have needed replacement and the first impressions of their respective rides. For more information about our test team, you can read the first instalment of our long-term E-MOUNTAINBIKE test here. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Specialized Turbo Levo Expert – Felix As our hardcore tester, Felix doesn’t do anything by half measures, staying on the gas through the worst rock gardens and roughest terrain. As you might expect, his Specialized Turbo Levo has started looking a little the worse for wear. However, Felix has been riding the bike for a good six months and the strains on a mid-motor driven eMTB are immeasurably higher than on a regular mountain bike. So, after having covered 1736 km, Felix has gone through one SRAM GX cassette, two sets of rear brake pads and a chain – who could have guessed? That’s just what the 410% maximum support from the Brose Drive S Mag can do to a chain and cassette. Apart from that, the wheels have also taken quite a beating and are now so dented that they’ve started to resemble the crater-ridden moon as it wobbles around the earth. As we said, Felix loves pushing the limit And it was pretty much inevitable that he would quickly have to say goodbye to the Specialized Butcher tires: both casings were shot through on the first day. Felix replaced them with a WTB Trail Boss Tough on the rear and a WTB Vigilante High Grip up front. After an unfortunate crash on asphalt (shit happens!) he had to say goodbye to the original saddle and handlebar. He replaced the former with a Selle Italia X-LR Carbonio Superflow and the latter with a Beast Components Carbon model. In retrospect, saving weight on the saddle might not have been the best decision. It only lasted two months before one of the saddle rails broke. Since then, Felix has opted for the sturdier X-LR TM Air Superflow model without any carbon. After six months of hard use, the Specialized Command Post dropper needed some love as it had become somewhat sticky and uncooperative. However, the problem was solved within 30 min with a little grease and basic servicing skills. Felix didn’t only replace parts that wore out or broke and also added a few upgrades, such as the Supernova M99 MINI on the handlebars allowing him to ride long into the night. He also installed the Sahmurai S.W.O.R.D. tubeless repair kit in his bar ends and he put on a set of Renthal Push-On soft grips. To achieve optimal performance on the fork, Felix upgraded the RockShox Pike with a Deaneasy ABS fork tuning kit. We’ll go into the details of the kit, what it does and who it’s for in the next instalment. Total cost of broken parts approx. € 742 Specialized Alloy Low Rise Handlebar (€ 52), Specialized Phenom Comp (€ 93), 2x Specialized Butcher GRID (approx. 90 €), GX Eagle Cassette (€ 220), GX Eagle Chain (€ 32), 2 x CODE brake pads (€ 15), Selle Italia Carbonio Superflow (€ 240) Replacements Handlebar, saddle (crash), Selle Italia Carbonio Superflow (€ 240), chain, cassette, tires, 2 x rear brake pads, Roval Traverse Fattie 29 rear Service/Upgrades Renthal Push-On Soft grips, WTB Trail Boss Tough on the rear, WTB Vigilante High Grip up front, Supernova M99 MINI headlight, DeanEasy ABS fork tuning kit in the PIKE, Sahmurai S.W.O.R.D. Kilometres 1736 km Duration 6 months Review Specialized Turbo Levo Expert review Canyon Spectral:ON 7.0 WMN – Sarah Compared to Felix’s Specialized, Sarah’s Canyon Spectral:ON is doing a lot better. While Sarah rides her eMTB much more gently, she certainly hasn’t been riding less! Thanks to her regular commute and after-work rides, Sarah is scratching at the 1,000 km mark after only 3 months. Considering that, the bike is in surprisingly good nick. To be honest, it’s still in perfect condition! Take it out of the box, put it together and ride off: it doesn’t take much more than that when you buy a bike from Canyon. The bike arrives in its box almost completely pre-assembled – all you have to do is attach the bars, install the battery and wheels, set up the bike and go. We’re keen to see how Sarah carries on and we hope that her Spectral:ON remains as trouble-free as it has been so far. Replacements – Service/Upgrades – Kilometres 920 km Duration 3 months Review Canyon Spectral:ON 7.0 review googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); Riese & Müller Supercharger Rohloff HS – Valentin Valentin has been able to ride his bike for about two and a half weeks now, but he’s really been going at it. The Riese & Müller – with its panniers on the side – has literally taken a big load off his shoulders, and thanks to the motor supporting him up to 45 km/h, it also makes his daily commute that much quicker, saving him valuable time. But, here’s the problem: before you consider buying yourself an S-Pedelec, first check the route that you would take to work. Legally speaking, S-Pedelecs are regarded as two-wheeled motor vehicles, which means you’re not allowed to ride them on bike paths, forest service roads or the like. This can become a problem if you haven’t got the right infrastructure. Valentin faced quite a challenge figuring out a route to commute from Stuttgart – Germany’s car city – to our offices in Leonberg. Just as important as it is not to race an S-Pedelec through your local woods, you also have to have insurance. If you’re riding an S-Pedelec without insurance or a registration plate, you’re not only risking lifelong indebtedness due to a lack of coverage in case of an accident, you’re also riding illegally. Once you’ve dealt with all of that, commuting is an absolute breeze. Thanks to the generous 1,000 Wh battery feeding the Bosch Performance motor, you can cover long distances without having to worry about charging points. However, the range is heavily dependent on the support level, your route and your riding style. Unlike regular pedelecs which only support you up to 25 km/h, the motor of an S-Pedelec is always working, which inevitably comes at the expense of battery life. The electronic Rohloff drivetrain takes some getting used to, but it’s worth its weight in gold for daily commuting, seeing as it’s pretty much maintenance-free. The Rohloff also allows you to change gears while standing still, which is a great feature when you’re in the city and have to start up a slope. The fact that it automatically shifts down at traffic lights or for short stops is just as helpful. However, you will have to get used to the rather sluggish shifting and that you can’t change gears under load. You shouldn’t really be doing this anyway, but here planning your shifting ahead of time is vital. The only point of criticism for Valentin is the MAGURA MT4 brakes. Besides not being powerful enough to reliably bring the 30 kg bike to a standstill, the rotors have discoloured after only two weeks of use. He’ll probably have to upgrade these soon. Replacements – Service/Upgrades – Kilometres 500 km Duration 2 ½ weeks LIV Intrigue E+ 1 Pro – Toni So far, Toni’s LIV Intrigue E+ 1 Pro has been working like a dream. Defects or problems? Zero! The bike just keeps soldiering on, regardless of whether it’s her commute to teach at school or her after-work rides. The only thing Toni has had to do was bleed the brakes after they started feeling a little spongy. Over the last few weeks, the LIV has not only managed to convince our test rider, but also a bunch of her friends who have repeatedly hijacked the bike for a test ride. Toni’s highlight: a week of island hopping in Greece, riding the LIV Intrigue across the islands in the day and crossing between them by boat in the evenings. The only annoying thing here was having to carry the special adapter needed to charge the battery off the bike. Her holiday would have been ruined if she hadn’t thought of it at the last minute and searched the house in a panic. Over the next few weeks, she’ll have to replace the chain, the brake pads and the rear tire – ordinary wear and tear that you should check regularly on an eMTB. The total costs will come to around € 120, not counting labour, since Toni will be doing it herself. Replacements – Service/Upgrades Bleeding the brakes after two months Kilometres 1200 km Duration 7 months In-depth review LIV Intrigue E+ 1 Pro review This article is from E-MOUNTAINBIKE issue #018E-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! Der Beitrag The First Long-term eMTB Test Update erschien zuerst auf E-MOUNTAINBIKE Magazine.

First launched nearly 15 years ago, Trek’s Fuel EX has somehow managed to span the range of being an entry-level mountain bike while at the same time appealing to hardcore all-day epic trail riders. Trek Domane SLR 9.9 Project One first ride review Marin Rift Zone 1 review Since the bike first launched we’ve seen plenty of changes in the range including suspension technology and travel — initially the bike was offered with just 100mm of travel, growing over its lifespan and the bike’s seen the addition of Trek’s different suspension technologies such as the Full Floater, RE:aktiv, Mino Link and Thru Shaft. Geometry trends have changed, too, and the Fuel range has reflected this. Starting out as an XC-orientated bike, the Fuel EX has morphed into something that’s likely to be more at home on a wider variety of trails. Trek even mention the ‘e’ word in its marketing spiel — yes, the Fuel EX even has enduro riders in its sights. 2020 Trek Fuel EX updates and changes What has Trek changed on the new model, then? 2020 Trek Fuel EX geometry The newer, better Fuel EX. Trek In the same way riders chase the proverbial perfect trail, most bike companies are chasing the longer, lower and slacker mantra with their bikes. Trek’s new Fuel EX is no exception to that rule. Aiming to appeal to more riders, and quite possibly more extreme riders, from the outgoing model the bike’s gained a 10 to 20mm reach increase (depending on size), a 1-degree slacker head angle taking the figure down to a respectable 66 degrees and, most impressively yet, a steeper seat tube angle that’s climbed to 75 degrees. These figures should mean the bike’s more at home when you’re riding harder and faster — offering a more stable chassis. There’s no detrimental effect for beginners, either, who’ll reap the benefits of a bike that doesn’t feel like it’s jumping around like a cat on a hot tin roof. The carbon-made bikes feature a down tube protector. Trek There’s also a broad range of sizes that start at extra small, running through to extra-extra-large. In the range, there are two small sizes: one for 27.5-inch wheels and one for 29-inch wheels. In a welcome move, a medium and a medium-large size also rear their head. This bridges the gap between the medium and large bikes for people who’d normally sit between the sizes. Top work, Trek! The Mino Link lets you adjust the bike’s geometry. Trek You also get a high and low setting thanks to Trek’s Mino Link flip-chip that’s located on the seatstay to rocker link. Changing from low to high adjusts the head angle from 66 to 66.5 degrees, the seat tube angle from 75 to 75.5 degrees and reduces the bottom bracket drop, shortens the chainstay and the wheelbase among other numbers. Seat tube length: 450mm Seat tube angle: 75/75.5 degrees (low/high) Head tube length: 105mm Head tube angle: 66/66.5 degrees (low/high) Effective top tube: 634/633 mm (low/high) Bottom bracket height: 346mm Wheelbase: 1,211/1,210mm (low/high) Standover: 748/754mm (low/high) Reach: 470/754mm (low/high) Stack: 613/609mm (low/high) Notes: Measurements for size large bike, full measurements available on Trek’s website. 2020 Trek Fuel EX frame details Not only has the bike’s geometry been modernised, Trek has worked hard to accommodate the modern, discerning mountain biker. You can now fit a 29 x 2.6-inch tyre on the back of the bike and Bontrager XR4 2.6-inch wide rubber is standard on all models of the Fuel EX. The Bontrager XR4 Team Issue tyres look plenty beefy enough for a trail bike. Trek Trek has also managed to increase the range of dropper travel possibilities on its bikes. The extra-small and small bikes get 100mm travel posts, while the medium and medium-large bikes have a 150mm travel post. The large, extra-large and extra-extra-large sizes are treated to a 170mm post. The internal frame storage solution is very tidy indeed. Trek In another welcome move, the Fuel EX gets on-board storage in the bike’s down tube. The storage’s hatch doubles up as a bottle cage and every Fuel EX is supplied with a Bontrager tool roll that’s got handy compartments to store your bits and bobs. The Fuel EX comes in two materials: a cheaper alloy version and a full carbon affair that has a carbon mainframe, seat and chainstays. The carbon model gets a dedicated down tube protector, too. The Knock Block system stops you ruining your bike, levers and shifter in a crash. Trek You’re also treated to Trek’s Knock Block system, which physically stops the bars turning beyond a certain angle to stop the bars, shifters or brake levers and fork crowns damaging both the top or down tubes. There’s Trek’s Control Freak internal cable routing throughout that’s also Di2 compatible, so if you’re looking to upgrade in the future you’ve got the option of doing away with antiquated analogue gear shifting. The internal cable routing is slick and Di2 compatible. Trek Trek also states that all of its Fuel EX bikes have a lifetime warranty. 2020 Trek Fuel EX suspension details In a rather bold move Trek has done away with its Full Floater suspension system, where the shock was mounted to the linkage and the chainstay in front of the main pivot, which meant that the shock didn’t have a fixed mounting point — as the suspension compresses, so does the shock’s relative position. Now, though, the rear shock mounts to a fixed point on the down tube at the junction of the seat tube, like traditional suspension designs. Trek claims the RE:aktiv Thru Shaft shock has unparalleled performance benefits. Trek Trek claims that doing away with its Full Floater technology means that the frame can be stiffer, tyre clearance can be increased and there’s no loss in suspension performance. Trek is also adamant that its Full Floater system means that it can tune the shock’s leverage ratios to be soft off the top, give plenty of mid-stroke support and help increase bottom-out resistance. It also claims that a Full Floater bike feels like it has more travel than it actually does. To then go on and claim that there’s no loss in suspension performance after doing away with the Floater begs the question of why it was implemented in the first place. Trek’s Active Braking Pivot (or ABP for short), unlike the Full Floater, avoids the chop on the latest Fuel EX. And like previous iterations of Trek models with the system, it claims it helps to increase suspension performance under braking. The Active Braking Pivot claims to improve suspension efficiency under braking. Trek The Fuel EX 9.8 and 9.9 models are adorned with the stiffer, burlier Fox 36 fork that hints at the bike’s capabilities and intended use. The rest of the range gets a mix of Fox 34, RockShox 35 Gold and Recon forks so there’s a good balance of intended use in the range. Except for the Fuel EX 5 and 7, you get Trek’s RE:aktiv suspension technology on the whole range. This, Trek claims, helps to be supple on small bumps and push deeper into the travel, but is firm while you’re pedalling without having to flick levers. The rear end of the bike is made from carbon — there are no alloy chain or seatstays here. Trek From the 9.8 model upwards, you also get Thru Shaft technology. This is where Trek has got rid of the internal floating piston in the rear shock, creating a system where there’s no oil volume displacement as the suspension compresses and extends. 2020 Trek Fuel EX women’s specific models Trek’s also launching a full range of women’s specific models that will feature two colourways on all models, a wide range of sizing options, including two small sizes with the choice of 27.5- and 29-inch wheels, and plenty of standover height. 2020 Trek Fuel EX pricing and availability The Trek Fuel EX is gunning for the trail, all-mountain and enduro markets. Trek The Fuel EX ranges from £1,850 / $2,099.99 / AU$3,000 / €2,099 for the bottom spec EX 5 up to £8,000 / €9,099 for the top of the range EX 9.9 X01 AXS model. The bikes are available from October on Trek’s website and your local Trek retailer. 2020 Trek Fuel EX specifications Trek Fuel EX 5 Trek Fuel EX 5. Trek Frame: Aluminium, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: RockShox Deluxe Select Plus Fork: RockShox Recon RL, Boost 110, 140mm travel Wheels: Bontrager alloy, sealed bearing, alloy axle, Shimano freehub, 148 x 12 rear, 110 x 15 front, Alex MD35 rims Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: Shimano Deore M6000, 10-speed Rear derailleur: Shimano Deore M6000 Cassette: SunRace, 11-42, 10-speed Cranks: Race Face Ride, 30-tooth chainring Saddle: Bontrager Arvada Seatpost: TranzX JD-YSP18, 130mm travel Bar, stem and grips: Bontrager alloy, Bontrager Rhythm Comp, Bontrager XR Trail Comp Brakes: Shimano hydraulic disc, MT201 lever, MT200 caliper Price: £1,850 / $2,099.99 / AU$3,000 / from €2,099 Trek Fuel EX 7 Trek Fuel EX 7. Trek Frame: Aluminium, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Performance Float EVOL, 3-position DPS damper Fork: RockShox 35 Gold, Boost 110, 140mm travel Wheels: Bontrager Line Comp 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: SRAM NX Eagle, 12-speed Rear derailleur: SRAM NX Eagle, 12-speed Cassette: SRAM PG-1230 Eagle, 11-50, 12-speed Cranks: SRAM NX Eagle, DUB, 30-tooth chainring Saddle: Bontrager Arvada Seatpost: TranzX JD-YSP18, 130mm travel Bar, stem and grips: Bontrager alloy, Bontrager Rhythm Comp, Bontrager XR Trail Comp Brakes: Shimano hydraulic disc, MT401 lever, MT400 caliper Price: £2,350 / $2,899.99 / AU$3,700 / from €2,699 Trek Fuel EX 8 Trek Fuel EX 8. Trek Frame: Aluminium, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Performance Float EVOL, RE:aktiv 3-position damper Fork: Fox Rhythm 34, Float EVOL air spring, GRIP damper, Boost 110, 140mm travel Wheels: Bontrager Line Comp 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: SRAM GX Eagle, 12-speed Rear derailleur: SRAM GX Eagle, 12-speed Cassette: SRAM XG-1275 Eagle, 10-50, 12-speed Cranks: Truvativ Descendant 6k Eagle, DUB, 30-tooth chainring Saddle: Bontrager Arvada Seatpost: Bontrager Line Dropper, 150mm travel Bar, stem and grips: Bontrager Line alloy, Bontrager Line, Bontrager XR Trail Elite Brakes: Shimano Deore M6000 hydraulic disc Price: £2,800 / $3,499.99 / AU$5,400 / from €3,199 Trek Fuel EX 8 XT Trek Fuel EX 8 XT. Trek Frame: Aluminium, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Performance Float EVOL, RE:aktiv 3-position damper Fork: Fox Rhythm 34, Float EVOL air spring, GRIP damper, Boost 110, 140mm travel Wheels: Bontrager Line Comp 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: Shimano XT M8100, 12-speed Rear derailleur: Shimano XT M8100, 12-speed Cassette: Shimano XT M8100, 10-51, 12-speed Cranks: Shimano XT M8100, 32-tooth chainring Saddle: Bontrager Arvada Seatpost: Bontrager Line Dropper, 150mm travel Bar, stem and grips: Bontrager Line alloy, Bontrager Line, Bontrager XR Trail Elite Brakes: Shimano Deore M6000 hydraulic disc Price: £2,800 / $3,499.99 / AU$5,400 / from €3,199 Trek Fuel EX 9.7 Trek Fuel EX 9.7. Trek Frame: OCLV Mountain Carbon main frame and stays, internal storage, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Performance Float EVOL, RE:aktiv 3-position damper Fork: Fox Rhythm 34, Float EVOL air spring, GRIP damper, Boost 110, 140mm travel Wheels: Bontrager Line Comp 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: SRAM NX Eagle, 12-speed Rear derailleur: SRAM GX Eagle, 12-speed Cassette: SRAM PG-1230 Eagle, 11-50, 12-speed Cranks: Truvativ Descendant 6k Eagle, DUB, 32-tooth chainring Saddle: Bontrager Arvada Seatpost: Bontrager Line Dropper, 150mm travel Bar, stem and grips: Bontrager Line alloy, Bontrager Line, Bontrager XR Trail Elite Brakes: Shimano MT420 4-piston hydraulic disc Price: £3,400 / $4,099.99 / AU$5,000 / from €3,899 Trek Fuel EX 9.8 Trek Fuel EX 9.8. Trek Frame: OCLV Mountain Carbon main frame and stays, internal storage, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Performance Float EVOL, RE:aktiv with Thru Shaft 3-position damper Fork: Fox Performance 36, Float EVOL air spring, GRIP damper, Boost 110, 140mm travel Wheels: Bontrager Line Carbon 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: SRAM GX Eagle, 12-speed Rear derailleur: SRAM GX Eagle, 12-speed Cassette: SRAM XG-1275 Eagle, 11-50, 12-speed Cranks: Truvativ Descendant 7k Eagle, DUB, 32-tooth chainring Saddle: Bontrager Arvada Seatpost: Bontrager Line Elite Dropper, 170mm travel Bar, stem and grips: Bontrager Line Pro, OCLV Carbon, Bontrager Line Pro, Bontrager XR Trail Elite Brakes: Shimano SLX M7120 4-piston hydraulic disc Price: £4,750 / $6,999.99 / AU$7,000 / €5,499 Trek Fuel EX 9.8 XT Frame: OCLV Mountain Carbon main frame and stays, internal storage, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Performance Float EVOL, RE:aktiv with Thru Shaft 3-position damper Fork: Fox Performance 36, Float EVOL air spring, GRIP damper, Boost 110, 140mm travel Wheels: Bontrager Line Carbon 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI 29 x 2.60in Shifter: Shimano XT M8100, 12-speed Rear derailleur: Shimano XT M8100, 12-speed Cassette: Shimano XT M8100, 10-51, 12-speed Cranks: Shimano XT M8100, 32-tooth chainring Saddle: Bontrager Arvada Seatpost: Bontrager Line Elite Dropper, 170mm travel Bar, stem and grips: Bontrager Line Pro, OCLV Carbon, Bontrager Line Pro, Bontrager XR Trail Elite Brakes: Shimano SLX M7120 4-piston hydraulic disc Price: £5,300 / $N/A / AU$N/A / €N/A Trek Fuel EX 9.9 Trek Fuel EX 9.9. Trek Frame: OCLV Mountain Carbon main frame and stays, internal storage, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Factory Float EVOL, RE:aktiv with Thru Shaft 3-position damper, Kashima coating Fork: Fox Performance 36, Float EVOL air spring, GRIP2 damper, Kashima coating, Boost 110, 140mm travel Wheels: Bontrager Line Carbon 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: SRAM X01 Eagle, 12-speed Rear derailleur: SRAM X01 Eagle, 12-speed Cassette: SRAM XG-1275 Eagle, 11-50, 12-speed Cranks: SRAM X01 Eagle Carbon, DUB, 32-tooth chainring Saddle: Bontrager Arvada Seatpost: Bontrager Line Elite Dropper, 170mm travel Bar, stem and grips: Bontrager Line Pro, OCLV Carbon, Bontrager Line Pro, Bontrager XR Trail Elite Brakes: Shimano XT M8120 4-piston hydraulic disc Price: £6,500 / $7,499.99 / AU$9,500 / €7,499 Trek Fuel EX 9.9 X01 AXS Trek Fuel EX 9.9 X01 AXS. Trek Frame: OCLV Mountain Carbon main frame and stays, internal storage, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Factory Float EVOL, RE:aktiv with Thru Shaft 3-position damper, Kashima coating Fork: Fox Performance 36, Float EVOL air spring, GRIP2 damper, Kashima coating, Boost 110, 140mm travel Wheels: Bontrager Line Carbon 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: SRAM Eagle AXS, 12-speed Rear derailleur: SRAM X01 Eagle AXS, 12-speed Cassette: SRAM XG-1295 Eagle, 11-50, 12-speed Cranks: SRAM X01 Eagle AXS Carbon, DUB, 32-tooth chainring Saddle: Bontrager Arvada Seatpost: RockShox Reverb AXS, 170mm travel Bar, stem and grips: Bontrager Line Pro, OCLV Carbon, Bontrager Line Pro, Bontrager XR Trail Elite Brakes: Shimano XT M8120 4-piston hydraulic disc Price: £8,000 / $N/A / AU$N/A / €9,099 Trek Fuel EX 9.9 XTR Frame: OCLV Mountain Carbon main frame and stays, internal storage, tapered head tube, Knock Block, Control Freak internal cable routing, ISCG05, Mino Link, ABP, Boost 148, 130mm travel Shock: Fox Factory Float EVOL, RE:aktiv with Thru Shaft 3-position damper, Kashima coating Fork: Fox Performance 36, Float EVOL air spring, GRIP2 damper, Kashima coating, Boost 110, 140mm travel Wheels: Bontrager Line Carbon 30, tubeless ready, Boost 110 front, Boost 148 rear Tyres: Bontrager XR4 Team Issue, tubeless ready, Inner Strength sidewalls, aramid bead, 120TPI, 29 x 2.60in Shifter: Shimano XTR M9100, 12-speed Rear derailleur: Shimano XTR M9100, 12-speed Cassette: Shimano XTR M9100, 10-51, 12-speed Cranks: e*thirteen TRS Race, carbon, 32-tooth chainring Saddle: Bontrager Arvada Seatpost: Bontrager Line Elite Dropper, 170mm travel Bar, stem and grips: Bontrager Line Pro, OCLV Carbon, Bontrager Line Pro, Bontrager XR Trail Elite Brakes: Shimano XTR M9120 4-piston hydraulic disc Price: £7,050 / $N/A / AU$N/A / €N/A

How Maxxis starts out making a new mountain bike tyre, we have absolutely no idea. After all, it isn’t exactly a brand that’s short of popular tread patterns. Few mountain bikers haven’t ridden or at least heard of tyres such as the Minion DHF, the Minion DHR, High Roller and Shorty. And in more recent years, those iconic tread patterns have been joined by the likes of the Minion SS, Aggressor, Assegai and Rekon – all thoroughly popular, high-performance tyres in their own right. But despite all of that choice, it seemed that Troy Brosnan just wasn’t quite happy. Folks like him tend to be a bit obsessive about marginal improvements though, and given he’s one of the top-five fastest mountain bikers in the world, we’ll excuse him for being picky. With an itch he needed to scratch, Brosnan began working with Maxxis’ engineering team during the 2018 World Cup Downhill race season to develop a brand new tyre. A tyre called the Maxxis Dissector. Maxxis has just rolled out a brand new mountain bike tyre called the Dissector. Splitting Hairs & Trails The Dissector might be an all-new tyre, but strictly speaking, it isn’t entirely a brand new tread pattern. Take a closer look and we’re told you can find elements of some of Maxxis’ other tyres, including the High Roller II, the Rekon and the Minion DHF. The goal for Brosnan and the engineering team was to create a fast-rolling tyre that he could use primarily as a rear tyre on really dry and fast race courses. He wanted low rolling resistance, but still needed solid braking traction and reliable cornering grip for slicing and dicing turns at high-speed. Using those three aforementioned tread patterns as a starting point, Brosnan and the Maxxis engineers came up with the Dissector. Heavily ramped centre blocks aim to lower rolling resistance, while still delivering sharp braking bite. Knob Science Repeating rows of ramped tread blocks run through the centre of the tyre, which are there to increase rolling speed over something like a Minion DHF. But to maintain braking traction – something that’s especially important for a rear tyre – those centre tread blocks feature sharp and flat backsides that should offer good bite when the anchors are applied. The transition blocks are then siped to improve flexibility when under pressure during hard braking. The edging blocks take inspiration from the Rekon and Aggressor tyres, and feature a slightly staggered arrangement to help reduce vagueness when leaning the tyre over. While they’re not as big as what you’ll find on the Minion DHF, the edging blocks are siped through the middle to improve flexibility, and every second block uses a C-shape cutout to give it more grab in the turns. Spot the difference… What Options We Got? The Dissector splits into two versions; DH and Trail. The DH version gets a much thicker 2-ply casing and features a softer 3C MaxxGrip rubber compound. The Trail version is substantially lighter 60tpi EXO casing and gets a firmer 3C MaxxTerra rubber compound. The tread pattern is exactly the same between the DH and Trail versions, and both come in (as of right now) a solitary 2.4in Wide Trail size that’s optimised for 30-35mm wide rims. You can get either option in both 27.5in and 29in diameters. Both tyres are tubeless ready with a butyl insert to assist with air retention, and fat beads designed to lock into tubeless rims. The Dissector DH uses a heavy duty 2-ply casing for downhill and enduro use. Maxxis Dissector DH Tyre The heavier of the two options, the Dissector DH gets a much tougher casing that combines two 60tpi layers into the one casing for more puncture resistance and more stability. Maxxis recommends using this one as a rear tyre that’s paired up with a knobblier tyre on the front, like the Minion DHF or Assegai. Intended use: Dry & fast conditions as a rear tyre Available in 27.5in & 29in diameters Width: 2.4in Wide Trail Optimised for 30-35mm inner rim widths 3C MaxxGrip Compound DH casing with dual 60tpi layers Actual weight: 1107g (27.5×2.4in size) RRP: $99.95 The Dissector Trail sees a lighter 60tpi casing with EXO sidewall reinforcement. Maxxis Dissector Trail Tyre Coming in 300g lighter than the DH version, the Dissector Trail is more of an all-rounder tyre that’s better suited to trail and All Mountain use. To that end you’re getting a lighter 60tpi casing and EXO reinforced sidewalls. In this guise, Maxxis says this is a more versatile tread pattern that you can run front or rear for hardpack through to loose and loose-over-hard conditions. Intended use: Dry & fast conditions as a front or rear tyre Available in 27.5in & 29in diameters Width: 2.4in Wide Trail Optimised for 30-35mm inner rim widths 3C MaxxTerra compound 60tpi casing w/EXO sidewalls Actual weight: 815g (27.5×2.4in size) RRP: $89.95 We’ve got a couple of Maxxis Dissector tyres on test to see just how much this tyre can slice and dice. Right now it’s only available in a 2.40 Wide Trail size. You can get 29in or 27.5in diameters though. The Dissector measures just over 2.4in from the widest points of the cornering tread. And 2.34in at the casing. This tyre is fitted to a DT Swiss M 1900 wheel with a 30mm inner width. How’s It Perform Then? We’ve just received a pair of 27.5in Maxxis Dissector tyres for testing – one DH and one Trail. I’ve just fitted up the Dissector Trail onto the back of our Canyon Spectral AL 6.0 test bike, where it’s replaced the stock Maxxis Minion DHR II 2.40WT EXO 3C MaxxTerra. Weight-wise it’s a decent amount lighter (815g vs 929g), but fitted to a 30mm wide DT Swiss M 1900 rim, it carries a pretty similar shape measuring pretty much as claimed. I’ve only had a single ride on the Dissector, so I won’t be making any broad conclusions here. However, I will say that it is a helluva lot quicker than the Minion DHR II it replaced, with considerably faster acceleration and rolling speed. That’s to be expected given the less aggressive tread pattern and those nicely ramped centre blocks. I’ll be getting plenty more riding on the Dissector over the coming months, and I’m also keen to try it out on the front of the Spectral to see how just how dependable its performance is on my local dry and rocky singletrack. In the meantime, you can get yourself more info on the new Maxxis Dissector via Lusty Industries. Will the Dissector become one of the classics in the Maxxis lineup? Time to find out! The post On Test | The Maxxis Dissector Tyre Comes In Both Trail & DH Versions appeared first on Flow Mountain Bike.

The brand new 2020 Specialized Enduro 29 has little in common with its predecessor. It’s a brutal machine made for one thing: maximum downhill speed. We flew to the US to put the new Enduro through its paces. Specialized S-Works Enduro 29 2020 | 170/170 mm | 29″ | € xxxx googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Focus on Speed – the Specialized Enduro in Detail For the new 2020 Specialized Enduro 29, the American brand not only said goodbye to the familiar X-Wing design, but they’re also breaking new ground in terms of geometry and suspension. It’s not an understatement to call the new bike a small version of the Demo. Specialized have carried over a lot of the elements from their downhill bike, especially the rear linkage. A big reason for doing so was to move the main pivot point further forward and upwards to create a much more rearward path at the axle. As a result, the bike is less likely to get hung up on obstacles, and especially on demanding trails you’re able to carry more speed – which Loic Bruni is doing excellently in the 2019 World Cup. The new Specialized Enduro has been heavily influenced by its big brother, the Demo The leverage ratio of the rear linkage has been significantly increased, allowing it to respond sensitively and also giving it enough progression to make optimal use of the 170 mm of available travel. Another update to the suspension is an increase in anti-squat by about 40% compared to the predecessor, for improved climbing efficiency. More efficient uphill and even faster downhill – the Enduro’s two top priorities The rear linkage is very similar to that of the new Demo, which Loic Bruni has been very successful on this season Silence is golden! That’s why the Enduro features an extra thick chainstay guard… …and the inside of the seat stay is protected as well A huge protector shields the down tube from rocks. There are no rattling cables here either! Stiffer isn’t always better When it comes to the frame material, Specialized use carbon on all four Enduro models. The only difference between the S-Works model and the other bikes is that on the former, the links are made of carbon, which saves about 260 g. The new Specialized Enduro 29 is available in four sizes, each with its own carbon lay-up to ensure the best compromise between stiffness and flex for all riders. Specialized call it Rider First. If a bike is too stiff, the ride is harsh and uncomfortable and it can’t generate enough traction. If it’s too flexible, the steering feels vague and imprecise. On the S-WORKS model, the links are made of carbon, which saves 260 g – otherwise, the frames are identical Besides having space for a bottle in the front triangle… …you’ve also got the S.W.A.T. box And there’s a mini tool and a chain breaker stowed in the head tube Balance is key Another key factor with bike handling is the balance between the front and rear wheels and the rider’s weight distribution on the bike. Besides the static balance that you’re able to glean from the geometry table, you’ve also got the dynamic balance, which is influenced by the suspension as well as the incline of the terrain. Just looking at the fact sheet you’ll recognise that Specialized are venturing into new territory for the geometry of the Enduro 29. The bike hasn’t only grown significantly longer in reach, but also the chainstays have become quite a bit longer compared to the predecessor. To perfect the dynamic balance, Specialized have invested a lot of time on the suspension set-up, optimising the characteristics of the shock and fork to work in harmony. The shocks have also been tuned across the range to make the suspension of the more affordable models perform as well the flagship bike. Chance Ferro is the man behind the shock tuning of the new Enduro 29. His focus was on achieving the optimal front and rear balance and on making the entry-level models perform as well as the flagship S-WORKS Enduro. Specialized didn’t spare any effort in optimising the shim stacks and characteristics of the shocks for the respective rear ends, for the so-called RX-Tune. All of the suspension characteristics can be simulated on a test bench, which also makes it possible to analyse the damping separately from the spring progression and vice versa. A standard aspect of bike development at Specialized: data recording. There is an easier way: the Crankbrothers Mallet pedal was equipped with a gyrosensor to measure the rear end performance on a defined test track at one of two contact points to the rider. The length makes the difference – the geometry of the new Enduro 29 The times when you had to choose a bike based on the seat tube length are fortunately over. Specialized have recognised this too, offering the bike in four different lengths. The sizes are not labelled Small, Medium and Large, but S2, S3, S4 and S5. At 180 cm tall, you can theoretically choose between all four lengths, although the smallest version probably only makes sense for a handful of riders. The new Enduro 29 also has a flip-chip, allowing you to adjust the geometry in two positions. Even in the “high” setting, the head angle is at 64.3°, and in the slack setting, it comes to 63.9°. The reach on the S4 is 487 mm, and the chainstay length is 442 mm for all sizes. A flip-chip in the lower shock mount adjusts the geometry of the Enduro 29 in two positions S4 instead of Large – the new size designation refers to the length, not the size of the bike Geometry at a glance Size (low BB) S2 S3 S4 S5 Seat tube 400 mm 420 mm 440 mm 465 mm Top tube 591 mm 619 mm 644 mm 670 mm Head tube 95 mm 100 mm 110 mm 120 mm Head angle 63.9° 63.9 63.9° 63.9° Seat angle 76° 76° 76° 76° Chainstay 442 mm 442 mm 442 mm 442 mm BB Height 354 mm 354 mm 354 mm 354 mm Wheelbase 1217 mm 1246 mm 1274 mm 1302 mm Reach 437 mm 464 mm 487 mm 511 mm Stack 616 mm 620 mm 629 mm 638 mm High-end, even more high-end, S-WORKS – the models of the Enduro 29 Specialized are offering the new 2020 Enduro 29 in four builds at prices ranging from € 4,999 – € 10,999. The entry-level model – the Enduro Comp – is already decked out with some serious kit such as the RockShox Lyrik Select fork with its Charger damper. The drivetrain is a SRAM GX/NX Eagle mix, braking is taken care of by SRAM’s powerful CODE R stoppers and the wheels are Royal’s Traverse 29. There’s nothing to complain about here. The next step up in the range is the Elite Carbon model which comes specced with a RockShox Lyrik Select+ fork and a higher-end drivetrain. The suspension on the top-of-the-range Expert Carbon and S-WORKS models is taken care of by FOX. The Expert Carbon charges with a FOX 36 Performance fork and a DPX2 shock, a SRAM GX/XO1 drivetrain and CODE RSC brakes as well as a Roval Traverse Carbon wheelset. The S-WORKS model only settles for the best of the best – which means it’s no surprise to see FOX Factory suspension, a Shimano XTR drivetrain and a RockShox Reverb AXS dropper fitted to the € 10,999 flagship Enduro. Enduro Comp Enduro Elite Enduro Expert S-WORKS Enduro Fork RockShox Lyrik Select 170 mm RockShox Lyrik Select Plus 170 mm FOX FLOAT Performance 36 170 mm FOX FLOAT FACTORY 36 Grip 2 170 mm Shock Rock Shox Super Deluxe Select 170 mm FOX FLOAT DPX2 Performance 170 mm FOX FLOAT DHX2 Factory 170 mm Brakes SRAM Code R SRAM Code RSC Shimano XTR 4-pot Drivetrain SRAM NX Eagle SRAM GX/NX Eagle SRAM X01 Eagle Shimano XTR M9100 Wheelset Roval Traverse 29 Roval Traverse Carbon 29/ DT Swiss 370 (f/b) Roval Traverse SL Tires Specialized Butcher GRID TRAIL casing, GRIPTON compound, 2Bliss Ready, 29×2.6″ (f) 29×2.3″ (b) Seatpost X-Fusion Manic RockShox Reverb AXS Price € 4,999 € 5,999 € 6,999 € 10,999 All models come with 170 mm travel forks The flagship S-WORKS model features a RockShox Reverb AXS dropper post … …in combination with a Shimano XTR 12-speed drivetrain – a rare combination. The tread pattern of the Specialized Butcher has also been redesigned, improving the transition from centre to shoulder knobs. All rejoice! The Enduro comes with a threaded BSA bottom bracket. Specialized have also reissued the Roval Traverse handlebar Shimano’s XTR Trail brakes provide tons of braking power Simply beautiful: the S-WORKS frameset with its one-of-a-kind paint job. Full throttle! Riding the 2020 Specialized Enduro 29 S-WORKS As part of the presentation of the new Specialized Enduro 29, we had the opportunity to ride the bike for one day exclusively at the Northstar Bike Park in California. We started with about 500 vertical meters of climbing up a gravel road, followed by much more descending thanks to a lift. After about 10 runs we were able to get a first impression of the bike. Climbing up gravel roads, the new Specialized Enduro 29 feels very relaxed and stable When pedalling out the saddle, the bike bobs only slightly – thanks to higher anti-squat. At 180 cm tall, we chose to ride the S4 size. After a quick parking lot test, one thing was clear: the low setting is extremely low, so we changed it to the high setting before we hit the trails – we left it in that setting for the rest of the day. The riding position is comfortable and central, but we pushed the saddle very far forward – the seat angle could be a bit steeper. Despite the robust Butcher BLCK DMND tires and plush 170 mm travel, the bike climbs very efficiently. You don’t get the feeling that the suspension is absorbing your energy, and we weren’t even compelled to use the climb switch on a monotonous climb like that. We didn’t get the chance to try any tight, technical climbs. In the corners, the Specialized Enduro scores for its excellent balance The new Specialized Enduro has nothing in common with its predecessor, except for the name! The moment you get off the lift and roll to the start of the trail, you know that the upcoming descent on the Specialized won’t be boring – as long as the trail is steep and challenging. You feel extremely integrated between the wheels and thanks to the long front triangle you’ve plenty of space to move around. However, after the first miserable attempt to get the front wheel up into a manual, you’ll quickly realise that this bike was not made with high agility and playfulness in mind. After only a few meters on the trail, the Enduro 29 scores for its very balanced weight distribution. As the rider, you’re positioned very centrally on the bike, keeping a lot of weight on both tires, which makes for predictable and good-natured handling. Lean back and let it go – the new Enduro’s biggest strength is speed! Pumping the bike through rollers, it lets you generate a lot of speed, which the bike then carries very well down the rest of the trail. The suspension is very plush and it always feels like there’s some travel left. Thanks to the very low drawn top tube you’ve got lots of room to move around on the bike, which you’ll appreciate steep, technical trails. In tight sections, the Enduro 29 needs to be muscled around the corners. In general, the bike starts to feel more agile at a higher speed. The faster you go, the easier it is to pop off obstacles. On the other hand, if you’re just rolling along slowly, you and your bike will quickly get bored. In the air, the bike feels very stable and easy to control. The componentry of the flagship model performs as expected, showing no weaknesses in our test. Particularly worth mentioning are the revised Butcher tires, where Specialized improved the transition from the centre to shoulder knobs, making the tire much more predictable. In technical sections, the handling is very precise and remains easy to control, but it requires an active riding style How does the 2020 Specialized Enduro 29 compare to the Santa Cruz Megatower? At first glance, the resemblance between the Megatower… … and the Specialized Enduro is unmistakable – but the differences are felt on the trail! googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); Not only the looks but also the key specs of the new Specialized Enduro 29 resemble the Santa Cruz Megatower. Just to be clear: we haven’t yet had the opportunity to ride both bikes in direct comparison, and we’ve only completed a few rides on either of them. What we can say is that the suspension of the Enduro 29 is plusher than that of the Megatower. The Enduro is ahead of the Megatower in terms of composure and stability as well. However, the Santa Cruz’s more supportive suspension and more moderate geometry offer increased pop and agility. The high setting of the Specialized is still lower than the low setting of the Megatower. Our initial conclusion would be that the Santa Cruz is the better all-rounder for all type of terrain and still is fun on easy trails, while the Enduro 29 is better at high speed and on really rough trails. A big plus for the Enduro is its S.W.A.T. box. We’ll have to have a direct comparison of both bikes before we can say more. Specialized Ambush Helmet | SCOTT Shields 60th anniversary sunglasses | Fasthouse Dropper MTB Jersey | Specialized Demo Pants Our conclusion to the new 2020 Specialized Enduro 29 The new Specialized Enduro 29 has nothing in common with its predecessor, except for the name and the ingenious S.W.A.T. box. The bike is built to handle the toughest tracks at top speed and it’s extremely composed, the suspension is terrific and it climbs well on top of that. However, all this comes at the expense of the agility and versatility of the bike, since, unlike its predecessor, it is only fun on fast, challenging trails, where it can fully exploit its strengths. Topsplush and defined suspension S.W.A.T. Box very balanced handling very composed on demanding terrain good climbing characteristics next level speed very quiet! Flops boring on flat trails less agile than its predecessor manuals require a lot of effort seat tube angle could be steeper With the new Enduro, you’ll get your after-ride beer before everyone else! For more information head to specialized.com

For quite some time with the Enduro model, Specialized stuck with a rather consistent frame layout. It had a Horst link rear end driving a linkage that wrapped around the seat tube and compressed the rear shock where it butted up against their “X-wing” front end. Those days are over! In putting that design to rest, the new Enduro adopts the same layout as the new Demo, which Loic Bruni has been piloting to great success this year on the World Cup DH circuit. In addition to the suspension revamp, the bike also received a complete and total facelift on many other fronts as well. It sees updated geometry, says farewell to 27.5″ wheels, and in addition to increased travel it also sees more progressive kinematics – something I’ve been asking for on the bike for years now. Hallelujah! I got a chance to ride the flagship S-Works version of the new bike in the “S4” sizing, which is roughly equivalent to a Large. It’s a hell of a lot of bike, but it managed the climbs surprisingly well over quite a few big days during the last few weeks. Note: typically if we only get few rides on a bike we label an article “First Look”, but if we’ve quite a bit of time we’ll label it a “Test”. This review was done on the shorter end of what we’d consider a test, but the bike saw a great deal of ride time in a short timeframe. Anyhow – here’s the low down on the completely revamped smasher bike… Details 29″ Wheels only Carbon fiber only 170mm front and rear travel Four sizes: S2, S3, S4(tested), S5 40% increase in anti-squat 12% increase in frame stiffness Progressive kinematics & a more rearward axle path Metric, trunnion shock spacing (205mm X 60mm) Boost front and rear hub spacing SWAT downtube storage Sleeved, internal cable/hose routing Short offset fork Flip chip in lower shock eyelet No custom shock hardware 30lbs 15oz no pedals, tubeless, with full chainguide The industrial design of the new bike is all about clean lines as you can see from the cable/hose’s transition from front to rear end, which is sleeved by the way. The trunnion mount shock rides on cartridge bearings housed in the frame at the upper mount. Specialized opted for the FOX Float X2 with 4-way adjustability and a lockout lever. The new linkage is fully carbon on the S-Works model and features a plastic guard to protect the shock from debris flinging off the rear wheel. Some details on the frame, clockwise from left: The downtube guard is quite massive, and removable. The upper portion of the linkage pulls on the lower portion, which drives the shock. This single upper part wraps around the seat mass with a bridge for the sake of rigidity. Lastly, even with a 2.6″ tire, the clearance was quite good. Clockwise from left: the SWAT CC is one of our all time favorite accessories. It neatly stashes a multi-tool in your headtube while doubling as a headlock and a chain tool, as well as storing a spare chain link. The SWAT downtube is one of the best inventions mountain bikes have ever seen. You can store a great deal of things in the downtube, accessible via a door under the bottle cage. Lastly, a closeup of the lower shock eyelet which has “flip chip” style between high/low adjustability without the use of any proprietary shock hardware. The S-Works which we tested sees the new Shimano XTR 12-speed drivetrain. It has a 10-51 tooth rear cassette for a massive range. This is paired with Race Face’s super light but strong Next-R carbon crankset and an MRP chainguide. Also visible is the rubber chainstay protection with 4 raised nubs which help silence things – an idea Specialized pioneered. Unsurprisingly, the bike comes fitted with Roval Traverse SL wheels. Being under the Specialized umbrella, Roval takes advantage of their expertise on carbon fiber with tough, dependable rims that boast a very nice ride quality. They lean on DT-Swiss for the hub parts and engagement mechanism, which have also proven their mettle. Up front is a massive 170mm travel Fox 36 Factory with the truly excellent Grip-2 damper. Like the rear shock, it features 4-way adjustability: high/low speed compression and rebound. The Enduro features in house “Butcher” tires in a 2.6″ width with the “Grid Trail” casings – which are likely a bit on the light duty side of things given the bike’s penchant for disregard on trail. The Enduro S-Works comes with 4-piston Shimano XTR brakes with a 200mm front / 180mm rear rotor combo, which is quite fitting given the bike’s purported intentions. Deity’s Knuckleduster grips are a nice addition and an excellent replacement for the less than stellar in-house grips from Specialized. With a 170mm travel RockShox Reverb AXS seatpost spec’d, that leaves one sad, lonely cable port at the head tube and a tidier looking front end. A very worthy choice for the saddle, the Specialized Henge features a nice contour, just the right amount of padding and a slightly wide rear combined with a fairly short length. Perfect for a gravity bike that has to climb. Two things here: Specialized does away with the “S-Works” labelled handlebar, and moves that detail over to Roval world. We’ve enjoyed their in house bars in past tests with comfortable angles and nice carbon layups. The new offering is a full 800mm wide, but now sees a 35mm bulge mated with a Deity Copperhead stem. Geometry This update brings a complete transformation to the Enduro. Specialized jumps on board the “Speed Balanced Geometry” trend that was originally fashioned by Transition a couple of years ago. This boils down to: Longer top tubes and a slacker head angles paired with short offset forks to improve the confidence and handling on the descents, while steep seat angles help improve body positioning for the climbs. On the Trail Most good rides start with climbing, right? I said good, not epic…We all know epic rides start with heli drops. Anyhow, from a body positioning standpoint, with the seat extended the Enduro puts you in an upright position that’s easy to weight the front end, ready for all day affairs. The ultra slack 64.3º head angle, and that’s in the high/”steep” position, had a slight knack for wandering at low speeds, but to a certain degree that’s to be expected for a bike of this stature. From a pedaling efficiency standpoint, this bike is freakishly good – I can’t overstate it enough. I never once touched the lockout lever – the rear end is simply unfazed by pedal input. This of course is extremely impressive when you consider that it boasts 170mm travel. Once you point the bike in the other direction things begin to get exciting. To start, this is a completely different animal than the last Enduro – there is no longer anything familial between the old and new versions. Starting with geometry, the bike is finally, truly on trend and fits properly while putting you in the right place. The long reach allows you to hover front to back as the trail requires without any fear of bungled up too far over the front or off the back. Stretched reach, an ultra slack head angle and longer 442mm chainstays make the bike more of an EWS inspired race machine, boasting confidence and stability on all terrain, whether it’s blind, steep, fast, haggard or all of the above. This does come somewhat at the expense of the fun, slappy, easy-to-manual nature that the last Enduro enjoyed, although under the right pilot loads of fun will still be had – it will just require more input, skill and energy. Despite only having just a few millimeters more travel, this is a LOT more bike. Make no bones about it, this Enduro borders on a downhill bike levels of capability. Regarding suspension, Specialized has made serious improvements all around – in my opinion anyway. In the past, I’ve criticized them for the linearity of their rear suspension designs and the high leverage ratio, which are less than ideal, especially when combined The former has been improved massively – the progression sits at a high figure of 38.6%. The latter improved nominally from a 2.97:1 ratio down to 2.83:1, which is still relatively high, but the added progression takes the load off the shock by making the linkage responsible for increasing ramp. There was enough progression that I actually ended up running the Float X2 with zero volume reducers. The bike ships with one reducer, and after feeling it rode a touch on the rough side, I pulled that spacer out, hunting for and finding a touch more traction. This is good because it provides riders with usable range in tuning how linear or progressive the bike is, depending on personal preference. It also indicates the bike would likely work very well with a coil sprung rear shock. My final settings strayed a bit from the base recommended tune. At 185 lbs I arrived at 222PSI for 18mm (30%) sag, 12 clicks from closed on low speed compression and rebound, and 11 and 15 from closed on high speed compression and rebound respectively. The other key chapter in the suspension story is the Enduro’s improved axle path, due to its completely updated pivot layout. Specialized moved the main pivot further forward to attain a more rearward axle path. This helps the bike carry speed over rough sections, since the rear wheel moves back and away from impacts as it goes up through its travel. In addition to more momentum, it sees improved stability when it needs it most. On trail, this was very apparent right away – compared to Enduros past, this new machine manages the roughest of sections with much improved prowess. This meant better behavior on things like successive mid-sized chunder and braking bumps, while the progressive nature of the suspension helped with small bump sensitivity and big hit bottoming resistance. As far as the spec goes – I found most everything to be excellent, as it should be on a flagship bike at this price point. And thus, that is largely why I’ve dedicated the majority of the dialogue on the new frame’s behavior. After all, that is where the real interesting story lies. Touching briefly on some observations on the components, I think the product managers have done an excellent job curating a good build, even down to the grips. Starting with the fork, the most recent Fox 36 and its Grip-2 cartridge needs no introduction. It has 4-way damping adjustability, and its air spring curve felt just right out of the box, so I didn’t need to mess with tuning via volume reducers. An ultra stiff chassis paves the way with precise steering no no unwanted deflection, while buttery smooth action eats everything up. The Shimano XTR brakes were freakishly strong – so much so that for the first time, I was almost wishing for a bit more modulation on some of the steeper bits. No complaints though as the bike is designed for the rowdiest of riding and that power came in handy elsewhere. As for the new XTR drivetrain, it provides good shifting albeit less crisp than Eagle, but with slightly better performance when mashing/shifting under load. The range on both groups is all you’ll ever need. It’s a Mac or PC argument best left to personal preference, but I nod toward SRAM. The Race Face cranks that the drivetrain is paired to are quite stiff – time will tell on strength, but in the short run, they tick the boxes. I’m a big fan of Roval wheels for their excellent on trail feel and ideal strength to weight ratio. The flagship SL version of the carbon fiber hoops spec’d here are no exception, offering fast hub engagement, great acceleration, chatter damping properties and a very lively nature. If I had to pick one thing that I’d swap out, it’d be the tires. I think the Butcher’s tread pattern itself is great, but I’m less fond of the rather thin casing. I’m even less enthused by the compound, which has a fairly fast rebound characteristic, making it a bit nervous on hardpack. I liked having the increased volume of the 2.6″ up front, but would opt for a 2.3 or 2.4″ tire out back, personally. The cockpit is a place that many brands miss the mark, but in the case of this bike, it’s absolutely phenomenal. I loved the rise, width and sweep combo of the new 35mm Roval handlebar, and the Deity stem’s low stack height provided lots of room for adjusting bar height – their grips were also quite comfortable and grabby. I personally mesh well with the Specialized saddles and the Henge was no exception. Last and certainly not least, the wireless, electronic RockShox Reverb AXS is an incredible piece of kit. It cleans up your cockpit, makes maintenance easier and its 170mm of travel matches the front and rear suspension, offering plenty of drop for long legged riders. The SWAT downtube is a standout frame feature that you’re likely well familiar with by now – it makes life way easier, just like the sneaky multi tool in the head tube. Overall After a few years of making small improvements and refining an increasingly tired layout, I’m happy to see Specialized start from scratch with the new Enduro. The geometry is on the bleeding edge, but manages to be extremely well balanced. The suspension is a massive improvement over past models, boasting just the right progression and knack for carrying speed. If you’re looking for a sprightly little play toy, this isn’t the bike…If your trails are tame, you may as well look elsewhere. This is a bike meant for pushing the limits of what you can do with a single crown bike. Also, something that shouldn’t be overlooked is what an incredible job it does at getting you back up the hill, particularly given its stature. Aside from the fact that I’d likely opt for different tires, there is one other downside which is unfortunately immutable – it has a fairly high standover. It’s the kind of thing that you usually don’t notice, but can be a peeve for some people and therefore is worthy of mention. Aside from those minor quips, I think this bike will treat most people very, very well. For those looking to get the absolute most out of a bike that will get you back up the hill without a chairlift or a shuttle, it would be foolish not to consider the new Enduro. Pricing Enduro Comp 29: $4,510 Enduro Elite 29: $5,310 Enduro Expert 29: $6,550 S-Works Enduro 29: $9,750 S-Works Enduro 29 frame-only: $3,310 www.specialized.com

The Aventura2 looks like a well equipped trekking machine that’d make a great option for commuters. Warren Rossiter/Immediate media Bosch’s new smartphone dock means you can use your phone as a controller for the e-assist via Bosch’s app. Warren Rossiter/Immediate media Focus now has an add-on kit so you can fit a second Bosch battery onto its e-bikes for a huge increase in potential range. Warren Rossiter/Immediate media The new Focus Max Disc 9.7 with SRAM Force AXS is a slick looking machine. Warren Rossiter/Immediate media Its always good to see skinwall tyres, especially when they’re quality like Vittoria’s Corsa. Warren Rossiter/Immediate media At two grand the Jam 6.7 Seven looks like a lot of bike. Warren Rossiter/Immediate media At the back it’s a RockShox companion Deluxe Select unit. Warren Rossiter/Immediate media The 150mm travel Jam2 comes with Fox suspension. Warren Rossiter/Immediate media With the new full-colour Bosch Kiox head unit. Warren Rossiter/Immediate media The Jam2 6.9 Drifter mixes a 29er front with a 27.5 rear. Warren Rossiter/Immediate media Shimano’s head unit is one of the most minimal and unobtrusive around and the integrated power switch is a neat detail. Warren Rossiter/Immediate media The Jafira2 6.8 is Focus’s mid-range e-hardtail. Warren Rossiter/Immediate media Bosch’s Performance CX power unit on the Jafira2 6.8. Warren Rossiter/Immediate media Focus’s road e-machine the Paralane2 has now got this flat-barred commuter version in its line-up. Warren Rossiter/Immediate media The Fazua controller looks better sitting next to a flat bar grip than it does centred on a drop bar bike. Warren Rossiter/Immediate media The Paralane2 6.8 GC is a Paralane2 more focused on gravel riding. Warren Rossiter/Immediate media The 6.8GC gets Shimano’s new gravel-specific GRX drivetrain. Warren Rossiter/Immediate media The Raven 8.8 uses a 885g carbon hardtail frame. Warren Rossiter/Immediate media The super light Raven chassis has plenty of chain protection bonded to the BB shell. Warren Rossiter/Immediate media The Focus Thron2 6.8EQP combines full-suspension and 130mm of travel with all the equipment you’d need for any commute — quite the odd combination. Warren Rossiter/Immediate media The 6.8 EQP even comes with integrated lighting from Supernova up front. Warren Rossiter/Immediate media Focus Thron2 6.9 shares the same aluminium 130mm travel chassis as the 6.8 EQP but is stripped down for full off-road duties. Warren Rossiter/Immediate media The Thron2 neatly mounts its charge point for the Bosch battery on the top tube. Warren Rossiter/Immediate media We headed out to Germany recently to get the low down on Focus Bike’s 2020 roster, and there was plenty to choose from. So, here’s our pick of the bunch from a range that included town bikes, mountain bikes, road bikes and a wide range of electric bicycles. These are the best electric bikes of 2019 Here’s why the Focus Paralane 8.9 GC is one of our favourite road bikes 2020 Focus Raven 8.8 The Raven 8.8 uses a 885g carbon hardtail frame. Warren Rossiter/Immediate media £2,799 / €2,999 (Dm) / €3,099 (F, ES, BLX) The Raven hardtail frameset remains one of the most advanced carbon chassis around, with a flyweight claimed weight of 885g in an unspecified size. The most interesting bike in this range is this bold red Raven 8.8, which comes equipped with a RockShox SID Select 100mm travel fork up front and Shimano XT M8100 1×12 gearing with matching brakes. Wheels come courtesy of Mavic’s Crossmax with BBB providing a smattering of lightweight finishing kit. Focus claims a complete bike weight of 10.75kg. Focus Jam 6.7 Seven At two grand the Jam 6.7 Seven looks like a lot of bike. Warren Rossiter/Immediate media Price: £1,999 / €2,199 (DM) / €2,299 (F, ES, BLX) Focus describes the Jam as its bike for those who like to earn their downhills and aren’t afraid of a meaty climb. The aluminium frame uses Focus’s F.O.L.D. Suspension design, which is claimed to balance sensitivity while being progressive enough to not bottom out when being put through the wringer. We like the look of the 6.7, and especially the price — it looks to be a very well-equipped sub-£2k machine. The frame has 150mm of travel at the rear controlled by a RockShox Monarch RT that’s matched up front with a RockShox Revelation RC fork. The drivetrain is SRAM’s 12-speed NX Eagle, and braking comes courtesy of Magura’s MT5s. It runs on a combination of 27.5 Maxxis High Roller II and Minion DHR II tyres wrapped over Race Face rims on Novatec hubs. The 6.7 is also available as a 29er (the 6.7 Nine). Focus claims 15kg for a complete bike. Focus Izalco Max Disc 9.7 AXS The new Focus Max Disc 9.7 with SRAM Force AXS is a slick looking machine. Warren Rossiter/Immediate media Price: £5,699 / €6,199 (DM) / €6,199 (F, ES, BLX) The Izalco Max launched over a year ago now, and with similar bikes from bigger manufacturers being launched this year, it seems the Max has had an influence. Any bike with as much integration as the Max is always going to look good with one of SRAM’s wireless groupsets, and the £5,699 Max with Force eTap AXS is a great looking machine. With its understated palette and graphics and, of course, tan wall tyres, we reckon it’s one of the best looking of the new breed of lightweight race bikes. The sub-kilo frame is matched with DT Swiss ARC 1450 Dicut carbon wheels running Vittoria Corsa G+ tyres, a SRAM Force AXS group and a dedicated stem that internally routes the disc brake hoses and holds a carbon Easton EC90 aero bar. At the back, a dedicated D-shaped carbon post is topped with ProLogo’s short Dimension saddle. Focus claims 7.85kg for the 9.7 AXS. Focus Paralane² 6.8 GC The Paralane2 6.8 GC is a Paralane2 more focused on gravel riding. Warren Rossiter/Immediate media Price: £3,899 / €4199 (DM) / €4,299 (F, ES, BLX) The Paralane² was the first e-road bike that proved that e-assistance needn’t be heavy, bulky or ugly. The Fazua system is both light (a little over 3kg) and comes in a small package, so the Paralane doesn’t look too dissimilar from a standard bike. Focus has also introduced road-Boost to the rear to ensure ideal chain line with the wider (motorised) bottom bracket shell. Since we first tried out the Paralane², we always thought it had the ability to go beyond the road, with generous tyre clearances giving it gravel potential. Well, it seems Focus has been thinking the same and, this year, there are now a smattering of GC models in both carbon and alloy (the 6.8 is the alloy version), which come equipped with grip-laden gravel tyres and a more off-road outlook. The bike runs Fazua’s Evation 60Nm/250w motor system with a 250w/h battery, and gearing from Shimano’s new GRX 400 group with 46/34, 11-34 gearing. The Alex Boondocks wheels are shod with Vittoria’s gravel-specific Terrero Zero TLR 33c tyres. Focus claims 15.65kg for the alloy 6.8 GC. The more expensive carbon 9.6 GC has a claimed weight of 14.15kg. Focus Paralane² 6.6 Commute Focus’s road e-machine the Paralane2 has now got this flat-barred commuter version in its line-up. Warren Rossiter/Immediate media Price: £3,399 / €3,599 (DM) / €3,799 (F, ES, BLX) The Paralane² range has also expanded to include this new commuter special. It uses the same alloy frame as the 6.8 but adds in full mudguards and a flat bar cockpit, a Shimano 105 drivetrain (46/34, 11-34) with Shimano RS700 flat bar shifters and RS405 brakes. The Alex Boondock wheels are shod with fat commuter-friendly Vittoria Zaffiro Pro 32c tyres and Focus claims an all-up weight of 15.95kg. Focus Thron² 6.9 The Focus Thron2 6.9 shares the same aluminium 130mm travel chassis as the 6.8 EQP but is stripped down for full off-road duties. Warren Rossiter/Immediate media Price: £4,499 / €4699 (D) / €4,899 (F, ES, BLX) The Thron² is Focus’s e-assisted trail machine and uses its aluminium F.O.L.D. suspension frame, with 130mm of travel controlled by a Fox Float DPS damper that’s paired with a Fox Float 34 Rhythm fork. Power assist is delivered by Bosch’s new Performance CX Gen 4 motor, which claims figures of 75Nm/250w and with a Bosch Powertube battery a 625wh capacity. The system is controlled by Bosch’s smart Kiox head unit, with the remote control located next to the grip. The bike is smartly equipped with Shimano XT M8100 12-speed, a KS E30i dropper post and DT Swiss H1900 wheels shod with 2.6-inch Maxxis Rekon 3C Exo TR tyres. Focus claims an all-up weight of 23.3kg for the 6.9. Focus Thron² 6.8 EQP The Focus Thron2 6.8EQP combines full-suspension and 130mm of travel with all the equipment you’d need for any commute — quite the odd combination. Warren Rossiter/Immediate media Price: £4,099 / €4,299 (D) / €4,499 (F, ES, BLX) It’s quite a strange thing to see a full-on full-suss trail bike like the Thron² available in what can only be called ‘commute’ spec. But after talking with the team at Focus it seems that this is a big area of growth for the brand in mainland Europe. We’re not convinced it’ll catch on in the UK, but if you ever feel the need for 130mm of travel when you’re riding to work then Focus has the solution. The 6.8 EQP shares the same chassis and powertrain as the trail-ready machines — so you still get the big 625wh powerpack and Bosch’s Gen 4 CX motor with its 75Nm/250w of power that’s controlled by the Purion head unit mounted at the grip. Here, though, it’s complemented by full mudguards from Tubus and a tubular alloy rear rack (with a 16kg max load). It also gets integrated lights with a Supernova E3 Mini 2 up front and a Hermans H-Trace micro at the rear. The rear suspension is controlled by Suntour’s EDGE LOR unit and up front, Suntour’s XCR 34 LOR fork, which all adds up to a claimed weight of 25.8kg Focus Jam² 6.9 Drifter The Jam2 6.9 Drifter mixes a 29er front with a 27.5 rear Warren Rossiter/Immediate media Price: £4,749 / €5,199 (D) / €5,299 (F, ES, BLX) The Jam² all-mountain machine combines a 29-inch front wheel with a 27.5 rear, has 150mm travel and is available in Bosch and Shimano versions. We like the look of the 6.9 Drifter with its Shimano Steps E8000 70Nm/250w motor and 765wh of battery. This impressive battery life is accomplished by combining the 378wh internal battery with Focus’s T.E.C. pack, which fits onto the down tube to provide an extra 378wh of power in reserve. The 6.9 comes with Shimano XT 12-speed (34, 10-51), a custom-tuned Fox Float DPS rear shock and Marzocchi Bomber Z1 forks. The E30i dropper post comes from KS and Mavic supplies its E-XA drifter wheels, which are shod with Maxxis Minions: a 2.8 DHF tyre and a 2.6 DHR. Focus claims 21.7kg for the complete bike. Focus Jam² 6.8 Nine The 150mm travel Jam2 comes with Fox suspension. Warren Rossiter/Immediate media Price: £4,599 / €4,799 (D) / €4,999 (F, ES, BLX) Prefer your assistance with a German flavour? Then Focus also has the Jam² available with a Bosch motor. The 6.8 comes with Bosch’s Performance CX Gen 4 motor (75Nm/250w) and a 625w/h internal PowerTube battery, which is all controlled by the Bosch Kiox head unit. Suspension duties come courtesy of Fox’s Float DPS rear shock and 34 Rhythm sweep adjust fork. The gearing combines SLX (shifters and cassette) and XT (rear mech) and Shimano MT520 brakes. Race Face provides the 29er wheels and Maxxis the 2.6-inch Rekon Dual Exo TR treads. Focus claims 23.5kg for the complete bike. Focus Jarifa² 6.8 Nine The Jafira2 6.8 is Focus’s mid-range e-hardtail. Warren Rossiter/Immediate media Price: £3,299 / €3499 (D) / €3,699 (F, ES, BLX) It’s not just full-suspension e-bikes from Focus, it also has three hardtail models. From the superlight Raven² to the budget-focused Whistler², the Jafira² sits squarely between the two as a more touring-orientated e-mountain machine. The 6.8 Nine uses Bosch’s Performance CX Gen 4 (75Nm/250w) with a PowerTube 625w/h internal battery controlled by a Purion head unit. You can expand the battery capacity by up to 1125w/h using an additional battery, which mounts on the down tube — it’s a similar system to Focus’s Shimano-based TEC pack system. Focus claims 22.3kg for the complete 6.8 Nine. Focus Aventura² 6.9 The Aventura2 looks like a well equipped trekking machine that’d make a great option for commuters. Warren Rossiter/Immediate media Price: £3,799 / €3999 (D) / €4,199 (F, ES, BLX) The Aventura² is the brand’s take on a go-anywhere trekking machine. It uses Bosch’s new Performance CX motor system with a 625wh battery (you can, like the Jafira, piggyback a second Bosch battery for a max of 1,125wh) and the bike comes fully loaded with full metal mudguards, a rear rack, Busch & Muller lighting, and Bosch’s new Smartphone hub to take care of motor control. The hub also lets you use the GPS functionality on your phone in combination with the bike’s motor system. The claimed 23kg bike comes with an SLX/Deore mix and a 100mm travel Suntour Raidon LOR fork.

The sheer brilliance of mid-ride stops at mountain huts in the German-speaking Alps is likely one of the main reasons you keep coming back, summer after summer. It’s all well and good smuggling a croissant-to-go from the hotel buffet into your jersey pocket or lining your bumbag with energy bars. However, for a more blissful taste experience and the most serene views for your eyes, you’ve got to ride a little further. Here are our must-eat mountain grub suggestions! googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Simple is best. No preservatives, no additives and definitely no flavour enhancers (those are free, just take in those well-earned views over the lush Alpine meadows and mountain peaks). This scenery may have entranced hikers and cyclists since way back when, but it isn’t just the postcard-perfect views that attracted them. Mountain grub is down-to-earth, hearty, and just so damn tasty (and all the more so when you’ve had to work for it). Just as Hansel and Gretel were waylaid by the lure of the gingerbread house, the mountainsides have their own temptations in the form of mountain huts that will entice you with the promise of food and rest. They have magical kitchens, where flour, eggs, milk and butter are transformed into a true marvel on a plate. What better time than now to explore the culture of mountain huts? Kaiserschmarrn – a stylishly messed up pancake A staple delicacy in the Alps. Nutritious and tasty – could this be the ultimate mid-ride snack? Flour, eggs, sugar, milk and butter are all it needs to woo you. The jury is still out on adding raisins, though we’re big advocates of the sweet little nuggets, especially when soaked in rum. Germknödel – jam-filled dumplings of the greatest kind Not just a hit with ebikers, these yeast dough dumplings filled with plum jam and served with a generous dollop of vanilla sauce and poppy seed sugar are the mother of all mountain snacks. Densely calorific, they’re a sure-fire way to recharge your battery. Warning: don’t try and make them at home, there’s little to no chance that they’ll taste anywhere near as good as at 2,000 metres above sea level. Kaminwurzn-Bergkäse-Jauseplatte – a platter of fire-smoked mountain cheeses and cured meats Rustic! The ultimate low-carb option for those with an eye on their power-to-weight ratio. Many mountain huts also tend to their own livestock, so expect a generously sized plate filled with some of the tastiest organic delicacies around from their own cows, goats, or sheep that trek up to the high Alpine pastures each summer for the best grass in the region. If you’ve got space in your backpack, we’d recommend stocking up as you won’t find this sort of quality in any supermarket! googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); Pizza – the failsafe for when you panic about the language WFor those out riding on the southern side of the Alps, you’d be wise to stop at an authentic Italian mountain hut for a pizza. We’ll bet you a tenner that even at 2,000 metres they’ll put your local pizza takeaway to shame. With a thin, crispy base and topped with the finest ingredients, expect next-level pizzas with scenery that wouldn’t look out of place in a tourist brochure! Kaspressknödel-Suppe – cheese dumpling soup After a sweat-inducing climb, one way to recharge your batteries is to indulge in this hearty soup. A staple meal in Tirol, it’s as important to the region as beer is to Oktoberfest. Made with bread, cheese, eggs, milk and a whole host of secret ingredients, the baked golden hues of this traditional energy source are served in a clear broth to fill your tummy, leaving you ready to ride back down the mountain with a satisfied and sated smile! Have you worked up an appetite for your next mountain ride yet? Here’s where we should probably mention that it isn’t all cowbells and bliss up there. We expect you’ll have to learn the perils of eating well the hard way. While your ebike gets a much-needed charge, you’ll be putting away a fairly substantial amount of calories too. That brings with it a whole host of risks and can quite often result in a) sleepiness or b) a food coma. Challenging if you’re 2,000 metres above sea level and your hotel is down at the bottom. We suggest a post-meal espresso to neutralise the effects and get you back on your feet. Then try riding with the motor switched off to shake off the food-induced lethargy before blasting down the rest of the way. On that note, eat well and have a good ride! Der Beitrag Foodporn Mountain grub – Experience the peaks of culinary temptation erschien zuerst auf E-MOUNTAINBIKE Magazine.

Having introduced the Trance E+ electric mountain bike (e-MTB) last year, a bike that was a monumental step up from Giant’s first generation Full E+, Giant is taking things up a notch for 2020 with its brawniest and longest travel offering to date; the brand new Reign E+. Equipped with a shapely hydroformed alloy frame, the new 6-sensor SyncDrive Pro motor, and a sleek integrated battery pack, the Reign E+ shows that Giant means business when it comes to the exploding e-MTB market. Giant is electrifying its enduro offering for 2020 with the brand new Reign E+ Compared to the Trance E+, the new Reign E+ is bigger on travel, slacker on geometry, and burlier on parts. It’s a proper e-brawler. Introducing The 2020 Giant Reign E+ The marketing tagline for this new Reign E+ is ‘Enduro Electrified‘, and we reckon that’s pretty well on the money. It’s a big and imposing-looking rig that represents a natural progression from the current Trance E+. Comparatively speaking, the Reign E+ is geared up for taking on bigger mountains with steeper, rougher and longer descents. The two bikes do share common design elements. They both feature the Yamaha-built SyncDrive Pro motor, 2.6in wide tyres (that’s where the “+” in the name comes from), and the Maestro suspension platform. But whereas the Trance E+ is a trail bike with 140mm of rear travel, the Reign E+ pumps up the back end to 160mm, and balances that with a chunky 170mm fork up front. Along with its slacker geometry and burlier parts spec, it’s much more of an alpine-ready enduro bike. Like the Trance E+, the mainframe and swingarm on the Reign E+ are also made from Giant’s ALUXX SL-grade alloy, which is masterfully hydroformed to create some seriously smooth and clean lines. The lower link is formed from welded alloy, while the upper Maestro link is a lightweight one-piece composite structure that drives the piggyback shock via a dual-bearing trunnion mount. The Maestro suspension linkage tucks in neatly around the SyncDrive Pro motor. Giant is spec’ing proper rubber on the Reign E+, with a Maxxis DoubleDown casing on the back. New Brains For The Brawn While most brands are building their e-MTBs around drive systems from Shimano and Bosch (or Brose in the case of Specialized), Giant chooses to utilise its own motor and battery system, which has been co-developed with Yamaha. Updated for 2020, the latest SyncDrive Pro motor is a big step up from the previous version, and now features six internal sensors instead of four. This includes an inclinometer, so that the system knows when you’re climbing, riding on the flat, or descending. Along with speed, cadence and pedal torque sensors, the motor is able to automatically adjust the power output based on the rider’s input, with the goal of providing a smooth and natural feel to the pedal assist. The new motor offers 80nM of torque and up to 360% additional support, with five different levels of pedal assist. Less assist = less power and greater battery life. More assist = more power and lower battery life. These assist levels can be selected via a simple remote on the left-hand side of the bars, which uses a simple LED array to indicate the mode and remaining battery life. Free of any unsightly displays, it gives the Reign E+ a relatively tidy cockpit. For those who love to fettle though, you can pair the system wirelessly with Giant’s own e-bike app, so you can fine-tune the support ratios. It’s worth noting that the improvements on the new SyncDrive Pro motor are all internal. The external housing stays the same and the splined axle also carries over. This means you’ll be seeing the new motor spec’d on the 2020 Trance E+ range too. Giant is spec’ing nice and short Praxis crank arms on each of the Reign E+ models. The RideControl ONE remote offers an easy touchpoint for changing power modes, while also indicating battery life. Battery Options Integrated into the frame’s downtube is a clip-in 500Wh lithium-ion battery pack. Unlike other Giant e-MTBs though, the battery pack here can’t be removed with a key. Instead you’ll need a T25 torx key to undo two bolts before you unlock the battery from the frame. The reason? Giant says it wanted to make it as secure as possible, since this bike is likely to be ridden a lot harder. For those who want more range, Giant will soon be offering a bolt-on 250Wh battery pack that’ll lift the total capacity to 750Wh. We don’t have confirmed pricing as of yet, and we’re not entirely sure how popular it’ll be with Australian mountain bikers, but it’s certainly a whole lot of juice for those who go properly long. On the note of range and charging, Giant says it takes just 1.45 hours to charge a fully flat battery to 80%. You can also charge the battery on or off the bike. The hydroformed alloy frame has lots of sleek lines, while integrating the removable battery underneath. You can charge the battery both on and off the bike. It’s Got A Looong Back End! Giant will be offering the Reign E+ in four frame sizes from Small through to X-Large. Each size comes with a slack 64.5° head angle, a relatively steep 76° seat angle, and very long 469mm chainstays. Compare that to the naturally-aspirated Reign 27.5, which comes with significantly shorter 435mm chainstays. The long back end on the Reign E+ partly comes down to having to fit the Maestro linkage around the BB-based motor, and the limited clearance in this area of the frame while still fitting in those plump 2.6in tyres. For that reason, the back end on an e-MTB is always going to be longer than a regular bike. Is that a good or a bad thing? There’s certainly a lot of debate at the moment in the mountain bike world around chainstay length and whether shorter or longer is better. Put simply, long chainstays will reduce a bike’s nimbleness on tight and twisty tracks, and it can also make it harder to lift the front wheel – something that you tend to notice a lot more on a heavier e-MTB. However, longer chainstays do improve straight-line stability and climbing performance, and they tend to be quite important on an e-MTB that’s designed to excel on technical terrain. Those chainstays are mahoosif! But is that a good or a bad thing for a long-travel e-MTB? Up front Giant is spec’ing the Reign E+ cockpit with 800m wide bars and a 40-50mm long stem. That pairs with relatively roomy top tube lengths, which combined with the chainstays, means the Reign E+ has quite a long wheelbase – it’s over 1300mm on the XL! Certainly this is a bike that’ll have plenty of presence on the trail. Also worth noting is the short crank arms (160mm on the S/M sizes, and 165mm on L/XL sizes), which are there to provide more pedal clearance – an important aspect on an e-MTB where you tend to be on the pedals more regularly through the chop. 2020 Giant Reign E+ frame geometry. Whoa! Over $10K For A Giant? Correctomundo. In fact, the top-end Reign E+ 0 Pro is going to sell for $11,499 in Australia, which is a whole lot of clams. It is quite the bling-fest on the spec list though, with wireless SRAM AXS Eagle shifting, a Reverb AXS dropper post and Fox Factory suspension all round. For those who’d rather keep their budget on the otherside of $10K, the good news is that Giant will be offering the Reign E+ in two other models that come with exactly the same frame, battery and motor system, albeit with a more sensible parts package. Scroll down for all the spec details and Aussie prices for all three models. Got a spare $11,500? Here’s something to wax it on; the 2020 Reign E+ 0 Pro. 2020 Giant Reign E+ 0 Pro Frame | ALUXX SL-Grade Aluminum Alloy, 160mm Travel Motor | Giant SyncDrive Pro, 80nM Battery | Giant EnergyPak Smart 500, 36V Lithium Ion Fork | Fox 36 Float Factory Series, GRIP2 Damper, E-MTB Chassis, 170mm Travel Shock | Fox Float X2 Factory Series, 205×62.5mm Wheels | Giant E-TRX 27.5, 30mm Inner Rim Width Tyres | Maxxis Minion DHF EXO+ 3C MaxxTerra Front & High Roller II DoubleDown 3C MaxxTerra Rear, 27.5×2.6in Drivetrain | SRAM X01 Eagle AXS 1×12 w/Praxis e-Carbon Crankset Brakes | SRAM Code R, 220mm Fr & 200mm Rr Seatpost | RockShox Reverb AXS Wireless Dropper, Travel: 100mm (S), 125mm (M), 150mm (L), 170mm (XL) RRP | $11,499 Using the same hydroformed alloy frame with 170/160mm of travel, the Reign E+ Pro 1 swaps the fancy-pants electronic AXS shifting for mechanical Shimano XT. 2020 Giant Reign E+ 1 Pro Frame | ALUXX SL-Grade Aluminum Alloy, 160mm Travel Motor | Giant SyncDrive Pro, 80nM Battery | Giant EnergyPak Smart 500, 36V Lithium Ion Fork | Fox 36 Float Performance Series, 3-Position GRIP, E-MTB Chassis, 170mm Travel Shock | Fox Float X2 Performance Series, 205×62.5mm Wheels | Giant E-TR1 27.5, 30mm Inner Rim Width Tyres | Maxxis Minion DHF EXO+ 3C MaxxTerra Front & High Roller II DoubleDown 3C MaxxTerra Rear, 27.5×2.6in Drivetrain | Shimano Deore XT 1×12 w/Praxis e-Cadet+ Crankset Brakes | Shimano Deore XT 4-Piston, 203mm Fr & Rr Seatpost | Giant Contact Switch Dropper, Travel: 100mm (S), 125mm (M), 150mm (L), 170mm (XL) RRP | $8,699 For under $8K you can get into Reign E+ territory with this bike, which features Fox suspension and the same frame, motor, battery and geometry as the top-end model. 2020 Giant Reign E+ 2 Pro Frame | ALUXX SL-Grade Aluminum Alloy, 160mm Travel Motor | Giant SyncDrive Pro, 80nM Battery | Giant EnergyPak Smart 500, 36V Lithium Ion Fork | Fox 36 Float Rhythm, GRIP Damper, E-MTB Chassis, 170mm Travel Shock | Fox Float DPX2 Performance Series, 205×62.5mm Wheels | Giant AM 27.5+, 35mm Inner Rim Width Tyres | Maxxis Minion DHF EXO+ 3C MaxxTerra Front & High Roller II DoubleDown 3C MaxxTerra Rear, 27.5×2.6in Drivetrain | SRAM GX Eagle 1×12 w/Praxis e-Cadet+ Crankset Brakes | SRAM Guide RE, 200mm Fr & Rr Seatpost | Giant Contact Switch Dropper, Travel: 100mm (S), 125mm (M), 150mm (L), 170mm (XL) RRP | $7,699 So what do you folks think of the new Reign E+? We’d love to hear your thoughts on Giant’s latest e-MTB, so tell us what you think in the comments below! The post Giant Goes E-Enduro With The Brand New 2020 Reign E+ appeared first on Flow Mountain Bike.

Having introduced the Trance E+ electric mountain bike (e-MTB) last year, a bike that was a monumental step up from Giant’s first generation Full E+, Giant is taking things up a notch for 2020 with its brawniest and longest travel offering to date; the brand new Reign E+. Equipped with a shapely hydroformed alloy frame, the new 6-sensor SyncDrive Pro motor, and a sleek integrated battery pack, the Reign E+ shows that Giant means business when it comes to the exploding e-MTB market. Giant is electrifying its enduro offering for 2020 with the brand new Reign E+ Compared to the Trance E+, the new Reign E+ is bigger on travel, slacker on geometry, and burlier on parts. It’s a proper e-brawler. Introducing The 2020 Giant Reign E+ The marketing tagline for this new Reign E+ is ‘Enduro Electrified‘, and we reckon that’s pretty well on the money. It’s a big and imposing-looking rig that represents a natural progression from the current Trance E+. Comparatively speaking, the Reign E+ is geared up for taking on bigger mountains with steeper, rougher and longer descents. The two bikes do share common design elements. They both feature the Yamaha-built SyncDrive Pro motor, 2.6in wide tyres (that’s where the “+” in the name comes from), and the Maestro suspension platform. But whereas the Trance E+ is a trail bike with 140mm of rear travel, the Reign E+ pumps up the back end to 160mm, and balances that with a chunky 170mm fork up front. Along with its slacker geometry and burlier parts spec, it’s much more of an alpine-ready enduro bike. Like the Trance E+, the mainframe and swingarm on the Reign E+ are also made from Giant’s ALUXX SL-grade alloy, which is masterfully hydroformed to create some seriously smooth and clean lines. The lower link is formed from welded alloy, while the upper Maestro link is a lightweight one-piece composite structure that drives the piggyback shock via a dual-bearing trunnion mount. The Maestro suspension linkage tucks in neatly around the SyncDrive Pro motor. Giant is spec’ing proper rubber on the Reign E+, with a Maxxis DoubleDown casing on the back. New Brains For The Brawn While most brands are building their e-MTBs around drive systems from Shimano and Bosch (or Brose in the case of Specialized), Giant chooses to utilise its own motor and battery system, which has been co-developed with Yamaha. Updated for 2020, the latest SyncDrive Pro motor is a big step up from the previous version, and now features six internal sensors instead of four. This includes an inclinometer, so that the system knows when you’re climbing, riding on the flat, or descending. Along with speed, cadence and pedal torque sensors, the motor is able to automatically adjust the power output based on the rider’s input, with the goal of providing a smooth and natural feel to the pedal assist. The new motor offers 80nM of torque and up to 360% additional support, with five different levels of pedal assist. Less assist = less power and greater battery life. More assist = more power and lower battery life. These assist levels can be selected via a simple remote on the left-hand side of the bars, which uses a simple LED array to indicate the mode and remaining battery life. Free of any unsightly displays, it gives the Reign E+ a relatively tidy cockpit. For those who love to fettle though, you can pair the system wirelessly with Giant’s own e-bike app, so you can fine-tune the support ratios. It’s worth noting that the improvements on the new SyncDrive Pro motor are all internal. The external housing stays the same and the splined axle also carries over. This means you’ll be seeing the new motor spec’d on the 2020 Trance E+ range too. Giant is spec’ing nice and short Praxis crank arms on each of the Reign E+ models. The RideControl ONE remote offers an easy touchpoint for changing power modes, while also indicating battery life. Battery Options Integrated into the frame’s downtube is a clip-in 500Wh lithium-ion battery pack. Unlike other Giant e-MTBs though, the battery pack here can’t be removed with a key. Instead you’ll need a T25 torx key to undo two bolts before you unlock the battery from the frame. The reason? Giant says it wanted to make it as secure as possible, since this bike is likely to be ridden a lot harder. For those who want more range, Giant will soon be offering a bolt-on 250Wh battery pack that’ll lift the total capacity to 750Wh. We don’t have confirmed pricing as of yet, and we’re not entirely sure how popular it’ll be with Australian mountain bikers, but it’s certainly a whole lot of juice for those who go properly long. On the note of range and charging, Giant says it takes just 1.45 hours to charge a fully flat battery to 80%. You can also charge the battery on or off the bike. The hydroformed alloy frame has lots of sleek lines, while integrating the removable battery underneath. You can charge the battery both on and off the bike. It’s Got A Looong Back End! Giant will be offering the Reign E+ in four frame sizes from Small through to X-Large. Each size comes with a slack 64.5° head angle, a relatively steep 76° seat angle, and very long 469mm chainstays. Compare that to the naturally-aspirated Reign 27.5, which comes with significantly shorter 435mm chainstays. The long back end on the Reign E+ partly comes down to having to fit the Maestro linkage around the BB-based motor, and the limited clearance in this area of the frame while still fitting in those plump 2.6in tyres. For that reason, the back end on an e-MTB is always going to be longer than a regular bike. Is that a good or a bad thing? There’s certainly a lot of debate at the moment in the mountain bike world around chainstay length and whether shorter or longer is better. Put simply, long chainstays will reduce a bike’s nimbleness on tight and twisty tracks, and it can also make it harder to lift the front wheel – something that you tend to notice a lot more on a heavier e-MTB. However, longer chainstays do improve straight-line stability and climbing performance, and they tend to be quite important on an e-MTB that’s designed to excel on technical terrain. Those chainstays are mahoosif! But is that a good or a bad thing for a long-travel e-MTB? Up front Giant is spec’ing the Reign E+ cockpit with 800m wide bars and a 40-50mm long stem. That pairs with relatively roomy top tube lengths, which combined with the chainstays, means the Reign E+ has quite a long wheelbase – it’s over 1300mm on the XL! Certainly this is a bike that’ll have plenty of presence on the trail. Also worth noting is the short crank arms (160mm on the S/M sizes, and 165mm on L/XL sizes), which are there to provide more pedal clearance – an important aspect on an e-MTB where you tend to be on the pedals more regularly through the chop. 2020 Giant Reign E+ frame geometry. Whoa! Over $10K For A Giant? Correctomundo. In fact, the top-end Reign E+ 0 Pro is going to sell for $11,499 in Australia, which is a whole lot of clams. It is quite the bling-fest on the spec list though, with wireless SRAM AXS Eagle shifting, a Reverb AXS dropper post and Fox Factory suspension all round. For those who’d rather keep their budget on the otherside of $10K, the good news is that Giant will be offering the Reign E+ in two other models that come with exactly the same frame, battery and motor system, albeit with a more sensible parts package. Scroll down for all the spec details and Aussie prices for all three models. Got a spare $11,500? Here’s something to wax it on; the 2020 Reign E+ 0 Pro. 2020 Giant Reign E+ 0 Pro Frame | ALUXX SL-Grade Aluminum Alloy, 160mm Travel Motor | Giant SyncDrive Pro, 80nM Battery | Giant EnergyPak Smart 500, 36V Lithium Ion Fork | Fox 36 Float Factory Series, GRIP2 Damper, E-MTB Chassis, 170mm Travel Shock | Fox Float X2 Factory Series, 205×62.5mm Wheels | Giant E-TRX 27.5, 30mm Inner Rim Width Tyres | Maxxis Minion DHF EXO+ 3C MaxxTerra Front & High Roller II DoubleDown 3C MaxxTerra Rear, 27.5×2.6in Drivetrain | SRAM X01 Eagle AXS 1×12 w/Praxis e-Carbon Crankset Brakes | SRAM Code R, 220mm Fr & 200mm Rr Seatpost | RockShox Reverb AXS Wireless Dropper, Travel: 100mm (S), 125mm (M), 150mm (L), 170mm (XL) RRP | $11,499 Using the same hydroformed alloy frame with 170/160mm of travel, the Reign E+ Pro 1 swaps the fancy-pants electronic AXS shifting for mechanical Shimano XT. 2020 Giant Reign E+ 1 Pro Frame | ALUXX SL-Grade Aluminum Alloy, 160mm Travel Motor | Giant SyncDrive Pro, 80nM Battery | Giant EnergyPak Smart 500, 36V Lithium Ion Fork | Fox 36 Float Performance Series, 3-Position GRIP, E-MTB Chassis, 170mm Travel Shock | Fox Float X2 Performance Series, 205×62.5mm Wheels | Giant E-TR1 27.5, 30mm Inner Rim Width Tyres | Maxxis Minion DHF EXO+ 3C MaxxTerra Front & High Roller II DoubleDown 3C MaxxTerra Rear, 27.5×2.6in Drivetrain | Shimano Deore XT 1×12 w/Praxis e-Cadet+ Crankset Brakes | Shimano Deore XT 4-Piston, 203mm Fr & Rr Seatpost | Giant Contact Switch Dropper, Travel: 100mm (S), 125mm (M), 150mm (L), 170mm (XL) RRP | $8,699 For under $8K you can get into Reign E+ territory with this bike, which features Fox suspension and the same frame, motor, battery and geometry as the top-end model. 2020 Giant Reign E+ 2 Pro Frame | ALUXX SL-Grade Aluminum Alloy, 160mm Travel Motor | Giant SyncDrive Pro, 80nM Battery | Giant EnergyPak Smart 500, 36V Lithium Ion Fork | Fox 36 Float Rhythm, GRIP Damper, E-MTB Chassis, 170mm Travel Shock | Fox Float DPX2 Performance Series, 205×62.5mm Wheels | Giant AM 27.5+, 35mm Inner Rim Width Tyres | Maxxis Minion DHF EXO+ 3C MaxxTerra Front & High Roller II DoubleDown 3C MaxxTerra Rear, 27.5×2.6in Drivetrain | SRAM GX Eagle 1×12 w/Praxis e-Cadet+ Crankset Brakes | SRAM Guide RE, 200mm Fr & Rr Seatpost | Giant Contact Switch Dropper, Travel: 100mm (S), 125mm (M), 150mm (L), 170mm (XL) RRP | $7,699 So what do you folks think of the new Reign E+? We’d love to hear your thoughts on Giant’s latest e-MTB, so tell us what you think in the comments below! The post Giant Goes E-Enduro With The Brand New Reign E+ appeared first on Flow Mountain Bike.